Table of Contents

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PREFACE

1. This publication lays down instructions on maintenance activities, which are

of a general nature. These instructions are guidelines, which are to be read in
conjunction with specific to type aircraft manuals and documents related to aircraft
servicing. Such instructions aim to establish a uniform standard of maintenance
culture in service.

2. The manual is a reference book and guide for executing maintenance

activities. It is primarily based on instructions laid down in various technical
publications such as, TSI Vol-I, TSI Vol-III, TSI Vol-V, AFOs, IAPs, and aviation
related books. For comprehensive reference when required, mention of the relevant
service publication has been made in specific articles. The book also utilises inputs
from the International Civil Aviation and DGCA manuals.

STRUCTURE OF THE PUBLICATION

3. The book has evolved around four groups. The first group, from Chapter one
to Chapter six, spells out the requirements to establish a distinct maintenance
culture in service. Towards this aim, standardisation of work places, facilities and
work environment have been proposed.

4. The second grouping from Chapter seven to Chapter twelve deals with the
entire gamut of aircraft servicing in the first and second echelon. Maintenance and
safety related precautions are also covered therein. Chapter thirteen deals with the
field of material management.

5. Chapters fourteen to twenty are built around practices to be followed in the

crucial areas associated with aircraft servicing. These are important to develop a
sound maintenance culture. Chapter twenty-one defines an orientation towards
enhancement of quality assurance and maintenance safety.

6. Chapter twenty-two covers the field of publications and documentation, which

is the key to sound professionalism. Areas associated with military aviation like
WSA and Simulators are covered in Chapters 23 to 24. Six new chapters have
been introduced in the Oct 07 edition from Chap 25 to Chap 30. Information on e-
Maintenance, Financial Powers, IMMOLS, FLM Concept, Procedure of Scaling of
items and Aviation Fuel have been given. Any amendment / addition to these may
be informed to CSDO for check and incorporation.

BOOK MANAGEMENT

7. The manual consists of 30 Chapters that encompass the whole range of

maintenance activities associated with first and second line aircraft servicing. Each
chapter consists of a number of articles. These articles are listed at the start of
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every chapter. Each Article has a unique number. Every article relates to a distinct
maintenance activity and the guidelines to be followed in its execution.

8. The numbering system of the articles has been so structured to facilitate

easy cross-reference. The first two digits of the article number indicate the chapter
number, while the remaining two digits indicate the order number. An index at the
end of the book is arranged alphabetically listing the article headings with their
corresponding article number. The prominent words in an article are placed in the
index even at the cost of repetition. As an example the article. Definition Aircraft
Servicing Terms can be located by referring to ‘definition’ and ‘aircraft servicing
terms’. Key terms in the Annexures are also placed in the index for ease of
reference.

9. Proposals to amend the publication are to be routed to ACAS (MP) at Air HQ.
After approval of the proposal, the amendment is to be documented in the record
sheet placed at the beginning of the book. There will be a bi-annual review of the
manual in the months of Apr and Oct. All amendments cleared for incorporation will
be introduced in these reviews.

10. If the amendment results in addition of a new article in a Chapter, it is to be

allotted the next number in the chronological order. Alternatively, the article may
have to be positioned midway through the chapter, due to its similarity in content or
requirement of continuity. This will require a numbering with an alphabetic suffix. As
an example in Chapter 16, if painting of tools is to be included, the article will be
numbered as 1604 A.

11. Every page of the book has the issue number printed on the bottom left
corner of the page. Subsequent amendments will thus have new issue numbers
printed on the page for ease of identification for the reader. These amendments are
to be in the form of loose sheets, which are easily insertable. Additional pages will
not disrupt the order of the book, as page numbering is Chapter wise.

IMPLEMENTATION OF INSTRUCTIONS

12. The guidelines in the manual attempt to bring about a change in the
prevalent maintenance culture. Their implementation could be constrained in the
immediate future by limitation of space and infrastructure. This should however be
accepted as a temporary roadblock and all efforts are to be made to achieve the
essence of the guidelines laid down. While establishing a new facility or up-
gradation of existing facility, these factors are essentially to be considered.

13. Finally a change in maintenance culture can effectively be brought about

only by visible willingness and commitment to improve the environment and
associated infrastructure.

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 AIRCRAFT MAINTENANCE MANUAL

1. Read this help document before navigating to the Table of

Contents.

2. The next page will be the Table of Documents which has

Chapter Heading in ‘BLUE’ colour. Place the mouse cursor on the
Chapter heading and press the Control Key on the Keyboard and
right click on the mouse. All the files are Read-Only files. So click
yes on the Prompt. The concerned chapter will open. Do not press
Ctrl-Click on any other heading.

3. Certain annexures which have not been linked to the Chapter

have been highlighted in ‘BLUE’ colour, in the Table of Contents like
the following:-

(a) Organisation of HAL and Division wise responsibilities as

HAL Pt I, Pt II and Pt III.

(b) Marshalling Procedures.

(c) List of AFOs on Technical Subjects.

(d) Format of SOC for Scaling of Items.

The same procedure of Ctrl-Click is to be followed on the above

highlighted ‘BLUE’ items. Click ‘Yes’ on prompt.

4. Now place the mouse cursor on the ‘Table of Contents’ below,

press the Ctrl key on keyboard and right click on the mouse.

TABLE OF CONTENTS
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TABLE OF CONTENTS

Chapter Contents Page

1. DEFINITION OF COMMON TERMS

0101 General 1-1
0102 Definition of Common Aircraft servicing Terms 1-1

2. MILITARINESS AND MAINTENANCE

CULTURE

0201 Militariness 2 -1
0202 Maintenance Culture 2 -1
0203 Cleanliness and Housekeeping 2 -3

3. MAINTENANCE AND HUMAN SAFETY

0301 General 3 -1
0302 Authorisation to Work 3 -2
0303 Precautions against Human Error Servicing (HES) 3 -2
0304 Precautions by Personnel when Working on Aircraft 3 -4
0305 Precautions against Fire 3 -4
0306 Safety Requirements for Hand Tools 3 -5
0307 Use of Inspection Lamps and Portable Lighting 3 -6
0308 Safety Requirements while Welding 3 -6
0309 Safety Requirements while Soldering 3 -7
0310 Safety Requirements while using Blow Lamps 3 -7
0311 Safety of Power Supplies 3 -8
0312 Environmental Control System 3-10
0313 ESD Safety 3-11
0314 Safety Equipment 3-12
0315 Safety against Electrical Shock due to Static Elect 3-12
0316 Loose Article in Aircraft - Precautions and Recovery 3 -13
0317 Instructions for use and Precautions while Hoisting 3 -15
0318 Precautions during Monsoon Season 3 -15
0319 Survival in NBC environment 3 -16
0320 Safety instructions against Radar Radiation 3 -18
0321 Safety instruction against HF Radio Transmission 3 -19
0322 Safety against Laser Radiations 3 -20
0323 First Aid Procedures 3 -21

Annexure
I Laser Radiation Hazards 3 -22
II Power Disturbances 3-24
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III Damage due to ESD 3-32

IV Effect of relative humidity on static electricity 3-33
V ESD Control Measures 3-34

4. AIRCRAFT SERVICING PHILOSOPHY AND

RESPONSIBILITIES

0401 General 4 -2
0402 First Line Servicing 4 -2
0403 Second Line Servicing 4 -4
0404 Progressive Servicing 4 -4
0405 Periodic Servicing 4 -4
0406 Out of Phase Servicing 4 -5
0407 Extended Second Line Servicing 4 -5
0408 Third Line Servicing 4 -5
0409 Fourth Line Servicing 4 -5
0410 IRAN 4 -6
0411 ‘0’, ‘I’ & ‘D’ Level Servicing 4 -6
0412 Semi Centralised Servicing System 4 -7
0413 Fully Centralised Servicing System 4 -7
0414 Aircraft Maintenance Organization at Flying Wings 4 -8
0415 Maintenance Control Centre 4 -9
0416 Servicing Organisation 4 -11
0417 Duties and Responsibilities of Important 4-12
Functionaries in Maintenance Organisation
0418 Duties and Responsibilities of CEO 4-12
0419 Duties and Responsibilities of Sqn Cdr AC Tech Sqn 4 -13
0420 Duties and Responsibilities of Sqn Cdr Signals 4 -14
0421 Duties and Responsibilities of Flt Cdr Armament 4 -16
0422 Duties and Responsibilities of Flt Cdr (MCC) 4 -16
0423 Duties and Responsibilities of Sqn Engg Officer 4 -17
0424 Duties and Responsibilities of Flt Cdr MT 4- 18
0425 Duties and Responsibilities of WO i/c Hangar Line 4 -19
0426 Duties and Responsibilities of WO i/c DSS 4 -20
0427 Duties and Responsibilities of WO i/c Refueling Sect 4 -20
0428 Duties and Responsibilities of WO i/c Duty Crew 4 -21
0429 Duties and Responsibilities of WO i/c AF Lighting 4 -22
0430 Duties and Responsibilities of WO i/c Arrester Barrier 4 -23

Annexure
I Responsibility for Management of A/c Fleet at Air HQ 4 -25
II HAL Organisation PT I,
PT II,
PT III
III Check List for CEO 4 -29
IV Maintenance Organisation Chart 4 -30

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5. LAYOUT OF WORK PLACES AND MARKINGS

0501 General 5 -2
0502 Guidelines for Work Place Layout 5 -2
0503 Clean Room 5 -3
0504 Clean Room Clothing 5 -4
0505 Working Rules for Clean Room 5 -4
0506 Flight Line Tarmac/Dispersal 5 -5
0507 Daily Servicing Section 5 -8
0508 Tech Flight Hangar 5 -10
0509 Aircraft Servicing Bay 5 -11
0510 Trade Section Room 5 -12
0511 Hydraulic Bay 5 -13
0512 Avionics Servicing Bay 5 -14
0513 Battery Charging Room 5 -15
0514 Ground Crew Rest Room 5 -16
0515 Tyre Bay 5 -16
0516 Brake Parachute Bay 5 -17
0517 Ejection Seat Bay 5 -17
0518 Aircraft Painting Bay 5 -18
0519 Refuelling Section 5 -18
0520 Duty Crew Section 5 -19
0521 Pilot Parachute Bay 5-19
0522 Dinghy Bay 5-20

Annexure
I Layout of Tarmac/ Dispersal Marking 5 -21
II Layout of ORP 5 -23
III Layout of Blast Pen (Single Entry) 5 -24
IV Layout of Blast Pen (Double Entry) 5 -25
V Layout of Hang Up Point 5 -26
VI Layout of Armament Safety Point 5 -27
VII Layout of DSS 5 -28
VIII Layout of Tech Sqn Hangar (Fighter aircraft) 5 -29
IX Layout of Tech Sqn Hangar (Tpt&Heli) 5 -30
X Layout of Aircraft Servicing Bay 5 -32
XI Layout of Trade Room 5 -37
XII Layout of Hydraulic Bay 5 -38
XIII Layout of Avionics Servicing Bay 5 -39
XIV Layout of Acid Battery Charging Room 5 -40
XV Layout of Alkaline Battery Charging Room 5 -41
XVI Layout of Tyre Bay 5 -42
XVII Layout of Brake Parachute Bay 5 -43
XVIII Layout of Ejection Seat Bay 5 -44
XIX Layout of Aircraft Painting Bay 5 -45
XX Layout of Refuelling Section 5 -46
XXI Layout of Pilot Parachute Bay 5-47
XXII Layout of Dinghy Bay 5-48

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6. WORKING ENVIRONMENT AND FACILITIES

0601 General 6 -1
0602 Specialist Power Supply 6 -2
0603 Improvement in Work Environment 6 -3
0604 Cleanliness and Good House keeping 6 -5
0605 Appliances for House Keeping 6 -6
0606 Bird Proofing of Hangar Facilities 6 -6
0607 Rodents Control 6 -7
0608 Tarmac Shelters for Fighter Aircraft 6 -7
0609 Occupational Clothing 6 -7
0610 Technical Library 6 -9
0611 Changeover Room 6 -9
0612 Ground Crew Rest Room 6 -9
0613 Refreshment Facilities 6 -10
0614 Operations in Cold Conditions 6 -10
0615 Diversions from Work Area 6 -10

Annexure
I Major Work Environmental Stressors and their 6 -11
Weightage in Discomfort Level
II Material Management Trolleys 6 -12
III Mobile Work Table and Lifting Trolley 6 -14
IV Tool Bag 6 -15
V Drip Tray 6 -16
VI Working Stools and Ergonomic Chair 6 -17
VII Postural Stress 6 -18
VIII Transportation Trolley 6 -19
IX Recommended Levels of Lighting 6 -20
X Recommended Ranges of Reflection Factors 6 -21
XI Measures to be adopted for Improved Housekeeping 6 -22
XII Bird Proofing of Hangars 6 -23
XIII Rodent Guards 6 -24
XIV Tarmac Shelters 6 -25
XV Layout of Library 6-26

7. AIRCRAFT SERVICING

0701 General 7 -1
0702 Resources and Time for Scheduled Servicing 7 -2
0703 Definition and Certification of Supervisor/ Worker 7 -2
0704 Trade Proficiency Card 7 -3
0705 Aircraft/Helicopter Cleaning and Washing 7 -4
0706 Aircraft Surface Finish and Painting 7 -5
0707 Aircraft Blanking and Covers 7 -6
0708 Night Servicing Facilities 7 -7
0709 Jacking of Aircraft 7 -8
0710 Overheated Brake Units 7 -9
0711 Precautions While Using Compressed Air 7 -10
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0712 Precautions While Using Hydraulic Test Bench 7 -10

0713 Maintenance of Canopy and Wind Shields 7 -11
0714 Aircraft Fuel Tank - Safety Precautions 7 -11
0715 Maintenance of Endoscopes/ Fibro scopes 7 -12
0716 Refuelling and De-fuelling Precautions 7 -12
0717 Protection of Fuel System from Condensation 7 -14
0718 Pitot Head and Static Vents Cover and Blanking 7 -14
0719 Oxygen charging precautions 7 -15
0720 Autopilot Safety Precautions 7 -16
0721 Precautions for Engine Starting 7 -16
0722 Safety Requirements for Electrical Wiring, 7 -17
0723 Maintenance of Aircraft Batteries 7 -17
0724 Wire Locking Vital Electrical Connectors/ Switches 7 -18
0725 Handling Damaged/ Deformed Ignition Unit 7 -18
0726 Precautions While Testing Radio and Radar Systems 7-19
0727 Aircraft Laser Equipment - Safety Precautions 7 -20
0728 Loading/ Unloading Gun - Safety Precautions 7 -21
0729 Missile Loading/ Unloading Safety Precautions 7 -21
0730 Rockets/ Rocket Pods Safety Precautions 7 -22
0731 Loading of Bomb - Safety Precautions 7 -22
0732 Pilot TRS 7- 23

Annexure
I Dimensions and Sizes of Roundels, Flash, 7 -26
Letters & Numerals

8. AIRCRAFT MAINTENANCE MANAGEMENT

0801 General 8 -2
0802 Security of Aircraft/ Aero engine 8 2
0803 Storage of Aircraft 8 -3
0804 Flight Testing of Aircraft 8 -3
0805 Serious and Repetitive Snags 8 -4
0806 Reporting and Recording of Defect 8 -5
0807 Cannibalisation of Components 8 -7
0808 Retrieval of Prolonged AOG Aircraft 8 -8
0809 Exploitation of Aircraft by Anticipation/ Extension 8 -9
0810 Servicing of Aircraft by Civilians in IAF 8 -10
0811 Servicing of Aircraft during Cross Country Flights 8 -12
0812 Utilisation of Services of Specialists from OEM 8 -12
0813 Aircraft Flying and Maintenance Planning 8 -13
0814 Transfer of Aircraft- HAL 8 -14
0815 Transfer of Aircraft- BRD/ Storage Unit 8 -16
0816 Transfer of Aircraft between Wings and Units 8 -18
0817 Request for Allotment of Aircraft/ Aero engine 8 -19
0818 Aircraft Struck by Lightning 8 -20
0819 Modification 8 -20
0820 Concession 8 -21
0821 Innovation/ Improvisation of Air Force Equipment 8 -22
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0822 Indigenisation 8 -22

0823 Aircraft Accidents and Incidents 8 -23
0824 Categories of Aircraft Damage 8 -24
0825 Repair and Salvage Units 8-25
0826 Salvage of Damaged/ Crashed Aircraft 8 -27
0827 Technical Investigation 8- 27
0828 Safety Rules/Precautions 8-28
0829 Duty Crew Section 8 -28
0830 Avionics Modification Unit 8-29

Annexure
I Investigation Proforma 8 -33
II Cannibalisation Proforma 8 -34
III Monthly Cannibalisation Return 8 -35
IV Aircraft Stagger Plan 8 -36
V Classification of Modifications 8 -40
VI Category of Aircraft Accidents 8 -42
VII Classification of Aircraft Accidents 8 -43
VIII Technical Data of Aircraft 8 -44
IX Display of Information in Duty Crew Section 8 -45

9. TARMAC MANAGEMENT

0901 General 9 -1
0902 Working Parade 9 -1
0903 Aircraft Start up Drill 9 -3
0904 Duties of Take Off Inspector 9 -4
0905 Marshalling and Sign Language 9 -5
0906 Communication Aids 9 -6
0907 Aircraft Parking 9 -7
0908 Aircraft Picketing 9 -7
0909 Pen Operations 9 -8
0910 Aircraft Emergency Handling 9 -10
0911 Towing of Aircraft 9 -11
0912 Vehicle Movement and Discipline 9 -12
0913 Anti FOD Precautions 9 -13
0914 Fire Safety Precautions 9 -14
0915 Storm/ Gale Precautions 9 -15

Annexure
I Marshalling and Sign Language 9 -16
II Anti FOD Measures 9 -32

10. DETACHMENT OPERATION

1001 General 10 -1
1002 Manpower Planning 10 -1
1003 Detachment Requirements 10 -2
1004 Documents 10 -3
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1005 Requirement of Consumables 10 -3

1006 Responsibilities of Host Base 10 -4
1007 Ground Equipment at OPS Location/ Detachment 10 -4

11. ARMAMENT AND SAFETY EQUIPMENT

1101 General 11 -1
1102 Terminology 11 -2
1103 Armament Accidents 11 -3
1104 Manpower Deployment 11 -3
1105 Armament Operations 11 -4
1106 General Safety Instructions 11 -9
1107 Defect Reporting 11 -11
1108 Special Proficiency Certificates for Weapon Fitters 11 -11
1109 Storage of Armament Stores and Explosive devices 11 -12
1110 Air Armament Stores in use in IAF 11 -13
1111 Exposure of Explosive Stores 11 -14
1112 Servicing Responsibility of Air Launched Missiles 11 -16
1113 Duties and Responsibilities of Flt Cdr (Armt) 11 -17
1114 Planning of Armament Tasks 11 -19

Annexure
I Armament Accidents 11 -20
II ‘Red Flag’ 11 -21
III ‘AC Armed’ Board 11 -22
IV ‘Arming-Up in Progress’ Board 11 -23
V Duties and Responsibilities 11 -24
VI Air Armament Configuration 11 -26

12. AEROENGINE MAINTENANCE

1201 General 12 -1
1202 Ground Running of Aero Engines 12 -1
1203 Ground Run Certification 12 -3
1204 Hazard Zone 12 -5
1205 Standard Operating Procedure for Ground Run 12 -6
1206 Precautions during Ground Run of Aeroengine 12 -7
1207 Positioning of Fire Fighting Appliances & GSE 12 -8
1208 Maintenance of Uninstalled Aeroengines 12 -9

Annexure
I Diagram of Typical Segment Type Blast Reflector 12 -12
II Specimen Format – ‘Ground Running Logbook’ 12 -13
III General Diagram Showing Hazard Zones 12 -14

13. MATERIAL MANAGEMENT

1301 General 13 -1
1302 Handling of Aircraft Eqpt: Receipt and Storage 13 -2
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1303 Shelf Life Items 13 -5

1304 Forward Supply Store (FSS) 13 -6
1305 Rotable Management 13 -9
1306 AOG Management 13 -10
1307 Aeroengine Storage, Packing and Despatch 13 -12
1308 Fuel, Oil and Lubricant Management 13 -15
1309 Storage and Transportation of Compressed Gases 13 -16
1310 Packing and Despatch 13 -18
1311 List of Forms used in equipment accounting 13 -19
1312 AOM’s Cannons 13 -19

Annexure
I Storage and Handling of Rubberised Items 13 -20
II Storage and Handling of Aircraft Batteries 13 -22
III Storage and Handling of Aircraft Fuel Tanks 13 -23
IV Storage and Handling of Photographic Materials 13 -24
V Storage and Handling of Aircraft Paints, Primers, etc. 13 -26
VI Documents to be maintained by Forward Supply 13 -27
Section
VII Duties of Flt Cdr (FSS) 13 -29
VIII Duties of Sqn Cdr (Lgs) 13 -31
IX Check list for Flt Cdr (AOG Management) 13 -32
X List of forms used in equipment accounting 13 -34
XI AOM’s Canons 13 -36

14. AIRCRAFT HEALTH MONITORING

1401 General 14 -1
1402 Definitions 14 -2
1403 Fatigue Data 14 -2
1404 Flight Data Record and Measurement 14 -3
1405 Wear Detection Monitoring 14 -5
1406 Anti Corrosion Measures 14 -7
1407 Vibration Monitoring and Control 14 -8
1408 Non-Destructive Testing 14 -9

Annexure
I Proforma for Quality of Recording of FDR 14 -14
II Proforma for Qualitative Interpretation of Flight Data 14 -15
Recorder Film
III Proforma for SOAP 14 -16
IV Treatment and Protection against Corrosion 14 -17
V Job Card for NDT Check 14 -20
VI Application of NDT Methods 14 -21

15. HYDRAULIC DISCIPLINE

1501 General 15-1
1502 Contamination of Hydraulic Fluid and its Prevention 15-2
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1503 Mixing of Hydraulic Fluid 15 -3

1504 Maintenance of Oil Charging Rig/ UPG/ HST 15 -4
1505 Quality Control Checks for Hydraulic Fluid 15 -5
1506 Millipore Test for Aircraft Hydraulic Fluid 15 -5
1507 Particle Count Test for Aircraft Hydraulic Fluid 15 -6
1508 Handling of Aircraft Hydraulic Filters & Components 15-8
1509 Hydraulic Filter Cleaning Bay 15 -9

Annexure
I NAS, ISO 4406, AS 4059 Classfcn of Hydraulic Fluid 15 -11
II Layout of Filter Cleaning Bay 15 -16
III Specimen Format for Maintaining Records of Filters 15 -13
at Cleaning Bay
IV Specimen Format for Sample Test Report 15 -15

16. TOOLS AND TESTERS

1601 General 16 -1
1602 Scale of Tools 16 -2
1603 Tool Crib Layout 16 -2
1604 Duties and Responsibilities 16 -2
1605 Accounting of Tools 16 -3
1606 Marking of tools 16 -3
1607 Issue of Tools 16 -4
1608 Loss of Tools 16 -4
1609 Calibration of Tools 16 -4
1610 Calibration of Testers 16 -5
1611 Mobile Air Transportable Calibration (MATCAL) 16 -6

Annexure
I Scale of Section Tools 16 -7
II Tool Crib Layout 16 -8
III Photograph of Tool Bin in Tool Crib 16 -9
IV Photograph of Shadow Board 16 -10
V Tool Issue and Return Register 16 -11
VI Tool Crib Stock Register 16 -12
VII Calibration History Record card 16 -13

17. GROUND EQUIPMENT MAINTENANCE

1701 General 17 -1
1702 Ist Line Servicing of Ground Equipment 17 -1
1703 Layout of Ground Equipment Bay 17 -3
1704 IInd Line Servicing of Ground Equipment Bay 17 -3
1705 Overhaul of Ground Equipment 17 -4
1706 Painting of Ground Equipment 17 -4
1707 Marking of Ground Equipment 17 -5

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18. AIRCRAFT SPECIALIST VEHICLES

1801 General 18 -1
1802 First Line Servicing 18 -1
1803 Second Line Servicing 18 -2
1804 General Maintenance 18 -4
1805 Handling of ASVs 18 -6
1806 Special Precautions against Gale 18 -8
1807 Preservation/ De-preservation 18 -8
1808 Painting Scheme 18 -9
1809 Storage 18 -9
1810 Transportation 18 -10
1811 Continuity Training 18 -11
1812 Applicability of ASVs for Different Aircraft 18 -11

Annexure
I Format of Registers 18 -12
II Certificate of Competence 18 -15
III Applicability of ASVs on Different Aircraft 18 -16

19. CRYOGENIC EQUIPMENT AND COMPRESSED GASES

1901 General 19 -1
1902 Compressed Gases 19 - 1
1903 Cryogenic Products 19 - 2
1904 Known Hazards 19 -3
1905 LOX and LIN Bay 19 -4
1906 Precautions while Handling Compressed Gases 19 -5
1907 Precautions-Handling of LOX or LIN at Bulk Storage 19-6
1908 Precautions-Tarmac Operation of Cryogenic Prdcts 19-7
1909 Air Transportation of Lox Dispensers 19-8
1910 First aid for LIN or LOX exposure 19-9

Annexure
I Layout of LOX bay 19 -10

20. ROLE EQUIPMENT MAINTENANCE

2001 General 20 -1
2002 Scale of Role Equipment 20 -1
2003 Lifing Policy of Role Equipment 20 -2
2004 Storage of Role Equipment 20 -2
2005 Centralised Role Equipment Storage and Servicing 20 -2
Bay
2006 Role Equipment Servicing 20 -3
2007 Drop Tank Maintenance 20 -3
2008 Pylon Maintenance 20 -6
2009 Podded Equipment Maintenance 20 -7
2010 Ambulance/ Supply and Para Drop Equipment Maint 20-9
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Annexure
I Format for Details of Role Equipment 20 -11

21. QUALITY ASSURANCE

2101 General 21 -1
2102 Quantifying Technician Quality 21 -1
2103 Quality Assurance in Aircraft Servicing 21 -3
2104 Responsibilities of the Supervisor 21 -3
2105 Single Star and Double Star Checks 21 -4
2106 Quality Audit Related to Aircraft Servicing 21 -4
2107 Incentive for Quality 21 -5
2108 Operational Hazard 21 -6
2109 Maintenance Safety Organisation 21 -6
2110 Quality Month 21-8

Annexure
I Assessment of Technicians 21 -9

22. TECHNICAL PUBLICATIONS AND DOCUMENTATIONON

AIRCRAFT MAINTENANCE

2201 General 22 -1
2201 Standardisation of Formats for Aircraft Servicing 22 -2
2203 Documentation Entry 22 -2
2204 Carriage of Aircraft Documents on Allotment Out 22 -3
2205 Air Force Orders on Maintenance 22 -3
2206 Technical Orders 22 -3
2207 Bay Servicing Orders 22 -5
2208 Preliminary Warning 22 -5

Annexure
I Format for Daily Task Register 22 -7
II Format for Daily Detailing Record 22 -8
III Format for Daily Roll Call Record 22 -9
(DSS/Tech Sqn)
IV Snag Details Record 22 -10
V Continuity Training Record 22 -11
VI On Job Training Record 22 -12
VII Tester Calibration Record 22 -13
VIII Bay Servicing Record 22 -14
IX Harmonization Record 22 -15
X Expense Book Record 22 -16
XI Aircraft Servicing Schedule and Record (ASS&R) 22 -17
XII List of AFOs on Technical Subjects 22 -21
XIII Format of Technical Orders 22 -18
XIV Format of Bay Servicing Order 22 -19
XV Format of Preliminary Warning Signal 22 -20

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23. WEAPON STORAGE AREA AND MMPU

2301 General 23 -1
2302 Terminology 23 -2
2303 Weapon Storage Area 23 -4
2304 Classification of Explosives 23 -5
2305 Quantity Distances 23 -6
2306 Siting of Weapon Storage Area 23 -7
2307 Authorisation of Danger Building 23 -8
2308 Vegetation and Live Stock 23 -9
2309 Fire Prevention and Fire Fighting in Bomb Dump 23 -9
2310 General Rules for Explosive Area and Danger Bldg 23 -10
2311 Storage of Explosives 23 -17
2312 Transportation of Explosives 23 -17
2313 Inspection of Explosives 23 -19
2314 Missile Preparation Building 23 -20
2315 Missile Maintenance and Preparation Unit 23 -21

Annexure
I Safety Certificate 23 -24
II Material Handling and Vegtn Clearance Equipment 23-25
III Deviation Sanction Statement 23-26

24. AIRCRAFT SIMULATOR MAINTENANCE

2401 General 24 -1
2402 Classification of Simulators 24 -2
2403 Layout of Simulator Complex 24 -2
2404 Environmental Specifications 24 -3
2405 Power Supplies 24- 3
2406 Maintenance Philosophy 24 -3
2407 Documentation 24 -4
2408 Computer and Software Security 24 -4
2409 Upgradation and Modification 24 -5
2410 OJT and Continuity Training 24 -5
2411 Annual Maintenance Contract 24 -6
2412 BOM Concept 24 - 6

Annexure
I Layout of Simulator Facility 24 -7
II Flight Servicing/Pilot Acceptance/Flying Log 24 -8
III Record of Periodic Servicing 24 -9
IV Record of Hydraulic Fluid 24 -10
V Unserviceability Log 24 -11
VI Limitations/ Acceptable Deferred Defect Log 24 -12
VII Annual Maintenance Contract Record 24 -13

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25. e - MAINTENANCE and MODERNIZATION– THE FUTURE

2501 General 25-1
2502 Tangible Benefits of e-Maintenance 25-2
2503 Proposal for e-Maintenance 25-3
2504 Application Structure 25-4
2505 e-Maintenance at Squadrons/ Stations 25-4
2506 Depot level e-maintenance – IPRMS 25-9
2507 Adaptability and Scalability 25-12
2508 Implementation 25-13
2509 Modernization of BRDs and EDs 25-13

26. DELEGATED FINANCIAL POWERS

2601 General 26-2

2602 Schedule I C &1 D- Sanction expenditure on Mods, trials,
projects for Aircraft Avionics System and Specialist Vehicles 26-4
2603 Schedule I E- Sanction of Indigenisation/ Indigenous
Development of maintenance Stores 26-5
2604 Schedule I H – Annual Contracts for Dispatches through Speed
post/Post parcels with Department of Post 26-7
2605 Schedule IV to VII- Powers to write Off Losses of Stores and
Public Money 26-8
2606 Schedule VIII (A) - Local Purchase/ repair of Stores 26-9
2607 Schedule VIII C, D, E – Participation of AF Personnel in
seminars, workshops, Organisation of Seminars & workshops and
inviting guest lectures for Training Courses 26-10
2608 Schedule XI B & C- Hiring of Road Transport (including load
carrying vehicles/Sea vessels) and Car/passenger Vehicles in a single
transaction from civil sources 26-11
2609 Schedule XII – Procurement of Maintenance Stores (Powers to
Sanction Indents, Contracts and Purchases) 26-12
2610 Schedule XII H – Formulation of Maint Scales, ARS, Rotable,
Tool Testers and Ground Eqpt Scales 26-13
2611 Schedule XII (J1A) - Approval of Expenditure for Eqpt not
authorised/scaled 26-14
2612 Schedule XII (J1B) - Approval of Expenditure for Introduction of
new items and its scale 26-15
2613 Schedule XII (J2) - Approval of Purchase of Indigenous Eqpt for
Replacement against existing Scaled Item with an Improved Version
for reasons of Obsolescence, Redundant or Cost Effectiveness 26-15
2614 Schedule XII (M) - Powers to Decentralise Indigenous Purchase
Normally Undertaken Centrally by Air HQ/ HQ MC 26-16
2615 Schedule XII (Q) - Powers to Purchase of AOG/PHU/MCM items
(per Transaction) by Air Attaches 26-16
2616 Schedule XV (C) - Duplication of Maintenance Documents on
Paper and Magnetic media (per Transaction) 26-17
2617 Schedule XVII (L) - Issue of Items on Loan to Vendors against
Contract or for Development 26-17
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2618 Schedule XVII (M) - Powers to issue technically life expired

Airframe/ Components /Items to Government Institutions for Education
Purpose 26-18

27. IMMOLS (INTEGRATED MATERIALS MANAGEMENT ON

LINE SYSTEM)

2701 General 27-1

2702 Objectives of IMMOLS 27-1
2703 Decision Making Aiding Tools and Utilities 27-2
2704 IMMOLS Infrastructure and Maintenance Philosophy 27-4
2705 Modules in IMMOLS Application Software 27-4
2706 Using IMMOLS in Maintenance Activities 27-5
2707 Maintenance of IMMOLS Data Base 27-5

28. RESTRUCTURING OF TECHNICAL TRADES & FLM

CONCEPT

2801 General 28-1

2802 Revised Technical Trade Structure 28-1
2803 Modular Concept 28-2
2804 FLM Concept 28-3
Annexure
I GROUP ‘X’ TECHNICAL TRADE STRUCTURE 28-6

29. PROCEDURE FOR SCALING OF ITEMS

2901 General 29-1

2902 SOP for Scaling of ARS 29-2
2903 SOP for Rotable Scales 29-3
2904 SOP for Scaling of TT&GE 29-6
2905 SOP for Introd of New Items for Maint and its Scaling 29-7
2906 SOP for Upgrdn/Replacement of Scaled Equipment 29-9

Annexure
I Standard format of SOC as per Org Memo 37/86 and AOM’s
Task Directive 33/99 29-10

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30. FUEL DISCIPLINE

3001 Introduction 30-1

3002 Types of Fuel 30-2
3003 Major Civil and Military Jet Fuel Grades 30-3
3004 Specifications 30-8
3005 Indian Specification 30-10
3006 Performance Properties 30-10
3007 Safety Properties 30-16
3008 Contamination 30-17
3009 Water in Jet Fuel 30-20
3010 Additives 30-22
3011 Test Methods 30-25
3012 Fuel Property and Significance 30-26
3013 Filtration 30-28
3014 Quality Control 30-28
3015 Check List 30-29

Annexure

I Requirement for Aviation Turbine Fuels, 30-30

Kerosene Type, Jet A-1
II List of Approved Additives 30-32
III ASTM Test Methods Used for Jet Fuel 30-36
Specification Testing
IV Periodicity of Testing of Aviation Fuel 30-42
V Frequently Used Aviation Fuel Field Tests 30-43
VI Check List 30-44
VII Definitions 30-50

GLOSSARY OF TECHNICAL TERMS G-1

ABBREVIATIONS A-1

INDEX I-1

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INDEX

SUBJECT ARTICLE/ ANNEXURE

NO.
A
Accounting of Tools 1605
Aero Engines- Ground Running 1202
Aero-engine Storage, Packing and Despatch Management 1307
Air Armament Configuration Annx 11-VI
Air Armament Stores in use in IAF 1110
Air Force Orders on Maintenance 2205
Air Transportation of Lox Dispensers 1907
Aircraft Accidents and Incidents 0824
Aircraft Batteries -Maintenance 0723
Aircraft Blanking and Covers 0707
Aircraft Emergency Handling 0910
Aircraft Flying and Maintenance Planning 0814
Aircraft Fuel Tank - Safety Precautions 0714
Aircraft Lifting Bags Annx 08-XIV
Aircraft Maintenance Organization at Flying Wings 0415
Aircraft Painting Bay 0518
Aircraft Parking 0907
Aircraft Picketing 0908
Aircraft Servicing Bay 0509
Aircraft Servicing Schedule and Record (ASS&R) Annx 22-XI
Aircraft Servicing Terms 0102
Aircraft Stagger Plan Annx 08-IV
Aircraft Start up Drill 0903
Aircraft Struck by Lightning 0819
Aircraft Surface Finish and Painting 0706
Aircraft/Helicopter Cleaning and Washing 0705
Air Launched Missile 1112
Ambulance/ Supply and Para drop Equipment Maintenance 2010
Annual Maintenance Contract Record Annx 24-VII
Anti Corrosion Measures 1406
Anti FOD - Precautions 0913
Anti FOD Measures Annx 09-II
AOG Management 1306
AOMs Cannons & list of Forms used in equipment 1312
Applicability of ASVs on different Aircraft 1812,Annx 18-III
Application of NDT methods Annx 14-VI
Armament safety - AC Armed Board Annx 11-II
Armament Accidents 1103,Annx 11-IV
Armament Operations 1105
Arming-Up In Progress Board Annx 11-III
ASV – Transportation 1810

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Assessment of Technicians Annx 21-I

Authorisation of Danger Building 2307
Authorisation to Work 0302
Autopilot Safety -Precautions 0720
Avionics Servicing Bay 0512

Battery Charging Room 0513

Bay Servicing Orders 2207
Bay Servicing Record Annx 22-VIII
Bird Proofing of Hangar Facilities 0606
Bird Proofing of Hangars Annx 06-XII
Blast Deflector – Segment Type Annx 12-I
Blow Lamps- safety requirement 0310
BOM 2412
Bomb Dump - General 2303
Bomb Dump – Quantity Distances 2305
Brake Parachute Bay 0516

Calendar Servicing 0405

Calibration History Record card Annx 16-VIII
Calibration of Testers 1610
Calibration of Tools 1609
Calibration Periodicity of Signals Test Equipment Annx 16-VII
Cannibalisation of Components 0807
Cannibalisation Proforma Annx 08-II
Canopy and Wind Shields -Maintenance 0713
Carriage of Aircraft Documents on Allotment Out 2204
Categories of Aircraft Damage 0825
Category and Classification of Aircraft Accidents Annx 08-X
Category of Damage of Aircraft and Aeroengine Annx 08-XI
Centralised Role Equipment Storage and Servicing Bay 2005
CEO-Suggested check list Annx 04-II
Certificate of Competence Annx 18-II
Certification - Ground Run 1203
Changeover Room 0611
Chief Engineering Officer-Duties and Responsibilities 0418
Classification of Explosives 2304
Classification of Modifications Annx 08-VII
Classification of Simulators 2402
Clean Room - General 0503
Clean Room -Working Rules 0505
Cleanliness and Good House keeping 0604
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Cleanliness and Housekeeping 0203

Clothing -Clean Room 0504
COMMPACK 2504
Communication Aids 0906
Compressed Air-Precautions 0711
Computer and Software Security - Simulators 2407
Computerised System for Aircraft Maintenance 2503
Concession 0821
Contamination of Hydraulic Fluid and its Prevention 1502
Continuity training - ASVs 1811
Continuity Training Record Annx 22-V
Cryogenic Products 1904

Daily Servicing Section 0507

Defect Reporting 1107
Defect -Reporting and Recording 0806
Definition and Certification of Supervisor/Worker 0703
Definition-Common Aircraft Servicing Terms 0102
Definitions – Aircraft Health Monitoring 1402
Detachment Requirements 1003
Details on coverage in modules of IMMOLS Annx 25-II
Diagram of Typical Segment Type Blast Reflector Annx 12-I
Dimensions and Sizes of Roundels, Flash, Letters & Numerals Annx 07-I
Display of Information in Duty Crew Section Annx 08-XV
Diversions from Work Area 0615
Documentation - Simulators 2406
Documentation Entry 2203
Documents – Detachment operation 1004
Documents to be Maintained by Forward Supply Section Annx 13-VI
Drip Tray Annx 06-V
Drop Tank Maintenance 2007
Duties and Responsibilities - General Annx 11-V
Duties and Responsibilities - Annexure 1604
Duties and Responsibilities of Armament Officer 1113
Duties and Responsibilities of Important Functionaries in
maintenance Organisation 0419
Duties and Responsibilities of O i/c MCC 0423
Duties and Responsibilities of Sqn Engg Offr 0424
Duties and Responsibilities of Senior Engineer (Aircraft ) 0420
Duties and Responsibilities of Senior Engineer (Electronics) 0421
Duties and Responsibilities of Senior Engineer (Mechanical) 0422
Duties and Responsibilities of WO i/c Air Field Lighting 0429
Duties and Responsibilities of WO i/c Arrester Barrier 0430
Duties and Responsibilities of WO i/c DSS 0426
Duties and Responsibilities of WO i/c Duty Crew 0428
Duties and Responsibilities of WO i/c Hangar Line 0425

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Duties and Responsibilities of WO i/c Refueling Section 0427

Duties of Forward Supply Controller Annx 13-VII
Duties of Senior Logistic Officer Annx 13-VIII
Duty Crew Section 0520,0827

Ejection Seat Bay 0517

Electrical Shock due to Static Electricity 0311
Endoscopes/ Fibroscopes -Maintenance 0715
Engine Starting -Precautions 0721
Environmental Specifications - Simulators 2404
Expense Book Record Annx 22-X
Exploitation of Aircraft by Anticipation/ Extension 0809
Explosive Area and Danger Building – General rules 2310
Exposure of Explosive Stores 1111
Extended Second Line Servicing 0407
Explosive Ordnance Disposal Annx 23-II

Fatigue Data 1403

Financial Powers of CFA for Innovation Annx 08-IX
Fire Fighting Appliances & Ground Equipment - Precautions 1207
Fire Prevention and Fire Fighting in Bomb Dump 2309
Fire Safety - Precautions 0914
Fire-precautions 0305
First aid – LOX / LIN Accident Annx 03-II
First Aid Procedures 0319
First Line Servicing 0402
First Line Servicing - ASVs 1802
First Line Servicing of Ground Equipment 1702
Flight Data Record and Measurement 1404
Flight Line Tarmac/Dispersal 0506
Flight Servicing/Pilot Acceptance/ Flying Log Annx 24-II
Flight Testing of Aircraft 0804
Flow Chart for Approval of Innovation Annx 08-VIII
Format for Aeroengine Allotment out Annx 08-VI
Format for Aircraft Allotment out Annx 08-V
Format for Daily Detailing Record (DSS/ R&SS/ Tech Flt) Annx 22-II
Format for Daily Roll Call Record (DSS/ R&SS/ Tech Flt) Annx 22-III
Format for Daily Task Register Annx 22-I
Format for Details of Role Equipment Annx 20-I
Format of Bay Servicing Order Annx 22-XIV
Format of Preliminary Warning Signal Annx 22-XV
Format of Registers Annx 18-I

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Format of Technical Order Annx 22-XIII

Forward Supply Store (FSS) 1304
Fourth Line Servicing 0409
Fuel System from Condensation - Protection 0717
Fuel, Oil and Lubricant Management 1308
Fully Centralised Servicing System 0414

General Diagram Showing Hazard Zones Annx 12-III

General Maintenance of ASV 1804
General Safety Instructions 1106
Ground Crew Rest Room 0514,0612
Ground Run of Aero-engine - Precautions 1206
Ground Running Log Book Annx 12-II
Guidelines for Work Place Layout 0502
Gun- Safety Precaution, Loading/ Unloading, 0728

Hand Tools-Safety 0306

Handling Damaged/ Deformed Ignition Unit 0725
Handling of ASVs 1805
Handling of Aircraft Eqpt 1302
Handling of Aircraft Hydraulic Filters & Components 1508
Harmonization Record Annx 22-IX
Hazard Zones 1204
HF radio transmission - safety requirement 0317
Human Error Servicing (HES) 0303
Hydraulic Bay 0511
Hydraulic Filter Cleaning Bay 1509
Hydraulic Fluid – QC 1505
Hydraulic Test Bench -Precautions 0712

IMMOLS 2505
Implements for House Keeping 0605
Improvement in Work Environment 0603
Incentive for Quality 2107
Indigenisation 0823
Innovation/ Improvisation of Air Force Equipment 0822
Inspection Lamps and Portable Lighting 0307
Inspection of Explosives 2313
Instructions for use and Precautions while Hoisting 0313

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Investigation Proforma Annx 08-I

IRAN 0410
Issue of Tools 1607

Jacking of Aircraft 0709

Laser Equipment - Safety Precautions 0727

Laser radiation hazards-Zones Annx 03-I
Laser radiations- safety requirement 0318
Layout of Acid Battery Charging Room Annx 05-XIV
Layout of Aircraft Painting Bay Annx 05-XIX
Layout of Aircraft Servicing Bay Annx 05-X
Layout of Alkaline Battery Charging Room Annx 05-XV
Layout of Armament Safety Point Annx 05-VI
Layout of Avionics Servicing Bay Annx 05-XIII
Layout of Blast Pen(Double Entry) Annx 05-IV
Layout of Blast Pen(Single Entry) Annx 05-III
Layout of Brake Parachute Bay Annx 05-XVII
Layout of CR&SS / Tech Flight Hangar (Fighter aircraft) Annx 05-VIII
Layout of CR&SS / Tech Flight Hangar (Transport & Helicopter) Annx 05-IX
Layout of DSS Annx 05-VII
Layout of Ejection Seat Bay Annx 05-XVIII
Layout of Filter Cleaning Bay Annx 15-II
Layout of Ground Equipment Bay 1703
Layout of Hang Up Point Annx 05-V
Layout of Hydraulic Bay Annx 05-XII
Layout of LOX bay Annx 19-I
Layout of Refuelling Section Annx 05-XX
Layout of Simulator Complex 2403
Layout of Simulator Facility Annx 24-I
Layout of Trade Room Annx 05-XI
Layout of Tyre Bay Annx 05-XVI
Level of servicing - ‘0’, ‘I’ & ‘D’ 0411
Lifing Policy of Role Equipment 2003
Limitations/Acceptable Deferred Defect Log Annx 24-VI
Line Material Management Using IMMOLS 1311
List of AFOs on technical subjects Annx 22-XII
Loading of Bomb- Safety Precautions 0731
Loose Article in Aircraft- Precautions and Recovery Procedures 0312
Loss of Tools 1608
LOX Bay 1902
LOX Dispensers – Air Transportation 1907
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Maintenance Control Centre 0416

Maintenance Culture 0202
Maintenance Day 0813
Maintenance of Oil Charging Rig/UPG/HST 1504
Maintenance of Uninstalled Aeroengines 1208
Maintenance Philosophy - Simulators 2405
Maintenance Planning 0814
Maintenance Safety Organisation 2109
Major work environmental stressors and their weightage
in discomfort Level Annx 06-I
Manpower Deployment 1104
Manpower Planning 1002
Marking of Ground Equipment 1707
Marking of tools 1606
Marshalling and Sign Language 0905,Annx 09-1
Material Management Annx 06-II
Measures to be Adopted for Improved Housekeeping Annx 06-XI
Militariness 0201
Millipore Test for Aircraft Hydraulic Fluid 1506
Missile Loading/unloading Safety Precautions 0729
Missile Preparation Building 2314
Mixing of Hydraulic Fluid 1503
Mobile Air Transportable Calibration (MATCAL) 1611
Mobile Missile Preparation Unit 2315
Mobile Work Table Annx 06-III
Modification 0820
Monsoon seasons- safety requirement 0314
Monthly Cannibalisation Return Annx 08-III

N
NAS Classification of Hydraulic Fluid Annx 15-I
NBC environment- survival 0315
NDT check-Job card Annx 14-V
Night Servicing Facilities 0708
Non-destructive Testing 1408

Occupational Clothing 0609

OJT and Continuity training - Simulators 2409
On Job Training Record Annx 22-VI

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Operation in Cold Conditions 0614

Operational Hazard 2108
Optimum Utilisation of Computer Resources at Air Force Units 2502
Organisation chart- Maintenance Wing Annx 04-III
Organisation Chart of the Maintenance Branch on a Flying Station Annx 04-I
ORP Layout Annx 05-II
Out of Phase Servicing 0406
Overhaul of Ground Equipment 1705
Overheated Brake Units 0710
Oxygen charging -precautions 0719

Packing and Despatch 1310

Painting of Ground Equipment 1706
Painting Scheme of ASVs 1808
Particle Count Test for Aircraft Hydraulic Fluid 1507
Pen Operations 0909
Photograph of Shadow Board Annx 16-IV
Photograph of Tool Bin in Tool Crib Annx 16-III
Pitot Head and Static Vents Cover and Blanking 0718
Podded Equipment Maintenance 2009
Postural Stress Annx 06-VII
Power supplies – Simulators 24-3
Precautions - Handling of LOX or LIN at Bulk Storage 1905
Precautions - Tarmac Operation of Cryogenic Products 1906
Precautions by Personnel when working on Aircraft 0304
Precautions while handling of Compressed Gases 1903
Preliminary Warning 2208
Preservation/ Depreservation - ASVs 1807
Progressive Servicing 0404
Pylon Maintenance 2008

Qualitative interpretation of flight data recorder film - Proforma Annx 14-II

Quality Assurance in Aircraft Servicing 2103
Quality Audit Related to Aircraft Servicing 2106
Quality Control Checks for Hydraulic Fluid 1505
Quality of recording of flight data recorder- Proforma Annx 14-I
Quantifying Technician Quality 2102
Quantity Distances – Bomb Dump 2305

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Radar radiation- safety requirement 0316

Radio and Radar Systems -Precautions 0726
Recommended Levels of Lighting Annx 06-IX
Recommended Ranges of Reflection Factors Annx 06-X
Record of Hydraulic Fluid Annx 24-IV
Record of Periodic Servicing Annx 24-III
Red Flag – Armament and Safety Equipment Annx 11-I
Refreshment Facilities 0613
Refuelling and De-fuelling - Precautions 0716
Refuelling Section 0519
Request for Allotment of Aircraft/ Aeroengine 0818
Requirement of Consumables 1005
Resources and Time for Scheduled Servicing 0702
Responsibilities of Host Base 1006
Responsibilities of the Supervisor 2104
Retrieval of Prolonged AOG Aircraft 0808
Rockets/ Rocket Pods Safety Precautions 0730
Rodent Guards Annx 06-XIII
Rodents Control 0607
Role Equipment Servicing 2006
Rotable Management 1305

Safety Certificate Annx 23-I

Safety Requirements for Electrical Wiring, 0722
Salvage of Damaged/ Crashed Aircraft 0826
Salvage Trolley Track-Jack Annx 08-XIII
Scale of Role Equipment 2002
Scale of Section Tools Annx 16-I
Scale of Tools 1602
Second Line Servicing 0403
Second Line Servicing - ASVs 1803
Second Line Servicing of Ground Equipment Bay 1704
Security of Aircraft/ Aeroengine 0802
Security of Computers / Information Annx 25-I
Semi Centralised Servicing System 0413
Serious and Repetitive Snags 0805
Servicing of Aircraft by Civilians in IAF 0810
Servicing of Aircraft during Cross Country Flights 0811
Servicing Organisation 0417
Servicing Responsibility of Air Launched Missiles 1112
Shelf Life Items 1303
Simulators - Annual Maintenance Contract 2410

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Single Star and Double Star Checks 2105

Siting - Bomb Dump 2306
Snag Details Record Annx 22-IV
SOAP - Proforma Annx 14-III
Soldering- safety requirement 0309
Special Precautions Against Gale - ASVs 1806
Special Profiency Certificates for Weapon Fitters 1108
Specialist Power Supply 0602
Specimen Format – ‘Ground Running Logbook’ Annx 12-II
Specimen Format for Maintaining Records of Filter at Cleaning Bay Annx 15-III
Specimen Format for Sample Test Report Annx 15-IV
Standard Operating Procedure for Ground Run 1205
Standardisation of Formats for Aircraft Servicing Documents 2202
Storage - ASVs 1809
Storage and Handling of Aircraft Batteries Annx 13-II
Storage and Handling of Aircraft Fuel Tanks Annx 13-III
Storage and Handling of Aircraft Paints, Primers, etc. Annx 13-V
Storage and Handling of Photographic Materials Annx 13-IV
Storage and Handling of Rubberised Items Annx 13-I
Storage and Transportation of Compressed Gases 1309
Storage of Aircraft 0803
Storage of Armament Stores and Explosive Devices 1109
Storage of Explosives 2311
Storage of Role Equipment 2004
Storage Servicing 0412
Storm/ Gale – Precautions 0915

Take Off Inspector- Duties 0904

Tarmac Shelters Annx 06-XIV
Tarmac Shelters for Fighter Aircraft 0608
Tarmac/Dispersal Marking and Layout Annx 05-I
Tech Flight Hangar 0508
Technical Data of Aircraft Annx 08-XII
Technical Library 0610
Technical Orders 2206
Tester Calibration Record Annx 22-VII
Third Line Servicing 0408
Tool Bag Annx 06-IV
Tool Crib Layout 1603,Annx 16-II
Tool Crib Stock Register Annx 16-VI
Tool Issue and Return Register Annx 16-V
Towing of aircraft 0911
Trade Proficiency Card 0704
Trade Section Room 0510
Transfer of Aircraft between Wings and Units 0817
Transfer of Aircraft- BRD/ Storage Unit 0816
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Transfer of Aircraft- HAL 0815

Transportation - ASVs 1810
Transportation of Explosives 2312
Transportation Trolley Annx 06-VIII
Treatment and Protection Against Corrosion Annx 14-IV
Tyre Bay 0515

Unserviceability Log Annx 24-V

Upgradation and Modification - Simulators 2408
Utilisation of Services of Specialists from OEM 0812

Vegetation and Live Stock in Bomb Dump 2308

Vehicle Movement and Discipline 0912
Vibration Monitoring and Control 1407

W
Wear Detection Monitoring 1405
Welding- safety requirement 0308
Wire Locking vital Electrical Connectors/ Switches 0724
Wind Shield – Maintenance 0713
Working Parade 0902
Working Stools Annx 06-VI

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LIST OF AFOs ON TECHNICAL SUBJECTS

Year AFO No. Subject

1962 52 Painting of MT vehicles
1966 439 Consumption record of spares for new types of a/c
221 Aircraft servicing system in IAF
1968 351 Precautions for storage & handling U/S 20 mm/ HE/1/ LSAP/
Ammunition
110 Aviation and MT fuel submission of loss statement
128 Recording & analysis of consumption data for a/c spare & material
in flying units
130 Issue of ground equipments and tools to units newly formed or
1969
reequipped with new type of aircraft
162 A I S stamping procedures
293 Stock list of AF stores
387 Down grading of MT to lower class
27 Dispatch of Aero engine & Power plant
68 Air lifting of stores by civil air within India
98 Hiring of civil transport
120 Revised procedure for supply & accounting of high flying breathing
1970 Oxygen and dry compressed air
174 Empty brass, cartridge, case accounting
190 Inter unit/inter services transaction & lifting of aviation fuel from
trade source credit verification
387 Railway accepted valuation statement details
71 M C C flying station
215 Revision of priority for urgent demand
1971
518 M C C flying station (Amendment)
722 Storage of a/c Tyres & Tubes
172 Conveyance of store by Road
1972
563 Annotation of unit price on tally card
173 Issue order by signals
191 Steel racks for storage purpose
356 Supply of aviation fuel & maintenance of stock
1973 443 Finalisation of D R
499 Definition of MT vehicle
527 Aircraft Packing cases
547 Allotment of Aero engine for overhaul
571 Aero engine cases/ stand
1973
583 Demand procedure inter changeable equipment
1974 14 Storage & handling of fuel flexible tanks
15 Airframe interchangeability of components
19 Inflammable & other wise dangerous stores
 51 Retrieval of serviceable assets specialist vehicle
94 Stock return of explosives quarterly
101 Disposal of common user MT tools
104 Identification marking of IAF aircraft
131 Used and waste Oil disposal
1974 132 Disposal of class V & VI common user vehicle to Army salvage
175 Procedure for preparation of repair / overhaul task
228 Indigenous availability of equipment
229 Standardisation of Nomenclature of MT Vehicles used in the AF
254 Annual stock return of explosive
287 Log card for component of non Russian origin
357 Demand, disposal of MT spares common user "B" vehicles
380 Repair MT vehicle by EME workshop
391 Handling of heavy packages
400 Short lifed/ perishable items storage and issue
18 Engineering organization at Flying, Wings/ Stations
1975
120 Procurement of shipping space for despatch to consignee abroad
1976 35 Safety equipment maintenance responsibility Responsibility of
servicing & maintenance of flying clothing
98 Hiring of civil transport
154 Movement of HAL personnel on detachment
324 AIS stamps: Issue & Accounting procedures
325 Disposal of audit paras
339 Audit objections prohibition against continuance of
expenditure/violation
347 Demand & supply procedures
374 A I S stamping procedures
389 Protective A/C covers and equipment
572 Airlift of defence store by civil air within India
680 Refund of claims under customs act
683 Disposal of empty fired cartridges
720 Distinctive marking for IAF stores transported by Sea/Rail/Road
725 Demand raised by units following simplified accounting in War /
emergency
757 Contingent grant purchase of items from unit stores
760 Issue of equipment to Air HQs
761 Despatch of equipment by stock holding depot
762 Loading/unloading: heavy equipment
783 Demand & issue procedure: Signals & Electrical equipment
784 Cannibalisation of Aircraft/ Aero engine and major assembly
section
786 Cancellation of priority demands
791 Inspection of perishable items of composite survival pack
803 Annual audit certificates possession of unlinked internal/foreign
vouchers/CRV packing notes/invoices
 809 Delegation of powers to dispose of audit objection/ regularise of
loses or other irregularities
815 Mobile Generating Plants- Fire Precautions
816 Responsibility for Electroplating and servicing of equipment
818 Repaired equipment method of marking
1976 819 Electrical instrument and Photographic equipment- Responsibility
of Electrical engineering Officers
822 Air lift of explosives by S/Air
823 Internal demand for initial requirement and raising demand thereof
826 Division of responsibilities for POL in IAF
839 Handling & packing of instrument
840 Despatch of cat "D" to repair agencies
862 Division of responsibility for petroleum fuels, oil& lubricants with in
the Air Force
972 Non raising of audit objections in respect of DR vis a vis loss
statement
1035 Identification of equipment
1057 Introduction & scaling of equipment required at BRDs for
modernising production technique & expediting production
1103 Demand & supply specialist vehicle
1056 Testing of material at other than Defence lab
1977 03 Vehicle carrying capacity
16 Life limitation of paints/primer/varnish
17 Painting of staff cars
18 Classification of common user and Specialist Vehicles
19 Local Purchase: Inspection at service unit airborne equipment
20 Procedure for controlling Demand and Supply of Aircraft Rotables
46 Demolition of old stock of explosives
58 Modification- Classification, Promulgation and issue
61 Organisation & duties of A I S
108 Disposal of small Arms & a/c guns
127 Airlift of individuals
140 Accommodation for AF personnel escorting service consignment
despatch by Rail
152 Insurance of small parcels from abroad and preferring claims thereof
155 Procedure for controlling Demand and Supply of Aircraft Rotables
(Amendment)
158 Demand & supply procedures for ammunition
160 Compendium of instructions for recording and maintenance of
Aircraft documents
163 Demand & supply procedure compressed Gases
164 Identification marking and surface finishes of IAF aircraft
184 Loss of Govt store & Public money due to theft, negligence & other
sources
244 Domestic Fire services equipment
1977 245 Aircraft crash fire fighting & rescue service
269 Safety regulation for petroleum installation in the IAF
287 RICS

03 Procedures for demand/issue of spares for repair of

components/equipments fitted on Indian Navy by repair unit/
depot
19 Modification- Classification, Promulgation and issue (Amendment)
34 Accounting procedure for common user vehicle ex Army
37 Priority Demand and supply system for aircraft and allied systems
44 Compendium of instructions for recording and maintenance of
1978
Aircraft documents (Amendment)
52 Policy on lifing of a/c Rotables
60 Store lifing of rubber components used in aircraft system
78 Procedures for controlling Demand and Supply of aircraft
Rotables (Amendment)
89 Procedure For Maintenance Of Form IAFF (T) 701 (Revised)- Log
Card

94 Procedure for rendition of audit report

17 Identification marking AF MT vehicles
20 Postal claim
28 Exchange of class "A" store & return of repairable (cat "A")
equipment by Flight/Sec of consumer unit
38 Discrepancy in re-directed consignments
52 Movement of MT vehicle by Rail
1979
53 Control receipt issue & replacement of common user MT vehicle
58 Cleaning Material- Scale of issue
60 Non essential items common user vehicle
92 Fire precautions, crashed A/C
93 Modification- Classification, Promulgation and issue (Amendment)
106 Procedure for issue of scale of a/c major equipment including
generator, ground signal equipment & amendment to scale &
transaction reporting
 10 Programme of provisioning reviews
47 Programme of provisioning review
50 Identification marking and surface finishes of IAF aircraft
1981
(Amendment)
54 Priority Demand and supply system for aircraft and allied systems
(Amendment)
30 Standardisation of nomenclature of MT vehicle used in IAF
1982
39 Cleaning material for A/C Instruments
06 Standardisation of Nomenclature of MT Vehicles used in the AF
(Amendment)
29 Priority Demand and supply system for aircraft and allied systems
1983 (Amendment)
38 Provisioning of Photographic sensitive Material (PSM) at units and
Air HQ
AFI 1/S Emergency Supply System
08 Movement of personnel/ MT by Rail
09 Procedure for controlling Demand and Supply of Aircraft Rotables
(Amendment)
1984 15 Priority Demand and supply system for aircraft and allied systems
(Amendment)
18 Priority Demand and supply system for aircraft and allied systems
(Amendment)
28 MT accident procedure to be followed
1985 29 Introduction and Embodiment of Modification
AFI 1/S Emergency Supply System
10 Quality progress and performance Report Accounting services
1986

28& 29 Introduction and Embodiment of Modification (Amendment)

37 MT Accident
44 Hiring of service transport
49 Power of audit and Admin authorities to regularise waive off an
audit objection
1987 56 Procedure for transaction reporting
58 HAL invoices for repair/ overhaul of IAF aircraft, Aero engine,
assembly & supply of spares
59 Relaxation of accounting procedure for pay & cash services during
emergency/ war
66 First receipt of aircraft in the IAF
67 AIS stamps: Issue & Accounting procedures (Amendment)
76 Regularisation of issues of equipments under rule 161 schedule 3
1987 appendix 2 part 3
AFI 9 Hiring of civil transport
 06 Priority Demand and supply system for aircraft and allied systems
(Amendment)
12 Annual maintenance allowance for up keep of Bicycle to AF unit/
formation
35 List of auditable documents
42 Preparation & printing of AFO
1988
110 Delegation of Financial powers for dispensing of settlement claims
vested with various officials of railway adm
AFI 7 Issue of photograph free& payment
AFI 12 Annual maintenance allowance for up keep of Bicycle to AF unitS/
Formations
AFI 34 Bicycle repair and procurement
07 Preparation and revision of scale of tools test & ground equipment
11 Scale of small arms in IAF
18 Message writing procedure and communications instructions
1989
26 Maintenance of A-in-U Ledger & Inventories including A/C inventory
& check procedure
37 MT accident procedure to be followed (Amendment)
03 Inspection of equipment (Other than Explosive) at stock holding
units
10 POL periodicity of testing/ quality control of FOL
1990 22 Procedures for issue of scales of Rotables of aircraft and
amendments to scales
28 Inspection of equipment (Except explosives) at stock holding units
(Amendment)
1991 10 Flying requirement for technical Officers and technical Airmen
1992 06 Procurement of Commonly available items from the local markets
by AF units
1993 13 Introduction and Embodiment of Modification (Amendment)
08 Provisioning of photographic sensitive material at units &
Air HQs (Amendment)
09 Court of Enquiry losses of store other than a/c & Missile losses &
1994 Issue of Write Off sanction
11 Quality Assurance Stamping procedure- Issue and Accounting of
Stamps
12 Integrated Transportation System [I T S]
1995 32 Cash Awards for inventions, ideas, suggestions and new devices
1996 10 Automatic replenishment system (ARS)
1997 06 Cannibalisation of Aircraft, Aeroengine & major assembly
50 Appraisal report : Officers
33 Inter services/Inter departmental adjustment between Army
(including factories) AF, Navy, MES & DSC
34 Airfreight & postal charges
51 Classification of common user & special vehicle
65 Accounting of AOG/ other priority stores procured through Air
Attaches abroad
78 Demand & supply procedure repair & salvage units
79 Log card for component of Russian origin
80 Despatch of consignment abroad except USSR
81 Task issue and progression at the time of formation of units
82 Equipment preservation section
83 Dispatch of defective Aero engine for overhaul/defect investigation
and scale of holding
84 Direct issue to representative of Consignee unit
85 Scale of cleaning material
87 Recording of full nomenclature and price on PCR Cards/Tally
Cards/ Stock Record Cards
1998 88 Demand procedure for equipment not shown in Vocab or publication
89 Recording & transcription of inabilities
90 Allotment of Aircraft / First receipt
91 Demand & Issue procedure: Air HQs controlled items
92 Equipment preservation - stored kits
93 Instruction on procedure to be adopted at units to safe guard VA
items
104 Stock taking at Depots/BRD/ASP
110 Loss of stores while in the custody of Railways
117 Regularisation of loss of A/C on Strike Off basis as a result of flying
accident CIV and its finalisation
119 Payment procedure for DGS&D purchase
125 Pricing Policy
128 Movement of MT vehicle by road
136 Receipt of equipment at consumer unit
from external sources
137 Local purchase by AF depot/unit accounting procedure
138 Escorts by Rail/Road/Air: Air Force Equipment
 02 Training aids scaling, procurements, supply and accounting
03 Criteria for allotment of surplus defence stores, vehicles and
Equipment to Welfare/Charitable/Educational Organisations.
06 Packing and transportation of Aero engine
07 Defect reporting investigation and Remedial measures
40 Spares & product support by HAL to IAF
1999
41 Provisioning, Storage and issue of Shelf Lifed item
42 Procedure for controlling demand and supply of a/c Rotables
43 Disposal of repairable item declared cat "E" by firms abroad
44 Procedures for preparation of repair/ overhaul task for a/c, a/e and
Rotables
45 FSS
19 Declaration and Disposal of Surplus and Salvage stores in the IAF
2000 - Procedure and Accounting
26 AOG and MOG Management
2001 13 Defuelling of IOC & Refuelling & Defuelling by HAL: Accounting
procedures
2002 02 Air field lighting
05 Grounding of aircraft fleets
2005 14 Courts of inquiry on losses of stores (other than aircraft/missiles)
and issue of write off sanction
02 Special technical instructions and servicing Instructions
03 Repair salvage and disposal of crashed / damaged aircraft
04 Introduction and maintenance of proficiency record book IAF F(T)
1081
05 Introduction and Embodiment of Modifications
2006 06 Guidelines for preparation and revision of scale of TT& GE
15 Casualty evacuation by IAF aircraft
20 List of Standard IAF forms
27 Executive guidelines and policy for Maintenance Management of
test eqpt in IAF
34 Aircraft accidents and incidents reporting
2007 03 Storage/Lifing of Rubber Components used in Aircraft System
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GLOSSARY OF TECHNICAL TERMS

Purpose. This glossary of terms is provided to serve as a ready reference for the
technical terms, which you need to know while reading the Aircraft Maintenance
Manual. These definitions are explanatory in nature and kept simple for ease of
understanding. They may thus differ from the standard dictionary meaning.

Terms

1. Acoustics. The science of the production, transmission, reception and effects

of sound.

2. Aeronautical Materials Specifications (AMS). Specifications of material and

process fit for aviation use.

3. Air Store Park (ASP). A unit, normally situated in a forward area, at which
explosives are stored and maintained.

4. Aircraft Accident. Any damage or injury that occurs when an aircraft is moving
with the intention of flight.

5. Aircraft Arming. Process of loading an aircraft with armament stores/gun and

making the gun ready to be fired by operation of the cockpit switches/controls.

6. Aircraft Clearance. Process of making the aircraft safe on ground, after landing
with unexpended stores such as bombs, missiles or gun stoppages due to armament
system malfunction after release/firing controls have been operated in flight or
otherwise.

7. Aircraft Disarming. Process of unloading of armament stores loaded for the

mission and making it safe for servicing operations.

8. Aircraft on Ground (AOG). Status of aircraft awaiting assemblies, components

or subassemblies in critical shortage on the aircraft. Items deficient on aircraft due to
critical shortage are termed AOG items.

9. Aircraft Specialist Vehicle (ASV). These are self driven or trolley mounted
GSEs used for ground maintenance of aircraft.

10. Air Force Equipment. A comprehensive term which includes all articles which

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for supply and accounting, are separately sub-classified as ‘machines’, ‘stores,’ and
‘supplies’ (other than meteorogical, MES, medical and dental stores and office
equipment including stationery).

11. Airframe. Means the fuselage, booms, cowling, fairing, airfoil surfaces
(including rotors but excluding propellers and rotating airfoils of engines) and landing
gears of an aircraft and their accessories and controls.

12. Allotment. Allocation of a particular machine/item to a particular formation or

unit by an alloting authority (Air HQ or Command Headquarter).

13. Ammunition. An enclosed explosive substance designed to produce an

explosive effect.

14. Arming up Area. Specified area selected and earmarked for arming/ disarming
operations.

15. Axial. A real or imaginary straight line on which an object supposedly or

actually rotates, example the engine center line.

16. Basic Weight. Weight of the ac including unusable fuel and fuel oil, excluding
all other useful load. Empty weight includes optional and special equipment, fixed
ballast (dummy assemblies), hydraulic fluid and engine oil.

17. Bezel. The rim, which holds the glass in an instrument, case.

18. Bird Hit. An occurrence of damage or suspected damage to aircraft or aero-

engine caused by bird.

19. Blade. A rotating airfoil utilized in a compressor as a mean of compressing air

or in a turbine for extracting energy from the flowing gases.

20. Blast. A destructive wave produced in the surrounding atmosphere by an

explosion.

21. Bonding. The process of mechanically connecting together conducting parts so

that they make a continuous negligible resistance electrical path.

22. Boroscope. A lighted and magnifying eye piece on a rigid probe device for
viewing internal areas of the engine.

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23. Brazing. The joining of metals by welding their surface with a molten non-
ferrous filler metal. Brazing alloys usually have a melting temperature of above 800 0F.

24. Carbon Brakes. Used in aircraft brake technology for extremely high-energy
dissipation. Both rotating and stationary disks are made of pure carbon.

25. Catalyst. A material added to a resin or solution to hasten its curing or reaction.

26. Circuit Breaker. A component which opens a circuit when the current exceeds
the rated amount. It may be actuated by either an electro-magnetic field or by heat.

27. Clearance Area. Specific area earmarked for the purpose of clearing hang up,
misfires and/or gun stoppages. This area is located nearest to the runway end to avoid
taxying of such aircraft through other active areas.
28. Client / server. A relationship between programs running on separate
machines in a computer network. The server provides services, the client consumes
services. An HTTP server provides Web pages accessible by many clients
simultaneously.

29. Compressed Air. Air whose pressure has been increased above that of
ambient or surrounding air, by some form of mechanical compressor.

30. Compressor Disk. The inner section of a compressor wheel that makes up a
stage of compression in an axial flow compressor.

31. Compressor. A section of gas turbine engine which increases the pressure of
air flowing through it.

32. Computer. An electronic machine that performs high-speed mathematical or

logical calculations or that assembles, stores, correlates, or otherwise processes and
delivers information derived from coded data in accordance with a predetermined
program.

33. Contaminant. An impurity that pollutes. Example-dirt and water are

contaminants that pollute aircraft fuel.

34. Consignment. Equipment prepared for, or in transit.

35. Corrosion. A chemical reaction caused by dissimilar metal acting in the

presence of an electrolyte.

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36. Cryogenics. The branch of science or engineering that deals with technical
operations involving fluids at very low temperatures/temperatures near absolute zero
example-liquid oxygen (LOX) and liquid nitrogen (LIN).

37. Danger Building. A building, dump, or underground chamber, authorised for

use by a competent authority, in which explosives are handled or stored.
38 Database. A storage mechanism for data that eliminates redundancy and
conflict among multiple data files. Data is entered once and is then available to all
programs that need it.

39. Decibel (dB). A measure of sound or electrical field/potential intensity and

expressed as the ratio of the amount of electrical or acoustical power and equal to 10
times the logarithm of the ratio. For practical purposes one decibel (dB) of sound can
be just heard by a normal human ear and sound above 130 dB would cause ear pain.

40. De-contamination. The process of removing contamination from a body or a

mechanism or fluid.

41. Design out maintenance. A concept in which an equipment/system is so

designed that there is no necessity for any maintenance during the course of the life of
the equipment/system.
42. Desktop systems. Used to describe hardware and software environments that
traditionally have a small footprint, fits on a desktop, and are used for personal
computing.

43 Detonation. A violent chemical reaction within a chemical compound or a

mechanical mixture giving out heat and high pressure.

44. Drain Hole. A small hole in the lowest part of an aircraft structure, used to
ventilate the inside of the structure and to drain any water which collects in this area.

45. Dues in. Quantities of eqipment recorded by a unit on IAFF (Q) 468, as
being manifactured or repaired in workshop on loan, on demand or on contract for
delivery to the unit, or to one for which it provisions.

46. Dues out. Quantities of eqipment recorded by a units as required by other

unit or flight sections or etc for which it provisions.

47. Dye Penetrate Inspection. A form of Non-Destructive Inspection used for

locating surface cracks on either metallic or non-metallic materials. A penetrant gets
pulled into the crack by capillary action, and after the dye is removed from the surface

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of the material, a developer pulls the remaining dye from the crack where it shows up
as a vivid line.

48. Eddy Current Inspection. A form of non-destructive inspection used to locate

surface or sub-surface defects in a metal part. This is a comparitive type of inspection,
based on the difference in conductivity of a sound and a defective part.

49. Elastomer. A material, such as synthetic rubber, that can be stretched at room
temperature to at least twice at its original length. When it is released, it will return to its
original size and shape.

50. Electromagnetic Interference (EMI). Interference of radio reception due to

radiation.

51. Electronic mail (email). Generic term for computer applications that enable
users to send messages to other users at different computers. More than any other
technology since the invention of the telephone, electronic mail has changed the way
business people communicate.

52. Equipment. Any item that is secured in a fixed location on the aircraft to be
utilized in the aircraft.

53. Erosion. A condition in which the hot section material erodes away. Erosion is
caused by foreign particles in the air stream impinging on heated parts.

54. Explosion. The rapid production of hot gases at a high pressure as a result of a
chemical or nuclear reaction and the sudden release of this energy to cause strong
dynamic stress in the surrounding area.

55. Explosive. An explosive is any substance or mixture made with an aim to

produce an explosive, incendiary or pyrotechnic effect. An explosive atmosphere of
gas, vapor or dust is not considered to be an explosive. Generally, explosive includes
ammunition.

56. Fastener (Aircraft Cowling Fastener). A slotted stud like device used to
secure aircraft cowling and inspection plates. The stud is forced down over a piece of
spring steel wire and is locked in place by turning the stud a quarter of a turn. This
forces the wire into a shaped groove in the stud.

57. Fire Proof. Material and parts used to confine fire in a designated fire zone.

58. Fire Resistant. Sheet or structural members that have the capacity to withstand
the heat associated with fire.

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59. Flame out. An unintentional extinction of the flame due to a blow out (too much
fuel) or die out (too little fuel).

60. Flight Manual. Information on flying the aircraft as published by the

manufacturer.

61. Fusible Plug. A hollow plug in an aircraft wheel filled with a material having
specific melting points. If the melting temperature is reached due to heat effect from the
brake, the filter will melt out and deflate the tyre rather than allowing the pressure to
increase enough to burst the tyre.

62. Galvanize. The application of a coating of zinc on steel by dipping the steel in a
bath of molten zinc.

63. Grinding Sound/ Noise. An unusual sound during movement/rotation of parts,

possible due to lack of adequate lubrication, abnormal wear or improper fitment.

64. Ground Power Unit (GPU). A type of small engine driven unit designed to
provide electrical power for starting aircraft engine or energizing aircraft system during
ground maintenance.

65. Gun Stoppage. Armament mission aircraft landing with unexpended gun
ammunition due to armament system malfunction, once the normal firing controls have
been operated in flight.

66. Hardening. A form of heat treatment of metal which increases its resistance to
abrasion and its brittleness, but decreases its ductility and malleability.

67. Hazard Zone. An area in front of the engine inlet and at the rear of the exhaust
which personnel must avoid when engine is running.

68. Helicopter. A heavier than air, rotor wing aircraft whose rotors are spun in flight
by power from an engine.

69. Honey Comb. A hexagonal cellular material made of metal, paper or plastic. It
is used as a core material for composites or sandwich structure.

70. Hydraulics. The system of fluid power which transmits force by an

incompressible fluid.

71. Incident (aircraft incident). An aircraft incident is an occurrence, involving one

or more aircraft, in the air of on ground, which does not result in

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any injury or damage to aircraft or property but might have resulted in an accident.

72. Inertial Force. A force due to inertia or the resistance to acceleration or

deceleration.

73. Inventory Holder. A term used in this regulations to include a flight or section
Commander a Warant Officer, non commissioned officer (not less than the rank of a
Sergeant) or a civilian of similar status who is incharge of definite technical or specialist
duties and, as such, responsible for Air force equipment held in connectoin theirwith.

74. Instrument. A device using an internal mechanism to display the flight

parameter.

75. Internal Object Damage (IOD). Damage to the components of a turbine

engine, caused by the failure of parts within the engine it self.
76. IT (Information Technology). A fundamental force in reshaping organisations
by applying investments in computing and communications to promote competitive
advantage, customer service, and other strategic benefits.

77. Jack (Jack-up). Jack is a tool used to lift an aircraft or other type of equipment
oft the floor. ‘Jacking up’ is the operation of lifting aircraft or other type of equipment
using the jack.

78. Jack Pad. A fixture that attaches to the structure of an aircraft to fit the jack
which is used to raise the aircraft.

79. Jet Engine. A reaction engine which derives its thrust from the acceleration of
an air mass through an orifice.

80. Jig. A frame work or alignment structure used in construction of an aircraft to

hold all the parts in proper alignment while they are fastened together.

81. LASER. A coined word meaning Light Amplification by Stimulated Emission of

Radiation. The light beam from a laser is highly concentrated, very narrow, and has an
extremely high intensity.

82. Lateral Axis. The pitch axis of an airplane, that axis which extends through the
centre of gravity of an airplane from wingtip to wing tip.

83. Loaded Aircraft. Aircraft carrying armament stores with ground safety devices
installed to prevent their inadvertent release.

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84. Local Area Networks (LAN). A network of PCs linked together so that they can
communicate and share information. The central hub of the LAN is often called a
server.

85. Longitudinal Axis. That axis of an airplane which extends through the fuselage
from nose to tail, passing through the centre of gravity. It is also called roll axis.

86. LOX. An acronym for ‘Liquid Oxygen’. Oxygen changes to liquid state at -183°C
(90°k) or lower.
87. Mainframe systems. Traditionally considered the workhorses of corporate
computing and mission-critical processing. Mainframe systems are the largest and
most costly of all computers. The role of the mainframe is evolving due to the
increasing power of desktop systems and LAN environments. The mainframe will most
likely become the corporate server, the hub for distributed environments.

89. Maximum Zero Fuel Weight. Maximum weight of the aircraft including useful
local (Payload), including the weight of the fuel.

90. Micron. A metric unit of measurement equal to one millionth (10 -6) of a meter.

91. Mil. A metric term meaning 1/1,000 of an inch.

92. Missile. An armament store designed to be released from an aircraft or

discharged from a gun or launcher.
93. Modem. A device that connects computers via telephone lines. Short for
Modulator-Demodulator. Modems have two main speeds. 2400 and 9600 baud, -but
can go much faster.
94. Network. Two or more computers connected together. The collection of
facilities that provides for movement of data among systems.

95. Nickel Cadmium Battery. A battery made up of alkaline secondary cells. The
positive plates are made of nickel hydroxide, the negative plates of cadmium hydroxide
and potassium hydroxide used as an electrolyte.

96. N.I.V. Numbers. Not in vocabulary equipment ie equipment which has not been
alloted a reference number or for which the manufacturer part number has not been
adopted as a reference number by the Air force for identification purposes.

97. Obsolete Equipment. Equipment or stores will be decleared obsolete when

approval has been given to its withdrawal from the service on any of the following
grounds:
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(a) Technical inefficiency to carry out its required and intended role, and non
justification for its retention in the service.

(b) Its required role has disappeared and it is of no use for any other role.

(c) It has been completely superceded by an improved equipment or store.

98. Operating system. A collection of system programs that controls the basic
operations and functions of a computer. Every computer activity requires the
assistance of an operating system. Common mainframe operating systems are c alled
VSE, VM, and MVS; common microprocessor operating systems are DOS, OS/2, and
UNIX.

99. Operational Readiness Platform (ORP). Hardened shelter with blast

protection and hard standing for parking the aircraft ready for their operational role.
ORPs are normally located in proximity to the runway end or taxi-way leading to
runway ends.

100. Original Equipment Manufacturer (OEM). Manufacturer of the equipment may

not be same as the supplier/vendor of the equipment.

101. Overheat (Warning). An indication of a part or system becoming too hot for
normal operation, but there is no localized high temperature that indicates the presence
of a fire.

102. Oxidation. The chemical reaction in which a metallic element is united with
oxygen. Electrons are removed from the metal in this process.

103. Parachute. A device used or intended to be used to retard the fall of a body or
object through the air or decelerate the aircraft after touch down on runway during the
landing.
104. Password. A unique string of symbols and letters known only to you. Used to
provide security on multi user systems. Like the PIN number on a bank card, a
password ensures that only the authorised owner of an account can access that
account.

105. Pay Load. Maximum design, zero fuel weight minus basic empty weight.

106. Pen. A hard standing with hardened shelter for aircraft parking in the readiness
condition for their intended operational role.

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107. Periodic Inspection. A maintenance inspection that must be performed on a

regular or recurring basis.

108. Perishable Item. Item for which no predetermined storage life is fixed but are
susceptible to rapid deterioration, decomposition, decay etc.

109. Pickling. The treatment of a metal surface with an acid to remove surface
corrosion.

110. Polymerization. A type of chemical reaction in which the material eventually

jells.

111. Preliminary Warning. This is a serially numbered message by which,

instructions of an important and immediate nature on aircraft servicing are promulgat ed
by Air HQ pending a more complete investigation and the possible subsequent initiation
of more detailed instructions.

112. Primary Cell. An electrical device, which generates electron flow by converting
some of its substance into ions, with free electrons. Primary cells are not re-
chargeable.

113. Primer. A material which provides a sandwich between the top coats of paints
and the metal to provide a good bond.

114. Probe. A sensing device that extends into the air stream or gas-stream for
measuring pressure, velocity or temperature.

115. Program. An ordered set of instructions to the computer that result in the
completion of a task, such as invoice processing. Programs can be written in any
number of programming languages. COBOL has been the most popular over the past
three decades of computing.

116. Propeller. A device for propelling an aircraft that has blades on an engine
driven shaft and that when rotated, produces by its action on the air, a thrust
approximately perpendicular to its plane of rotation.

117. Purchases (Locals). Purchases from civil sources of authorised items of

equipment which are urgently required and are not available or cannot be obtained
expeditiously from normal source of supply, the expenditure for which is met under rule
82 F.R.I and amended by current AFIs.

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118. Pyrotechnic. A compound or mixture designed to produce an effect by heat,

light, sound, gas or smoke or combination of these as a result of self sustaining
exothermic chemical reaction.

119. Radio Frequency. Frequency, which produces electromagnetic waves. It is

above the audible frequency range and below the frequency range of heat and light.

120. Radome. A radio transparent material, such as plastic or fiberglass, enclosure

for radar or radio frequency sensor antenna.

121. Restoration. Maintenance actions intended to bring back an item to its original
state or appearance and functional status.

122. Retro-fit. Term used to indicate a major aircraft or engine modification.

123. Rigging. The assembly and relative alignment or adjustment of the various
components on an aircraft.

124. Rigidity. The opposition of a structure to bending.

125. Rotor. Either compressor or turbine sub assembly, a rotating disk or drum to
which a series of blades are attached.

126. Rotables. These are items which are capable of being repaired and reused.

127. Runway. Defined as rectangular area on an airbase, prepared for landing and
take-off of aircraft along its length. Runways are numbered in relation to their magnetic
direction rounded off to the nearest 10 degrees. Such as Runway 06 or Runway 24.

128. Safety Cage. A strong frame into which a tyre/wheel can be placed when it is
inflated. In case the wheel should burst due to the forces exerted by the inflated tyre,
the cage will prevent personnel injury.

129. Salvage. Equipment which has been conditioned as beyond repair and not fit
for further use in the IAF.

130. Shelf Lifed Item. Item for which predetermined storage life has been fixed on
expiry of which they are not to be used without inspection, test, lubrications
reconditioning etc.

131. Secondary Cell or Secondary Battery. A storage cell or battery, in which

electrical energy is converted into chemical energy and stored until needed, then
converted back to electrical energy. Secondary cells/batteries are rechargeable.

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132. Servicing Instructions (SIs). These are special instructions issued by Air HQ
(Specialist Weapon Cell) to all operating and or equipment holding units/bases when
additional/alteration to the servicing/maintenance is required to be undertaken urgently
and is of recurrent nature. SIs are meant to specifically observe and take corrective
actions against serious defects which may not be evident on first inspection and need a
limited number of inspection to cover the prospect of such a defect arising. SIs are to
be promulgated as amendment to existing servicing schedules.

133. Shelf Life. The period of time a material may be stored and remain suitable for
use.

134. Shroud. A cover or housing used to aid in confining an air or gas flow to a
desired path.

135. Slat. A movable auxiliary airfoil on the leading edge of a wing. It is closed in
normal flight but extends at high angle of attack to duct air over the top of the wing in
order to delay the separation of airflow or aircraft stall.

136. Slot. A fixed nozzle shaped opening near the leading edge of a wing, in front of
the aileron, used to duct the air down on the top of the wing, maintaining effective
aileron control to high angle of attack.

137. Special Technical Instruction (STI). These are special instructions issued by
Air HQ (Specialist Weapon Cell) to all operating and/or equipment holding units/bases
as one time special servicing of the aircraft engine or their aggregates as a result of
serious defects noticed on aircraft or its subsystems.

138. Spectrometric Oil Analysis Program (SOAP). A system of oil analysis in

which a sample is ignited in an arc and the resulting light is examined for its wave-
lengths. The test can determine the amount of the different metals suspended in the oil
and can give an indication of an impending engine failure.

139. Static Discharge. A device used to dissipate static electricity from a control
surface before it can build up to a serious degree.

140. Stress. Internal force in a body that resists the tendency of an external force to
change its shape.

141. Superstructure. A frame work attached to an aircraft truss structure to provide

the desired aerodynamic shape. It is usually covered with light weight sheet metal or
aircraft fabric.

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142. Tarmac. A hard surfaced area at an airbase, where aircraft are parked for flying
and servicing. The term tarmac comes from tar macadam, a mixture of tar and crushed
stone, often used as the surfacing material.

143. Taxi (Taxy). To move an aircraft along the ground under its own power at a
slow speed.

144. Thermal Runaway. A condition which exists in a secondary cell or battery

when the cell resistance becomes unbalanced because of temperature. The resistance
of some cells decreases and allow the cells to draw more current, this lowers their
resistance further, allowing more current. This action continues until the battery is
seriously damaged, sometimes it explodes.

145. Thinner. A solvent mixed with a paint material to reduce its viscosity.
146. Torque. A force multiplied by its lever arm, acting at right angles to an axis.

147. Transponder. A radio frequency transmitter receiver which transmits a coded

signal every time it is interrogated by a ground radar/radio facility.

148. Turbine (axial). A section of a gas turbine engine fitted with vanes or buckets,
radiating out from its circumference. Kinetic energy of the gaseous flow of air flowing
through the vanes is converted into mechanical energy by the impulse or reaction of
the fluid with the vanes.

149. Turbo Prop Engine. A turbine engine, which drives a propeller through a
reduction gear arrangement. The energy in the exhaust gases is converted into torque,
rather than thrust to drive the aircraft.

150. Ultrasonic Inspection. A form of non-destructive inspection in which the

condition of a material is determined by its ability to conduct vibration normally at
frequencies above that to which human ear can respond.

151. Venturi. A specially shaped restrictor in a fluid flow passage used to increase
the velocity of the fluid and decrease its pressure.
152. Virus. A computer program capable of making copies of itself without human
intervention. Usually, but not necessarily, malicious, viruses are regarded as being
dangerous as they can cause system crashes and waste disk space. Software for
detecting and removing virus infections is widely available.

153. Viscosity Index. The measure of change in viscosity of oil with a change in
temperature.

154. Weber. Basic metric unit of magnetic flux.

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155. Wide Area Networks (WANs). Communications vehicles that allow the
transmission of voice and video alongwith the normal data transmissions.

156. World Wide Web (WWW). The Internet.

157. Write off Charge. A term only to be applied where the posting of an issue in the
stock record card is in respect of a loss.

158. X-ray Inspection. A form of non-destructive inspection in which high frequency,

high energy electro magnetic waves pass through the material and expose a piece of
photographic film. Defects or discontinuities or structural flaws within the material show
up as a variation in the density of the image on the film.

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CHAPTER - 1

DEFINITION OF COMMON TERMS

Article

0101: General
0102: Definition of Common Aircraft Servicing Terms

0101: General

1. Maintenance actions are undertaken by technicians/ supervisors as per their

perception/ interpretation of the terms used in the instruction. It is therefore
important that aircraft servicing terms are correctly and uniformly understood by all
concerned. This chapter spells out the standard definitions of all commonly used
verbs in aircraft servicing which find mention in this manual.

2. The contents of this chapter are to be periodically readout to all technicians

during continuity training and made available in separate folders/charts for ready
reference.

0102: Definition of Common Aircraft Servicing Terms.

1. Aero-engine. Any piston, gas turbine or gas turbine engine specifically

designed for use in an aircraft.

2. Aircraft. A vehicle capable of flight within the earth's atmosphere, excluding

air cushion vessels and:
(a). Is capable of controlled flight after take-off or launch.
(b). Is intended to be recovered and flown many times.
(c). Has a mass greater than 20kg.

3. Airworthiness. The ability of an aircraft or other airborne equipment or

system to operate without significant hazard to aircrew, ground crew, passengers
(where relevant) or to the general public over which such airborne systems are
flown.

4. Armed Aircraft. Any aircraft on the ground that is being loaded, is loaded,
or is being unloaded with an explosive armament store. The term is applicable
irrespective of whether safety devices have been set to the safe or live condition.

5. Assemble. To put back the basic parts or subassemblies or components of

any assembly to make it complete.

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6. Authorisation. It is the approval given to an individual and recorded in an

appropriate record. Authorization may be given to specified individuals, or may be
implicit with the responsibilities of a specific rank or appointment. Authorization is
granted by individuals empowered to do so.

7. Auxiliary Power Unit. An engine that does not supply motive power but
supplies one or all of the following facilities: Electrical or hydraulic power, or start
facilities for the aircraft's main aero-engines.

8. Built-In Test Equipment. Hardware which is identifiable as performing the

Built in Test (BIT) function. The BIT function is an integral capability of the mission
system, or equipment that provides an on-board automated test capability to detect,
diagnose or isolate failures. The fault detection, and possible isolation capability, is
used for periodic or continuous monitoring of a systems' operational health. The
observation and diagnostic capability can be used as a prelude to maintenance
action.

9. Calibration. All the operations for the purpose of determining the values of
the errors of a measuring instrument.

10. Cannibalise. To take serviceable components from one assembly or aircraft

and use them on another.

11. Caution. A mandatory instruction and advice to be borne in mind while

carrying out a specific activity.

12. Certification. A procedure by which a third party gives written assurance

that a product, process or service conforms to a specified requirement.

13. Check. Compare the item with the specified standard. If the item does not
meet the specified standard the supervisor is to be informed.

14. Defect. The non-fulfilment of an intended requirement or an expectation for

an entity, including one for safety.

15. Disconnect. Uncouple or detach the cables, pipelines or controls from the
item. This task is to be performed in accordance with the authorized procedures and
trade practices.

16. Documentation. The record of activity that has been carried out on an
aircraft or equipment. This will include both paper based records (e.g. Form 700 and
associated forms) and electronic data.

17. Ensure. Ascertain that the specified conditions are met. If the specified
conditions are not met, remedial action is to be taken to meet specified conditions.
Such action is to be taken only if it is within the capability of the individual
concerned by virtue of his rank, trade, training, physical ability and where

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applicable, certification. If it is not within his capability, his supervisor is to be

informed.

18. Examine as far as possible. Within the physical constraints of the location
of the item, carry out an examination to determine the condition of the item without
removing or disconnecting the equipment. This term acknowledges that a detailed
examination is not possible due to limited access. The item is to be cleaned as
necessary prior to examination. Any faults identified are to be reported to the
supervisor; remedial action is not to be taken unless directed.

19. Fault. The state of an item characterized by the inability to perform a

required function, excluding the inability during preventive maintenance or other
planned actions, or due to a lack of external resources.

20. Fit. The relationship between two related parts; a limit of tolerance.

21. Functional check. Verification of function as far as can be determined with

the use of test equipment or reference to measurements, that the item or system is
serviceable and operates correctly. If the item or system is found to be
unserviceable or to operate incorrectly, no remedial action is to be taken but the
supervisor is to be informed.

22. Ground Equipment. An equipment necessary on the ground to do

maintenance on the air vehicle, airborne engine, airborne equipment and support
equipment.

23. Grounding. The bonding of an equipment or framework to an aircraft which

is used for circuit returns and as a common reference point for electrical signal
potentials.

24. Hang-up. An unintended retention of the weapon or store after the release
sequence has been completed.

25. Inspect. Review the work carried out by tradesmen to ensure that it has
been performed satisfactorily. The activity involves examination of product design,
product, service or plant and determination of their conformity with specific
requirements, or (on the basis of professional judgement) general requirements.
This is a quality control activity and is normally undertaken by a supervisor who is to
determine that the work has been performed properly in accordance with the
relevant authorised procedures and that the assessed condition of the item is
correct.

26. Inhibition. A method by which preservative fluid is pumped into the

system/component in order to prevent corrosion during storage.

27. Inspect and Repair As Necessary. The principle where only that
maintenance necessary to return an item to a serviceable condition is undertaken.

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28. Live. Relating to a safety device means that the device has been set to the
unsafe condition (i.e. that condition which permits firing or release of an explosive
armament store).

29. Line Replaceable Unit. Any readily accessible unit on the aircraft normally
consisting of sub-assemblies or modules mounted together and designed for ease
of replacement normally at the operating unit.

30. Look for Damage. Undertake a visual check for signs of deformation, dents,
cuts, nicks, wear and tear or other unserviceability. Any unserviceability found is to
be reported to the supervisor; remedial action is not to be taken unless directed.

31. Maintenance. The combination of all technical and administrative actions,

including supervision actions, intended to retain an item in, or to restore it to, a state
in which it can perform a required function. It includes: inspection, testing, servicing,
classification as to serviceability, repair, rebuilding and reclamation.

32. Misfire. Occurs when a weapon or store fails to fire or explode properly. In
addition a misfire occurs when a primer of the propelling charge of a round or
projectile fails to function wholly or in part.

33. Modification. An approved design change to an aircraft, engine or

equipment that arises after the production drawings have been sealed to improve
reliability, maintainability, capability and safety.

34. Non-Destructive Testing. A range of methods employed to determine the

condition of equipment without causing damage.

35. Note. Take notice of/ pay attention to.

36. On-the-Job-Training. That training which bridges the gap between training
received at training institutes and the operational requirement.

37. Operate. To ensure that an item or system functions correctly, as far as

possible without the use of test equipment or reference to measurement.

38. Overhaul. A comprehensive examination after full disassembly and

restoration of an item or major part thereof, to an acceptable condition.

39. Preventive maintenance. Maintenance carried out at predetermined

intervals, or according to prescribed criteria and intended to reduce the probability
of failure or the degradation of the functioning of an item.

40. Quality. The degree to which a set of inherent characteristics fulfill

requirements (ISO 9001:2000).

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41. Recondition. The process, under which an item is completely overhauled,

restored, re-assembled and inspected to specified quality standard.

42. Rectification. A systematic process by which an unserviceable system/

component is brought to its state of serviceability.

43. Repair and Salvage Unit. R&SUs are responsible to the respective
Commands for undertaking repair operations on all aircraft that are beyond the
capabilities of 1st & 2nd Line Units.

44. Replenish. Refill or restock a tank, bottle or other container to a pre-

determined level, pressure or quantity. Where appropriate, locking devices and
caps or covers are to be removed, orifices and drains are to be cleared of
obstructions, the container is then to be refilled or restocked as directed, and finally,
ensuring that gaskets and caps or covers are free from damage and caps or covers,
locking devices are to be refitted.

45. Restore. The process under which an item is completely overhauled,

restored, re-assembled and inspected to specified quality standard.

46. Role equipment. That equipment, which is fitted to enable a specific role or
operation in a particular environment to be carried out.

47. Safe. Relating to a safety device means that the device has been set to a
safe condition (ie: that condition which prevents firing or release of an explosive
armament store or explosive component).

48. Scheduled Maintenance. That preventive maintenance undertaken at

regular, predetermined intervals to keep an aircraft or other item of equipment in a
sound overall condition and to minimize the amount of corrective maintenance and
other day-to-day attention it requires.

49. Servicing. That maintenance required to determine the condition of an

aircraft or other item of equipment after a period of use and to prepare it for its next
period of use.

50. Supervise. It is the function to direct the tradesmen to do a job in

accordance with the laid down procedure. The supervisor is to ensure that the
tradesman is competent to do the job, that he is adequately briefed and that he has
necessary tools, equipment, publications and instructions.

51. Test. Undertake verification using the appropriate test equipment, a critical
trial or examination of one or more properties or characteristics of the item or
system to make certain that it is serviceable and operates correctly. If the item or
system is found to be unserviceable or to operate incorrectly, no remedial action is
to be taken but the supervisor is to be informed.

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52. Turn Round. A flight servicing activity that is carried out to assess an
aircraft after a flight and to prepare it (which may include weapons loading) for
another flight in the shortest possible period.

53. Unmanned Air Vehicle. A UAV is defined as an aircraft which does not
carry personnel and is capable of sustained flight by aerodynamic means. It is
remotely piloted or automatically flies a pre-programmed flight profile and has a
mass of not less than 20kg (excluding fuel). It is reusable but is not classified as a
guided weapon or similar one shot device designed for the delivery of munitions.

54. Verify. Check that the specified conditions are correct. If the item does not
meet the specified condition, no remedial action is to be taken and appropriate
authority is to be informed.

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CHAPTER - 2

MILITARINESS AND MAINTENANCE CULTURE

Article

0201: Militariness
0202: Maintenance Culture
0203: Cleanliness and Housekeeping

0201: Militariness

1. Militariness is a way of work that helps in achieving a task through deliberate

application of an approved plan. Every fighting force is programmed for speedy,
focussed and deliberate methods that bring about task achievement. The task
achievement, thus, is a result of standardisation, crispness, economy of effort and
time.

2. Militariness in maintenance activities is achieved through rigorous

indoctrination during ab-initio training. It is further strengthened by the ethos of the
personnel and continuity training. Militariness in a unit will be perceptible from the
conduct and bearing of its personnel as they go about their tasks.

3. Militariness gives rise to pride, commitment and a high degree of reliability,

which are the corner stone of all maintenance activities.

4. Standardisation and uniformity of approach is the basic element of

militariness. In maintenance, therefore, standardisation of all activities gives a clear
perceptible logic that avoids confusion, misunderstanding and short cuts. An
organisation is susceptible to regular failures or under performance of its military
machine, in case this vital ingredient is missing.

0202: Maintenance Culture

1. Maintenance Culture. In military aviation, it is important that the primacy of

a healthy maintenance culture is recognised by one and all. Maintenance activity
that makes it all possible cannot be immune to the stiff demands of military
aviation.To meet the maintenance challenge in this environment, it is necessary to
develop a strong military culture that induces knowledge, faith, integrity and moral
courage which are essential for safe maintenance practices in military aviation.
2. Flight Safety. Flight safety is a condition allowing mission accomplishment,
repetitively with minimum expenditure of human effort and material resources. Due

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to the intrinsic risk involved in flying and related activities, zero accident rates are
extremely difficult. However, the aim of all those involved in the field of aviation is to
reduce errors. A series of mistakes leads to an accident. It is important, therefore, to
identify and control potential hazards leading to accident prevention. One of the
major activities mainly oriented towards ensuring flight safety is maintenance.

3. Maintenance Safety. Maintenance safety is a condition allowing

maintenance task accomplishment repetitively with minimum wastage of human and
material resources. Maintenance safety encompasses factors such as correct and
adequate number of tools and spares, comprehensive instructions and healthy work
environment.

4. Evolving a Culture. Maintenance is a cog in the wheel of operational

readiness. It is an important line activity that translates into battle readiness. Only
maintenance personnel cannot thus bring about a well-oiled maintenance machine.
Active, wholehearted participation of all involved in the control and implementation
of battle readiness thus has a significant role to play.

5. Role of the OEM. A user of aircraft from the eastern and western region of
the world is perforce exposed to contrasting maintenance philosophies inherent in
the design of the equipment. This apparent diversity can be turned into an
advantage by implementing the better aspects across the board. In a structured
organisation like ours, implementation of such changes can be effected very
smoothly in a top down approach. The commitment and willingness to do so is of
course a prerequisite.

6. Responsibilities of a Commander. AOC/ Stn Cdr is the head of the family

on a flying base. All activities on the base including maintenance are carried out
under his command. His monitoring of the maintenance culture prevalent at his
base is thus essential. He is to ensure that infrastructure facilities required to carry
out maintenance are adequately provided. It is his intervention that will ensure
equipment and consumables essential to carry out servicing are available in time.
As the head of the family he is to be aware of all deviations/ concessions operative
on the base. He is to be updated on all infrastructure limitations prevalent and is to
take steps to improve that state. A work culture at par with Air Forces of the
developed countries can evolve only after similar facilities are made available.

7. Responsibilities of CEO. He is the technical leader on a Station who sets

the tone for the maintenance culture at the base. He has to control, organise and
coordinate maintenance activities on the base with the help of the Engineering
Officers placed under him. He is to advise and issue instructions on the correct
technical practices to be followed, covering first and second line maintenance
activity.

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0203: Cleanliness and Housekeeping

1. Cleanliness of equipment and work environment has been the hallmark of

military activity. Clean environment adds quality to work output. This aspect is
recognized worldwide and has set new standards for the aviation industry. It has
been imbibed from military standards.

2. A clean environment has to be an organisational commitment. A supervisor,

his officer and the higher echelons, all have to believe in the requirement of a clean
environment. It is then and only then that it can emerge as an organisational
commitment. Prompt response to infrastructure support requested by the
technician/supervisor needs to be provided.

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CHAPTER - 3

MAINTENANCE AND HUMAN SAFETY

Article

0301: General
0302: Authorisation to Work
0303: Precautions against Human Error Servicing (HES)
0304: Precaution by Personnel when Working on Aircraft
0305: Precautions against Fire
0306: Safety Requirements of Hand Tools
0307: Use of Inspection Lamps and Portable Lighting
0308: Safety Requirements while Welding
0309: Safety Requirements while Soldering
0310: Safety Requirements while Using Blow Lamps
0311: Safety of Power Supplies
0312: Environmental Control System
0313: ESD Safety
0314: Safety Equipment
0315: Electrical Shock due to Static Electricity
0316: Loose Article in Aircraft- Precautions and Recovery Procedures
0317: Instructions for Use and Precautions while Hoisting
0318: Precautions during Monsoon seasons
0319: Survival in NBC Environment
0320: Safety instructions against Radar Radiation
0321: Safety instruction against HF Radio Transmission
0322: Safety against Laser Radiations
0323: First Aid Procedures

Annexure

I : Laser Radiation Hazards

II : Power Disturbances
III : Damage due to ESD
IV : Effect of relative humidity on static electricity
V : ESD Control Measures

0301: General

1. With the increased complexity of military aircraft and weapon systems, it is

imperative to inculcate a safe work culture. Safety of the personnel at work is of
paramount importance. It also provides a firm foundation for maintenance and flight
safety. General safety precautions during ground handling and maintenance of
aircraft and other maintenance safety related aspects are discussed in this chapter.

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Standard first aid procedures and actions to minimise adverse consequences of

accident are also included for ready reference.

0302: Authorisation to Work

1 It is imperative that only authorised personnel are permitted to handle and

work on aircraft. The authorisation to technicians is to be accorded by CEO of the
base after ascertaining the qualification, knowledge and awareness on safety
aspects. The following personnel are to be specifically authorised and the
authorisation periodically renewed: -

(a) All aircraft technicians.

(b) All refueller operators.

(c) Second line servicing technicians.

(d) MTDs driving in aircraft parking/storage areas, ASV operators and

Crane operators.

2. The personnel authorised to work in aircraft operating area are to be

specifically briefed on FOD precautions, hazard zone of the aircraft and
interpretation of various markings and sign boards on tarmac, taxi way and hangars.

3. Strict disciplinary action against defaulters on safety related issues and

withdrawal of their authorisation to work is to be resorted to, if necessary.

4. While at work all tradesmen are to carry their authorisation certificates with
them. Officer i/c of work places is to regularly verify the currency of these certificates.

0303: Precautions against Human Error - Servicing (HES)

1. Aircraft servicing needs discipline and a professional approach to ensure

maintenance and flight safety. Inability to cope with modern technology, lack of
professionalism, over confidence and excessive dependence on memory, paucity of
time and other resources, non congenial environmental conditions and mental stress
are some of the contributory factors to servicing crew errors. Concerted efforts to
avert HES are to be ensured at all levels.

2. Errors of Omission and Commission. Officer i/c and Supervisors are to

institute corrective actions to avoid the following commonly observed lapses: -

(a) Failure to carry out laid down checks (cases of negligence, ignorance,
lack of supervision).

(b) Failure to secure parts correctly (cases of loose rivets, frayed cables
and improper locking and loose caps).

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(c) Lapses in compliance of servicing.

(d) Failure to take precautions (Cases of fire due to fuel leak, shortcuts in
Armament Circuitry Check, etc).

(e) Foreign Object Damage.

3. Professional Errors. Professional errors are caused due to lack of

knowledge, skill and attitude. Supervisors are to ensure that servicing crew develop
the correct attitude. Other reasons for errors are: -

(a) Non-availability of publications (Poorly printed and ambiguous

instructions).

(b) Instructions not getting updated and disseminated.

(c) Lack of clarity and precision in instructions.

(d) Amendment to schedule of activities by the unit, aimed to reduce time/

difficulty in servicing.

(e) Lack of proper tools, cleaning material and test equipment.

4. Inadvertent Errors.

(a) Inadvertent or incorrect operation of controls (Ejection Seat Firing,

Drop tank/ Podded Equipment getting jettisoned on ground etc.).

(b) Reversal in fitment of components.

(c) Walking into hazard zones, like air intake areas while engine is
running.

(d) Collision of vehicles/ ground equipment

5. Supervisory Lapses.

(a) Incorrect procedures being adopted without being questioned.

(b) Non-compliance of single star and double star items.

(c) Lack of co-ordination among various tradesmen while carrying out an

activity (such as - Rear Fuselage removal, jet nozzle diameter check and
throttle operations involving multiple trade activities).

6. In order to minimise servicing crew errors, a systematic approach is to be

followed utilising only approved maintenance practices and by exercising proper and
vigilant supervision.

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0304: Precautions by Personnel When Working on Aircraft

1. Personnel are to wear authorised overall only and the pockets are to be
empty.

2. Personnel working on aircraft are forbidden to carry any cigarette, lighter or

matchboxes.

3. Personnel should ensure that they follow all safety precautions mentioned for
respective aircrafts.

0305: Precautions against Fire

1. Aircraft and associated equipment are to be protected against damage due to

fire. Such an outbreak can take place due to grass fire, fuel/ oil fire, electrical short
circuit, cotton waste/rags dipped in oil/ fuel, etc.

2. The Officer-in charge of hangar is responsible to ensure that adequate fire

fighting appliances along with well marked fire points are available and these are
easily accessible. He is to liaise with the fire section and ensure that necessary
training is imparted to all personnel of his section.

3. Smoking inside hangars is STRICTLY PROHIBITED and NO SMOKING

boards are to be prominently displayed in the hangar.

4. Welding, brazing or any other operation involving risk of fire or explosion is

not to be carried out on aircraft containing fuel or in a compartment in which
inflammable materials are housed.

5. No oil/ fuel or any other inflammable materials are to be stored in hangars

having aircraft parked inside.

6. Slow combustion stoves or open flame oil stoves are not to be used in aircraft
hangars.

7. Aircraft support vehicles, hydraulic servicing trolley and ground equipment

with internal combustion engines are not to be parked under an aircraft. These
equipment are not to be left unattended when their engines are running.

8. During start-up of aircraft engines, CO2 fire extinguisher trolley is to be

positioned in a pre-designated place close to the aircraft. This extinguisher is to be
manned by two personnel.

9. Earthing of all portable, electrically operated tools or equipment is to be

ensured before their usage on aircraft/ ground equipment.

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10. Power Supply is to be connected to aircraft under servicing only after

obtaining clearance from Elect Fit tradesmen.

11. No ground run is permitted on an aircraft with fuel/ hydraulic leaks.

12. Fire Extinguishers to be used for different type of fires are summarised
below:-

Sl. No. Type of Fire Extinguisher Use Against Type of Fire

(a) 2-Gallon Soda Acid Wood, Paper, fabric, Magnesium

and incendiary bombs fire

(b) 2-Gallon Foam Extinguisher Oil, petrol, paraffin, paint, wax,

grease and resin fire.

(c) Carbon Tettra Chloride Extinguisher Alcohol, Methylated spirited fire,

(CTC 14) small oil/ fuel fire, IC engines and
electrical apparatus fire.

(d) Methyl Bromide Extinguisher Alcohol, Methylated spirited fire,

small oil/ fuel fire, IC engines and
electrical apparatus fire.

(e) Carbon-Di-Oxide Gas Extinguisher Liquid Fire and Electrical Fire

0306: Safety Requirement of Hand Tools

1. Tools facilitate prompt and efficient execution of tasks. They are to be handled
with care, properly maintained and used. The following precautions are to be
ensured on the tools:-

(a) Select proper and serviceable tools for the task.

(b) Use tools only for the work for which they are intended.

(c) Never allow the cutting edges or teeth of tools to come in contact with
anything except the job.

(d) Tools like files are never to be used without handles.

(e) Never use pliers as a spanner.

(f) Replace chisels, gauges and pointed marking tools in the box/tray after
use.

(g) Precision instruments are to be cleaned and oiled after use.

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(h) Keep hand tools clean and free from corrosion.

0307: Use of Inspection Lamps and Portable Lighting

1. Only approved types of inspection lamps and portable lights are to be used on
aircraft. Before use, they are to be inspected for completeness, proper connection
and earthing.

2. Inspection lamps when in use are not to be left unattended on aircraft.

3. Only approved flameproof lighting is to be used inside fuel tanks, fuel tank
bays or in areas where inflammable vapour is likely to be present.

4. Ensure that heat from the portable pedestal lamp is not concentrated on
aircraft surface or engine.

0308: Safety Requirements While Welding

1. Acetylene is an inflammable gas, which ignites and burns instantly from a

spark or a piece of hot metal. If allowed to mix with air, a highly explosive mixture is
created.

2. Always close valve before moving cylinders when work is completed/ or the
cylinders are empty. Never lift cylinders by the valve-protecting cap.

3. When an oxygen cylinder is in use, the valve is to be open to the maximum to

prevent leakage around the valve stem.

4. Always open cylinder valves slowly to avoid damage to the regulator pressure
gauges. As a precaution against injury, always stand on one side and away from the
face of regulator gauges when opening cylinder valves.

5. Do not under any circumstances use oil, grease or lubricant on regulator

cylinder valves and connections.

6. Remember that oxygen and acetylene cylinders are not interchangeable.

Never attempt to use equipment for gases other than those for which it is supplied.
Never alter or tamper with cylinder, their colours, valve threads and their markings.

7. During welding always position fire fighting devices nearby.

8. Test for leaks with a solution of soap and water. Do not use naked light or
flame. Place leaking cylinders in open air.

9. If a cylinder or regulator gets frozen, heat them by using hot water and not by
flame.

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10. Never attempt to pass more gas through the blowpipe than it is designed to
carry.

11. Only skilled personnel are to dismantle a blowpipe.

12. It is to be remembered that sparks from welding or cutting flames are often
thrown to a considerable distance. Hence any article, which may catch fire or could
be damaged, is to be removed or completely covered.

13. Work over a wooden floor is to be carried out only if it is covered with steel or
asbestos.

14. Goggles and gloves provided for use to welders are to be used.

15. While welding or cutting tanks, drums or other containers that might have
contained inflammable or explosive materials, it is imperative that the containers are
treated to make them safe.

0309: Safety Requirements while Soldering

1. Metal parts are to be cleaned and prepared for soldering so that they fit
together properly.

2. Always use correct type of flux and solder.

3. Never overheat the joint, as a brittle compound is formed in the joint. This
reduces the strength of the joint.

4. Surplus solder is to be removed and the joint is to be cleaned. In designing

the joint, the parts are to be shaped with the requirements of the soldering process in
mind.

5. Due care should be taken while handling static sensitive components like
CMOS devices. Use properly earthed wristband while handling such components.

6. Ensure that the conformal coating on PCBs is restored after soldering. Use
appropriate conformal coating spray which is commonly available in any electronic
market.

0310: Safety Requirement while using Blow Lamps

1. The container is to be filled only to ¾ th of its capacity. Clean paraffin is to be

used.

2. After filling, the lamp is to be checked for serviceability. If it is leaking, it is not

to be used.

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3. Attempt to repair a lighted blowlamp is not to be made. A blowlamp is not to

be used to light another blowlamp.

4. Lighted blow lamps are not be taken within 50 yards area of aircraft, MT
vehicle or other inflammable stores.

5. A blow lamp is not to be used if it is over heated.

6. A blow lamp is not to be used for soldering or brazing when it gives a yellow
flame.
7. When not in use, the blow lamp is to be kept at a non-combustible place such
as on firebrick, asbestos etc.
0311: Safety of Power Supplies

1. Most devices operate on electrical power source (power supplies). Power

supplies with varying ratings of output are in use. In view of equipment safety and
human operator safety the power quality standards must be stringent and universal.
This has high hidden costs in case of being overlooked. Many of our electrical
equipment are used beyond specified life (if any is specified) till their
repair/maintenance becomes uneconomical. Hence it becomes ever more important
to monitor power quality, to place appropriate safeguards and necessary protective
devices. Avionics Labs or installations housing computers/data centers or any other
sensitive electronic equipment must be specifically provided with protected
environment for equipment and operator safety. Many of our equipment continue to
be utilised without lifing considerations even when the performance is sub-optimal
and the maintenance / repair is uneconomical; or the product support has dried up.
The present service life of all electrical installation viz. DG sets, SPS, switchgear,
proactive devices, etc. have to be checked vis-à-vis envisaged/ authorised life
stipulated as per existing policies. Installations/ equipment that can be retained in
service by installing modern protective and metering devices, especially in Avionics
and computer related laboratories have to be identified. Protection against overload,
over voltage, current and frequency fluctuations, spike suppression should be
automatic and a continuous metered record of the critical parameters should be
available, especially in sensitive installations.

2. For planning / audit of power supplies following considerations become

important:-

(a) Earthing being provided at site for equipment.

(b) Types of power disturbances, which could be observed by
equipment/operator.
(c) Strategies to overcome power disturbances for healthy operation of
equipment.
(d) Electromagnetic Interference.
(e) Strategies for protection from lightning.
(f) Strategies for protection from EMP.
(g) Status of Cables/wiring.

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3. Some of the above issues are discussed in detail below:-

(a) Status of cables/wiring.

(i) Check for insulation, damage and fraying regularly.

(ii) Proper routing to ensure safety against leakage/shorting, and/or
hanging cables/wires.
(iii) Check for material, insulation property, gauge, number of cores
etc. are appropriate to requirement of electrical load.
(iv) There should be optimal load distribution to guard against phase
imbalance resulting in earth to neutral voltage.
(v) Laying of UG cables should be min 3 feet below the surface with
standard SOP of bricks laying and sand filling.
(vi) Good quality multi-strand copper wires are to be used which are
well insulated and shielded. Fire proof/ retardant conduits must be
used.

(b) Status of Switching Gear and Safety devices.

(i) Check for availability of overload, over voltage, shorting

protection devices.
(ii) Check for availability of spike/transient suppression devices.
(iii) Transformers, junctions, switching/relay equipment should be
maintained in good working condition.
(iv) Surge Protection Devices (SPDs) are a must for safety of
equipment from unclean power supply. Three zone SPDs should be
preferred.
(v) Standby supply through DG set must be fed through On-line
UPS with isolation transformer for isolating any shorting of any phase
to neutral in commercial supply.
(vi) Oil filled servo transformer/ regulator should be provided for
stabilised power supply.

(c) Earthing. Ground plane is to be maintained at a constant reference of

zero volts. Any fluctuation in the ground reference voltage will affect
equipment voltage. The guidelines for earthing are as follows: -

(I) Proper and adequate earthing should be provided in all hangars,

bays & laboratory. Earth below the installation is to be an equipotential
reference for all power equipment.
(ii) The earthing resistance ideal value should be less than one
ohm. Resistance can be reduced by watering the pits, adding salt/
charcoal/ MgSo4 or adding additional pits.
(iii) The ideal value of earth to neutral voltage should be less than
one volt.
(iv) Floating / missing neutral or discontinuity in earthing.

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(v) Earth resistance is to be measured at least once in 6 months

and a record maintained. A diagram of the earthing scheme, and power
supply distribution and location of the earthing pits is to be available at
the installation. Increased frequency of testing may be done if
necessary.
(vi) Wherever possible on - line monitoring of earth resistance
should be provided.
(vii) All earth pits must be connected to form a mesh and connected
to mesh of earth pits of lightning arresters. Earth strips are to be of
copper and joints are to be brazed together (no nut/ bolt).
(viii) Adequate number of chemical pits should be made to have
earth resistance under tolerance limits.
(ix) Anti electro static tiles should be used in labs.

(d) Status of captive power supply in all hangars/bays/labs including

DG sets.

(i) Serviceability and calibration of generating, measuring and

monitoring equipment should be regularly monitored.
(ii) Check for quality control of supply i.e. stability of
voltage/current/ frequency, spike suppression & conditioning measures
adopted etc.

(e) Status of SPS & other sensitive equipment.

(i) Check for stability of output as per OEM recommendation.

(ii) Appropriate EM/electrical screening of sensitive equipment, ac
bays/labs should be provided.

3. It is important to consider fluctuation levels of the input power supply from the
MES outdoor plant, while planning specifications for the SPS. In case these input
fluctuations are beyond the values specified by equipment suppliers, MES may be
advised to regulate the input supplies within designated limits. In case of difficulties,
captive power source may be planned. The issue of power disturbances has been
brought out in Annexure ‘II’.

0312: Environmental Control System

1. Each equipment / Lab has a specific range of temperature and relative

humidity conditions specified for maintenance. These conditions should be
monitored on a regular basis and recorded. In case the values are beyond
acceptable limits, MES should be approached for repair / remedies. A similar
monitoring is required for armament stores, MMPU, GURT Complex etc. Though the
air conditioners installed at various places meet the temperature requirement, the
RH values may not be maintained. This may necessitate installation of dehumidifiers
to bring the RH values to within stipulated limits. During the audit, the following are to
be considered: -

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(a) Proper temperature & humidity control.

(b) Provisioning of dehumidifiers as per requirement.

(c) Recommend periodic checks as per the condition and vintage of air-
conditioners.

(d) Status of controlled environment viz provisioning for dust proofing and
air lock facilities. Modern Air Locks with horizontal-vertical blowers, working in
tandem, must be installed at critical areas.

2. In addition, wherever there are vintage types of water cooled central

air conditioning systems, the replacement with air cooled central air conditioning or
split ac with dehumidifiers be considered after a thorough break-even analysis.

0313: ESD Safety

1. Electro Static Discharge (ESD) is transfer of electrical charge between objects

at different voltage potentials. Electrostatic damage to electronic devices can occur
at any point from manufacture to field service. Damages result from handling the
devices in uncontrolled surrounding or when poor ESD control practices are used.

2. When electronic devices are exposed to an ESD event, the following may
happen: -

(a) It may no longer function.

(b) ESD event may cause metal melt, Junction breakdown or oxide failure.
(c) Device circuitry permanently damaged, causing failure.

If an ESD event occurs, the damage will go undetected until the device goes into
operation.

3. Latent defects are more difficult to identify. Hence the operating life of the
device may get reduced dramatically. Such failures are costly to repair and in some
cases can cause personnel hazards. Devices which are exposed to such an ESD
event may get partially degraded yet continue to perform their intended functions.
The damages due to ESD have been illustrated at Annexure-‘III’.

4. ESD control Measures. To provide a safe environment for part / assembly

to personnel, the following environmental conditions must be monitored.

(a) Temperature / humidity.

(b) ESD grounding.
(c) Labs apparel.
(d) ESD packaging / cleaning.

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5. The higher the humidity, lower would be the static charge generated. This is
because of the fact that the moisture in the air lowers the surface resistance of the
material by letting wet particles create a conducting film over the insulating surface.
This film allows the surface charge to be re-distributed reducing the charge
concentration. The graph showing the effect of relative humidity on static electricity is
placed at Annexure-‘IV’.

6. All avionics aggregates to be protected with non-metallic blanking on their

electrical connectors and& LCD display surfaces of the MFDs. Accumulation of
static charges in transit by avionics modules / PCBs can be prevented by packaging
them in ESD bags.

7. Towards achieving “super clean” environment in a workshop, which handles

multi-layer electronic modules, installation of an “Air Shower” system is essential.
The activation of pressurized airflow in both vertical and horizontal direction of the
entry passage on the personnel can be either automated or manual. Few of the ESD
control measures and gadgets are illustrated at Annexure-‘V’.

0314: Safety Equipment

1. There are several sections / units such as POL store, MMPU, Armament
Section, GURT Complex, etc. which need flameproof wiring and lighting. If these
buildings have old wiring; and vintage type flame proof lighting, this is inadequate to
carryout maintenance activities. Presently, modern flameproof lighting is available in
the market. The vintage type flameproof lights and the old wiring need to be replaced
in a phased manner through BOOs.

2. Similarly, the fire fighting appliances in many places especially in fire-prone

areas such as POL sections, Bomb Dumps, Refuelling Section, etc. are bulky and in
effective. Available fire fighting equipment, at times does not commensurate, or is
incompatible with the facility it is meant for safeguarding. Hence, there is a need to
audit these periodically and replace them with lightweight, more effective modern fire
fighting appliances.

3. In this regard, the audit can include the following: -

(a) Provision of modern fire fighting apparatus with special emphasis on

MMPUs, Armament Storage areas, etc.

(b) Provisioning of modern flameproof lighting / cabling in Armament / POL

handling areas, where such requirements exist.

0315: Safety against Electrical Shock due to Static Electricity

1. Static electricity is generated during rubbing between two dissimilar materials

in close contact. Charges can build up on men, their clothing, weapon handling
trolley, packing materials and large structures such as aircraft. The electric energy so

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produced can be a potential hazard to personnel, explosive and flammables. All

personnel are to be educated on this aspect.

2. After the aircraft lands back from a sortie, ensure that the aircraft is free from
static charge, by carrying out zero volt test.

3. Ensure serviceability of aircraft earthing conductors and discharge probes.

4. Ensure proper earthing of aircraft and refueller during refuelling operation.

0316: Loose Article in Aircraft - Precautions and Recovery Procedures

1. A loose article is an item which when unrestrained within an aircraft, becomes

a potential flight safety hazard, and can cause injury to personnel or damage to
equipment. Loose articles in aircraft create major flight safety risks and may cause
foreign object damage (FOD) to aero engines, auxiliary power units (APUs) and gas
turbine starters.

2. Precautions during Maintenance Activities. The following precautions are

to be ensured during execution of maintenance activities to prevent loose articles
being left in aircraft, aircraft equipment or gas turbine engines: -

(a) Close monitoring of use and return of all tools, test equipment, ground
support equipment and spares being used on aircraft is essential. The critical
areas for such monitoring are in the vicinity of aircraft, or in equipment or
engine maintenance bays. Only those items specified for the task are to be
carried out to the work place by tradesman and in the containers made for this
purpose.

(b) Excess quantities of class ‘C’ stores, e.g. nuts, bolts, miscellaneous
fasteners, panel pins, are not to be taken to work areas. Consumables are to
be taken to work areas in suitable containers.

(c) Supervisors are to ensure that work areas are kept clean by regular
sweeping and cleaning. Vacuum cleaners are to be used to clean work areas
in and around aircraft. Whenever practicable, aircraft under servicing which
panels have removed are to be blanked off to prevent ingress of loose articles
or debris.

(d) Blanking of pipelines and aggregates is to be ensured when not in use/

disconnected.

(e) It is to be ensured by the supervisor/ i/c trade that working clothes,

especially footwear, are intact and free of loose articles. Pockets are to be
emptied of all items, which could become a loose article hazard. All jewellery,
including rings and chains are to be removed.

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3. Specific Precautions during Maintenance of Gas Turbine Engines. In

addition to applying the general and clothing precautions stated above, tradesmen
working on gas turbine engines are to comply with the following instructions: -

(a) Intake, auxiliary intake, exhausts blankings and covers are to be fitted,
except when operations or maintenance require otherwise. Blankings and
covers are to be examined before fitting to ensure that they are serviceable
and free of loose articles.

(b) Uninstalled engines mounted on engine test facilities are to be treated

as installed on aircraft and handled with similar care.

(c) Uninstalled engines, engine modules, components and accessories are

to be protected using blanking and covers.

(d) During engine build-up, a loose article search is to be made before

operating rotating assemblies.

(e) Aircraft air intakes are not to be used as footholds or as ledges to place
hand tools or equipment.

(f) Aircraft marshallers and engine ground running supervisors are to

ensure that jet efflux, propeller wash or helicopter downwash are not directed
towards exposed air intakes.

4. Precautionary Loose Article Searches. Precautionary loose article

searches are to be made as given below: -

(a) During Maintenance. When areas become inaccessible during the

refitting of equipment or panels, the supervisor is to ensure that loose article
search is made at appropriate stages in the work.

(b) After Maintenance. On completion of a maintenance task, a final

loose article search is to be made. All tools and spares carried to aircraft are
to be accounted for and wasted fasteners, etc, collected. Wastes such as rivet
heads and mandrels, cloth and adhesive tape are to be removed using
vacuum cleaners, wherever appropriate. If any item used on an aircraft cannot
be accounted for, the aircraft is to be declared unserviceable and the recovery
procedures detailed below are to be followed.

5. Documentation. When a loose article is suspected to be in an aircraft, the

aircraft is to be declared unserviceable by an entry in the Change of Serviceability
Log of F-700.

6. Search and Recovery Procedure. The number and extent of the search to
be made would depend upon the nature of the hazard and the aircraft type. The
general steps to be taken under the direct supervision of the EO are: -

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(a) Initial search by tradesmen.

(b) Follow-up search by a supervisor.

(c) Further search with access panels and equipment removed as

necessary.

(d) Use of magnet/ X-ray checks, if necessary and feasible. If the missing
article can affect flying or engine controls, examination of appropriate controls
followed by functional checks, is to be carried out for full and free movement.

0317: Instructions for use and Precautions during Hoisting

1. To raise a load, wheel the hoist into position so that the lifting hook is directly
above the lifting point of the load. Thereafter, connect the lifting sling to the hook. To
prevent damage to the hoist or its load, and to prevent injury to personnel, the
following precautions are to be ensured when using the hoist: -

(a) The safe working load must not be exceeded.

(b) Do not leave a suspended load unattended.

(c) Do not walk or work under a suspended load.

(d) Do not tow the hoist other than by hand when the load is suspended for
the lifting hook.

2. The load must be prevented from swinging especially when it is being hand-
towed in the hoist.

3. When the hoist is used on soft ground, place wooden planks or similar
supporting material under the wheels.

4. Do not use the hoist if the lifting rope shows signs of fraying. Should this occur
a new rope is to be fitted.

5. The sling is to be tested periodically for serviceability to carry load safely.

0318: Precautions during Monsoon Seasons

1. The following steps are to be taken during monsoon seasons, thunderstorms

or gale period: -

(a) All maintenance activities are to be carried out inside the hangar as far
as possible during monsoon period.

(b) A close liaison with Meteorology section and Base Ops is to be

maintained to get maximum reaction time for picketing of aircraft.

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(c) No aircraft is to be left uncovered on the tarmac after the day’s flying is
over. Standard picketing precautions, applicable to the type of aircraft are to
be followed. Aircraft if on jacks must be lowered as soon as gale warning is
received.

(d) Lash the aircraft either to the moorings provided on the tarmac or to the
picketing blocks to ensure the aircraft does not move/tend to lift up/float during
gale/winds.

(e) Ensure the control locks and blankings are in correct position to
prevent inadvertent operation of control surfaces and protection of orifices.

(f) Aircraft covers and engine blankings are to be used when aircraft are
left unattended and during storage.

(g) Ensure that aircraft drain/ vent holes are clear from any blockage.

(h) Suitable measures to prevent corrosion as laid down in the applicable

servicing schedules are to be adopted.

(j) Protect fuel system against ingress of water. Ensure proper quality
control of aircraft fuel as laid down in AFO 10/90.

(k) Maintain ground equipment in serviceable condition and store under

cover wherever possible. XG-50 grease is to be applied to jack heads and
other machined parts, likely to be affected by corrosion.

(l) Ensure that no ground equipment/ role equipment and any other object
likely to move with strong wind are left unattended in the vicinity of aircraft.
Such ground equipment is to be removed to a safe place immediately on
receipt of gale warning.

(m) On receipt of gale warning, the hangar doors at both ends are to be
closed immediately. If due to any reason, the door at one end of hangar
cannot be closed, then the doors at both the hangar ends are to be kept open.

2. Refer TSI Vol-I Leaflet No Tech/ Serv/ 02 for further details.

0319: Survival in NBC Environment

1. Symptoms of NBC Attack. A nuclear attack is indicated by a very intense

light, followed by extreme heat and hurricane like winds. However, biological and
chemical warfare may be indicated by outbreak of sudden epidemic, intense smell or
symptoms of poisoning, suffocation, etc. On sensing NBC attack, individual actions
are to be automatic, instinctive and instantaneous.

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2. Survival Action during a Nuclear Attack. Survival actions to be ensured by

all individuals in various situations are stated below: -

In the open

(a) Immediately drop to the ground with head towards ground zero (GZ)
ensuring chest area just clear above the ground surface to avoid any earth
shock wave.

(b) Protect eyes and exposed skin area by covering eyes and face with
hands and by assuming a covered position in a shelter or a trench, if possible.

(c) Protect ears by thumbs cover eyes and face with palms, to prevent any
damage.

(d) Wait long enough (at least 90 seconds) after the strong wind dies down
and debris stop falling down. Stay calm, check body for injury, improve your
overhead cover to minimise the after effects of nuclear attack.

In a Shelter or Building

(a) Dive for cover on seeing flash, drop to floor and get under a desk or
table.

(b) Dive out of the way of any window or doors to avoid injury due to glass
or wood splinters.

In a Vehicle or Portable Structure

(a) On seeing a flash, dive from the vehicle or structure to a face down
position.

(b) Dive in the direction of flash to avoid the vehicle overturning towards
you due to blast.

3. Survival Actions during Biological and Chemical Attack.

(a) Take cover using whatever shelter is available by which you can
reduce the amount of contact with the warfare agent.

(b) A wet handkerchief can be used as a facemask during chemical attack.

(c) Frequently wash with uncontaminated water. Wash only one eye at a
time.

(d) Move away form the chemical blast/ site of contamination in upwind
direction, or move at right angles to the direction of wind.

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(e) Maintain good personal hygiene including clothing/ cover/ first aid
treatment of cuts/ wounds/ scratches.

4. Food and Water Consumption after NBC. Food and water may become
contaminated in NBC attack. Eat only sealed, canned or pre packed foods. Avoid
any foodstuff or water that is not completely sealed against contamination. Generally
food in survival pack and all processed food in commercial containers are safe to
eat. However, ensure that these containers are properly dusted and washed, prior to
opening.

5. Individual Protection Equipment (IPE). Procurement of IPE is to be

initiated as and when it gets authorised and available in IAF. In the absence of IPE
above actions are to be kept in mind and spontaneously executed to survive an NBC
attack.

0320: Safety Instructions against Radar Radiations

1. Effect of Electromagnetic Radiations. The electro-magnetic radiations of

aircraft radar are dangerous for personnel and exposed equipment. The radiations
produce an agitation of electrons inside the body and can cause lesions depending
on the density of power the individual is exposed to. In close proximity of powerful
radiations, one may feel his body getting heated up also.

2. Determination of Danger Zones. Considering the harmful effects of

radiations, the danger area around the radar is divided into following four
categories: -

(a) Zone 1. This zone is out of bonds for everyone. The density of
average power is higher than 55 mW/ cm².

(b) Zone 2. Stay of personnel in this zone is permitted only for a limited
time period. The maximum period of permitted stay can be computed as
T = 6000 / W z

Where T : Time on minutes

Wz : Average density of power in the zone expressed in
mW/cm².

Average density of power in this zone is 10-55 mW/cm².

(c) Zone 3. The personnel can work in this zone occasionally. However,
prolonged stays is not advisable. The density of average power is between 1
and 10 mW/cm².

(d) Zone 4. There is no danger for personnel in this zone. The density of
average power is less than 1 mW/cm².

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Average density of power (W) at any point away from the radar can be computed by
the formula given below:-

W = Pm*G/ (4* 3.14*d*d)

Where Pm : Average power of radar in watts

G : Average antenna gain of radar in the direction of the
point.
d : Distance of the point from the radar antenna in
meters.
In addition, a density meter can also be utilised to measure the average density of
radiations at a given point.

3. Protection of Personnel. SEO of the operating Squadrons and O i/c Radar

servicing bays are to define the different danger zones based on the computation
and/or measurement of average power density of radiations possible from different
radars and clearly demarcate the danger zones. Following signboards are to be
displayed for danger zones: -

(a) Zone 1. A signboard stating “Radiation Danger - Do Not Enter” and a

blinking red light (for night operations) is to be used to prohibit access to this
zone.

(b) Zone 2 & 3. Yellow and black stripe painted signboards are to be
placed in the zone to remind the personnel of instructions regarding only
limited stay permitted in these zones.

SEO and O i/c Radar Bay are to workout suitable schemes to utilise the above
signboards for the tarmac and adjacent areas. Under no circumstance, the radar
radiations are to face a metallic or non-metallic structure in order to avoid the
adverse effects of reflections both on radar and the personnel.

4. Protection against Risk of Fire. High frequency radiations may cause

heavy eddy current and risk of fire in a few cases. No radiations from the radar are
permitted during the following operations:-

(a) During Refuelling – when the refuelling is in the radiation danger zone
1.

(b) Ammunition or explosives are in the vicinity of aircraft.

(c) Any other inflammable material is present in the zone 1 of radar

radiation.

0321: Safety Instructions against High Power HF Radio Transmission

1. Effect of Radiations. Transmissions of high power HF, mostly from

transmitters fitted on transport aircraft and helicopter, may give rise to dangerous

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biological effect, electrocution of personnel and may cause fire due to heavy eddy
currents.

2. Safety Instructions. It is prohibited to transmit from a high power HF Radio

equipment on the following occasions:-

(a) When aircraft is parked inside the hangar.

(b) During refuelling operation.

(c) When an ammunition convoy is passing or stored in proximity.

(d) When any work is in progress in immediate vicinity of antenna.

0322: Safety Instructions against LASER Radiations

1. Laser radiation is an electro-magnetic radiation, of wave length (0.3-10.6

micro meter), emitted in the form of a coherent light beam of few mm or few cm
diameters and of a very small angular divergence (approximately 1/10 mrad). The
effect of direct as well as reflected laser beams is equally dangerous generally as the
reflected laser beams also have nearly 98% of the transmitted energy. The effects of
laser radiations show up as body heating, burn and lesion in the exposed tissues.
The effect on eye constitutes the highest risk, especially at the level of retina due to
the focalizing action of the eye optical mechanism.

2. Safe Limits of Laser Radiations.

(a) Admissible level of radiations at the level of cornea are summarised at

Annexure I.

(b) The effect of laser radiations also depends on the pigmentation of skin
region of the body exposed. Skin reflects the radiations between the
wavelengths 0.4 to 1.4 micrometers. However, radiations beyond these
wavelengths are most aggressive, such as CO 2 laser having wavelength of
10.6 micrometer.

3. Classification of Laser Systems. All laser systems can be divided into one
of the following four classes: -

Class 1. Free from danger. No special precautions required.

Class 2. Low power. No special precautions needed.

Class3. Medium Power. Dangerous to look at directly. However, it does not

pose any danger after beam scatter, i.e. reflection from a diffused surface.

Class 4. High Power. These lasers are dangerous even after reflection from
a diffused surface.

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4. Determination of Danger Zones. SEOs and Office i/c laser bay are to
determine the danger zones for class 3 and class 4 and ensure special precautions
for personnel and equipment exposed to these zones. Methodology for computing
the Monitored zone, Prohibited zone and Critical nominal ocular distance are
summarised at Annexure I.

5. Marking of Danger zones and Entry Restrictions. Material obstacles,

signboards and red flags are to be erected to forbid access to danger zones, when
laser firing is taking place. The instructions applicable for live firing are also
applicable during laser firing.

6. Laser Targets and Harmonisation Panels. The harmonization panels as

well the targets used in the laser firing fields or ranges are to be constructed in such
a way so as to produce only diffused reflections. This could be achieved by
construction of a target with undulating surface or covered with non-reflecting paint.

7. Protection Equipment for Personnel. Personnel assigned to work on lasers

are to wear safety glasses suited for the wave length of the laser and to the energy
level of the beam, when ever the laser is to be fired or scheduled for firing. Even
after wearing the safety glasses, the personnel are not authorised to look at the
beam directly. The personnel working on the laser system are to undergo a regular
medical check-up, at least once every six months.

0323: First Aid Procedure

1. In case of an accident or injury, the situation of panic and over crowding is to

be avoided. Immediate first aid is to be resorted to in order to minimise the
consequences of injury.

2. A First Aid Box, duly certified by competent medical authority is to be readily

made available at each work place for use in case of any emergency.

3. Medical assistance including requirements of an ambulance, if the situation

demands, is to be immediately called for.

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ANNEXURE ‘I’ (Article 0318: Para 2(a))

LASER RADIATION HAZARDS

1. Tabulation of Permissible Upper Limit of Power Density for Eyes

TYPE OF WAVE ADMISSIBLE DENSITY OF POWER

LASER LENGTH IN IMPULSE CONTINUOUS
MICROMETER -10 -6
From 10 From 10 EMISSION
to 10-6s to 0.1s EXPOSURE
>0.1s
Helium 0.63
Neon

Ruby 0.69 5x10-8 5x10-8 5x10-6 W/cm²

J/cm² J/cm²

Neodymium 1.06
Glass

YAG 1.06 Per impulse Per

(yttrium- impulse
aluminaium
garnet)

All lasers 0.2<1<1.4

CO2 10.6

All Lasers 1.4< <1000 10-2 0.1 W/cm²

J/cm²
Per
impulse

2. Computation of Danger Zones

(a) Critical Nominal Ocular Distance. This is the distance at which the
density of power or energy fall below the upper limit admissible for eye. It is
calculated using the following simplified formula:

R = 1/ (d * √ (4p/ Pi) * Imax)

Where
d : Angle of divergence of the beam (in mrad)
p : Power of the laser (W or J/impulse)

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Pi : 3/4
Imax : Maximum density of power or energy admissible at the eye
level

(b) Prohibited Zone. It is the zone to which entry is prohibited to all

people and vehicles. The zone is delimited by the following: -

(i) In depth: By distance Di = 1.25 R

(ii) In width and in height by the arc swept in relative bearings and
on site by the beam at the distance Di increased by 50%.

(c) Monitored Zone. It surrounds the prohibited zone, access to it is only

allowed to authorised persons. Any staff member who goes in here is to be
spotted and stopped before he reaches the prohibited zone.

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ANNEXURE ‘II’ (Article 0311: Para 03)

Power Disturbances

2. Power Quality or more specifically Power Disturbance is defined as any

change in power (voltage, current, or frequency) that interferes with the normal
operation of electrical equipment. Power supply ideally must appear as a smooth,
symmetrical sine wave, varying at 50 cycles every second. When this wave shape
changes size, shape, symmetry, frequency, or develops notches, impulses, ringing,
or drops to zero (however briefly), there is a power disturbance. Most power
disturbances can be defined by one of the following seven categories:-

(a) Transients
(b) Interruptions
(c) Sag/ Undervoltage
(d) Swell/ Overvoltage
(e) Waveform Distortion.
(f) Voltage Fluctuation
(g) Frequency Variations

Transients
2. A sharp increase in supply voltage (high dv / dt) with amplitude greater than
50% of nominal supply is referred to as a transient. It is frequently followed by a
decaying oscillation. Transients are further categorized in two sub-categories:

(a) Impulsive
(b) Oscillatory

3. Impulsive transients are sudden high peak events that raise the voltage
and/or current levels in either a positive or negative direction. They are referred by
different names like, bump, glitch, power surge, and spike. Such a transient could be
caused by any of the factors such as lightning, poor grounding, switching of inductive
loads, utility fault clearing and ESD (Electrostatic Discharge). It could result in loss of
data from data storage units of servers and desktops or even physical damage of
equipment. Among them lightning is most damaging. Damage to sensitive
electronics can take place even if it is not a direct lightning strike. The
electromagnetic fields created by lightning may induce current in nearby (close to
point of strike) conductive structures thus causing damage.

4. Two protection methods for impulsive transients are :

(a) Elimination of potential ESD.
(b) Use of surge suppression devices (popularly referred to as Transient
Voltage Surge Suppressors: TVSS, or Surge Protective devices: SPD).

5. In data centers and environments where PCBs are exposed to human

handling, it is important to dissipate the potential for ESD. Air Conditioning plays a
crucial role in adjusting the amount of moisture in air besides removing heat from

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electronic equipments and keeping temperature under control. Keeping the humidity
in the air between 40-55% decreases the potential of ESD to occur. In installations
where direct handling of PCBs takes place special equipment should be used to
keep the human body grounded. This equipment includes wrist straps, antistatic
mats and desktops, and antistatic footwear. Most of this equipment is connected to a
wire, which leads to the ground of the facility (building/installation), which keeps
people safe from electric shock and also dissipates possible ESD to ground.

6. SPDs use Metal Oxide Varistors (MOVs). These allow for consistent
suppression of impulsive transients, swells, and other high voltage conditions, and
can be combined with thermal tripping devices such as circuit breakers, thermistors,
as well as other components such as gas tubes and thyristors. They could be built
into device power supplies. Generally they are used in stand-alone surge
suppression devices or are included with UPSs to provide surge suppression.
Cascading SPDs and UPS devices, is the most effective method against power
disturbances, for electrical equipment. SPD is placed at point of entry and is sized to
dissipate much of energy from any incoming transient. Subsequent devices at the
electrical sub-panel and at the sensitive equipment itself clamp the voltage to a level
that doesn’t damage or disturb the equipment.

7. Oscillatory transient is a sudden change in the steady-state condition of a

signal’s voltage, current, or both at both the positive and negative signal limits,
oscillating at the natural system frequency. Oscillatory transients usually decay to
zero within a cycle. They generally occur when an inductive or capacitive load such
as a motor or capacitor bank is turned off (load resists the change).The most
recognised problem associated with capacitor tripping and its associated transient is
the tripping of adjustable speed drives (ASDs).

8. A common solution to capacitor tripping is the installation of line reactors or

chokes that dampen the oscillatory transient to manageable level. These reactors
can be installed ahead of the drive or on the dc link and are available as standard
feature or as an option on most ASDs. Zero Crossing Switch provides another
solution. It monitors the sine wave and ensures that capacitor switching occurs as
close to zero crossing timing of sine wave as possible. Since capacitor switching will
have a greater magnitude the further it occurs form the zero crossing timing of the
sine wave this switch proves very effective.

9. UPS and SPDs are also very effective at reducing the harm that oscillatory
transients can do, especially between common data processing equipment such as
computer network. However, SPD and UPS devices sometimes cannot prevent the
intersystem occurrences of oscillatory transients that a Zero Crossing Switch and/or
choke type device can prevent on specialised equipment.

Interruptions

10. The complete loss of supply voltage or load current is referred to as an

interruption. Depending on its duration it is categorised as: -

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(a) Instantaneous: 0.5 to 30 cycles.

(b) Momentary : 30 cycles to 2 seconds
(c) Temporary : 2 seconds to 2 minutes
(d) Sustained : greater than 2 minutes

11. Interruptions could be caused as a result of lightning strikes, animals, trees,

vehicle accidents, destructive weather(high winds, heavy snow or ice on lines, etc.),
equipment failures, or a basic circuit breaker tripping. Most common cause of
problem is the protective devices used by Power Distribution Company such as
automatic circuit reclosures. Reclosures determine the length of time of most
interruptions, depending on the nature of fault. Reclosures are devices used by
power companies to sense the rise in current from a short circuit in the power
distribution infrastructure, and to shut off the supply power when this occurs. The
reclosure will, after a set time bring power back on line, in an attempt to burn off the
material creating the short circuit (material could be a tree branch or an animal
trapped between the line and ground).

12. Alternative energy supplies that can be switch in less then a half cycle provide
desired solution. Most common mitigating devices are UPS, motor generators and
power supply design with built in redundancies.

Sag / Undervoltage

13. Sag is a reduction of AC voltage at a given frequency for the duration of 0.5
cycles to 1 minute’s time. Sags are usually caused by system faults, and are also
often the result of switching on loads with heavy startup currents. Common causes of
sag include starting large loads (e.g., while starting a large air conditioning unit) and
during remote fault clearing by power supply agency. Starting a motor inside a facility
can also cause significant voltage drop (sag). A motor can draw six times its normal
running current, or more while starting. Best solution to overcome this problem is to
provide a dedicated power supply circuit for large startup loads. In industrial
processes Adjustable Speed Drives (ASDs) have been used to provide an efficient
and economical alternative. ASDs vary the speed of a motor in accordance with the
load (along with other users) also providing an additional benefit of addressing the
problem of large motor starting. Further, some of the techniques used to address
interruptions can be utilised to address voltage sags, e.g., UPSs, motor generators,
and system design techniques. Sometimes, the damage being caused by sags is not
apparent until the results are seen over time (damaged equipment, data corruption,
errors in processes of large machines).

14. Undervoltages are the result of long-term problems that create sags. There
are also referred to as “brownouts”. Undervoltages can create overheating in motors,
and can lead to the failure of non-linear loads such as computer power supplies. The
solution to sag also applies to undervoltages. But, using a UPS with the ability to
adjust voltage using an inverter first before using battery power will prevent the need
to replace UPS batteries frequently. In case an undervoltage remains constant, it
may be a sign of a serious equipment fault, requiring Power supply agency to take
necessary corrective actions.

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Swell / Overvoltage

15. A swell is the reverse form of sag, having an increase in AC voltage for
duration of 0.5 cycles to 1 minute’s time. For swells, high-impedance neutral
connections, sudden (especially large) load reductions, and a single-phase fault on a
three-phase system are common sources. The result can be data errors, flickering of
lights, degradation of electrical contacts, semiconductor damage in electronics, and
insulation degradation. Power conditioners, UPS systems and ferroresonant “control”
transformers are common solutions.

16. Overvoltages can be result of long-term problems that create swells. It can be
considered as an extended swell. They are also common in areas where supply
transformer tap settings are set incorrectly and loads have been reduced.
Overvoltage conditions can create high current draw and cause the unnecessary
tripping of downstream circuit breakers, as well as overheating and putting stress on
equipment. To correct this problem the same UPS or power conditioning equipment
as used for swells will work. But, if the incoming power is constantly in an
overvoltage condition the power supply agency would need to take corrective
actions. This could affect data centers and places housing network servers adversely
as excess heat gets generated as a result of stress due to overvoltage.

Waveform Distortion

17. There are five primary types of waveform distortion:

(a) DC offset
(b) Harmonics
(c) Interharmonics
(d) Notching
(e) Noise

18. DC offset: Direct current can be induced into an ac distribution system, often
due to failure of rectifiers within the many ac to dc conversion technologies that are
commonly employed in equipments. DC can traverse the ac power system and
unwanted current to devices already operating at their rated level. Overheating and
saturation of transformers can be the result of circulating dc currents. When a
transformer saturates, it not only gets hot, but also is unable to deliver full power to
the load, and the subsequent waveform distortion can create further instability in
electronic load equipment. Solution to this problem is to replace faulty equipment
that is the source of the problem.

19. Harmonic distortion is corruption of the fundamental sine wave at frequencies

that are multiples of the fundamental (e.g.. 150 Hz is the third harmonic of 50 Hz).
Symptoms include overheated transformers, neutral conductors, and other electrical
distribution equipment, as well as the tripping of circuit breakers and loss of
synchronisation on timing circuits that are dependent upon a clean sine wave trigger
at the zero crossover point.

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20. Harmonic distortion causes significant problems to IT equipment because of

the nature of switch-mode power supplies (SMPS). These non-linear loads, and
many other capacitive designs, instead of drawing current over each full half-cycle,
“sip” power at each positive and negative peak of the voltage wave. The return
current, because it is only short term, (approximately 1/3 of a cycle) combines on the
neutral with all other returns from SMPS using each of the three phases in the typical
distribution system. Instead of subtracting, the pulsed neutral currents add together,
creating very high neutral currents, at a theoretical maximum of 1.73 times the
maximum phase current. An overload neutral can lead to extremely high voltages on
the legs of the distribution power, leading to heavy damage to attached equipment.
At the same time, the load for these multiple SMPS is drawn at the very peaks of
each voltage half-cycle, which has often led to transformer saturation and
consequent overheating. Other loads contributing to this problem are variable speed
motor drives, lightning ballasts and large legacy UPS systems. Methods used to
mitigate this problem have included over-sizing the neutral conductors, installing K-
rated transformers, and harmonic filters. IT equipment with power supplies designed
with power-factor corrected power operating as linear, non-harmonic loads do not
produce the waste current of harmonics and must be employed.

21. Interharmonics are a type of waveform distortion that are usually the result of
a signal imposed on the supply voltage by electrical equipment such as static
frequency converters, induction motors and arcing devices. Cycloconverters create
some of the most significant interharmonic supply power problems. These devices
transform the supply voltage into an ac voltage of a frequency lower or higher than
that of the supply frequency. The most noticeable effect of interharmonics is visual
flickering of displays and incandescent lights, as well as causing possible heat and
communication interference. Solutions to interharmonics include filters, UPS
systems, and line conditioners.

22. Notching is a periodic voltage disturbance caused by electronic devices, such

as variable speed drives, light dimmers and arc welders under normal operation.
This could be described as a transient impulse problem, but since the notches are
periodic over ½ cycles, notching is considered a waveform distortion problem. The
usual consequences of notching are systems halts, data loss, and data transmission
problems. One solution of notching is to move the load away from equipment
causing the problem. UPS and filter equipment also viable options if equipment can
not be relocated.

23. Noise is unwanted voltage or current superimposed on the power system

voltage or current waveform. Noise can be generated by power electronic devices,
control circuits, arc welders, switching power supplies, radio transmitters and so on.
Poorly grounded sites make the system more susceptible to noise. Noise can cause
technical equipment problem such as data errors, equipment malfunction, long term
component failure, and distorted video displays. Some of the methods which may be
employed are as follows:-

(a) Isolate load via UPS

(b) Install a grounded, shielded isolation transformer.

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(c) Relocate the load away from the interference source.

(d) Install noise filters.
(e) Cable shielding.

24. Data corruption is one of the most common results of noise.

Electromagnetic Interference(EMI) and Radio Frequency Interference (RFI) can
create inductance ( induced current and voltage) on the system that carry data thus if
excess voltage gets created above data operating voltages an error in data stream
results. Fluorescent lighting produces significant EMI, which if in close proximity to
network cabling can cause erroneous data. This can also commonly happen when
network cabling is run in close proximity to high capacity power lines. Solution is to
move data carrying devices and/or cabling away from the source of EMI/RFI, or to
provide additional shielding for the data devices and/or their cabling to reduce, or
nullify the effects of the EMI/RFI.

Voltage Fluctuation

25. A voltage fluctuation is a systematic variation of the voltage waveform or a

series of random voltage changes, of small dimensions, namely 95% to 105% of
nominal at a low frequency, generally below 25 Hz. It can be caused by any load
showing significant current variations. Arc furnaces are the most common cause of
voltage fluctuation on the transmission and distribution system. One symptom of this
problem is flickering of incandescent lamps. To resolve this problem, removing the
offending load, relocating the sensitive equipment, or installing power line
conditioning or UPS devices are common approaches.

Frequency Variations

26. Frequency variation is extremely rare in power supplied by power agencies. It

generally observed where sites have dedicated standby generators or poor power
infrastructure. Further, frequency variation is more common especially if the
generator is heavily loaded. IT equipment is frequency tolerant but motor devices
and those that rely on steady regular cycling of power over time are affected.
Frequency variation may cause a motor to run faster or slower to match the
frequency of the input power. This would cause the motor to run inefficiently and/ or
lead to added heat and degradation of the motor through increased motor speed
and/ or additional current draw. To correct this problem, all generated power sources
and other power sources causing the frequency variation should be assessed, then
repaired, corrected, or replaced.

Voltage Imbalance

27. Voltage imbalance is when the supplied voltages are not equal. Common
source of voltage imbalance is internal, and caused by loads on power being
supplied at an installation. This known to occur in three phase power distribution
systems where one of the legs is supplying power to single phase equipment, while
the system is also supplying power to three phase loads.

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28. These imbalances show up as heating, especially with solid state motors.
Greater imbalance may cause excessive heat to motor components, and intermittent
failure of motor controllers. To ascertain voltage imbalance an easy method is to
take the difference between the highest and the lowest voltages of the three supply
voltages. This number should not exceed 4% of the lowest supply voltage. To correct
voltage imbalance requires reconfiguring loads, or having power supply provider
make changes to the incoming voltages (in case imbalance is not caused by internal
loads).

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Summary of Power Disturbances, their causes and Possible Solutions

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ANNEXURE ‘III’ (Article 0313: Para 03)

ILLUSTRATION OF DAMAGES DUE TO ESD

PHOTO OF ESD ARCING FROM FINGER TO COMPONENT

THIS IS NOT A COMPUTER SIMULATION. TECHNICIAN WAS CONNECTED TO

A SMALL MAGNETO

THIS IS NOT HBM-ESD. EXTENSIVE DAMAGE ON THIS TRANSISTOR WHERE

THE BOND HAS MELTED IS TYPICAL OF SURGES FROM INDUCTORS,
TRANSFORMERS, AND MOTORS

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ANNEXURE ‘IV’ (Article 0313: Para 05)

EFFECT OF RELATIVE HUMIDITY ON STATIC ELECTRICITY

30
28
26
24
22
20
Kilo Volts
18
16
14
12
10
8
6
4
2
0
85% 38% 20%

 The higher the humidity the lower the static charge generated
 The moisture in the air lowers the surface resistance of materials by
letting wet particles create a conductive film over an insulating
surface. This film allows the surface charge to be redistributed
reducing the charge concentration.

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ANNEXURE ‘V’ (Article 0313: Para 07)

ESD CONTROL MEASURES AND GADGETS

Grounded work bench. If the operating voltage >240 V, the resistance R must
limit the current to a Max of 5 MA i.e. Vmax / 5 MA = R (Arm Band and or Floor
Mat)

WRIST STRAP AIR IONISER

HEEL STRAP

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ANNEXURE ‘V’ (Article 0313: Para 07)

ESD CONTROL MEASURES AND GADGETS

ANTI STATIC SHOE COVER

TISSUE PAPER & ESD BAG

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CHAPTER - 4

AIRCRAFT SERVICING PHILOSOPHY AND RESPONSIBILITIES

Article

0401: General
0402: First Line Servicing
0403: Second Line Servicing
0404: Progressive Servicing
0405: Periodic Servicing
0406: Out of Phase Servicing
0407: Extended Second Line Servicing
0408: Third Line Servicing
0409: Fourth Line Servicing
0410: IRAN
0411: ‘0’, ‘I’ & ‘D’ Level Servicing
0412: Semi Centralised Servicing System
0413: Fully Centralised Servicing System
0414: Aircraft Maintenance Organization at Flying Wings
0415: Maintenance Control Centre
0416: Servicing Organisation
0417: Duties and Responsibilities of Important Functionaries in Maintenance
Organisation
0418: Duties and Responsibilities of Chief Engineering Officer
0419: Duties and Responsibilities of Sqn Cdr AC Tech Sqn
0420: Duties and Responsibilities of Sqn Cdr Signals
0421: Duties and Responsibilities of Flt Cdr Armament
0422 Duties and Responsibilities of Flt Cdr MCC
0423: Duties and Responsibilities of Sqn Engg Officer
0424: Duties and Responsibilities of Flt Cdr MT
0425: Duties and Responsibilities of WO i/c Hangar Line
0426: Duties and Responsibilities of WO i/c DSS
0427: Duties and Responsibilities of WO i/c Refuelling Section
0428: Duties and Responsibilities of WO i/c Duty Crew
0429: Duties and Responsibilities of WO i/c Air Field Lighting
0430: Duties and Responsibilities of WO i/c Arrester Barrier

Annexure

I: Responsibility for Management of Aircraft Fleet at Air HQ

IA: HAL Organisation chart and Division Responsibilities
II: Check List for Chief Engineering Officer
III: Maintenance Support group Organisation Chart: Flying Station

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0401: General

1. Aircraft is the most potent weapon delivery platform in the inventory of IAF. It
needs to be maintained in the highest state of operational preparedness.
Modernisation and up-gradation are continuous process. Sophisticated and
advanced platforms such as AWACs, Hawks etc. are being inducted in the IAF.

2. The philosophy of servicing of an aircraft is dictated mainly by the design and

reliability of on-board systems. Based on these criteria, the manufacturers of aircraft
recommend a servicing philosophy. Manufacturers follow distinct design and
maintenance philosophies. Due to contractual obligations, the same are required to
be strictly followed. Based on operating conditions and experience gained by
exploitation of aircraft, suitable changes are incorporated in the servicing schedules
to ensure flight and maintenance safety, economy of effort and improvement in the
performance of aircraft.

3. The maintenance philosophy of aircraft in IAF has conventionally been

calendar based /utilisation based and preventive in nature. However, with
introduction of sophisticated and reliable systems, on-condition maintenance and
aircraft health monitoring systems are introduced. For ensuring correct maintenance
practices and maintenance safety a well-structured organisation with clearly
demarcated duties and responsibilities is required.

4. This chapter covers the maintenance philosophies in vogue in the IAF with
duties and responsibilities of important functionaries of the maintenance branch at a
typical flying station.

0402: First Line Servicing

1. First line servicing consists of routine activities, to be carried out on an aircraft

in order to maintain it fit for immediate use. These servicing activities are carried out
as per approved maintenance schedules. It includes operations like functional check,
replenishment, flight or daily servicing, minor snag rectification, re-arming and role
change. These works are to be done by skilled tradesmen under adequate
supervision. First line maintenance covers the following types of servicing:-

(a) FFS. It consists of servicing checks carried out before flight, to ensure
serviceability of aircraft. It includes checks for leakage, examination of
panels/fairing for security of attachment, check of alighting gear, tyre
pressure, etc. After completing the servicing activity, the same is to be
endorsed in the relevant section of flight servicing, replenishment and fitness
for flight certificate of IAFF (T)-700 by the tradesmen by signing. FSS is valid
for 8 hrs.

(b) TRS. This servicing is carried out when the aircraft is expected to fly
another sortie on the same day. It includes items such as replenishment of
consumables, fuel, oil, compressed air, oxygen and ammunitions. It also

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includes general external examination to ensure that the aircraft is ready for
one more flight. Completion of these servicing and replenishment are to be
entered and signed by technician in the relevant section of flight servicing,
replenishment and fitness for Flight Certificate of IAF F (T) –700. A TRS is
valid for 6 Hrs.

(c) LFS. It consists of servicing operations including replenishment, which

are to be carried out after the last flight of the day/ night, irrespective of the
state of the aircraft serviceability. It includes checks such as replenishment of
consumable items, examination of the oleo leg for damage or leaks,
examination of tyres for correct pressure, creep and cuts, securing of the
aircraft and fitting of protective devices such as flying control locks, covers,
etc. However, in case of any unserviceability pertaining to a particular system,
appropriate entry is to be made in the relevant section of change of
serviceability and repair Log of IAFF (T)-700. LFS column in such cases for all
other items needs to be signed. The supervisor is to close the F-700 stating
aircraft unserviceable with an appropriate entry in ‘Caution’ column in red ink.
If TRS has been done and the aircraft has not flown within 6 hrs, LFS is to be
done. LFS must also be carried out on the following occasions:-

(i) If more than 72 Hrs have elapsed since the last servicing was
carried out.

(ii) After every periodic servicing.

(iii) After any major rectification where in clearance is taken from

associated trades.

(d) Night Servicing. Certain servicing operations in addition to FFS/ TRS/

LFS are required to be carried out prior to night flying. These are listed under
night flight servicing. This servicing is to be signed in RED INK in the relevant
section of flight servicing, replenishment and fitness for flight certificate of
IAFF (T) –700. On occasions wherein night flying continues late into the
night, if in the opinion of Engineering Officer, LFS cannot be carried out
satisfactorily by tradesmen on cessation of flying, LFS followed by FFS is to
be carried out on the next working day. However the following activities are to
be performed and adequate precautions taken to make the aircraft “SAFE” on
the same day:-

(i) Replenishment of fuel.

(ii) Removal of batteries.
(iii) Check for external damage/missing panels.
(iv) Picketing of aircraft.
(v) Making the aircraft “SAFE” after an armament sortie.
(vi) Visual check of engine compressor wherever possible.

(e) Armament Servicing. This activity is carried out whenever armament

load/stores are carried on the aircraft either for training range sorties or during
operational sorties. The activities contained in armament servicing schedule

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are to be carried out in addition to the FFS/ TRS/ LFS as laid down. The
loading and unloading operation of armament stores are to be carried out
under strict supervision and signed in RED INK in the arming/ de-arming
certificate of IAFF (T) - 700.

0403: Second Line Maintenance

1. Second line servicing consists of work on aircraft, which are temporarily out of
use, in order to make them fit for use again. Second line servicing is carried out on
aircraft/ components and assemblies which are temporarily unserviceable or which
require servicing. This may include calendar servicing, operating hour/ cycle based
servicing, embodiment of prescribed modification, bay servicing of assemblies,
rectification of defects beyond first line. It comprises dismantling, minor servicing,
bench test of airborne radio and radar equipment, servicing of faulty major
assemblies by replacement of sub-assemblies and incorporation of simple
modifications and STIs, role equipment servicing and missile preparation. A majority
of this type of work is to be done by skilled tradesmen and requires use of ground
and special test equipment. Missile servicing is carried out at MMPU.

2. 50 hrs, 100 hrs, 200 hrs, 400 hrs servicing are some of the typical second line
activities. Second line activity is carried out at the wing level. Local constraints may
necessitate some of the second line activities to be carried out at first line with
supplemented manpower and infrastructure from second line as decided by the
CEO.

0404: Progressive Servicing

1. Transport aircraft operating on trunk routes require a high standard of

serviceability together with minimum interruption of flight schedules. A progressive
servicing is, therefore, designed to ensure that an aircraft flying on routes, being
away from the base for many days, obtains the major part of its servicing at base.
The amount of servicing required at intermediate bases is reduced to a minimum. A
new concept being thought of is the ‘Opportunity Servicing’, which is also
progressive servicing in civil aviation parlance. This also means undertaking
servicing activities as and when opportunity is available without hampering mission
worthiness of the aircraft within the stipulated limits of anticipation/extension.

0405: Periodic Servicing

1. An aircraft is to be maintained airworthy at all times. Periodic servicing

includes Landing based servicing, calendar based servicing, storage servicing and
hourly based servicing. In calendar servicing methodology, aircraft are serviced at
set periods, which are determined by days, weeks or months since last servicing. For
example, ejection seat servicing, which is done at a twelve months interval, can be
classified as calendar servicing. In case, the aircraft design philosophy dictates that
servicing is to be carried out on calendar as well as operational life, then it gets
decided on the basis of whatsoever comes earlier and the cycle of servicing gets

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reset to avoid over servicing. The landings based servicing depends on the number
of landings the aircraft makes.

2. Storage Servicing. Storage servicing is to be carried out on serviceable

aircraft provided it has not flown for 15 days. However, if the aircraft stays on ground
for more than 15 days, storage servicing is to be carried out as per schedule for each
type of aircraft. The schedules are given by CSDO for various aircraft. For aircraft
that are unserviceable like awaiting spares etc. inhibitions/ storage servicing is to be
carried out depending on the serviceability/ unserviceability of the systems.

0406: Out of Phase Servicing

1. Out of phase maintenance comprises scheduled maintenance activities,

which are detailed in nature, with different periodicity with respect to the normal
maintenance cycle. Aircraft that go on AOG for prolonged periods will need to be
serviced as per the second line philosophy to bring the aircraft back into circulation.
Such an activity is called out of phase servicing. At times, components are to be
serviced at irregular intervals based on manufacturers’ recommendations. This is
also an ‘out of phase’ servicing activity.

0407: Extended Second Line Servicing

1. Extended second line servicing involves activities beyond the normal scope of
second line servicing such as replacement of modules/ electronic components/ PCB/
cards and repair/ adjustment of mechanical/electronic aggregates. This type of
servicing activities are carried out in specialised labs/bays which are having
testing/repair facilities such as Automatic Test Equipment for identifying PCB level
fault of avionics equipment. This servicing is aircraft specific and is to be authorised
by respective weapon cell at Air Headquarters. In some bases where the engine
repair section or test bed has been established, these also fall under the preview of
extended second line servicing. However, component level replacements/ repair are
strictly prohibited at extended second line servicing.

0408: Third Line Maintenance

1. Third line servicing comprises specialised processes such as salvage, repair

on site, compliance with special technical instructions, embodiment of the prescribed
modifications and limited repair of aircraft. Servicing under this range requires high
degree of technical knowledge and skill. It involves use of special equipment and
specialised knowledge. In this category, structural repair or modification, partial
reconditioning which is short of complete strip, reconditioning and re-assembly are
carried out. This activity is carried out by R & SU/ BRDs/HAL/ OEMs.

0409: Fourth Line Maintenance

1. Servicing which requires full reconditioning on completion of TBO life of

aircraft/component or a major repair is termed as fourth line maintenance. After
overhaul the aircraft or component is assigned a new lease of life. Fourth line
servicing comprises technical processes, which require extensive technical facilities,

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which are established at base repair depots or civilian repair agencies such as HAL
or OEMs facility.

0410: IRAN (Inspect and Repair As Necessary)

1. Preventive maintenance schedule (PMS) for second line servicing is to

check/inspect degradation of equipment during its use, which could result in a
breakdown during subsequent operations. PMS are primarily based on
manufacturer’s recommendations. These are suitably modified to suit the user’s
operating conditions. It has long been established that schedules that are drawn up
by manufacturers have an inherent theoretical bias, as these were done at the time
of induction of the aircraft. This coupled with an orthodox approach in respect of lifing
and maintenance policy emphasises the need to carry out an analysis to change
preventive maintenance periodicity in order to avoid over servicing and subsequent
unserviceability induced by it.

2. The principles of IRAN are to be followed in order to optimise cost effective

maintenance. IRAN concept is to be implemented only after certain expertise has
been developed on the system and a pattern of behaviour of equipment emerges.

0411: ‘O’, ‘I’ & ‘D’ Level Servicing

1. Conventionally, aircraft servicing was classified as first line, second line, third
line and fourth line echelon. However, with the introduction of ‘design-out
maintenance’ concept and sophistication especially in avionics, a new maintenance
philosophy has been introduced by OEMs.

2. ‘O’ Level. ‘O’ level servicing stands for Operator level servicing. The
servicing / maintenance at this level is equivalent to First Line Servicing. It includes
activities such as lubrication, replacement of line replaceable units (LRUs), sub-
assemblies, automatic or semi-automatic checkout of serviceability of system and
troubleshooting. Serviceability of system and trouble shooting is mainly achieved by
means of BITE (built in test equipment on the aircraft itself) or with the help of
external checks on the aircraft.

3. ‘I’ Level. ‘I’ level servicing stands for Intermediate Level Servicing and is
similar to Second Line Servicing. This level maintenance consists primarily of
repairing external Pods or trouble shooting and repair of LRUs returned from the
flight line, replacement of Shop Replaceable Units (SRUs), aero engine modules and
aircraft periodic inspections. Fault detection and isolation will be performed using
Automatic Test Equipment, which is also known as ‘I’ Level ATE.

4. ‘D’ Level. ‘D’ level servicing stands for Depot Level Servicing and consists of
third and fourth line servicing. This maintenance consists of repairing of LRUs/SRUs
at component level. Testing will be conducted using ‘D’ level ATE. It includes
overhaul and repair of engine modules, major aircraft modifications and repairs. For

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this purpose the aircraft, aero-engine or the modules necessarily have to be

despatched to the repair agency.

0412: Semi Centralised Servicing System

1. Operational flying units follow the semi-centralised system. It is designed to

meet flying needs at the base as well as at op locations. This system of servicing,
envisages establishment of three different flights, viz., ‘A’, ‘B’ & ‘C’ within a squadron
and distributing servicing personnel and equipment on the basis. ‘A’ & ‘B’ flights of
flying units function under direct control of the Commanding Officer who is
responsible for 1st line servicing of the aircraft. Personnel of the ‘C’ flight of the flying
units and all specialist officers of AE branch and Lgs branch posted to the wing form
part of station maintenance organisation headed by CEO. The CEO has full
technical, logistics and administrative control on matters directly connected with
technical work in respect of these personnel and TTGE. This system enables flying
personnel to devote maximum time to operational flying.

2. Advantages of Semi-Centralised System. The following are the

advantages of such a system:-

(a) By pooling in of all servicing resources at the station, a more

economical use of personnel and equipment is achieved.

(b) Peak workloads are evened out.

0413: Centralised Servicing System

1. Servicing organisation for static and training units is designed to meet flying
needs while conserving technical resources, which are essentially static in their role.
Training units under the Headquarters Training Command follow the fully centralised
system.

2. All technical resources pooled together at a station are controlled by the CEO.

3. CEO is directly responsible for organising and controlling the DSS and Tech
Sqn flights at the station.

4. The manpower and equipment in DSS and Tech Sqn and other servicing
bays, which may vary depending upon the workload of a particular section, is
distributed by CEO.

5. It relieves flying personnel of the responsibility of the custody of aircraft and

the administration of servicing personnel thus permitting them to devote their full time
to flying training.

6. By pooling in of all servicing work and available resources, optimum utilisation

of personnel and ground equipment is achieved.

7. Peak loads are evened out.

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8. Servicing work on the station as a whole can be organised on a continuous

and economical basis.

0414: Aircraft Maintenance Organisation at Flying Wings

1. Each flying station has a vast maintenance infrastructure to support flying. For
smooth functioning and ensuring high availability of maintenance services, a
maintenance organisation is set up at a flying station. This article deals with
organisational aspects related to maintenance activities.

2. The concept of op flight and tech flight was introduced in the IAF to optimise
utilisation of costly maintenance infrastructure, support services and to enhance
professional pride and group identity

3. Op Flight. Op flight is to be formed by amalgamating establishment of ‘A’

and ‘B’ flight personnel. Commanding officer is responsible through Senior
Engineering Officer for all activities carried out in the op flight.

4. AC Tech Squadron. AC Tech Sqn is to be formed as per establishment of

‘C’ flight. Sqn commander (AC Tech Sqn) is responsible to CEO for all activities
carried out in tech flight.

5. Manning. The manning of op flight will comprise of establishment/ strength of

‘A’ and ‘B’ flight. The manning of tech flight will be as per the establishment/ strength
of ‘C’ flight. Non-technical personnel including NCsE/ civilians are to be shared in
60:40 ratios. Local conditions due to high stress workload are to be considered while
dividing the manpower. The division is to be regularised by effecting posting through
Dte of PA / AFRO.

6. Rotation of Manpower. In order to even out the workload between the tech
squadron and op flight, rotation of manpower is to be carried out in a phased
manner. A list is to be prepared in consultation with CEO and CO for the change
over. The rotation of manpower is to be done every year after the annual appraisal
period is over. Not more than 30% manpower is to be rotated every year. The
rotation of an individual is to be effected after a minimum period of 2 years from the
date of posting.

7. Allotment of Equipment. Usage of equipment is to be taken as a guideline

to share the GSE/ GHE and ASVs. Scale of TTGE for ‘A’, ‘B’ and ‘C’ flight is already
given in relevant IAP of respective aircraft. While recommending division, need at
activity level is to be considered. The recommendation is to include sharing of MT,
telephone, office equipment and accommodation. These recommendations are to be
duly regularised.

8. Technical Accommodation. Technical accommodation for op flight and tech

sqn is to be earmarked considering the strength of personnel, GSE/GHE and work

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content. Op flight and tech sqn are to be co-located as far as possible for better
interaction and sharing of expertise.

9. Discipline and Admin Services. Commanding Officer and Chief

Engineering Officer will exercise control on the personnel working in op flight and
tech sqn respectively. A separate airmen mess is to be established for airmen
working in sections under CEO. A crest is to be designed and issued to personnel
working in tech sqn. AOC may delegate powers of subordinate commander to CEO.

10. Provision of Allotment of Funds. Funds under locally controlled heads

such as ATG, OCG etc. are to be separately earmarked for tech sqn and will be
administered by CEO.

11. For further details refer Org instruction 10/87.

0415: Maintenance Control Centre

1. Maintenance control centre is established under CEO at a flying base for the
purpose of planning, directing, controlling and analysing maintenance activities.

2. Maintenance control centre is to ensure optimum utilisation of available

resources. The resources include aircraft and associated equipment, Nav aids,
signal equipment, MT, armament, manpower and materials. The underlying
principles of management to be observed for successful functioning of MCC are:-

(a) Clarity of Purpose. The aim of CEO must be clearly stated and
understood at every level of command.

(b) Economy of Effort. Economy of effort and economic expenditure of

resources must be made for specific tasks.

(c) Maintenance of Morale. While taking the decision, effect of it on the

morale of the men must be borne in mind. High morale is generally associated
with a high level of motivation.

(d) Accountability. The exercising of command depends on proper

delegation of responsibility. Each level of command must be able to assess
the effectiveness of the work assigned to it and report the progress and
expenditure control towards the completion of the overall task.

3. The organisation at MCC shall vary slightly depending upon local conditions
and type of servicing concept whether, centralised or semi-centralised.

4. Planning. Planning needs assessment of resources including technical

accommodation before loading tech flight and the bays for servicing. Based on the
availability of resources and operational flying requirement, Flt Cdr MCC is to
conduct planned flying and servicing meeting under the chairmanship of AOC/
Station commander. Aircraft stagger plan is to be discussed in detail during the
meeting.

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5. Directing. All resources necessary to execute the planned task are to be

mobilised and made available. Clear instructions are to be issued in the form of work
orders for the planned task according to existing instructions. STIs/ SIs/ mod leaflets/
ALs/ tech orders are to be incorporated in the work orders.

6. Controlling. Controlling involves close monitoring and augmentation of

resources to avoid slippages. It also includes revision of plans based on constraints,
which are beyond the control of the base.

7. Analysis and Technical Records. Accidents/ incidents and defect reports

are to be analysed and local orders issued as appropriate. Get a report of analysis
on AOG demands and stock outs, availability of critical spares from Sqn Cdr (Lgs).
Also refer to AFO 26/2000 and IMMOLS for details on AOG management. Periodic
analysis of man-hours consumed in servicing of the aircraft should be carried out.
Record for ground support facilities and their maintenance is to be reviewed for
adequacy.

8. Concessions are to be reviewed and actions initiated to vacate the same.

9. Review of tech orders is to be carried out and case taken up for inclusion in
TSI Vol-II as appropriate.

10. Aircraft passing out after servicing/ major snag rectification is not to be
cleared till all documents including cannibalisation are completed and duly vetted.

11. Proficiency record Books IAFF (T) 1081 in respect of all engineering officers
and technicians of the wing and its lodger units are to be maintained.

12. Manning. Flt Cdr MCC is to be detailed by CEO. He is to be supported with

adequate number of officers and airmen. Logistic element is to be provided for
analysis and spares management. Manpower may be pooled in from local units as
per the requirement assessed by CEO.

13. Aids. For effective planning, execution and analysis, extensive use of aids
such as forms, charts and tables is to be made. Use and scope of computers is to
be enlarged for data storage, monitoring the life of components and analysis.
IMMOLS and introduction of e-maintenance would enhance the capability of MCC to
evaluate, and analyse various data.

14. Maintenance control centre at a station is the central repository of information

related to maintenance personnel, equipment and activities. All efforts need to be
made to ensure effectiveness of MCC that would enhance maintenance efficiency.
For details refer AFO 71/71 and AFO 18/75.

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0416: Maintenance Organisation

1. Aircraft of different origins operate in the IAF at diverse locations. New aircraft
and systems get inducted from time to time. For smooth induction and management
of fleet till its phase out, various weapon cells are formed at Air HQ.

2. AOM at Air HQ is responsible overall for management of all technical

equipment in IAF. He is assisted by ACAS Engineering A, B, Systems, MP and AOL.

3. The details about weapon cells to be approached for aspects related to

aircraft servicing & maintenance are placed at Annexure I. Supply agencies
responsible for various aircraft and aero engines and also Tettra schools are placed
at Annexure I. There are some other issues that need to be separately taken up with
weapon cells and other directorates at Air HQ. These are given below:

Sl Issue Dealing Directorate/Unit /Section at

No. Air HQ
1. Weapons & Safety Equipment Directorate of Armament and Safety
Equipment Air HQ VB (DASE)
2. Avionics Modifications, Directorate of Avionics system
simulators, podded equipment. Modifications (Dt of ASM)
3. EW Pods Directorate of Ground Electronics, Air
HQ VB (DGL)
4. Publications AP & FS, Air Force Building,
Safdarjung Airport, New Delhi – 110
003
5. ASVs Directorate of MT Air HQ RKP
6. Ground support battery Directorate of Engineering Support Air
operated trolleys HQ RKP (DES)
7. Specific to type training Director TETTRA at Air HQ VB (D
TETTRA)
8. Aircraft general maintenance Director Maint. & Planning at Air HQ
policies and practices VB (D MP)
9. Calibration of technical Director MATCAL Air HQ VB (D
equipment MATCAL)
10 Indigenisation Director Indigenisation Air HQ RKP (D
Indg)

4. BRDs , EDs, AFLEs and HAL Divisions

(a) Base Repair Depots (BRD), Equipment Depots (ED), Air Force Liaison
Establishments (AFLE) and various HAL divisions render necessary product
support to Operational and Training Units. List of HAL divisions carrying out
third and fourth line activities such as overhaul, Major Repairs, Improvement
in design for superior performance, defect investigations, etc are given in
Annexure I A.

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(b) All BRDs, EDs and AFLEs are under HQ Maintenance Command. HQ
Maintenance Command issues BRD Manual with the main objective of
“Maximum user satisfaction at Minimum Cost”. BRDs and EDs have Quality
Assurance Service to ensure highest quality standards in the job carried out
and before receipt/ dispatch of consignments. Most of the BRDs are ISO 9000
certified. For ensuring quality assurance, a QAS Manual is also issued giving
the guidelines for all units to achieve and maintain high standards of
workmanship. Apart from production of Main Equipment such as aircraft,
aeroengines and aggregates, repair at site and assistance to operational
units, some BRDs have the role of Mother Depot (such as 3 BRD for Russian
Helicopters and 11 BRD for MiG-29 aircraft). They are storage depots for
aircraft and equipment. The role of each BRD during War is defined in the
War plan of each BRD. EDs are the stock holding depots for storage of ARS
and other spares required for first/second line servicing.

(c) The list of various compendiums and manuals issued by HQ MC are

given in Annexure II.

0417: Duties and Responsibilities in Maintenance Organisation

1. Chief Engineering Officer of a Flying base is responsible to the AOC/ Station

Commander for all activities related to maintenance of technical equipment and
services. He is assisted by senior functionaries of the engineering branch like Sqn
Cdr Signals, Flt Cdr Armt, Sqn Cdr AC Tech Sqn, Flt Cdr MCC, Flt Cdr MT and Sqn
Cdr (Lgs).

2. For smooth functioning of the maintenance related activities and for providing
efficient Engineering support, it is important that the aims of the CEO are clearly
understood by his staff.

3. Some of the Warrant Officers are also delegated with responsibility of running
of a Section under Sqn Cdrs/Flt Cdrs or directly under Chief Engineering Officer at
the base.

4. The duties and responsibilities of some of the technical appointments directly

connected with the flying operations at a station are given in succeeding paragraphs.
It is important that all functionaries under the CEO work as a team to ensure
effective maintenance support for accomplishment of task of the station.

0418: Duties and Responsibilities of Chief Engineering Officer

1. CEO of a base is directly responsible to AOC/Station Commander for efficient

and effective management of technical resources placed under him for
accomplishment of the task of the station.

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2. He is responsible for all engineering activities on the Station that include over
seeing of aircraft maintenance activities of the squadrons and other lodger units/
squadrons detachments at the base.

3. His span of control covers the following:-

(a) Planning of scheduled and unscheduled servicing of technical

equipment in order to meet the operational requirement, with known
constraints in the infrastructure at the base.

(b) Supervision of maintenance activities and documentation to enhance

safety of personnel, equipment and stores.

(c) Functioning of Sections under Sqn Cdrs and Flt Cdr MCC

(d) Supervision of logistics support for technical equipment and stores.

(e) Forward Planning for Command level exercise and outstation

detachments.

(f) Planning for execution of War Orders pertaining to engineering aspects

of the station and its lodger units.

(g) Authorise cannibalization.

(h) Monitoring of all maintenance activities carried out by external agency

on aircraft of his base.

4. A suggested checklist for CEO to monitor critical areas is placed at Annexure

III.

5. The typical organisation chart of the maintenance branch at a flying station is

placed at Annexure IV.

6. For other details refer Article 0810, Para 5.

419: Duties and Responsibilities of Squadron Commander Aircraft Tech Sqn

1. Squadron Commander Aircraft Tech Sqn is responsible to CEO for all second
line maintenance activities related to aircraft.

2. He is to plan, organise and execute all activities pertaining to second line

servicing of aircraft.

3. He is to ensure correct technical practices in the hangar by carrying out

checks periodically.

4. He is to assess the requirement of men, material and resources for the task
and plan for optimum utilisation.

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5. He is to plan for major rectifications and cater for unscheduled servicing of the
squadrons.

6. He is to ensure smooth functioning of the following bays:-

(a) Air Frame/ Engine Components Bays.
(b) Tyre bay.
(c) Fuel components bay.
(d) Air-conditioning bay.
(e) Flight control and Hydraulic equipment bay.
(f) Ground equipment including blast deflector, ground running point,
crash trolley and ASVs.
(g) Armament Bay.
(h) Hydraulics Bay
(j) Avionics Bay

7. He is to control activities of the following bays and ensure that the correct
technical practices and safety precautions are followed: -
(a) Aircraft Gun Repair Bay.
(b) Pylon Bay.
(c) Ejection Seat Bay.
(d) Drop Tank Bay.
(e) Canopy Fragilisation Workshop (as applicable).
(f) Aircraft Safety Equipment Bay.

0420: Duties and Responsibilities of Squadron Commander Signal Sqn

1. Squadron Commander Signal sqn is responsible to CEO for the second line
servicing of all aircraft avionics equipment/ LRUs/ Systems/ GHEs. Besides, he is
also responsible for upkeep and smooth functioning of signal and electrical services
of the station.
2. He is to ensure that all test benches installed in the electrical/ Radio/ photo/
GCA are kept in a serviceable condition and calibrated periodically.
3. He is to ensure that the periodic servicing of all GHEs/test benches is properly
carried out and the records maintained to that effect.

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4. He is to ensure that spares for the test benches/programs are readily

available for maintaining test benches in operational state. He is to ensure timely
raising of demands for spares and maintain constant liaison with the Squadron
Commander Lgs for smooth flow of spares.

5. He is to ensure that all publications/manuals related to individual test benches

are available in the respective sections/flight and all personnel working in various
sections/flight are competent, proficient and well versed in all aspects of servicing of
LRUs. He is to ensure proper cross training of officers and men to cater for T/D,
leave, sickness etc. He is to keep CEO informed of any untoward incident or
irregularity.

6. He is responsible for smooth and efficient functioning of the following signals

facilities: -

(a) Nav Aids (DRDF, DVDR, ILS, NDB, TACAN etc)

(b) Communication and signaling equipment required for BADC and ORP
operations.

(c) Receivers

(d) Transmitters

(e) Telephones and land lines

(f) Cipher

(g) IMT and associated equipment.

(h) Signals workshop inclusive of Porto phones and other communication

equipment.

(j) Fax machine.

(k) Simulator maintenance.

7. He is to ensure that the following services are maintained as per the

prescribed schedule: -

(a) Arrester barriers.

(b) Air field Lighting.

(c) Standby generators.

(d) Air port beacon at ATC.

(e) Electrical workshop and photo section.

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8. He is to ensure through O i/c S & C that the cipher section functions

efficiently.

9. He is to plan for resources and execution of activities related to BADC and

ORP functions as per Air Staff Instructions. He is to ensure sustained liaison with
specified Army Signal Regiments for provisioning of communication facilities.

10. He is to issue detailed charter of duties in respect of officers and personnel

working in Wing signal and electrical section.

0421: Duties and Responsibilities of Flight Commander Armament

1. Refer Article 1113 pg 11-17 to 11-18.

0422: Duties and Responsibilities Of Flt Cdr MCC

1. Flt Cdr MCC is directly responsible to CEO for all activities of the section.

2. He is to ensure functioning of MCC and maintenance of records as per AFO

71/71 and 18/75.

3. He is to maintain updated information on all maintenance activities pertaining

to aircraft, MT, signals, nav aids and armament in accordance with the existing
policies.

4. He is to closely monitor the progress on the maintenance activities related to

aircraft operating on the base especially on cannibalisation and keep CEO apprised.

5. He is to maintain information in respect of aircraft, ground support equipment

spares and DI/ PWR.

6. He is responsible for liaison with various agencies like Air HQ, HAL,
respective ED and BRD for aircraft servicing requirements through respective
command HQ.

7. He is to monitor and co-ordinate preparation of documents of aircraft meant

for ferrying in and out for major overhaul.

8. He is to ensure planning and compliance of modifications/ SI/ STI as

applicable to aircraft operating at the base.

9. He is to ensure updation of aircraft documentation.

10. He is to maintain a record of concessions for each aircraft and project

requirement of tools, tester or rotables to the relevant agencies required for removal
of these concessions.

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11. He is to liaise with Sqn Cdr Lgs for better spares management.

12. He is to cater for the requirements of visiting Squadrons on detachments.

13. He is to ensure that periodical returns are forwarded to higher formation as

per given periodicity. One of the recent additions is the number of aircraft sent back
by the tyre checkers.

14. He is to prepare the maintenance briefs to be presented by AOC/ CEO to the

officers on staff visits or dignitaries.

0423: Duties and Responsibilities Of Sqn Engg Officer:-

1. The Sqn Engg Officer is responsible to the Sqn Commander for the first line
maintenance functions of Squadron.

2. He is to ensure the following: -

(a) Planning, organizing and execution of all first line maintenance

operations both at the base and detachments.

(b) Correct and safe technical practices including those pertaining to

armament stores.

(c) Liaise with Adjutant and ensure cleanliness of tarmac, hangars, work
area and aircraft.

(d) For detachment operations a detailed plan for availability of men,

material and other support services is to be carried out.

(e) Availability of sufficient number of aircraft with appropriate configuration

to meet daily flying commitments.

(f) Selection of aircraft as per stagger plan.

(g) Timely completion of FFS, TRS, LFS, NFS etc.

(h) Availability of fully equipped crash trolley with necessary tools and full
complement of crash crew while flying is in progress.

(j) Fool proof FOD prevention measures.

(k) Supervisory checks by self and SNCOs as per TSI Vol-I Sec B Leaflet
No. Tech/ Admin/ 02.

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(l) Proper management of tool crib, prompt withdrawal of unserviceable

tools and raising of demands for deficient tools.

(m) Serviceability and proper storage of TT& GE including testers with

accessories.

(n) Timely calibration of testers.

(p) Raising of demands for deficient TT & GE.

(q) Liaison with Sqn Cdr Lgs for uninterrupted supply of POL,
consumables, cleaning materials and ARS spares.

(r) Liaison with Flt Cdr MCC for servicing plans and life monitoring.

(s) Regular conduct of OJT and continuity training and recording of the
same.

(t) Regular updation of proficiency cards of technical personnel.

(u) Dissemination of all Tech Orders and Instructions to all technicians.

0424: Duties And Responsibilities Of Flt Cdr MT

1. The Flt Cdr (MT) is responsible to the CEO for smooth functioning of MT Flt.

2. He is to ensure the following:-

(a) MT vehicles are judiciously utilised and runs are combined whenever
possible.

(b) Vehicles are made available for all essential duties on the station.

(c) Training of MTDs is carried out regularly with a view to inculcate safe
driving habits.

(d) The reliability and completeness of VIP MT Vehicles should be of very

high standard. He will personally ensure that such vehicles are detailed with
proper flags, star plates and seat covers.

(e) DI of MT vehicles are done thoroughly before the vehicle is put into
use.

(f) Task-I, Task II and Quarterly Servicing of vehicles is carried out

meticulously as per the procedures in vogue.

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(g) MT Records and fuel accounting are maintained accurately. Ash

purchases are also maintained properly in a register.

(h) Proper inventory of tools and accessories are maintained so that no

work is hindered.

(j) All laid down returns are dispatched in time and correspondence
pertaining to MT is efficiently handled.

(k) All required publications are held and utilised.

(l) The MT Complex is maintained in neat and clean state to avoid excess
vegetation.

(m) He will monitor the consumption of spares and project the procurement
plan on monthly basis.

(n) He will ensure computerisation of all records and its updation on daily
basis.

(o) All jobs related to major repair of vehicles involving the assistance of
civil firms are planned and executed in coordination with Logistics Sqn.

(p) He will assist the WO i/c Refuelling Flt in extending support of servicing
facilities.

0425: Duties and Responsibilities of WO i/c Hangar Line

1. WO i/c Hangar Line is responsible to Sqn Cdr AC Tech sqn for smooth
functioning of hangar line.

2. He is to prepare charter of duties of all personnel working in the hangar line

and ensure that they are aware of their duties and responsibilities.

3. He is to ensure proper storage and maintenance of aircraft which are

unserviceable for a long period for want of spares.

4. He is to ensure that only authorised TTGE is made use of and is calibrated at

specified periodicity.

5. He is to ensure availability of servicing schedules, technical publications/

manuals and their updation.

6. He is to ensure availability of all facilities for carrying out servicing at night.

7. He is to ensure adequacy of tools and initiate action to replace damaged

tools.

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8. He is to ensure that the tool crib management concept is implemented as

specified in TSI Vol I Section ‘B’ Leaflet No Tech/ Admin/ 17.

9. He is to ensure proper maintenance of GHEs/GSEs.

10. He is to ensure observance of strict hydraulic discipline as specified in TSI

Vol-I, Section ‘C’ Leaflet No Tech/ Serv/ 09.

11. He is to ensure that correct technical procedure is followed for ejection seat
and parachute servicing as specific to type of aircraft.

12. He is to ensure that correct ground running procedure is followed and only
authorised personnel are cleared for ground run operations.

13. He is to ensure that ear defenders, rope sole shoes and overalls are worn by
the technicians while working on the aircraft.

14. He is to ensure that the UWO staff clean the hangar.

15. He is to monitor and supervise overall movement of ASVs inside the hangar.

16. He is to prepare the contingency plan to be followed in case of Op recall and

ensure that all personnel working under him are aware of their duties.

0426: Duties and Responsibilities of WO i/c DSS

1. WO i/c DSS is responsible Sqn E,ngg Offr for smooth functioning of DSS.

2. He is to prepare a Charter of duties for warrant officers in charge of each

trade. He is to ensure that they are aware of their duties and responsibilities.

3. He is to ensure that:-

(a) Aircraft state board is updated at all times.

(b) Aircraft are parked in proper sequence as per flying programme.

(c) Ground equipment is properly positioned.

(d) Tarmac area is free from objects, which can cause FOD.

(e) Armed/ loaded aircraft are parked in safe direction.

(f) Armament safety precautions are observed meticulously.

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(g) Correct tarmac drill is followed.

(h) Correct marshalling drill is followed.

(j) Take-off inspector is positioned at the runway in use prior to the start of
flying.

(k) Refuelling/ defuelling precautions are followed meticulously.

4. He is to ensure that no vehicular/ pedestrian traffic is allowed in operational

area while the aircraft are taxying in/ out.

5. He is to ensure that there is no movement of unauthorised personnel near

aircraft.

6. He is to prepare the contingency plan to be followed in case of Op recall and

ensure that all personnel working under him are aware of their duties.

0427: Duties and Responsibilities of WO i/c Refuelling Section

1. WO i/c Refuelling Flt is responsible to Flt Cdr MT or CEO for the

administration, discipline and upkeep of section as per existing policy.

2. He is responsible to ensure that with the available manpower refuelling /

defuelling is carried out smoothly at this station on local aircraft and visiting aircraft
on all days of the week including holidays.

3. He is to plan and detail shift duties so that at all times adequate number of
refuellers are available. Whenever night flying is planned, he is to detail one SNCO
to be present in the section. Similarly, refuelling of the VIP/ VVIP aircraft is to be
supervised by a SNCO.

4. He is to ensure that proper maintenance and operation of all refuellers is

carried out.

5. He is to carry out 100% check of all records pertaining to quality control, DI,
maintenance of refuellers and fuel accounting.

6. He is to ensure that AFO 10/90 and other quality control instructions are
correctly followed by the NCO i/c quality control and proper records are maintained.
He is to plan and arrange OJT, continuity training and maintain appropriate records.

7. He is to supervise work of all personnel of the section. He is to carry out

frequent checks on the level of knowledge of his section personnel and ensure that
they perform their duty effectively.

8. He is to pay particular attention to the following: -

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(a) Maintenance of refuellers and ground equipment and project demands

for spares well in time.

(b) Quality and safety requirement for fuel and refuellers.

(c) Periodic servicing of refuellers.

(d) Serviceability and adequacy of fire fighting appliances and the ability of
personnel to operate them in the event of fire.

(e) General cleanliness of the section premises and the surroundings.

(f) Security of refueller, fuel and documents.

9. He is to ensure that particle count test by CM-20 tester is carried out once in a
month of fuel samples of all the refuellers, fighter aircraft , the BPI tanks in use, and
half yearly in respect of all helicopters and transport a/c. He is also to ensure proper
documentation.

10. He is to prepare the contingency plan to be followed in case of Op recall and

ensure that all personnel working under him are aware of their duties.

0428: Duties and Responsibilities of WO i/c Duty Crew

1. WO i/c Duty Crew is responsible to Sqn Cdr Lgs for smooth and efficient
functioning of the Duty Crew section.

2. He is to ensure that the duty crew turn out and discipline is of very high
standard and the shifts as per ATC watch hour are manned and maintained properly.

3. He is to ensure that all personnel are well conversant with the marshalling
procedure for day and night.

4. All equipment is to be properly maintained in serviceable state as per

authorised scale. Deficient items are to be demanded in time and progressed.

5. He is to ensure that the duty crew personnel are thorough with the operation
of fire extinguishers, ground and crash equipment.

6. All instructions enumerated in the section order are to be meticulously

followed.

7. He is to ensure that while receiving/ seeing-off aircraft, the crew wears overall
with yellow jacket with luminescent strips in front and rear. He is to ensure using of
yellow bats during day and marshalling torches at night.

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8. He is to ensure that all safety precautions are observed while receiving and
seeing-off aircraft in day or at night.

9. The shift duty personnel will not leave the section unless relieved by the
personnel detailed for incoming shift or as per ATC watch hour requirement.

10. He is to ensure that VVIP/ VIP ladder is kept in serviceable state at all times,
DI carried out and signed in the register. WO i/c will carry out checks on the ladders
once in a fortnight and the same are to be recorded in the register.

11. WO i/c is to ensure that the crash equipment is operated at least once in a
month and record maintained.

12. He is to ensure that DI and voltage checks of starting battery trolleys is carried
out and recorded in the register. In case voltage is below 28 V, the starting trolley is
to be sent to the charging room.

13. WO i/c is to ensure that proper handing/taking over is done between the shifts
and the same is to be recorded in the relevant register.

14. He is to prepare the contingency plan to be followed in case of Op recall and

ensure that all personnel working under him are aware of their duties.

0429: Duties and Responsibilities of WO i/c Air Field Lighting

1. WO i/c Air Field Lighting is responsible to Sqn Cdr Signals for smooth and
efficient functioning of the section.

2. He is to ensure that charter of duties in respect of all personnel of the section

is available and the personnel are fully aware of their duties.

3. He is responsible to Sqn Cdr Signals for overall serviceability of Air field

lighting equipment.

4. He is to ensure that the serviceability of all the CCRs is checked every day.

5. He has to ensure that the standby DG set for air field lighting is operated
every day and kept serviceable at all times.

6. He is to ensure that no repairs/replacement/ modifications to the airfield

lighting are carried out without his knowledge.

7. He is to ensure that all maintenance activity on airfield lighting is carried out

as per the authorised servicing schedule.

8. He is responsible for keeping the inventory up to date and ensures that all the
spares are demanded and kept in reserve as authorised.

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9. He is to be fully conversant with a contingency plan for the section and is to

ensure implementation of Op recall.

10. He is to prepare the contingency plan to be followed in case of Op recall and

ensure that all personnel working under him are aware of their duties.

0430: Duties and Responsibilities of WO i/c Arrester Barrier

1. WO i/c arrester barrier is responsible to Sqn Cdr Signals for smooth

functioning of his section.

2. He is to ensure that charter of duties for all personnel of the section is

available.

4. He is responsible to Sqn Cdr Signals for overall serviceability of arrester

barrier.

5. He is to ensure that DI of the arrester barrier equipment is carried out by three

tradesmen i.e. Electrical Fit, Structure Fit and Weapon Fit as per laid down schedule
and duly signed by the tradesmen in the DI register.

6. He is to ensure that ATC is duly informed whenever personnel are proceeding

to the arrester barrier site. Arrester barrier is to be raised / lowered only after getting
specific clearance from ATC.

7. He is to ensure that remote control mechanism of the arrester barrier from

ATC tower is fully functional.

8. He is to ensure that circuit diagram for remote control mechanism are

available and the personnel are fully conversant with it.

9. He is to ensure periodic maintenance of arrester barrier by all tradesmen, as

per schedule specified by the manufacturer.

10. He is to ensure that phase sequence meters are installed in the barrier hut.

11. He is to maintain a record of lifed components, monitor it closely and ensure

timely replacement.

12. He is to ensure that obstruction lights on both sides of the barrier are always
kept serviceable.

13. He is to ensure that the arrester barrier section is always manned whenever
flying operation is planned. He is required to coordinate this activity in consultation
with ATC.

14. He is to exercise strict inventory control.

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15. He is to ensure that logbooks of the arrester barrier at both ends of the
runway are meticulously maintained.

16. He is to ensure that OJT and continuity training for the personnel are carried
out as per plan and records maintained there of.

17. He is to be conversant with Op recall plan for the section. He is to maintain

updated residential addresses for all personnel of his section for implementation of
the plan.

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ANNEXURE ‘I’ (Article 0417: Para 3)

RESPONSIBILITY FOR MANAGEMENT OF AIRCRAFT FLEET

AT AIR HQ/ TETTRA LOCATION

Sl Aircraft Dte of Overhaul/ repair/ Tettra Schools

No. Eng supply agency
1. SU-30 A-1 46 ED C/o 2 Wing, AF
Variants
2. MiG-21 A-2 25 ED C/o 6 Wing, AF
Variants
3. MiG-23 A-6 11 BRD(for a/c); 4 High Grounds,
Variants BRD(Eng)/ 25 ED/ 29 Chandigarh
ED
4. MiG-27 A-4 4BRD(Eng) High Grounds,
Chandigarh
5. MiG-29 A-7 11 BRD(for a/c) C/o 2 Wing, AF
6. Mi-8 D2 3 BRD C/o 20 Wing AF
7. Mi-17 D4&8 3 BRD C/o 20 Wing AF
8. Mi-25/35 D5 OEM/3BRD C/o 18 Wing, AF
9. AN-32 D3 1 BRD/ 3 BRD(eng)/ C/o 6 Wing, AF
29 ED
10. IL-76 D1 OEM/3 BRD C/o 4 Wing, AF
11. Jaguar J 26 ED C/o 17 Wing, AF

12. Mirage-2000 M Engine – 4 BRD/ 42 C/o 40 Wing, AF

ED
13. Avro B1 5 BRD Air Force Stn,
Begumpet
14. Dornier B2 26 ED Air Force Stn,
Yelahanka
15. Kiran B (T) 4 BRD(eng)/ 26 ED/ AFA, Hyderabad
29 ED
16. Embraer B3 OEM C/o 3 Wg

17. Hawk B (T) 26 ED C/o 406 AF Stn

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Sl Aircraft Dte of Overhaul/ repair/ Tettra Schools

No. Eng supply agency
18. Chetak/ B3 HAL (BC) / 26 ED Air Force Stn,
Cheetah Hakimpet
19. HPT-32 B (T) 29 ED AFA, Hyderabad
20. UAV (Searcher- C (RKP) 24 ED/ OEM/ HAL C/o 34 Wg
II, Heron) (Hyd)/ HAL (LD)
21. Micro light B (T) 27 ED/ OEM -

22. Gliders B (T) - -

23. ALH (Dhruv) D (H) 26 ED Air Force Stn,
Hakimpet
24. IL-78 D7 OEM C/o 4 Wg
25. IJT (HJT-36) B (T) 26 ED
26. Tejas (LCA) A6 26 ED C/o 43 Wg
27. Chetan/Cheetal B3
28. SARAS B3
29. Lakshya D GWM C/o 5 Wg

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ANNEXURE ‘II’-1/2 (Article 0417: Para 4(c))

LISTS OF COMPENDIUM & STUDY REPORT

COMPENDIUM

SL Description Publication
No.
1. Compendium of springs used on Russian AC MC/Pub : 06/2000
of IAF Issue No. 01
2. Compendium on Capacitors, Chokes/ Coils, MC/Pub : 01/2001
Resistors, Potmeters & Transformers Russian Issue No. 01
Wpn system of IAF
3. Compendium of Nuts, Bolts, Screws used on MC/Pub : 04/2000
Russian Aircraft of IAF Issue No. 01
4. Compendium of Hoses used on Russian MC/Pub : 02/99
Aircraft of IAF Issue No. 01
5. Compendium of Filters used on Russian MC/Pub : 08/2000
Aircraft of IAF Issue No. 01
6. Compendium on Requirement of Russian ICs MC/Pub : 02/2001
& Russian Weapon system of IAF Issue No. 01
7. Compendium on Bearing used on Russian MC/Pub : 07/99
Aircraft of IAF Issue No. 01
8 Compendium on Diodes, ICs, PCBS, MC/Pub : 10/2000
Transistors & valve : Book – I Russian Weapon Issue No. 01
system of IAF
9. Compendium on Diodes, ICs, PCBS, MC/Pub : 10/2000
Transistors & valve : Book – II Russian Issue No. 01
Weapon system of IAF
10. Armament Compendium

STUDY REPORT
SL No. Description Publication
1. Study Report on Consolidation of IAF MC/Pub : 11/2000
Requirement of Russian Relays, Fuses & Lamp Issue No. 01
2. Study Report on Consolidation of IAF MC/Pub : 05/99
Requirement of Russian Cables & Connectors Issue No. 01
3. Study Report on Rationalisation of IAF MC Pub 03
Requirement of Russian Rubber ‘O’ Ring Qty 08
Book I, II, III, IV, V, VI, VII & VIII

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ANNEXURE ‘III’ (Article 0419: Para 4)

SUGGESTED CHECKLIST FOR

CHIEF ENGINEERING OFFICER : AIRCRAFT MAINTENANCE

1. Stagger Plan versus actual flying aircraft-wise, squadron-wise.

2. Modification Status.

3. Podded equipment maintenance- IRLS/ CBLS/ Vicon/ EW, etc.

4. AOG Management.

5. Time taken for major activities like 50 h/ 100h/ 200h/ 400h, Engine Change,
and removal of major aggregates requiring R/ F or aeroengine removal.

6. Periodicity of servicing.

7. Oil, grease, lubricants in use and the capacity in aircraft.

8. Type of armament used, fuses and configuration.

9. Fuel Discipline of aircraft and refuellers on the station.

10. Life anticipation/ extension limits.

11. Maintenance of compressed gases and LOX/LIN.

12. Lifing policy of the aircraft, its TBO and TTL.

13. Concessions in servicing.

14. Ejection seat cartridges life.

15. Serviceability status of ‘flying critical’ vehicles such as Crash Tender, Crane,
Ambulance.

16. Training status of technicians on the station in terms of qualification on other

type of aircraft.

17. Availability of I & II line testers.

18. Hydraulic discipline.

19. Modernisation and Upgradation of existing old equipment.

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ANNEXURE ‘III’ (Article 0419: Para 5)

MAINTENANCE ORGANSIATION CHART: FLYING STATION

CEO

SQN CDR AC SQN CDR SQN CDR FLT CDR FLT CDR FLT CDR
TECH SQN LGS SIGNALS ARMT MT REFUELING

FLT CDR MCC

SUPPLY FLT OPERATIONS
SMALL ARMS SECTION
& EOD
FSS SEC

POL SEC
FUEL
LOCAL BOMB DUMP ACCOUTING
PURCHASE SECTION
SEC
CLOTHING
SEC

TRANSIT SAFETY SERVICING

SUPPORT FLT EQUIPMENT SECTION

R& D

Duty QUALITY
Crew MMPU CONTOL
SECTION
Aircrew BASE COMMN FLT
Transit
BASE RADAR & NAV
TECH FLT TYPE 1 AIDS FLT OPERATIONS
SECTION
BASE SAFETY
TECH FLT TYPE 2 SERVICES & ELECT ASV/SV SERVICING
POWER MGT FLT SECTION

TECH FLT TYPE 3 CUV SERVICING

BASE INST, ELECT & SECTION
PHOT FLT
AC MECH BAYS FLT WORKSHOP SECTION
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ANNEXURE ‘IA’- (Article 0416: Para 4(a))
 HINDUSTAN AERONAUTICS LIMITED

INDEX

ORGANISATION STRUCTURE PAGE 1

Contacts & Mailing Addresses

Complex / Office Page No.
Bangalore 2

Design & Development 3

MiG 4
Accessories 5
Corporate Office (Customer Services) 6
Customer Services Cell New Delhi 7
Product Page No.
MiG & SU-30 MKI 8
Jaguar 9
Mirage-2000 10
Cheetah / Chetak / Cheetal 11
ALH (Dhruv) 12
Kiran MK 1 & II 13
HPT-32 14
DO-228 15
HS - 748 16
AN-32 17
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CHAPTER - 5

LAYOUT OF WORK PLACES AND MARKINGS

Article

0501: General
0502: Guidelines for Work Place Layout
0503: Clean Room
0504: Clean Room Clothing
0505: Working Rules for Clean Room
0506: Flight Line Tarmac/Dispersal
0507: Daily Servicing Section
0508: Tech Flight Hangar
0509: Aircraft Servicing Bay
0510: Trade Section Room
0511: Hydraulic Bay
0512: Avionics Servicing Bay
0513: Battery Charging Room
0514: Ground Crew Rest Room
0515: Tyre Bay
0516: Brake Parachute Bay
0517: Ejection Seat Bay
0518: Aircraft Painting Bay
0519: Refuelling Section
0520: Duty Crew Section
0521: Pilot Parachute Bay
0522: Dinghy Bay

Annexure

I: Layout of Tarmac/Dispersal Marking

II: Layout of ORP
III: Layout of Blast Pen (Single Entry)
IV: Layout of Blast Pen (Double Entry)
V: Layout of Hang Up Point
VI: Layout of Armament Safety Point
VII: Layout of DSS
VIII: Layout of CR&SS/ Tech Flight Hangar (Fighter aircraft)
IX: Layout of CR&SS/ Tech Flight Hangar (Transport & Helicopter)
X: Layout of Aircraft Servicing Bay
XI: Layout of Trade Room
XII: Layout of Hydraulic Bay
XIII: Layout of Avionics Servicing Bay
XIV: Layout of Acid Battery Charging Room
XV: Layout of Alkaline Battery Charging Room
XVI: Layout of Tyre Bay

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XVII : Layout of Brake Parachute Bay

XVIII : Layout of Ejection Seat Bay
XIX : Layout of Aircraft Painting Bay
XX : Layout of Refuelling Section
XXI: Layout of Pilot Parachute Bay
XXII: Layout of Dinghy Bay

0501: General

1. Scheduled maintenance activity on aircraft is to be carried out in hangars,

which are equipped with specified power supply and associated equipment.
Adequacy of lighting, cleanliness and proper layout is essential in these areas to
enhance safety and efficiency at work.

2. The equipment to be utilised during aircraft maintenance is specified in the

aircraft maintenance manuals. Adequate quantity of access equipment such as
stands, hoists, and platforms are to be made available. Racks and similar stowage
for removed panels, control surfaces and components are to be locally procured or
fabricated. Servicing labs and bays for repair and servicing of components removed
from aircraft must be distinct from the maintenance hangar. Areas used for stripping,
cleaning, recharging, dismantling, assembly and testing is also to be separated from
the common work areas to avoid contamination.

3. The layout of various facilities described in this chapter is to be incorporated

at the operational bases. These guidelines are to be considered for planning of new
facilities during aircraft induction stage.

0502: Guidelines For Work Place Layout

1. The aircraft servicing area must have clear-cut demarcated areas for each
servicing activity. This is necessary to prevent damage to equipment or injury to
personnel.

2. In general, the aircraft-servicing bay must be equipped with windows having a

surface area not less than 17% of the floor area. The minimum ceiling height is not to
be less than 3m. In order to provide conducive working environment, it is necessary
to ensure that free area not less than 2 sq m per operator is provided.

3. The sidewalls and ceiling are to have a finish, which prevents the
accumulation of dirt, avoids moisture absorption and where necessary, reduces
noise transmission. The floor covering is to be non-dust accumulating, aesthetic,
easy to clean and non slippery.

4. Traffic lanes, movement aisles are to be sufficiently wide to allow movement

of MT, aircraft and ground equipment during peak activity. It is to cater for rapid
evacuation of men and physical assets, in case of an emergency.

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5. The movement of material, men and associated ground equipment is to be

kept to the minimum to achieve efficient and safe servicing. Servicing facilities are to
be as close to the hangar as possible.

6. For the clean room facility, the cleanest area must be located closer to the
conditioned air inlet zone and the dirty area farthest from air inlet sector.

0503: Clean Room

1. Aircraft electronic instrumentation and certain mechanical systems need

controlled environment conditions that are free from contamination. The repair &
testing of these components, therefore, is to be undertaken in controlled environment
conditions, referred to as Clean Rooms.

2. The construction of a clean room and its air handling system is to be designed
to control suspended particles within the range of sizes and number as specified in
the relevant aircraft publication. The class of contamination levels generally
recommended is shown below in descending order of cleanliness: -

Max. Permitted Number of Particles per cubic micron Final Filter

Controlled
Recommended (equal to, or greater than, stated size) Efficiency
Environment Recommended
Periodicity for Air (%)
(Clean room, Air Flow
sampling and Particle
work station configurations 10 25
counting 0.5 micro 1 micro 5 micro
or clean box) micro micro -
meter meter meter
meter meter
Daily or continuous by
Class 1 Unidirectional 3,000 N/A Nil Nil Nil 99.95
automatic equipment
Class 2 Unidirectional Weekly 300,000 N/A 2,000 30 Nil 99.95
Unidirectional
Class 3 Monthly - 10,000,00 20,000 4,000 300 95.00
Or conventional
Class 4 Conventional 3-Monthly - - 200,000 40,000 4,000 70.00
Controlled Normal
- - - - - -
Area Ventilation
Contained To suit required class
Unidirectional - - - - - 99.997
Work Station application

To suit
Portable To suit required class
As selected required
Clean boxes and application To suit required class
class

3. Cleanliness Standard. The cleanliness standard recommended for some

typical aircraft servicing operations are given below:-

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Class Maximum Particles Component/Assembly Servicing

Permitted
2 0.5 µ m to 10 µ m Air bearings, Miniature ball bearings,
Floating gyros, Optic Components,
Miniature timing devices
3 1 µ m to 25 µ m Hydraulic & pneumatic systems, Precision
timing devices, Stable platform Gyros &
inertial components, Calibration bays
4 5 µ m to 25 µ m Ball bearings, Electronic components
Engine pumps, Aerospace instruments
Printed circuit boards, Valves,
Precision measuring equipment

0504: Clean Room Clothing

1. The equipment and components located in the clean room area are prone to
contamination with particles that get deposited on clothing. Wearing of proper
protective clothing in the clean room premises therefore is a mandatory requirement.

2. Material of the cloth is to be such that it inhibits contaminant particles from

setting on it and at the same time provides maximum comfort. The material used is
to be non-flammable, of limited linting and not susceptible to electrostatic charge.

3. Clean room clothing comprises over-coats, caps, shoe covers, overshoes,

canvas shoes/ slippers and gloves.

4. Clothing when not in use is to be stored on individual hangers in lockers/

cupboards in a pre-designated area.

5. Two sets of clothing per person are to be catered for, to ensure that at any
given time one set of clothing is always available. After cleaning and drying, if the
garments are to be stored, these are to be sealed in polythene bags. Periodic
cleaning is to be undertaken and a high standard of cleanliness is to be maintained.

6. Overcoats and caps to be used in the clean room are to be of white colour
and of Polyester/ Terylene material.

0505: Working Rules for Clean Room

1. The following general rules are to be enforced in a clean room: -

(a) Only specified clothing is to be worn in the approved manner. A

photograph illustrating a service person with proper clothing is to be displayed
prominently in the change room.

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(b) Personal items such as keys, coins, cigarettes, matches,

handkerchiefs, and combs are to be deposited in lockers prior to changing
into clean room garments. Valuable items such as wallets may be carried into
a clean room in jacket or trouser pockets provided they are not removed
inside the clean room.

(c) Foodstuff and drinks of any kind are prohibited inside a clean room.

(d) Smoking is strictly forbidden.

(e) Wearing of jewellery such as large rings, bracelets, watches,

necklaces, earrings and lockets is to be avoided.

(f) In case of female workers, application of fingernail polish or cosmetics

is not permitted in case they are required to work in the clean room area.

(g) Only authorised personnel and visitors duly escorted are to be

permitted entry to the clean room. These personnel are to follow the specified
entry procedures and dress regulation.

(h) Exit of personnel wearing clean room dress/ shoes/ slippers outside is
forbidden.

(j) Containers and trolleys used in the clean room are not to be used
outside the clean room.

0506: Flight Line Tarmac/ Dispersal

1. Tarmac Layout: General

(a) Tarmac is an area of intense activity having a number of mobile

vehicles/ equipment. Safety of aircraft movement on the tarmac is paramount
to achieve the operational goal. To ensure safe aircraft movement,
standardised marking of tarmac, taxy-track and FOD lanes/ safety lines is
essential. Proper segregation of aircraft operating area from that utilised for
parking/ movement of support services is therefore required.

(b) A standardised layout of a tarmac for all Air Force Stations is placed at
Annexure ‘I’. The markings, size and colour combinations have been
suggested as per instructions contained vide ICAO’s Aerodromes Design and
Operation Manual Vol I (Annex -14), and Aerodrome Design Manual (DOC
9157- AN/ 901; Part 2 & 4 ).

(c) Taxy line markings and aircraft stand markings shall be yellow in colour
(Annex 14; 5.2.1.5). The width of the taxy line will not be less than 15 cms
(Annex 14; 5.2.12.11). On tarmac / dispersals, where the taxy surface colour
is other than black i.e. light coloured, the clarity of such markings can be
improved by outlining them in black (Annex 14; 5.2.1.4, Note 1).

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NOTE. 1. To negotiate taxy way curves, the concept of the cockpit

following the centreline does not hold. A fixed deviation of 4.5m is
adequate for defining separation/ clearance distance. For larger aircraft
like IL-76, however, the track-in allowance of 4.5m may be inadequate
for smaller turn radii of taxy-tracks. A detailed evaluation will, thus be
required to determine the path followed by the wingtip on the inside of
the turn and the pilot is to be cautioned accordingly (Aerodrome Design
Manual DOC.9157, Part –2, 1.2.40 refers).

2. The Manual of Air Traffic Service will supersede ICAO standards

wherever applicable.

2. Turning Points. Each turning is to be indicated by a white coloured arrow

on the inside of the turn. The turn for a specific bay is to be indicated by the bay
number followed by an arrow placed on the inside of the turn. The first turn on
entering the dispersal area, however, will have the first and the last bay number
indicated by the side of the arrow placed on inside of the turn (Annexure I refers).
The arrow and number may be provided with an out line in black to improve clarity.

3. Nose Wheel Marking. Each aircraft parking bay is to have a nose wheel
marking indicated by a full yellow coloured roundel of 2 feet diameter. Main wheel
marking may be resorted to where parking direction is critical (as in case of Mig-23/
27).

4. Marshaller’s Position. Each aircraft-parking bay is to have a position marked

for the marshaller indicated by an equilateral white coloured triangle of 2’ each side
with an “M” inscribed in black.

5. Ground Support Equipment (GSE) Bay. The area between wing tips of
aircraft, parked side by side, is to have a rectangular bay. This bay is to be utilised
for positioning of GSE and will be indicated by yellow outlined rectangle.

6. FOD Lanes. The FOD lane, depicted as continuous white line, is to be

indicated on the tarmac and taxy-tracks by writing ‘FOD LANE’ on inside of the lane
at every 50 m interval and also at all intersections where the FOD lane takes a turn
or starts afresh.

7. Bowser Line/ Loading Vehicle Marking.

(a) Bowser line is to be depicted as a broken white line and indicated by

writing ‘BOWSER LINE’ adjacent to the line. This line is to be placed ahead /
behind the aircraft as per the type tarmac management instruction.

(b) Marking for positioning of loading vehicles during air maintenance

operations is to be standardised as per the type requirements and local
standing orders.

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8. Distance between Wing Tips. The distance between wing tips of two aircraft
parked side by side is to be maintained as per instructions contained in the specific
to aircraft type ‘TARMAC MANAGEMENT’ schedules.

9. Bay Markings. The bay markings are to be indicated by a numerical whole

number. They are not to be preceded by the digit zero or any other alphabet.

10. FOD Hazard Zone. A hazard zone is to be indicated on the tarmac by a

white area painted in front of the engine intake (s) to facilitate easy FOD spotting and
removal.

11. ORP Marking. Standard ORP marking for fighter operating bases is placed
at Annexure ‘II’.

12. Take - off Inspector Point. At this point, the following is to be ensured:-

(a) The bays are to be marked with a lead in yellow continuous line, a
nose wheel marking and a marshalling point. The distance between the bays
is to be maintained as per the type of aircraft being operated from that base.

(b) The direction of the bays is to be at 90° to the runway heading in order
to limit the jet wake effect.

(c) For duties of Take-off Inspector, refer Article 0904.

13. Single/ Double Entry Blast Pen Markings. Standard layout of blast pens is
placed at Annexure ‘III’ and ‘IV’. A single/ double entry PEN is required to have the
following: -

(a) Nose wheel marking.

(b) Bay number marking in front of the nose wheel circle and also on the
left wall. The left wall marking, in addition, is to have the ‘Magnetic parking
heading and co-ordinates’ of the aircraft position written in yellow luminous
paint on a black background. It is to be placed in such a manner that it is read
comfortably by the pilot sitting inside the cockpit.

(c) Marshaller’s position is to be on the inside of the turn in order to avoid

jet blast of the departing aircraft.

(d) GSE positioned inside of the turn to avoid jet blast of the departing
aircraft.

(e) FOD Hazard zone ahead of engine intake area.

(f) A standard bowser line at a place prescribed vide specific to type

tarmac management schedule.

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14. Hang up Marking.

(a) Hang Up Point. Whenever a hang up is reported after an armament

sortie, it is to be treated with extreme caution. The aim of introducing this HU
point is to standardise identification and location of a bay at any airbase. This
point is to be utilised by any aircraft on which hang up is reported during the
armament sortie. The hang up point is to be checked prior to undertaking
armament exercises from that base. A standard marking of Hang Up point is
placed at Annexure ‘V’ [Article 1105 Para 5(d) refers for more details].

(b) Location of ‘Hang Up’ Point. This point is to be facing a safe

direction (preferably a blast pen) at a remote place, within the clearance area
[Article 1102 Para 1(k) refers]. This point is to be designated as ‘HANG UP
POINT’ as indicated in Annexure ‘V’.

(c) Ground Markings for a ‘Hang Up’ Point. The parking slot for a Hang
Up point is to be marked as a yellow arrow with an equilateral triangle of 4
feet side as shown in the annexure. The yellow arrow is to be preceded by the
inscription ‘HANG UP POINT’ in yellow on a black background. A nose wheel
position is to be marked in yellow with black outline as shown in the annexure.

15. Marking of Armament Safety Check Point.

(a) Armament Safety Check Point. When an aircraft, returning from an

armament sortie has unexpended armament stores, it needs to be made safe
before its entry to the dispersal. To ensure a standardised checking procedure
in practice, a predetermined location on the taxy-track leading to the dispersal
is to be designated for use by such aircraft. This safety point is to be
designated as ‘ARMAMENT SAFETY CHECK POINT’ and marked between
200-300 m on the taxy-track before entry to a dispersal/ tarmac. Standard
ARMAMENT SAFETY CHECK POINT marking is placed at Annexure ‘VI’
(Article 1105 Para 5 (e) refers).

(b) Ground Marking. The position on ground is to be marked by three

bold yellow lines drawn across the taxy-track at 90° to the taxy line. This
position is to be indicated by a black triangular board of 3 feet side with
‘ARMAMENT SAFETY POINT’ written in luminous yellow paint. The board is
to be positioned on the port side of the taxy way adjacent to the three yellow
lines. Flight safety considerations are to be kept in mind while positioning this
board.

0507: Daily Servicing Section

1. As far as possible, the DSS office is to be located at a place from where full
view of activity on the tarmac is visible. Standard layout of a DSS is placed at
Annexure ‘VII’. It is to have the following facilities: -

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(a) PA System. A PA system is to be placed inside the DSS office. This is

to be audible at all places where personnel are expected to be at work or rest.

(b) Emergency Alarm System. A properly enclosed emergency alarm

system connected to ATC / FIRE section, capable of being operated by both,
DSS and ATC simultaneously, is to be located at the DSS.

(c) Transparent Glass Panelling. The front wall of DSS is to have a

transparent glass paneling so as to provide full view of the activities on
tarmac.

(d) Lockers. Lockers are to be provided for every tradesman to keep his
personal items and clothes.

(e) Ground Crew Rest Room. A room co-located with the DSS is to be
earmarked as a ground crew rest room for convenience of the technicians.

(f) Cafeteria. A cafeteria is to be co-located with the DSS to provide

refreshments to personnel.

(g) Refueller, ASV, Crash trolley, Compressed Gases, GSE Sheds.

These facilities are to be co-located with the DSS for efficient servicing of
aircraft.

(h) Communication Aids. The communication aids to be available at

DSS are enumerated at Article 0906.

(j) Display of Instructions. Following instructions need to be

prominently displayed on the notice board of the DSS:-

(i) Marshalling Signs (for details, refer Article 0905)

(ii) Telephone numbers for emergency use
(iii) Security precautions
(iv) Fire precautions
(v) Gale warning orders
(vi) Actions for crash crew (for details, refer Article 0910, Para 4)

(k) Aircraft Status and Readiness Board. The status board indicating
the readiness state of the aircraft along with the parking position is to be
prominently displayed in the DSS [Article 0902(g) gives further details].

(l) Aircraft Parking/ Dispersal Plan Board. This board is mandatory for
any DSS or a Briefing room. The board is to indicate a plan view of the
tarmac/ dispersal and the pens under its jurisdiction with aircraft number
marked at its parking slot. This is necessary for orientation of personnel
operating in the DSS

(m) First Aid Box. A first aid box is to be available at the DSS.

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0508: Aircraft Tech Squadron

1. Aircraft Tech Squadron layout is to facilitate maintenance, safety of aircraft,

ground equipment and personnel. The ground equipment required for servicing,
servicing trolleys and other assets are to be positioned for ease of use and safety to
the aircraft. This equipment and the aircraft are to be positioned in such a manner
that they can be removed safely at the earliest in case of any emergency. The
recommended layout is placed at Annexure ‘VIII’.

2. The hangar pillars, all windows /shutters/doors are to be painted with light
grey paint. The hangar floor is to be painted by polyurethane based paint of blue
colour. Floor painting is intended for long-term floor protection and to cater to the
requirement of the floor in a sophisticated hangar. The Polyurethane floor painting
characteristics are to be: -

(a) Seamless surface and easy to clean. It is to be of matt finish and

smooth texture.

(b) Adhesion to concrete surface.

(c) Slip deterrent properties of surface.

(d) Comprehensive strength, which is impact resistant.

(e) Tensile strength adequate for operation of aircraft and ground

equipment.

(f) Scratch resistant to movement of metallic wheels and sharp objects.

(g) Resistant to aggressive chemicals and oils, likely to drip on the floor.

(h) Antistatic to prevent generation of electrostatic charge. It is to have low

levels of dust attraction.

(j) Can withstand temperature range of the order of +110°C to (-) 25°C of
direct heat and indirect heat of +150°C to (-) 25°C.

3. The aircraft movement line is to be marked by a broken white line in the

centre of the hangar. The width of the isle is to be more than the width of the
wingspan of the aircraft and marked by a solid yellow line. The width of the line is to
be 8 inches. The break in the broken line is to be after every 2 m interval.

4. The position of the nose and main wheel, in the aircraft servicing bays is to be
marked with yellow squares of 2 feet. An aircraft centre line in yellow paint is to be
marked. Each marked position of the aircraft is an Aircraft Servicing Bay. An
aircraft silhouette will be painted in white paint on the centre line of this aircraft
servicing bay.

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5. A separate place for keeping the removed or ready for installation aero
engines is to be ear marked.

6. Area for the Ground Equipment, Aircraft Support Vehicles is to be marked on

either side of the aircraft bay in black solid lines of 8 inches width.

7. Storage and servicing area of the Ground Equipment and Specialist GE is to

be marked at one end of the hangar with a yellow line of 8 inches width. The ground
equipment is to be positioned at least four feet away from the hangar walls.

8. Behind the aircraft along the wall of the hangar, racks meant for storage of
aircraft panels are to be positioned. These racks will be painted in grey colour and
have a proper identification board. (Size 30 X 10 cm and marked REMOVED
PANELS). They are to be covered with polythene to minimize the ingress of dust.

9. The aircraft are to be parked diagonally with the nose facing towards the
centre at 45° to the centre line (in case of fighters) and with the nose pointing out of
the hangar in case of transport aircraft and helicopters (as shown in Annexure ‘IX’).
In case of fighters when it is not possible to park the aircraft being serviced with nose
pointing to the centre, it is to be parked with its nose towards the hangar side wall at
an angle of 45°. All the wheel markings will be changed to ascending the position.

10. Various offices and bays are annexes to the hangar. These annexes are to
have adequate lighting and ventilation. The windows are to have Venetian blinds.

11. A technical library for use by technicians is to be set up in one of the annexes
of the hangar. The library must have tables and chairs for the personnel to refer to
the publications. The room is to be well ventilated and have sufficient light for both
day and night reading.

12. A Ground Crew rest room is to be located in one of the annexes for
convenience of the personnel working in the hangar.

0509: Aircraft Servicing Bay

1. Each aircraft servicing bay in the Ac Tech Sqn is to have the required GE and
the other equipment as marked in the layout placed at Annexure ‘X’.

2. The aircraft servicing bay is to include:-

(a) Servicing trolleys which are to hold the tools & test equipment required
in the servicing of aircraft. They are to have an earmarked place to keep the
Cat ‘B’ and Cat ‘D’ items removed from the aircraft. No (R) No tools or Test
Equipment is to be placed on the floor. For servicing trolley details refer
Article 0603.

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(b) A sturdy worktable of size 5 X 3 feet with a white sunmica top is to be

provided for the technician to work on aircraft component and for keeping the
class ‘C’ and ARS items. No (R) No item is to be kept on the ground.

(c) There are to be sufficient drip trays under the aircraft to collect the
residual oil and fuel, which drips from the aircraft. These drip trays are to be
mounted on caster wheels and capable of being decanted into a disposable
container without spillage. For drip tray details refer to Article 0603.

(d) FOD bins are to be placed in the front and rear of the aircraft. FOD bin
is to be used to collect waste Stockinette and any other disposable waste. No
(R) No waste material is to be thrown on the floor.

(e) Portable light connected to 28V power supply is to be provided for

illumination on the under side of the aircraft.

3. The aircraft servicing documents are to be kept on a specially prepared table.

The table must have shelves for the work cards for the day, Servicing Procedures,
Publication and a PERT chart of the schedule servicing being undertaken on the
aircraft. A sample of the table is shown as an inset in Annexure X.

4. An aircraft status board is to be positioned in the front of the aircraft. This

board is to indicate the type of servicing, date servicing commenced, PDC, name of
the gang i/c and details of hold-ups. The board is to be of 4 X 3 feet dimensions and
should be with white sunmica on top. The information is to be written in bold black
letters using board marker pen.

5. The servicing platforms, servicing ladders, hydraulic trolley and GPUs are to
be kept for use in the designated ASV area marked by an eight inches black line.

6. Special power supply specific to the aircraft is to be made available, at the

servicing bay. Provision of these power supplies from a centralised source and
suitable feeding connectors to each aircraft servicing bay is to be ensured.

7. A pneumatic line leading up to each aircraft-servicing bay is to be provided for

operation of pneumatic tools and blowing operations.

0510: Trade Section Rooms

1. A trade section room for each trade is to be provided in the hangar annexe. A
suggested layout is placed at Annexure ‘XI’.

2. A separate enclosure within the trade room with a blackboard/whiteboard and

chairs for use during continuity training is to be provided.

3. Racks for keeping special test equipment at designated spaces, and a

separate rack for components removed from aircraft awaiting return action are to be
positioned. The racks are to be covered with polythene.

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4. The room is to have adequate illumination during day and night with windows
covered by blinds.

5. Lockers are to be provided for every tradesman to keep his personal items
and clothes. This area is to be partitioned from the section.

6. A separate room/ enclosure are to be created for the WO i/c of each trade.

0511: Hydraulic Bay

1. The hydraulic bay is to be set up in the AC Tech Sqn hangar annexe. This
bay will house the testing facilities of the hydraulic fluid used in the aircraft or the
associated hydraulic trolley. Hydraulic clean room is to be set up with the following
environmental specifications: -

(a) Temperature 20°C ± 2°C.

(b) Humidity between 40 and 70%.

(c) 100% of 5-micron dust filtration.

(d) Slight over pressure of 3 to 4 m bar.

(e) The room air volume is to be re-cycled and filtered 5 times per hour, by
controlling the number of fresh air cycles in the air-conditioning plant.

2. The Hydraulic room is to have the following facilities: -

(a) Running water.

(b) Pneumatic power supply at 7/12 bar compressed air filtered at 5

micron.

(c) Dust proof cream colour wall paint finish.

(d) Flameproof power supply fittings and wiring.

3. The hydraulic bay is to be divided into three general areas: -

(a) Red Working Area. The Red working area is the dirty zone in the
otherwise clean room and is the farthest from airflow direction input.

(b) White Area. The White working area is the location for the
components to be worked upon and where specific to type rigs are installed.

(c) Green Area. The Green working area is the location where the
hydraulic sample test is carried out. This is the cleanest area in the lab.

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4. The suggested layout of the hydraulic bay is placed at Annexure ‘XII’. The
following facilities are to be additionally provided in the room: -

(a) Clean clothes changing room and lockers for the personnel working in
the bay.

(b) Office space.

(c) The worktables in the clean room are to have sun mica top
corresponding to the area colour codification (green, red and white).

0512: Avionics Servicing Bay

1. The electronic lab may be integrated to house facilities for repair of Radio,
Radar, Electrical and Instrument components of the aircraft. In case these are
separated, the requirements given are still applicable, though layout here out may be
different and modified to suit local requirements.

2. The environmental conditions to be maintained in the Electronics Servicing

lab are:-

(a) Environment temperatures between 16 to 28°C (or as specified in the

specific aircraft manuals), with a gradient of less than 10°C per hour.

(b) Relative humidity 30-70% with no condensation.

(c) The air is filtered to particles less than 5 microns. No oil or electro-
static filters are to be used in the air filtration.
(d) Slight over pressure of 3-4 m bar to be maintained in the facility.

3. The maximum electro-magnetic field acceptable within the lab is 0.5 V/m in
the frequency range from 14 KHz to 1GHz measured in a bandwidth of 6 KHz.

4. Resistance of the earth lead measured at the terminal point in the Lab is to be
less than 3 ohms. For proper earthing, copper earthing strips along the wall in the
Radio/ Electrical/ Instrument/ Avionics bay are to be installed and equipment to be
earthed via this strip.

5. The bay is to have good lighting intensity 350 lux when measured at 1 m
height above the floor level.

6. The bay is to have dust proof, non-slippery, light blue colour anti static tiled
floor. The walls are to be painted with plastic emulsion paint of light cream colour.

7. The building is to have a lightning arrester system. The lightning arrestor and
equipment earth system are to be separately provided and NOT (R) NOT mixed.

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8. Specialist rigs of the inertial system are to have shock absorbent mounting.

9. Entrance to the clean room must be through an air shower system and air
locks. Suitable floor marking at the entrance to the air lock is to be provided.

10. The layout of an Electronic lab is placed at Annexure ‘XIII’. Area requiring the
maximum cleanliness is placed at the beginning of the airflow i.e. LASER room, FDR
room and radar bench.

11. Receipt of Cat ‘D’ and handing over of Cat ‘B’ items are to be separate from
the servicing area. Entry to the bay is to be restricted to authorised personnel only.

12. An area is to be specified as a cleaning area where the equipment brought

inside the lab is vacuum treated before being loaded to the servicing area.

13. Clean clothes changing area with lockers must be provided at the entrance.
This is segregated from the entrance room.

14. The required specialist power supplies like 400 Hz converters and 28 V DC
rectifiers are to be housed in a separate non air-conditioned room and their
distribution boards provided at each lab close to the earmarked place.

0513: Battery Charging Room

1. Two separate battery charging rooms are to be established at the station the
acid battery room that will cater for the aircraft and ground lead acid batteries and an
alkaline battery charging room for Ni-Cd and Ag-Zn aircraft batteries.

2. The layout of the acid battery charging room is placed at Annexure ‘XIV’ and
that of an alkaline battery charging room placed at Annexure ‘XV’.

3. The wiring within the battery charging room is to be laid in fire proof conduits
both for the AC and DC power supply.

4. The building earthing is to be maintained less than 2 ohms.

5. The charging room is to have forced and efficient ventilation by exhaust fans.
The area of acid breaking room is to have separate exhaust fan for fumes extraction.

6. The complete floor is to be tiled and areas of battery platform are to have acid
proof tiles with rubber mats.

7. The acid breaking room and the washing platform are to have continuous
water supply from an overhead tank of adequate capacity for maintaining at least 24
Hr supply. The floor is to be laid with, acid proof tiles.

8. In summer months, ice is to be provisioned as per requirement.

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9. BCR building is to incorporate lighting arrester system. The earthing for

lighting arrester and building is to be separate.

0514: Ground Crew Rest Room

1. A ground crew rest room is to be established at Op Flt / DSS, aircraft tech sqn
and Labs. The following facilities are to be available in the ground crew room:-

(a) Chairs/ sofa.

(b) Television, music system for entertainment.

(c) PA loud speaker system connected to the DSS/ hangar.

(d) Bed/ couch for rest.

(e) Toilet.

(f) Clean drinking water.

(g) Cooler.

2. The rest room is to be well ventilated and illuminated by natural light also.
Windows are to have blinds and not curtains. Shower facility is to be provided near
by for use by the ground crew.

0515: Tyre Bay

1. The suggested layout of a tyre bay is placed at Annexure ‘XVI’.

2. Cat ‘D’ and Cat ‘B’ wheels are to be segregated in the work area. Similarly,
Cat A and Cat E tyres are to be segregated. The main wheels and the tyres are to be
stored in vertical stands.

3. A metallic cage is to be installed in the bay and is to be grouted with at least

six points firmly to the ground.

4. A hard rubber mat of minimum 8 mm thickness is to be available on the floor

for working on the wheel hub.

5. Provision is to be made for the required power supply for the testers at the
working table.

6. Provision is to be made for pneumatic air supply at 7 bar and 55-65%

humidity along with the authorised regulator for charging tyre pressure. If air
charging is not permitted on the specific aircraft wheels then provision of a single
cylinder nitrogen trolley with regulator is to be made available in the bay for charging
of wheels.

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0516: Brake Parachute Bay

1. The parachute bay is to be established for periodical maintenance as well as

second line repair of the brake parachutes of the aircraft. The layout of the brake
parachute bay is placed at Annexure ‘XVII’.

2. The following environmental conditions are to be ensured in the parachute

bay: -

(a) Temperature between 15 - 22° C.

(b) Humidity between 15 to 60%.

(c) Dust proof vinyl floor covering of light blue colour.

(d) Dust proof wall paint of cream colour.

3. The bay is segregated into two portions. One portion consists of the drying
tower and the other a packing/ folding room. The total height of the drying tower is
not to be less than 10 m (or as specified in the aircraft manual).

4. At least two brake parachute folding tables of 9 m working length are to be

provided in the packing / folding room. Three 3 m modules are suggested to be used
to provide the 9 m working length of the folding table. The table is to have white sun-
mica top surface. Brake parachute storing rack and shelves are to be provided for
storage.

5. Three phase commercial power supply and pneumatic air supply at 7-bar
compressed air is to be provided in the bay. A hot air generator is to be installed in
order to meet the environmental conditions of the parachute bay as specified.

0517: Ejection Seat Bay

1. The Ejection Seat Bay is to be established at the Tech Flight/ CR&SS for the
periodic servicing and storage of aircraft ejection seat. The layout of the Ejection
seat bay is placed at Annexure ‘XVIII’.

2. The following are to be ensured in the Ejection seat bay:-

(a) Pneumatic air supply at 7-bar pressure.

(b) Dust proof vinyl flooring of light blue colour.

(c) Dust proof wall paint of cream colour.

3. Ejection Seat maintenance trolleys and seat cradles/ static stands in sufficient
quantity are to be available in the bay. The working bench used in the bay is to have
a white sun-mica top surface finish.

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0518: Aircraft Painting Bay

1. Aircraft painting is a specialised maintenance activity, which requires tight

environmental control. Any lapse or relaxation in the environmental specifications will
result in poor aircraft finish and make way for corrosion. This activity is not to be
undertaken at second line level. If required to be undertaken at second line, an
environment control facility to achieve high standards of anti corrosion protection and
surface finish on aircraft needs to be established. The layout of painting bay is
placed at Annexure ‘XIX’.

2. The special features are to include:-

(a) Fume extraction and ventilation.

(b) Doors are to be oriented away from the direction of prevailing winds.

(c) Environmental control of painting aircraft to be maintained are: -

(i) Temperature 15 - 25°C.

(ii) Humidity 55 - 65%.
(iii) Filtered and adjustable ventilation.

(d) Explosion/Flame proof Electrical fittings.

3. Compressed air at 7 bar, running water and commercial single phase and
three-phase power supply are to be provided.

0519: Refuelling Section

1. A refuelling section is to be established at the Wing for proper accounting of

aviation fuel, maintenance, parking and operation of the refuellers. Facility for testing
of aviation fuel is to be set up in the refuelling section. The refuelling section layout is
placed at Annexure ‘XX’.

2. There is to be 100% covered parking for the refuellers.

3. A servicing bay for the vehicles is to be provided.

4. Complete area in front of the parking and servicing bay is to be cemented and
an access road for going in/out of the section is to be provided.

5. A static water tank is to be provided for use during fire fighting. Adequate fire
fighting equipment is to be available to cater for any contingency.

6. A DI point is to be established near the exit gate and a separate shed

earmarked for the same.

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7. No (R) No Naked Flame near 100m signs is to be prominently displayed in

the area.

0520: Duty Crew Section

1. Duty crew section is to be established at AF stations/wings to receive and see

off out -station aircraft. In addition, the duty crew is to augment the crash crew in
event of an emergency. The responsibilities of duty crew are specified in TSI Vol-I
Leaflet No. Tech / Admin/ 16.

2. A covered shed with shutters is to be provided to park the ground equipment

and salvage equipment. List of such salvage equipment is mentioned in IAP 1503
scale D-57.

3. A servicing bay for the starting aggregates and other ground equipment is to
be established as shown in the layout. Single phase, three phase power supply and
running water are to be provided in the bay.

4. A rest room for duty crew is to be provided.

5. Office is to be provided with an EPAX and normal exchange telephone. A

display board giving the dimensions of cargo holds of various transport aircraft and
their starting aggregate requirements are to be prominently displayed.

6. A concrete space opposite the duty crew is to be provided for parking of

starting aggregate and other ASVs.

7. Refer Article 0828 for further details.

0521: Pilot Parachute Bay

1. The parachute bay is to be established for periodical maintenance as well as

second line repair of the pilot parachutes of the aircraft. The layout of the pilot
parachute bay is placed at Annexure ‘XXI’.

2. The following environmental conditions are to be ensured in the parachute

bay:-

(a) Temperature between 15 - 22° C.

(b) Humidity between 15 to 60%.

(c) Dust proof vinyl floor covering of light blue colour.

(d) Dust proof wall paint of cream colour.

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3. The bay is segregated into two portions. One portion consists of the drying
tower and the other a packing/ folding room. The total height of the drying tower is
not to be less than 10 m (or as specified in the aircraft manual).

4. At least two brake parachute folding tables of are to be provided in the

packing / folding room. The table is to have white sun-mica top surface. Pilot
parachute storing rack and shelves are to be provided for storage.

5. Three phase commercial power supply and pneumatic air supply at 7-bar
compressed air is to be provided in the bay. A hot air generator is to be installed in
order to meet the environmental conditions of the parachute bay for drying.

0522: Dinghy Servicing Bay

1. The Dinghy bay is a single room fully air-conditioned with a packing table and
inflation arrangements by the side. There should be racks for the storage of the
Dinghy and its accessories. The tools and test equipment should also be positioned
in the same room.

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Annexure I

Layout of Tarmac/Dispersal Marking

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Annexure II

Layout of ORP

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Annexure III

Layout of Blast Pen (Single Entry)

Annexure IV

Layout of Blast Pen (Double Entry)

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Annexure V

Layout of Hang Up Point

Annexure VI

Layout of Armament Safety Point

ARMAMENT SAFETY POINT

WAY TO DISPERSAL

TAXY-
TRACK

FOD LANE FOD LANE

ARMAMENT
VII: POINT
Layout of DSS
VIII: Layout of CR&SS/ Tech Flight Hangar (Fighter aircraft)
IX: SAFETY
Layout of CR&SS/ Tech Flight Hangar (Transport & Helicopter)
X: Layout of Aircraft Servicing Bay
XI: Layout of Trade Room

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Annexure VII

Layout of DSS

Annexure VIII

Layout of CR&SS/ Tech Flight Hangar (Fighter aircraft)

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Annexure IX

Layout of CR&SS/ Tech Flight Hangar (Transport & Helicopter)

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Annexure X

Layout of Aircraft Servicing Bay

Annexure XI

Layout of Trade Room

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Annexure XII

Layout of Hydraulic Bay

Annexure XIII

Layout of Avionics Servicing Bay

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Annexure XIV

Layout of Acid Battery Charging Room

Annexure XV

Layout of Alkaline Battery Charging Room

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Annexure XVI

Layout of Tyre Bay

Annexure XVII

Layout of Brake Parachute Bay

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Annexure XVIII

Layout of Ejection Seat Bay

Annexure XIX

Layout of Aircraft Painting Bay

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Annexure XX

Layout of Refuelling Section

Annexure XXI

Layout of Pilot Parachute Bay

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Annexure XXII

Layout of Dinghy Bay

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CHAPTER – 6

WORKING ENVIRONMENT AND FACILITIES

Article

0601: General
0602: Specialist Power Supply
0603: Improvement in Work Environment
0604: Cleanliness and Good House keeping
0605: Implements for House Keeping
0606: Bird Proofing of Hangar Facilities
0607: Rodents Control
0608: Tarmac Shelters for Fighter Aircraft
0609: Occupational Clothing
0610: Technical Library
0611: Changeover Room
0612: Ground Crew Rest Room
0613: Refreshment Facilities
0614: Operation in Cold Conditions
0615: Diversions from Work Area

Annexure

I: Major work environmental stress factors and their weightage in

discomfort Level
II: Material Management Trolley
III: Mobile Work Table and Lifting Trolley
IV: Tool Bag
V: Drip Tray
VI: Working Stools and Ergonomic Chair
VII: Postural Stress
VIII: Transportation Trolley
IX: Recommended Levels of Lighting
X: Recommended Ranges of Reflection Factors
XI: Measures to be adopted for Improved Housekeeping
XII: Bird Proofing of Hangars
XIII: Rodent Guards
XIV: Tarmac Shelters
XV: Layout of Library

0601: General

1. The human body inspite of its immense capacity for adaptation is far more
productive when working under optimal conditions. Reduction in efficiency that

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results from the fatigue due to long working hours and improper working conditions
is well documented and requires to be addressed.

2. Ergonomic applications focus on removal of factors at the work place, which

make work uncomfortable. Such factors cause strain and their removal has a direct
bearing in improving efficiency. A list of major environmental stressors and their
possible weightage in discomfort levels is placed at Annexure ‘I’. These can act as
guidelines for our managerial staff and commanders to bring about improvement in
the environmental conditions with an ultimate aim of enhancing efficiency.

3. The stringent requirements of military aviation necessitate working under

stress/strain irrespective of weather extremities/personal discomfort. It is important,
therefore, that working conditions be improved in order to ensure that high costs
incurred due to occupational accidents, work stoppage, work delays, infructuous
work and wastage are reduced to a bare minimum.

0602: Specialist Power Supply

1. Servicing in ac hangars/bays requires specialist power supply as available on

the aircraft systems. The requirement is generally met through use of aircraft
starting aggregates.

2. These trolleys have a number of rotating parts which are run for long hours,
thus making them susceptible to wear and tear. This not only reduces their
operating life, but also contributes towards noise pollution, heat and atmospheric
pollution through fumes.

3. There is an urgent need to replace this age old method of providing specialist
power supply for R & S and DSS outfits with modern static rectifiers/converters.

4. The arrangement for a typical KVA load figure is given in the table below: -

Sl. No. Rating Unit Source Qty

(a) 28 V DC 28V DC, 500A static rectifier 1
(b) 36 V AC 3 phase 400 Hz 50 KVA static frequency 1
converter
(c) 115 V AC 1 & 3 phase 400 Hz 100 KVA static 1
frequency converter
(d) 208 V AC 1 & 3 phase 400 Hz 50 KVA static frequency 1
converter
(e) 415 V 3 phase 50 Hz stabilized 200 KVA Aero stabilizer 1
power supply
(f) 3 phase 415 V 50 Hz 50 KVA standby alternator 1

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0603: Improvement in Work Environment

1. Physical strength and postural demands are the primary sources of stress in
manual material handling jobs. Flow of materials during maintenance activities is to
be smooth and mechanized to the extent possible.

2. Material Management Trolleys. Mechanised material lifting and

transportation trolleys should be used wherever possible. Separate trolleys are to
be available for each unit, i.e. Sqn/ Tech Sqn and for each trade. A composite
trolley on rubber wheels with slots for common items is to be used. Two trolleys per
trade/ per unit for the purpose are recommended. The slots on the trolley are to
have earmarked space for the following items:-

(a) Testers and documents.

(b) Tools.

(c) Class ‘C’ spares.

(d) Cat ‘B’ items.

(e) Cat ‘D’ items.

3. A sample of the recommended trolley is shown at Annexure ‘II’ and ‘III’.

4. Work Tables for Servicing Bays. Well-organized worktables, if made

available at work, cut down significantly on the time taken in an activity. Worktables
are to have the following features: -

(a) Upfront slotted space for publications/documents.

(b) Slotted space for tools required for the activity.

(c) Clearly marked space for testers on the worktable.

(d) Requisite power supplies available for tapping at the worktable.

(e) Fluorescent lighting on the worktable, at a comfortable height, to avoid

glare.

5. Mobile Work Tables. Mobile worktables with sunmica tops and castor
wheels are required for movement and easy positioning of test equipment near the
aircraft. Such tables are required for rectification work around the aircraft. An
indicative sample is place at Annexure ‘III’.

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6. Pneumatic Operated Tools. In order to save time and energy spent in

using conventional tools, pneumatic tools are to be used by technicians in DSS and
Tech Sqn.

7. Tool Bag. A tool bag with slots for various tools is essential. It will add to
better housekeeping and work culture. A general tool bag is considered in
appropriate. A representative sample is indicated at Annexure ‘IV’.

8. Enamel Trays. Enamel surgical trays with white paint on the inside, which
are commonly available, are to be utilised for dismantling/rectification of LRUs and
keeping dismantled parts.

9. Drip Trays. To maintain cleanliness drip trays must be used. Leaking fuel is
a perpetual problem. Drip trays should have castor wheels welded at the bottom. A
handle for pulling the tray must be affixed. To prevent spillage while pulling, baffles
are to be mounted inside the tray. Drip trays are prominently visible items in a
hangar. Their condition represents the work culture prevalent in the unit and
therefore they should be well maintained. A pictorial indication sample is placed at
Annexure ‘V’.

10. Working Stools. Postural demands while servicing aircraft are a major
contributor to technician stress. This is specially so when working under the aircraft.
To relieve stress in such a situation, stools of moulded plastic are to be procured.
These stools may be of different suitable heights. A sample is shown at Annexure
‘VI’. Ergonomic chairs which are available are also shown.

11. Postural Stress. Inspite of the best efforts to mechanise the flow of
materials during aircraft servicing, lifting and carrying of weights can not be avoided.
Placed at Annexure ‘VII’ are recommended postures at the work place.

12. Shelter for Take off Inspector. The role of the take off inspector is crucial
to flight safety. Shelter is to be provided for him with sitting facility and drinking
water arrangement is to be ensured.

13. Transportation Trolley. A battery powered transportation trolley is required

for movement of rotables/ LRUs from FSS to hangar and the work area on the
tarmac. One such transportation trolley in every unit/Tech Sqn is required. An
indicative photograph is placed at Annexure VIII.

14. MM Van. Material transportation requirements for rotables during a working

day in a squadron/ Tech Sqn unit are done through MM vans with rear seating
arrangements removed to avoid misuse. ‘MM VAN’ must be written in bold on both
sides of the vehicle in yellow colour.

15. Conveyance for EO. The work area of the SEO and EOs in the squadron is
widely dispersed. It ranges from the squadron office, the tarmac, dispersal, runway
ends and pens to CEO office. It is important, therefore, that the EOs of the

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squadron be given an independent vehicle to ensure quick response time and better
overall control.

16. Lighting. 80% of information required in doing a job is gathered visually.

Optimum general and specific lighting levels are essential for higher efficiency at the
workplace. Indicative levels of lighting levels desired for nature of activity are placed
at Annexure ‘IX’. Lighting arrangements are to be put in place with the help of
industrial lighting experts and not just MES engineers. Ranges of reflection factor
for interior surfaces are placed at Annexure ‘X’. The following are the recommended
approaches for setting up lighting facilities: -

(a) General lighting is to be mounted as high as possible.

(b) Light is to be generally diffused. Slight shadows help to distinguish

objects, higher contrasts are to be avoided.

(c) Glare from lamps is worse if the mounting height of lamps is lowered.
Specified lighting at the worktable is to take this factor into account.

17. Dust and dirt accumulation causes light intensity to fall by upto 30%. It is
more in case of fittings having no slots in the reflectors. Due to ageing, light intensity
falls as much as 50%. Lighting replacements are to be effected as a group change
rather than failure replacement, which will result in a mix of old/new lamps.

18. Emergency lights are to be provided at each air-conditioned room and at

places of critical activities.

19. Mobile 12V / 6V DC battery powered fluorescent lights are to be made

available for night servicing and inspection purposes. Non Fluorescent lamps are to
be used only with a wire guards (DC voltage is essential to avoid generation of
sparks). Miners torch to be provisioned for electricians to facilitate working with both
hands.

20. Ventilation. 20% of energy employed is converted to work; where as 80% is

released as heat. Whenever men and machines work together, ventilation is to be
given due importance.

21. Whenever air temperature and humidity are high, circulating air from fans
increases heat absorption. Ventilation replaces hot air by fresh air. Airflow must be
at least 50 cubic meters of air per hour per technician. Airflow speed must be
between 0.5 to 1m/sec. These factors need consideration while designing a new
facility/infrastructure.

0604: Cleanliness and Good House Keeping

1. Good house keeping when used in reference to a work premises embraces

cleanliness and a general state of repair, which contributes to accident prevention

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and higher efficiency. It involves ensuring of every tool /component /material in its
allotted place. This improves efficiency and cuts time lost in looking for materials.
The role of a supervisor and his superiors is crucial in ensuring that culture of
cleanliness is inculcated and maintained at the workplace.

2. House keeping programme is to be planned and projected as completely as

any other activity. It is to translate into every technician organising his work place, in
consultation with his supervisor.

3. A definite monthly schedule and procedure for conducting section

inspections by the maintenance safety organisation on the base is to be formulated.
This activity can be planned on a maintenance day.

4. Housekeeping must be a total commitment. A record to this effect is to be

maintained at the unit.

5. Immediate action to keep ventilation/light/sanitation facilities functional is to

be a visible organisational commitment. Some indicative measures to ensure good
housekeeping are placed at Annexure ‘XI’. If any foreseeable improvement is to be
brought about in this field, the AOC/ Stn Cdr must tackle the problem as a KRA.

0605: Implements for House Keeping

1. Mechanical Cleaner/ Sweeper. Sweeping and cleaning of floors of

hangars, bays and labs can be carried out more comprehensively by a mechanical
cleaner and a wet scrubber. These activities are to be carried out regularly on a
fixed day.

2. Incinerator. An incinerator is to be installed centrally in every base for use

by squadrons/ technical flights for burning Stockinette/ rags/ oil dipped cloth.

0606: Bird Proofing of Hangar Facilities

1. In order to minimise/eliminate the menace of bird droppings on aircraft in the

hangar, wire meshes are to be installed in hangars. This mesh is to be strung up
along the hangar trusses on the roof. The mesh is to cover the whole roof of the
hangar so as to leave no space for entry of birds onto the trusses. This will reduce
acidic bird droppings, which cause corrosion on the aircraft parked below and save
man hours used up to clean them. A pictorial representation of one such
arrangement is placed at Annexure ‘XII’.

2. Additional usage of electronic gadgets for scaring away the birds and
repellant greases, are to be encouraged.

3. At unit cafeterias, it is to be ensured that all litter bins are fitted with a working
cover arrangement.

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0607: Rodent Control

1. The menace of rodents in lab ducts, hangars and ac parked for long duration
waiting servicing is known.

2. There is a need to undertake structured steps to control this menace, in order

to avoid unnecessary maintenance work and expenditure.

3. Rat traps, rodent guards and ultrasonic tweeters are to be used for this
purpose as per local requirement.

4. These are to be placed at locations in affected areas. UWOs are to

coordinate and liaise with SEO/ Sqn Cdr AC Tech Sqn for setting up these facilities.

5. Pictorial representation of one such rodent guard is placed at Annexure ‘XIII’.

0608: Tarmac Shelters for Fighter Aircraft

1. These shelters are to be put up on the tarmac for protecting aircraft and
improving worker comfort to counter weather extremities.

2. These are to be open from all sides and grouted in the tarmac. These are to
have a sunshade providing adequate protection in the working area adjacent to the
aircraft.

3. Their number in every unit is to depend on tarmac area available and the
operational necessities.

4. A minimum of three such shelters for every unit is recommended.

5. A photograph of a typical Tarmac shelter is given at Annexure XIV.

0609: Occupational Clothing

1. Overall/ Suit Combination. A technician’s time in the work area is almost

completely spent in overalls. It is important, therefore, that the overall be a piece of
clothing compatible with climatic conditions and not a contributor to work strain. It
can be so only if it has at least the following attributes: -

(a) Light weight and porous.

(b) Capable of sweat absorption.

(c) Has strength and is durable. The material should not be prone to
shrinking.

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(d) Has a fluorescent attachment for night servicing with colour codes for
trade identification.

(e) To have Velcro fasteners and no zips for pockets.

(f) Be checked periodically by EO/ Sqn Adjutant to ensure smart turnout

at the work place.

(g) Be replaced on condition basis and not calendar basis in view of the
adverse conditions it is exposed to. Militariness and smartness in turnout
cannot be compromised on this basic aspect.

2. Shoes for Hangar/ Tarmac Operation. The footwear that a technician

wears in the work place should enhance his comfort levels. It should be: -

(a) Comfortable during extreme weather conditions (heat and cold).

(b) The shoe upper should be rugged to withstand adverse conditions at

the work place and not prone to easy tear.

(c) Stitching should be strong to withstand various postural stresses like

sitting on haunches and climbing on aircraft. Issue of quality moulded shoes
is to be ensured.

(d) Sole should not get slippery after contact with oil/grease.

3. Shoes for lab wear. All labs that require dust protection are to be kitted with
over soles/ slippers for wear by personnel working in these labs.

4. Gloves. Weather extremities directly affect efficiency and productivity. Use

of gloves while working out-doors during weather extremities is mandatory for safety
of costly equipment and personal safety. Additionally, contact with toxic substances
like fuel/oil/acid causes skin disorders. Chamois leather gloves for technicians
exposed to such conditions are to be made available.

5. Ear Defenders. Unsafe noise levels cause industrial fatigue, irritation and
reduced efficiency. Exposure to noise levels above 85db is not recommended. Area
such as ground run points, take off points are specific high noise zones. Ear
defenders reduce noise levels by 15 to 20 db. Their use on the tarmac during flying
hours is mandatory. Supervisors are responsible for ensuring its implementation.
Technicians regularly exposed to high noise levels are to be subjected to six
monthly audio-metric examinations. The ear defenders must be modern and light.
They are to be issued to a technician on arrival on posting.

6. Caps. Working in the open during summer season is demanding. Protective

headgear is crucial to the health and comfort of a technician. A well-designed cap to
cover head and nape of the neck is to be a part of service issue. The cap cloth is to

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be porous to allow flow of air. Velcro strap is to be fixed to hold the cap firmly on
the head. It is to be ensured that the cap does not have any metallic portions.

0610: Technical Library

1. A technical library is to be available on the base at technical headquarters. It

is to be well furnished with plastic moulded furniture. A tea and coffee dispenser is
to be positioned in the library. The CEO is to nominate an O i/c library to oversee all
the arrangements in the library. Technical publications, aviation journals, are to be
placed in the technical library. Layout of the technical library is given in Annexure
‘XV’.

0611: Changeover Room

1. Technicians report for work in Uniform. To facilitate smooth changeover

to overall, a changeover room with separate compartments for uniforms and
overalls is to be set up. Overalls bearing toxic materials are not to come into contact
with uniforms. A set of lockers for individual use to store personal belongings
during working hours is to be set up in the changeover room. One change over
room per trade is to be made available as far as possible.

0612: Ground Crew Rest Rooms

1. Relaxation allowances at the work place are determined by the severity of

work strain. The strain factors enumerated earlier require 15–20% relaxation
allowance. Breaks during the working day are required to dissipate fatigue and
restore physical and nervous energy. During these breaks, a person doing hard
physical work needs to be able to stop work, sit down. If possible, a person doing
intellectual work should be able to move around and even do some light exercise.
Interruption for meals/ stoppage of work due to hold up is not to be counted as a
break. The requirement of a convenient rest room is essential to enhance efficiency.
The ground crew room is to be set up close to the work place on an individual unit
basis. It is to include the following facilities:-

(a) Audio and video entertainment facilities.

(b) Furnished cots.

(c) Moulded easy chairs.

(d) Coffee/ Tea dispenser.

(e) Food Warmer.

(f) News papers & light reading material.

(g) Cooler/ Heater for extreme weather conditions.

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(h) Light games.

0613: Refreshment Facilities

1. Water trolleys similar to those available commercially are to be utilised to

combat heat. The quality of water is to be approved by medical authorities and its
purity tested periodically. Running of a canteen with subsided rates/low profit
margin, providing refreshment would boost the morale of the work force.

0614: Operations in Cold Conditions

1. The requirement for operations in near zero/sub zero conditions in our

country are generally restricted to areas like Srinagar, Leh, Thoise. In order to
ensure that these operations are carried out smoothly, clothing and work area are to
be adequately prepared.

2. Clothing. There is a requirement to provide winter clothing, which is light,

and give adequate warmth. Gloves, headgear and footwear are to be light and
warm to ensure no compromises in working efficiency.

3. Work Area. The work area is to be centrally heated. Makeshift heating

appliances are inefficient, prone to breakdown and costlier in the long run. In flight
line operations, however, this may not be possible and hand warmers are to be
positioned close to the working place.

0615: Diversions from Work Area

1. A number of activities have worked themselves into the system, which is

resulting in diversions of the technician from the work area. This is resulting in
reduced availability on the job, disrupts the continuity of work and has a far reaching
impact on efficiency.

2. A holistic reorientation of staff functions to improve efficiency is to be taken

up at the base level to achieve higher all around efficiencies. This area requires
constant monitoring and is to be studied and suitably implemented at the station
commander and CEO level.

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ANNEXURE ‘I’ (Article 0601: Para 2)

MAJOR ENVIRONMENTAL STRESS FACTORS AND

THEIRWEIGHTAGE IN DISCOMFORT LEVEL

1. Environmental stress factors: -

(Discomfort level – against each factor in %)

(a) Heat – 17.5 %

(b) Noise – 10%

(c) Vibration – 9.35%

(d) Dust, Fumes, Gases – 8.35%

2. Job oriented stress factors: -

(a) Physical strength demands – 14.25%

(b) Body postural demands _ 9%

(c) Alertness and attention – 3%.

(d) Restrictive clothing – 3%.

(e) Skill responsibility – 11.85%.

(f) Complexity – 7%

(g) Decision making _ 6.7%

(Reference: - Ergonomic/ Human Factors – A study published by NITIE Mumbai)

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ANNEXURE ‘II’ - 1/2 (Article 0603: Para 3)

MATERIAL MANANGEMENT TROLLEY

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ANNEXURE ‘II’ - 2/2 (Article 0603: Para 3)

MOBILE TESTER TROLLEY

DIMENSIONS

1. Wheel base : 3’10” X 10”

2. Total height : 4’4”

3. Height from ground

(a) First platform : 8”

(b) Second platform : 2’8”

(c) Third platform : 3’9”

4. Area of first and second platform : same as base

5. Area of third platform : 2’ X 1’

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ANNEXURE ‘III’ (Article 0603: Para 05)

MOBILE WORK TABLE

MECHANISED MATERIAL LIFTING TROLLEY

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ANNEXURE ‘IV’ (Article 0603: Para 07)

TOOL BAG

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ANNEXURE ‘V’ (Article 0603: Para 10)

DRIP TRAY

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ANNEXURE ‘VI’ (Article 0603: Para 10)

WORKING STOOLS

ERGONOMIC CHAIR

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ANNEXURE ‘VII’ (Article 0603: Para 11)

POSTURAL STRESS

To apply a downward force To lift on a trolley

Wrong Right Wrong Right

To look at work To stand up

Wrong Right Wrong Right

LIFTING AND CARRYING

Wrong Right
Wrong Right

Wrong Right Wrong Right

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ANNEXURE ‘VIII’ (Article 0603: Para 13)

TRANSPORTATION TROLLEY

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ANNEXURE ‘IX’ (Article 0603: Para 16)

RECOMMENDED LEVELS OF LIGHTING

Recommended minimum values of illumination for various classes of visual

task
Class of visual task Minimum Typical examples
(Lumen/ sq m or LUX
&
Glare index Min 19)
Casual seeing 20 to To permit safe movement
e.g. in corridors, bulk
100 stores & locker rooms.

Ordinary rough tasks 150 Rough, bench and

machine work; Inspection
and counting of stock
parts; assembly of heavy
machinery.

Moderately critical tasks 300 Medium bench and

machine work, assembly
and inspections. Ordinary
office work.

Critical tasks 700 Fine bench and machine

work, assembly and
inspection; painting,
spraying, sewing dark-
coloured goods.

Very critical tasks 1500 Assembly and inspection

of delicate mechanisms;
tool and die-making;
gauge inspection; fine
grinding work.

Exceptionally difficult or 3000 or more Fine watch making and

important tasks repairing

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ANNEXURE ‘X’ (Article 0603: Para 16)

RANGES OF REFLECTION FACTORS FOR INTERIOR SURFACES

REFLECTION FACTOR (%)

100
95
90
WHITE
85
CEILINGS 75% MAX 80 &
75 NEAR WHITE
70
50% MIN 65
LIGHT
WALLS 60 COLOURS
55
75% MIN 50

45
FURNITURE, 40
EQUIPMENT,
DADOS 35
MEDIUM
(IF REQUIRED) 30 COLOURS

20% MIN 25

20

FLOOR 15

10

5 DARK
COLOURS
3

NOTE: 1. Reflection factor affects the illumination provided.

2. Suitable colour scheme assists illumination level.
3. Floors should thus preferably be if dark colours to reflect low light and
reduce glare.

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ANNEXURE ‘XI’ (Article 0604: Para 5)

MEASURES TO BE ADOPTED FOR IMPROVED HOUSEKEEPING

1. Accumulation of dirt and refuse is to be removed daily from floors/work room

benches.

2. Work areas are to be washed once a week with disinfectant.

3. Walls/partitions are to be repainted/ varnished once every two years.

4. Floors/Internal walls of toilets are to be in glazed tiles for smooth /polished

surface.

5. Toilets to be thoroughly washed/cleaned once every day with deter-gents

and disinfectants.

6. Wash rooms with a tap for every three/four technicians/shift and a hot/cold
shower for every eight technicians/shift to come up.

7. Availability of adequate number of covered waste paper baskets for air-

conditioned rooms and suitable types for other rooms is to be ensured.

8. Residue like wet rags, Stockinette, which are littered around the work area
are to be collected on the maintenance day as an exercise.

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ANNEXURE ‘XII’ (Article 0606: Para 1)

BIRD PROOFING OF HANGARS

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ANNEXURE ‘XIII’ (Article 0607: Para 5)

RODENT GUARDS

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ANNEXURE ‘XIV’ (Article 0608: Para 5)

TARMAC SHELTERS

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ANNEXURE ‘IX’-3/3 (ARTICLE 0508: Para 11)

PROPOSED TECH LIBRARY LAYOUT

WINDOW WINDOW DOOR WINDOW WINDOW

B B
O O
O O
CHAIRS K
K

READING
I/
S S
4’ TABLE C 15’
H 18’ H
E E
L CHAIRS L
V V
COFFEE WATER
E E
DISPENSER
MACHINE
S S

WINDOW WINDOW DOOR WINDOW WINDOW

40’
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CHAPTER – 7
AIRCRAFT SERVICING

Article

0701: General
0702: Resources and Time for Scheduled Servicing
0703: Definition and Certification of Supervisor/Worker
0704: Trade Proficiency Card
0705: Aircraft/ Helicopter Cleaning and Washing
0706: Aircraft Surface Finish and Painting
0707: Aircraft Blanking and Covers
0708: Night Servicing Facilities
0709: Jacking of Aircraft
0710: Overheated Brake Units
0711: Precautions while Using Compressed Air
0712: Precautions while Using Hydraulic Test Bench
0713: Maintenance of Canopy and Wind Shields
0714: Aircraft Fuel Tank - Safety Precautions
0715: Maintenance of Endoscopes/ Fibroscopes
0716: Refuelling and De-fuelling Precautions
0717: Protection of Fuel System from Condensation
0718: Pitot Head and Static Vents Cover and Blanking
0719: Oxygen Charging Precautions
0720: Autopilot Safety Precautions
0721: Precautions for Engine Starting
0722: Safety Requirements for Electrical Wiring
0723: Maintenance of Aircraft Batteries
0724: Wire Locking of Vital Electrical Connectors/ Switches
0725: Handling Damaged/ Deformed Ignition Unit
0726: Precautions while Testing Radio and Radar Systems
0727: Aircraft Laser Equipment - Safety Precautions
0728: Loading/ Unloading of Gun and Safety Precautions
0729: Missile Loading/ Offloading Safety Precautions
0730: Rockets/ Rocket Pods - Safety Precautions
0731: Loading of Bombs - Safety Precautions
0732: Pilot TRS

Annexure

I : Dimensions and Sizes of Roundels, Flash, Letters & Numerals

0701: General

1. An important aspect of aircraft servicing is the general upkeep of aircraft and

equipment and adherence to basic servicing practices. Engineering practices to be

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adopted and safety precautions to be observed are laid down in appropriate

publications. This chapter includes general instructions on engineering practices and
safety precautions specific to trade systems. The emphasis of the personnel
associated with servicing of aircraft should be on flight and maintenance safety.

0702: Resources and Time for Scheduled Servicing

1. Whenever a scheduled servicing activity is to be undertaken on an aircraft,

flawless planning of manpower, material and time frame as specified in the servicing
schedule for a particular weapon system is necessary.

2. The essential requirements of manpower, material and time frames are to be

strictly followed while undertaking any type of servicing. No compromise is to be
made on gang size, material and time frame.

3. Deviation or shortage of any of these vital resources is to be reported to CEO,

for grant of specific concession.

4. To achieve the task with deployed manpower resource extra working hours
are not to be resorted to as a routine affair with reduced manning. This might
have an adverse effect on human and flight safety.

0703: Definition and Certification of Supervisor/Worker

1. A Supervisor has a vital role to play in aircraft servicing. He is to have a

definite status and must be recognised as a supervisor. The following guidelines are
to be adopted for recognition of a supervisor: -

(a) He must have undergone formal training on aircraft/ eqpt/ system at an

IAF training establishment within India or abroad.

(b) He must be a SNCO with at least eight years of service excluding ab-
initio training and at least three years of work experience as a worker in the
field of activity.

(c) He must be senior enough in the unit/ section to be considered for

certification as a supervisor.

(d) He must have passed the promotion examination to the next rank, if
eligible.

(e) The order of merit for recognition as a supervisor is to be based on the

criteria of service seniority, date of passing promotion examination, ranking
and percentage of marks obtained during training on aircraft/ eqpt/ system,
length of experience of work on the said aircraft/ eqpt/ system and record of
discipline in that order of priority.

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(f) Supervisory status should NOT to be automatically granted in the rank

of Sgt and JWO, but should be governed by the certification criteria outlined
herein.

(g) MWOs/ WOs not qualified on aircraft/ eqpt/ system will neither be
certified as supervisors, nor allowed to be examined for the same.

2. Certification of a Supervisor

(a) CEO of the Station/ Wing/ FBSU is to study the rank and pay structure
of technical personnel and suitable personnel for award of supervisory status
based on the guidelines enumerated at Article 0703 Para 1 above, is to be
prepared.

(b) MCC is to maintain the record of such individuals and monitor the
requirement of revalidation/ revocation. The trade proficiency card is to
indicate whether the individual has worked as a supervisor on the aircraft/
equip/ system and the duration for his future utilisation as supervisor.

3. Revocation of Certification as a Supervisor. The certification to perform the

duties of supervisor can continue subject to the following conditions: -

(a) One year has not elapsed since its issue.

(b) The individual has not been posted out of the jurisdiction of
Station/Wing/FBSU.

(c) The individual has not been involved in acts that may affect his
character and professional reputation adversely in the capacity of a
supervisor.

(d) The individual is not on leave pending retirement/ away on a

resettlement course, which would result in his not being available as a
supervisor.

4. Refer TSI Vol-I Leaflet No Tech/ Admin/ 26 further on the subject.

0704: Trade Proficiency Card

1. Trade proficiency record book IAFF (T) 1081 is to be maintained for technical
officer’s upto the rank of Sqn Ldr and for airmen of all technical trades. Proficiency
record book is to be raised in duplicate. One copy is to be maintained at MCC and
the other is to be retained by the individual concerned. Both the copies are to be kept
updated at all times. In the event of posting, the individual’s copy of the proficiency
book is to be carried by the person concerned. The duplicate copy held in MCC is to
be forwarded to the new unit.

2. Refer AFO 532/76 for further details on the subject.

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0705: Aircraft/ Helicopter Cleaning and Washing

1. A dirty aircraft reflects poorly on the attitude and efficiency of the maintenance
personnel. Dirt impairs the mechanical efficiency of working parts of the aircraft. Dirt
on aircraft surface will lead to corrosion. It is, therefore, imperative to keep the
aircraft clean to avoid corrosion.

2. Aircraft Cleaning and Washing.

(a) The cleaning and washing of an aircraft is to be carried out only with
recommended cleaning solvents.

(b) Aircraft washing area is to be open and well ventilated.

(c) Washing is to be carried out with the help of fixed or mobile trolleys/
vehicles mounted with water pump and hoses for pressure cleaning. This is
more important in case of helicopter operating in dust/sand environment.

(d) The procedure and the periodicities should be followed as per relevant
maintenance manuals.

(e) Before commencing the cleaning operation, all panels and covers
should be in place and apertures should be sealed off.

(f) Stronger solvents are to be used for the removal of heavy

contamination caused by exhaust gas deposits and are to be handled with
extreme care by utilizing non-atomizing spray only.

(g) Manufacturer’s instructions are to be strictly followed for aircraft

cleaning and washing.

(h) Anti-corrosion measures required to be adopted are covered in Article

1406.

3. Precautions While Cleaning and Washing. The following precautions are

to be ensured by personnel involved in the cleaning of aircraft:-

(a) Avoid inhalation of fumes emitted by cleaning agents.

(b) Stained clothing is to be cleaned before re-use.

(c) Where protective clothing and goggles are required, apply “barrier”
cream on the hands and forearms before commencement of work, if
necessary.

4. Refer TSI Vol-I Leaflet No Tech/ Serv/ 04 for further details on the subject.

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0706: Aircraft Surface Finish and Painting

1. The primary reason of painting an aircraft is to protect the skin from corrosion.
All aircraft held in the IAF are to be painted every 4 to 4 1/2 years unless authorised
earlier by Air HQs. Painting of aircraft is a third and fourth line activity and is to be
carried out by R&SU/ BRD/ HAL personnel either at repair agency or at site. Only
touching up of aircraft paint is to be undertaken at first and second line level.

2. Painting Scheme. The painting schemes for different type of aircraft are as
given below: -

(a) Fighter Aircraft. All fighter aircraft including trainers are to be painted
in aircraft grey colour (Matt Finish), conforming to IS - 693 as and when they
are due for painting. The shade specifications are stipulated in the ‘Indian
standard colours for ready mixed paints and enamels (fourth revision)-IS
5:1994, published by Bureau of Indian Standards. The entire aircraft including
the under side is to be painted uniformly in the same scheme.

(b) Target Towing Aircraft. The target towing aircraft (BTT) are to be
painted in Orange colour as per the existing pattern. The MiG-27 employed in
this role is to have a 2m broad circular orange band around the fuselage just
ahead of the tail plane. These aircraft are to be repainted uniformly to the
specified aircraft grey colour on issue of APM, prior to their induction for Op
task.

(c) Transport Aircraft. All transport aircraft except those employed for
VIP duties are to be painted in the aircraft grey colour (Matt Finish).

(d) Helicopters. All helicopters are to be painted in the aircraft grey colour
(Matt Finish).

(e) Training Aircraft. Aircraft that have an Op task will be painted in

washable distemper matching the specified aircraft grey colour (Matt Finish)
conforming to shade IS-693 prior to their move to Op location.

3. Painting of Aircraft at Operating Bases. As mentioned earlier painting, of

aircraft is a third and fourth line activity. In case necessity arises to paint aircraft at
operating bases, a full-fledged painting bay is to be established for the purpose. The
following special features and services are to be available in the painting bay. The
layout of a painting hangar is given in article 0518 Annexure XIX.

(a) Special Features. The bay must have fume extraction and ventilation
with flameproof electrical fittings. It is also to have bay for paint handling.

(b) Mechanical Services. The hangar must have centralised compressed

air supply with water traps. The bay should be provided with both vertical and
horizontal spraying equipment.

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(c) Electrical Services. Both 240V 50Hz single phase and 440V 50Hz
three phase supply must be available in the bay.

4. For further details refer TSI Vol-I Leaflet No Tech/ Serv/ 12 and Air HQ letter
No Air HQ/S 37960/29/AD (Cam) dated 06 Jul 2000.

5. Aircraft Markings. Other than IAF insignia (Tri-colour flash & Roundel),
aircraft serial number and safety instructions including aircraft markings, emergency
hatches, no other markings are to be painted on aircraft. The roundels, flashes,
various letters and numerals are to be painted as per size and dimensions given in
Annexure ‘I’. For further details on the subject refer AFO 164/77.

0707: Aircraft Blanking and Covers

1. Aircraft covers are essential for protection against dust, sun, rain, snow, oil
and foreign matter. All covers and blanking are to be installed whenever an aircraft is
on ground. The covers are provided for the following components/areas: -

(a) Canopies and other transparent panels.

(b) Air intake and jet pipe cones.

(c) Aero engines.

(d) Pitot heads and static vents.

(e) Tyres.

(f) Other components like radomes, gun turrets, propellers, etc.

(g) Uninstalled aero engines.

2. Use of Covers & Blanking. Covers and blanking meant for different
components are to be used regularly to protect the system. The following instructions
are to be strictly adhered to: -

(a) Aircraft positioned inside the hangars and not planned to be flown in
the next 10 days, are to be properly covered for protection against dirt, fumes,
bird droppings and rainwater from the leaking hangars.

(b) Engine air intakes and exhaust pipes are to be covered after switching
off the engine.

(c) Canopy hoods and other transparent panels are to be kept covered
when aircraft are parked in open.

(d) Pitot head and static vent blanks are to be used at all times when the
aircraft are on ground.

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(e) Tyre covers are to be fitted on aircraft wheels whenever the aircraft are
picketed to protect them from hydraulic oil and fuel leakage.

3. Precautions in Handling Covers and Blanking. The following precautions

are to be taken while handling covers and blankings: -

(a) Covers are not to be dragged along the transparent canopy surfaces
but are to be lifted up and swiftly moved without causing any scratch marks.

(b) Covers are to be folded, packed and stored away from dusty
environment.

(c) Pitot head covers, static vents, blanks, engine air intake and exhaust
covers are to be attached with red colour steamers to ensure that they catch
attention and are removed before the aircraft is started.

(d) The material to be used for protective covers and steamers is as per
specifications given in AFO 389/76.

(e) Each aircraft must have a complete set of covers and blankings with
aircraft number marked on them.

4. Refer TSI Vol I Leaflet No Tech/ Serv/ 03 on subject article for further details.

0708: Night Servicing Facility

1. Night servicing facility is an important requirement on a flying station. To

enhance operational preparedness of the station, following night servicing facilities
are required: -

(a) Site for Servicing. Night servicing facilities are to be set up in a hard
top/soft top blast pen or hangar.

(b) Night Blinds. Night blinds are to be of thick black cloth without any
gaps. The blinds are to have proper arrangement for rolling and stowage,
when not in use.

(c) Positioning of Aircraft and Ground Equipment. Aircraft are to be

positioned in the centre of the pen, and in case positioned in a hangar, it must
be parked as per the approved layout. Ground equipments are to be neatly
positioned in the pen/ hangar.

(d) Tools and Testers. Tools and testers required for servicing are to be
earmarked well in advance and positioned at the pen/hangar for night
servicing.

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(e) Illumination. It is to be ensured that adequate illumination is available

in the pen/hangar for night servicing of the aircraft. For a typical hard top pen
following provisions are considered necessary for night servicing of the
aircraft:-

(i) Four sodium vapour lamps two on either wall, for general
lighting.
(ii) Four flood lights/ halogen lamps (500W each) two each on
either side of the aircraft mounted at suitable height for working on
fuselage, undercarriage and area under the wing.
(iii) Qty six pedestal lamps with adjustable height and handles.

(f) A minimum of four commander torches are to be readily available at

the work site.

(g) Standby Supply. Two MLTs of 06 KVA capacity each are to be

positioned near the pen/hangar for use as standby, in case provision of
standby power supply does not exist.

(h) Communication. At least one telephone and porto phone each are to
be available in the pen/hangar where night servicing is undertaken.

(j) MT. One MM van/light vehicle is to be provided for night servicing.

(k) Miscellaneous. Provision is to be made for the following:-

(i) Running water and toilet.

(ii) Exhaust ventilation.
(iii) Pedestal fans.
(iv) Fire appliances.
(v) First aid box.

2. Refer instruction on standardization of night servicing facilities issued vide Air

HQ Letter No Air HQ/S 92961/1/MP-IV dated 14 Jun 2000 for further details.

Airframe

0709: Jacking of Aircraft

1. All aircraft jacking operations are to be carried out under supervision. The
supervisor is to ensure that only necessary personnel who are involved with the
operation remain in the immediate vicinity of aircraft. All personnel involved with
jacking operations are to be suitably briefed.

2. The supervisor detailed for aircraft jacking is responsible for:-

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(a) Assessing suitability of aircraft for jacking, ensuring that there is no

shifting of CG due to component removal assessing condition of the jacking
point for safety prior to understanding jacking up operations.

(b) Checking that the panels are properly secured before attempting to
raise the aircraft.

(c) Checking that all cockpit and associated system selector switches are
made safe.

(d) Position the aircraft where it will not cause obstruction, paying special
attention to the required headspace.

(e) Ensure that aircraft jacks are fully serviceable and correctly
located/levelled.

(f) Ensure that the jacks are positioned correctly in relation to aircraft.

(g) Check that the undercarriage is locked down and is in serviceable

condition.

(h) Check that the under surface of the aircraft is clear of obstructions.

(j) Ensure that the jacks are removed from beneath the aircraft as soon as
the weight of the aircraft is off the jacks.

0710: Overheated Brake Units

1. When aircraft are subjected to excessive braking during landing/aborted take-

off, the tyres may catch fire or get overheated. In the event of overheated wheel and
brake assemblies, or wheel/brake fire, any personnel not required for fire fighting are
to vacate the area immediately. The following precautions are to be observed:-

(a) In case fire erupts, it is to be extinguished as soon as possible. If dry

chemical extinguishers are available, the same are to be used. The chemical
may cause corrosion to aluminium alloy structures. Therefore, care is to be
taken to use minimum amount of powder necessary to extinguish the fire.

(b) Personnel are to approach the overheated wheel in the fore or aft
direction only, never in line with axle.

(c) Extreme caution is to be exercised particularly when using cooling type

fire extinguishers (CO2, water, foam) as these may at times cause an
explosion.

(d) After the fire is extinguished, the overheated assemblies are to be

allowed to cool in ambient air for at least 30 minutes. Personnel and other
aircraft should be kept at a safe distance during the cooling period.

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(e) The wheel assembly is then to be washed thoroughly to remove

corrosive effects of fire fighting chemicals.

(f) When brakes have got heated during taxiing, aircraft is to be parked
with the brakes in ‘off’ position. When the temperature of the brake unit has
fallen to ambient level, the parking brakes may be set to ‘on’ position.

(g) Condition of thermal inserts/fusible plugs are to be specifically checked

and action initiated according to specific to type publications.

(h) Compressed air is to be used to cool the wheels after the aircraft is
safely parked.

0711: Precaution while Using Compressed Air

1. All sources of high-pressure air must be fitted with a serviceable relief valve
as a basic safety measure.

2. While using HP air trolley, the regulating valve on the air bottle is to be set to
the maximum pressure required for servicing operation before the charging hose is
connected to the system or component. The valve controlling the flow from rig to the
system is to be opened slowly.

3. When admitting air into closed containers, which have been contaminated by
flammable substances (e.g. u/c shock absorbers, hydraulic accumulators,
pneumatic/hydraulic components etc), care must be taken to ensure that rapid rise in
pressure does not take place.

4. All HP air rigs are to have their operating instructions clearly displayed. The
supervisors are to satisfy themselves that the technicians operating these trolleys
have been instructed and are competent to operate them.

5. Excess moisture in HP air used for charging can cause internal corrosion on
oleo/pneumatic equipment fitted to aircraft. Before commencing any charging
operation, all delivery hoses are to be blown from end to end to eliminate
contamination in the hose.

0712: Precautions while Using Hydraulic Test Bench

1. The following precautions are to be taken when operating the hydraulic test
bench to reduce the risk of fire caused by oil spray from burst or leaking test pipes:-

(a) All adjacent bench lights are to be switched OFF before the hydraulic
pumps are run up, and are to remain OFF until the pumps are shut down.

(b) When components are being subjected to test pressures, the

transparent plastic guard is to be in position.

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(c) Where practicable, arrangements are to be made for switching OFF

power supplies to the bench from outside the compartment.

(d) Only pipes and fittings manufactured to the correct standard are to be
employed on the bench.

(e) Periodic checks and pressure tests are to be carried out on all loose
pipes, fittings and adaptors associated with the bench, especially those ex-
local manufactures.

0713: Maintenance of Canopy and Front/ Side Wind Shields

1. There are numerous occasions when an aircraft is to be parked outside.

Inclement weather and direct sun rays cause damage/ deterioration to certain
sensitive parts like canopy, front and side wind shields. Organic solvents and their
vapours cause crazing/ silvering of canopy. Hence, it is important that canopy
glasses are kept clean and scratch free to ensure proper visibility.

2. The canopy and front/ side windshield are to be protected with covers
whenever aircraft is parked on ground whether inside or outside the hangar.

3. The canopy cover (especially inner layer facing glass) is to be free of dust,
sand, oil and grease.

4. Prior to putting the cover, clean the canopy with dry cotton cloth to remove
dust, moisture etc.

5. All canopy wind shield glass panels are to be cleaned only with authorised
solvent.

6. Use of newspapers or any non-standard material for wiping/ cleaning of

Canopy/ Wind shield is strictly prohibited.

0714: Aircraft Fuel Tank - Safety Precautions

1. Whenever personnel are required to work inside or partially inside an aircraft

fuel tank or tank bay, they are to be dressed in authorised overalls and must use
gloves. Suitable breathing apparatus is to be used as recommended. If, it is
impractical to wear gloves then hands and forearms are to smeared with an
approved barrier cream.

2. Work on aircraft fuel tank is to be carried out under direct supervision. The
supervisor is to ensure that:-

(a) Correct equipment is being used and is serviceable.

(b) Ventilation is adequate.

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(c) Only flameproof lighting must be used.

(d) The work period does not exceed 30 minutes in every hour by the
same operator.

3. Where ATF or AVGAS vapour concentration is sufficiently high to cause eye

irritation, goggles in addition to the mask are to be worn by the personnel working in
or around fuel tanks.

Engine

0715: Maintenance of Endoscopes/ Fibroscopes

1. Ensure only selected personnel, specifically authorised by SEO / Sqn Cdr AC

Tech Sqn, are to handle this equipment.

2. WO I/C Engine trade is to ensure that the equipment is kept in proper custody
and is handled by authorised personnel.

3. It is essential to use the guides provided for endoscope insertion to the LP

and HP stages of the compressor to prevent damage to the compressor.

4. While not in use, the probes and their cables are to be kept in its original
containers.

5. The lens and prism are to be kept covered by the blanking when not in use.

6. The fibres of the fibroscopic tubes get damaged in case they are sharply bent
or carelessly handled. It is, therefore, necessary that the fibroscopic tubes are not
bent sharply.

7. For the purpose of detachment operation the endoscope must be transported

by air.

0716: Refuelling and De-fuelling Precautions

1. Checks on Refuellers.

(a) Check fuel quality control of refueller by drawing samples from drain
points. Check for water content and sediments every morning.

(b) Ensure that the refuelling equipment is serviceable before use.

(c) Ensure that the fire extinguisher bottle (foam) is not life expired.

(d) Management and Health monitoring of filter/coalescer and separator

system of aircraft refuellers should be followed as per the instructions vide Air
HQ / 93184 / MP-IV dated 16 Jun 06.

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(e) Ensure that an appropriate display board as regards the type of fuel is
prominently displayed.

(f) Ensure that the type of additive is also displayed on the refueller.

(g) Deterioration of the epi-coating either at BPI or in Refuellers would lead

to appearance of flakes (white particles) in ATF.

(h) Improper installation of Fuel and Coalescer filters in micronic assembly

of BPI/Refueller can lead to unfiltered fuel or fuel mixed with water coming
post-assembly. So a torque wrench should be used and the nuts should be
tightened to the correct torque.

(j) The nozzles should not be uncovered or an improper cover should not
be used

(k) Manhole cover of the refuellers should be properly sealed. Sealing

rings should not be frayed.

(l) Rubber seals/gaskets of refuellers are to be stored in air conditioned

rooms.

2. Precautions on Tarmac.

(a) Position the refueller at the earmarked place and ensure that it is
always manned.

(b) Ensure marshalling while the refueller is approaching the aircraft.

(c) Ensure that chocks are positioned correctly.

(d) Ensure bonding cable is connected between the following: -

(i) Refueller to ground.

(ii) Refueller to aircraft.
(iii) Aircraft to ground.

(e) Avoid dragging of refueller hose and coupling.

(f) Check for positive locking of pressure coupling locking handle.

(g) Ensure that the CO2 trolley is positioned next to aircraft.

(h) Refuelling/ defuelling operation is strictly prohibited:-

(i) During rainy/ dusty/ stormy weather.

(ii) With engine running.
(iii) Inside the hangar.

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(j) Avoid spillage of fuel.

(k) Refueller speed in operating area is not to exceed: -

(i) 10 kmph during daytime.

(ii) 5 kmph during nighttime.

(l) Ensure documentation after refuelling/ defuelling activity.

0717: Protection of Fuel System from Condensation

1. There is considerable condensation of water inside a partially filled or empty

fuel tank, particularly under conditions of high humidity. Empty fuel tanks, if due
precautions are not taken, are also likely to collect dust. This may subsequently lead
to malfunctioning of the engine. Rapid condensation is liable to take place in fuel
tanks and refuellers.
2. In order to avoid accidents due to condensation, keep tanks in refuelled
condition. Aircraft are not to be left overnight with partially filled tanks. Main fuel
filters are to be checked for water condensation during daily inspection. Refuellers,
tankers and storage installations are to be checked for condensation in accordance
with current procedure.

3. Fuel Tanks Installed on Aircraft. To prevent accumulation of water inside a

fuel tank by condensation, fuel tanks are to be topped up at cease work every day on
completion of flying activity.

4. Uninstalled Fuel Tanks.

(a) Fuel tanks held for fitting are to have all apertures blanked.

(b) Before any fuel tank is fitted to an aircraft, the interior is to be

thoroughly examined to ensure that no dust or water is present.

(c) Before the fuel system is connected, the tank is to be flushed out and
all the filters cleaned.

Instrument

0718: Pitot Head and Static Vent Blanking

1. It is essential that the pitot static system is protected from the ingress of
moisture, dirt and foreign objects.

2. Cover is to be fitted on the pitot head and static vent immediately after flight.

3. These are to be removed only for maintenance operation.

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4. Red warning flag/ Streamers are to be kept clean and secured to the
covers/blanking.

Precautions on Pitot Static System

1. The system is to be checked for serviceability as per the schedule.

2. Pitot static testers are to be used with care. No excessive force is to be used
during connection.

3. Static leak test is to be carried out as per schedule.

4. It is to be ensured that the static holes are clear of insects / dirt / blockage.

5. No adhesive tape is to be used to cover the vents.

0719: Oxygen Charging Precautions

1. While charging oxygen, the pressure is to be released slowly to avoid burst of

hose/ unions.

2. While connecting the hose to the cylinder, the union is to be tightened to avoid
gas leakage.

3. Avoid oil/ grease/ open flames while handling oxygen system.

4. Keep charging equipment clean and free from oil and grease.

5. The controls valves are to be handled gently.

6. Use two spanners while tightening or loosening nuts. Do not use a hammer,
to tighten connections.

7. Charging is not to be carried out inside the hangar or while refuelling is in

progress.

8. No naked light is to be brought in the vicinity.

9. Before connecting the charging hose to the charging point, it is essential to

give a blast of oxygen to clear it of moisture/ dust from the regulator or charging
hose.

10. For initial charging, use the intermediate cylinder first and then the full
cylinder.

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11. Oxygen is not to be charged when the aircraft electrical system is ON or when
arming operation is being carried out. No trolley with engines running is permitted to
be near the area of oxygen charging.

12. For details also refer Articles 1902 and 1906.

0720: Autopilot Safety Precautions

1. Before energising the autopilot, build up pressure in the hydraulic system.

2. When handling the autopilot, ensure that all its units are grounded securely.

3. Do not switch off the autopilot by the Auto Pilot circuit breaker unless the
servo rods and trim motors are in neutral position.

4. Do not use cables with damaged insulation.

Electrical

0721: Precautions for Engine Starting

1. Damage to aircraft and injury to personnel can result due to inadvertent

rotation of engines/ accidental switching on of the engine from the cockpit.

2. All personnel concerned with the servicing of aircraft are to be warned of the
consequent danger to personnel, aircraft and equipment, of such an action.

3. To minimise the hazard associated with starting systems, following

precautions are to be observed:-

(a) Starting fuses are to be removed when the aircraft is undergoing

second line servicing or rectification.

(b) While working in the vicinity of the propeller or other danger areas on
turbo/ piston propeller type aircraft with electric start systems, the battery-
isolating switch is to be in ‘OFF’ position. The starter button guard is in
position. Any person working in the cockpit is to be aware of the dangers
associated with operation of the battery isolation switch.

(c) The starter button of a turbo/ piston propeller type aircraft is not to be
operated inside a hangar, unless the system for turning the engine is
immobilised either by the removal of the fuses or otherwise.

(d) The starter button of an electrically operated helicopter system may

only be operated for cold engine compressor wash or controlled servicing
operations under supervision.

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(e) The starter button of a turbo/ piston propeller type aircraft positioned
outside a hangar is not to be operated until the propeller clearance has been
physically checked and the propeller can rotate without causing injury to the
personnel.

(f) No inhibition/ de-inhibition operation is to be carried out inside the

hangar.

0722: Safety Requirements for Electrical Wiring

1. All cables in an electrical installation are to be of vulcanized rubber or superior

insulation. They are to be taped and braided or protected with braided rubber
compound. There should be minimum joints and they should be mechanically and
electrically sound.

2. All single pole switches are to be fitted on live wire only.

3. Special attention is to be given to plugs, sockets and lamp holders. Plug pins
are to be kept clean and free from oxidation.

4. Earthing is of vital importance for safety from electric shock. It provides

protection by connecting the parts of electrical equipment to earth, which normally
operate without any potential.

5. There are occasions when electrical supply is required with aircraft

components removed. Ensure that in such cases, all live connectors are properly
insulated before supply is switched on.

0723: Maintenance of Aircraft Batteries

1. Detailed instructions on maintenance of aircraft batteries are given in the

manufacture’s publication. Some general points are as follow:-

(a) At Charging Room.

(i) Carry out general inspection of batteries to ensure that they

have not sustained any mechanical damage.
(ii) Only electrolyte specified by manufacturer(s) is to be used.
(iii) Carry out discharge/charge cycle as prescribed by the supplier.
Ensure that the ampere-hour capacity is not less than prescribed value.
(iv) Cool the battery for twenty four hours after it has been fully
charged and before issue to an operating unit.
(v) Ensure minimum insulation resistance as prescribed.

(b) Complete the battery log card/ certificate and issue along with the
battery.

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(c) At DSS/Ops Flight

(i) Keep the batteries in a well-ventilated room.

(ii) Check that electrolyte level does not go down after formative
charge.
(iii) Check battery voltage under ‘no load/load’ condition.

0724: Wire Locking of Vital Electrical Connectors

1. Vital threaded electrical connector/ switches, are to be wire locked and

positively re-secured. Some of the vital systems where wire locking is essential are
given below:-

(a) Flying controls.

(b) Engine controls.

(c) Landing gear.

(d) Fuel system.

(e) Emergency services.

(f) Armament switches.

0725: Handling Damaged/ Deformed Ignition Unit

1. The ignition unit of some aeroengines and other power plants have a small
radioactive element. These radioactive substances emit beta and gamma rays. If
such a unit is cracked, deformed or damaged accidentally, there is a necessity to
handle the unit carefully, observing certain safety precautions and protective
measures.

2. Routine Handling of Ignition Unit. During engine change, rectification or

cannibalisation of the ignition unit, following steps are to be taken: -

(a) All ignition units are to be annotated with the marking “Do not touch if
damaged/ deformed”.

(b) Special care is to be taken to avoid accidental dropping/ damage to the

unit during fitment/ removal.

(c) No rectification is permitted on the ignition unit and the integrity of the
housing unit must be maintained at all times. No attempt is to be made to
uncover the unit.

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3. Precautions during Handling Damaged/ Deformed Ignition Unit: -

(a) Technicians recovering/ handling damaged ignition unit are to wear

protective rubber gloves.

(b) In case of presence of glass fragments on/around the ignition unit,

glass fragments are to be collected by means of forcep by a technician
wearing gloves.

(c) The unit is then to be placed in its collection container marked with
radiation hazard symbol on top.

(d) The container is to be taken to a safe place and the unit extracted for
burying. The place selected is to be secluded. The unit is to be buried at least
to a depth of one meter. Care is to be taken to minimise its accidental
unearthing subsequently.

(e) If the unit is to be preserved for a certain period for any reason, the
container is to be stored in a locally fabricated/available lead container. The
lead container is to be annotated with radiation hazard symbol and kept in
safe custody in a separate room.

(f) In case the ignition unit is required for analysis and needs to be
subjected to extensive handling, NBC Cell at Air HQ (VB) is to be approached
for establishing radiation levels on the unit, prior to undertaking such tasks.

(g) Personnel handling the unit must wash their hands with soap
immediately afterwards.

(h) In case of any doubts, NBC cell under Directorate of Offensive

Operation, Air HQ (VB) is to be contacted for further instructions.

Radio and Radar

0726: Precautions while Testing Radio and Radar Systems

1. No transmitter is to be operated inside a hangar.

2. Personnel working nearby are to be warned that the transmitter is being

operated and that they are not to approach the general area until the test is
complete.

3. Radar transmissions are to be limited to the minimum required period of time.

4. Simultaneous transmissions from two or more radar sets are to be avoided

whenever possible.

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5. Radar transmissions are not to be directed towards other aircraft.

6. Whenever possible, radar transmissions are to be limited by the use of

suitable radio absorption material in the form of flat screens or covers for the radome
or antenna. When testing in the open, a flat metal screen as applicable is to be used.

7. No transmissions are to be made from an aircraft within the confines of a

hangar, except when the equipment is fitted with an artificial antenna load.

8. The area around the aircraft concerned is to be kept clear of materials such
as metal scraps, oily rags and steel wool.

9. No person is to be allowed closer than the specified distance in front of the

energised radar antenna.

10. Rotation or scanning of an energised radar antenna is not to be carried out in

congested areas.

0727: Aircraft Laser Equipment - Safety Precautions

1. The term ‘Laser Equipment’ means any airborne installation or its associated
ground maintenance or test equipment, which is capable of emitting a laser beam. A
variety of aircraft laser equipment are used by the IAF. The energy contained in their
beams varies appreciably and can cause serious eye injuries.

2. Special safety precautions to be under taken while handling laser equipment

are as follows: -

(a) Ensure that safety precautions as prescribed by the manufacturer have

been adhered to before firing the laser.

(b) Ensure that only authorised personnel are present throughout the
duration of the firing.

(c) Ensure that the laser equipment is returned to a safe condition after
firing.

(d) To facilitate proper and speedy recovery from an accident or mishap

which occurs during firing in a maintenance bay, a minimum of two tradesman
are to be present in the protective enclosure area.

(e) All personnel present in the protective enclosure area of a maintenance

bay are to wear protective goggles of the type specified in the equipment
publication concerned, whenever firing of laser equipment takes place. Each
individual is to undertake a pre-use check of his goggles. Those, with
scratches, are to be discarded as unserviceable. Goggles are to be returned
to their protective cases immediately after use.

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Weapon

NOTE: The following Articles have to be read in conjunction with Chapter 11.

0728: Loading/Unloading of Guns - Safety Precautions

1. Ensure that the ammunition is inspected for looseness, freedom from rust and
dirt to avoid jamming.

2. Do not drop or drag ammunition belt on ground to avoid damage/explosion of

the cartridges.

3. Cracked links/ belt shanks are not to be used.

4. Never stand in front of the gun barrel.

5. While loading ammunition belts observe flanking procedure.

6. While unloading, attach the cocking tool and cock the gun with breech block
held in the fully rear position.

7. After loading, do not clear faults using electric supply to avoid accidental firing
of cartridges.

8. Never strike the bottom face of cartridge case to avoid damage to cartridge or
firing of the cartridge.

9. To prevent gun stoppage, ensure ammunition belt is properly gauged and

links are lightly lubricated.

0729: Missile Loading/ Offloading Safety Precautions

1. Ensure only special trolleys are used to deliver missiles/ rockets to the
aircraft.

2. Ensure that the Missiles/ Rockets are clean from grease and impurities before
loading on the launcher.

3. Ensure that the pins and contacts of plugs are not damaged.

4. Ascertain the serviceability of voltage surge protection system.

5. While suspending launching devices, never lift these by stabilizer wings.

6. Ensure driving pins and plugs are tightly fixed in their places.

7. After loading the missile/ rocket, ensure the shackle is closed.

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8. To avoid jettisoning of a launcher on ground, before circuit check is carried

out, ensure that the squib-operated mechanism of the rack is unloaded.

9. Ensure proper tightening by torque wrench and check for audible click sound,
for reliable suspension of launcher.

10. Do not insert shackle-opening wrench into the launcher hole until the locking
mechanism is armed to avoid deformation of secondary locking lever while
cocking/release of launcher shackle.

11. The launchers are to be covered, if an aircraft is parked outside the hangar.

12. Never stand against the pneumatic connector of the launcher while checking
the nitrogen supply system.

13. Always stand on the side of a launcher when screwing/ unscrewing the
nitrogen bottle from the electric valve of the launcher.

0730: Rockets/ Rocket Pods - Safety Precautions

1. Ensure rocket tubes and pods are free from damage.

2. Check rocket pods for security of attachment.

3. Secure spring-loaded plunger of the rear-retaining rack properly.

4. To avoid accidental firing of rockets (after ensuring all armament CBs and
switches are in ‘OFF’ position), check for presence of rockets in the tubes and
unload rockets from the pod.

5. If any misfired rocket is present, no activity by any other tradesmen is to

carried out till the rocket is unloaded.

6. To avoid damage to the electrical plugs, never disconnect by pulling the

electric leads.

7. Rocket leads are to be connected in a rocket pod just prior to seeing off an
aircraft.

0731: Loading of Bombs - Safety Precautions

1. Examine the bombs for cracks, dents or other damages.

2. During loading and unloading, do not drop and turn over boxes with charges.

3. Before fusing the bomb, ensure that the fuse is of the correct type and is set
for appropriate time delay.

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4. While off loading a bomb from the rack, remove safety pin from rack shackle
hole marked “KINEMATIC LOCKING”, only after the bomb load is taken up by the
hydraulic hoisting trolley/winch system.

5. Do not keep bombs under leads carrying electrical mains.

6. Never roll bombs onto the ground or concrete platforms.

7. Never stay under bombs while suspending or off-loading them.

0732: PILOT TRS

1. The pilot TRS is applicable on the following occasions:-

(a) When the aircraft diverts to another base due to bad weather conditions,
runway blockage/any other unforeseen reasons.
(b) When the aircraft lands for refuelling halt during ferry.
(c) During operations, when the aircraft diverts as a pre-planned exercise.
2. On all the above occasions, the sortie is considered as an extended sortie of
the previous one. However only one sortie can be flown after PTRS. Thereafter
TRS is to be carried out by trained technicians.

3. The pilot is to ensure the following:-

(a) No technician is allowed to enter into the cockpit and all checks in the
cockpit are to be carried out personally by him, as no ground safety pins are
installed on the ejection seat.
(b) Pilot has been certified fit for carrying out Pilot TRS by CEO/
competent authority.
(c) Pilot has not experienced any snag during the sortie.
(d) No aircraft component is falling due for change during extended sortie
duration.
(e) No abnormal consumption of oxygen, nitrogen, hydraulic oil, engine oil
and AC. generator drive system oil has taken place.
4. If any aircraft emergency switch/lever was operated during flying, then PTRS
is not to be under taken.

5. Activities listed in the Pilot TRS schedule are to be carried out in addition to
EXTERNAL, PRE FLIGHT and COCKPIT CHECKS listed in Flight Reference Card.
Few activities common to TRS and pilot's External Checks are omitted in pilot TRS
to avoid duplication of work by the same pilot.

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6. Documentation of Servicing and replenishment activities are to be entered

and signed for in Travelling Copy of F-700 or loose sheets issued by MCC at
diverted base (One copy to be retained by MCC at diverted base and other to be
brought back by the pilot) as follows:-

(a) Fuel Replenishment. Entry for fuel put in and total fuel in the aircraft
are to be entered in Section 9 (Replenishment Certificate).

(b) TRS Certificate. The completion of PTRS checks is to be entered in

Section 10 (Flight Servicing and Fitness for Flight Certificate) with annotation
of PTRS and date at the top and signed for at the bottom.

7. Some of the general points to be noted by the Pilot are: -

(a) Park the aircraft after taxying in a direction that will facilitate start and
taxying out directly. (This is to avoid ground handling by untrained out
station ground crew).

(b) If carrying live armament stores then park the aircraft in safe direction
preferably near the ORP pen (as per local instructions).

(c) Before entering into the cockpit, ensure canopy outer handle is flush
with surface.

(d) Ensure availability of four 500 Watt lights on both (port & stbd) side for
adequate visibility while carrying out TRS in night.

8. Assess the requirement of replenishment and project it to OPS room /

ground crew receiving the aircraft like:-

(a) Fuel.
(b) Nitrogen
(c) Oxygen
(d) Power source (GPU).
(e) ASVs/Tools/Consumables required for carrying out PTRS.
(f) Air charging facility with suitable adaptors.

9. Ensure that ASVs are positioned at safe distance from aircraft.

10. During external checks, check for:-

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(a) Any signs of bird hit.

(b) Any external damage to aircraft during flying/landing.
(c) Any signs of fuel or oil leak.
(d) Missing screws/missing rivets/opened fastener.
(e) Ensure all access door panel locks for reliable locking and intactness of
all blankings.
(f) Ensure all drain holes are clear.
(g) Ensure that there is no damage to all antennas.

11. All diversionary airfields are to provide ground crew competent to perform the
following activities:-
(a) For checking engine run down time.
(b) To operate air/nitrogen/oxygen cylinder trolley.
(c) To operate refueller.
(d) To replenish hydraulic oil/engine oil.
(e) To pack and fit the brake parachute.

12. CHECKS BEFORE START UP

(a) Brief the See-off Crew on the various checks to be carried out with
engine running (control surface movements, fuel/oil leak etc. as per See-off
drill).
(b) Carry out the FOD check in front of the aircraft with the help of
technicians.
(c) Remove the ejection seat pins and safety pins for external loads. Refit
the safety plug of the fuselage gun.
(d) Do not start the aircraft unless the ladder is removed and canopy is
closed.
(e) Work out a communication method with Seeing-off Crew to give
indication, if no intercom facility is available.

(f) Brief the Take-off Inspectors regarding the checks to be carried out and
the method of communication.

13. In addition to above checks, all the checks under Pilot TRS, External and
Prior-to-Start up listed in Flight Reference Card are to be carried out. TRS is to be
signed by the Pilot.

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ANNEXURE ‘I’ (Article 0706: Para 5)

DIMENSIONS AND SIZES OF ROUNDELS,

FLASH, LETTERS AND NUMERALS

Size Roundel Flash Letters & Numerals

Dia of Dia of Dia of Width Width Width
Saffron white green of of of Height Height Width Thick
circle circle circle Saffron White green of ness
band band band strip strip strip flash
Large 1200 800 400 340 230 340 610 1219 762 152
Medium 840 560 280 230 150 230 310 914 559 102
Small 450 300 150 150 100 150 310 610 381 76

*NOTE. (i) All Dimensions in mm

(ii) Dia of outer circle of each colour shown
(iii) For detailed dimensional drawings refer AFO 164/77

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CHAPTER - 8
AIRCRAFT MAINTENANCE MANAGEMENT

Article

0801: General
0802: Security of Aircraft/ Aeroengine
0803: Storage of Aircraft
0804: Flight Testing of Aircraft
0805: Serious and Repetitive Snags
0806: Reporting and Recording of Defect
0807: Cannibalisation of Components
0808: Retrieval of Prolonged AOG Aircraft
0809: Exploitation of Aircraft by Anticipation/ Extension
0810: Servicing of Aircraft by Civilians in IAF
0811: Servicing of Aircraft during Cross Country Flights
0812: Utilisation of Services of Specialists from OEM
0813: Aircraft Flying and Maintenance Planning
0814: Transfer of Aircraft- HAL
0815: Transfer of Aircraft- BRD/ Storage Unit
0816: Transfer of Aircraft between Wings and Units
0817: Request for Allotment of Aircraft/ Aeroengine
0818: Aircraft Struck by Lightning
0819: Modification
0820: Concession
0821: Innovation/ Improvisation of Air Force Equipment
0822: Indigenisation
0823: Aircraft Accidents and Incidents
0824: Categories of Aircraft Damage
0825: Repair & Salvage Units
0826: Salvage of Damaged/ Crashed Aircraft
0827: Technical Investigation
0828: Safety Rules/ Precautions
0829: Duty Crew Section
0830: Avionics Modification Unit

Annexure

I : Investigation Proforma
II : Cannibalisation Proforma
III : Monthly Cannibalisation Return
IV : Aircraft Stagger Plan
V : Classification of Modifications
VI : Category of Aircraft Accidents

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VII : Classification of Aircraft Accidents

VIII : Technical Data of Aircraft
IX : Display of Information in Duty Crew Section

0801: General

1. General and specific to trade precautions and practices recommended to be

followed while servicing of aircraft are covered in Chapters 3 and 7. There are other
issues related to general policies and procedures for management and maintenance
of aircraft at a base. This chapter covers topics such as life extension, storage
servicing and guidelines to improve reliability and availability, for optimum
exploitation of aircraft.

0802: Security of Aircraft/ Aeroengine

1. Aircraft/ aeroengine and its aggregates are costly assets and any lapse on
security would result in non-availability of aircraft, aeroengine besides financial loss.
The instructions stated below are applicable to the security of aircraft, aeroengine
and their aggregates.

2. To avoid tampering/ damage from external agencies, security is to be

tightened according to prevailing local conditions.

3. Only authorised aircrew and technicians are to have access to the working
area.

4. All jobs undertaken on aircraft / aeroengines should involve two or more

personnel and should be directly supervised by a Senior N C O (or their civilian
equivalents in case of HAL).

5. In case of special missions and high security risk situations, the canopy and
all the hatches and panels are to be sealed by a tape bearing the signature of the
individual after carrying out the servicing. Sealing/ locking of hangar doors is to be
ensured.

6. Special attention is to be given to aircraft and aeroengines under storage.

7. Entry and exit to the work area is to be monitored. An outsider irrespective of

rank and status is not to be allowed to approach the work area unless duly
authorised and escorted.

8. Suspect behaviour and/ or intention of an individual is to be brought to the

notice of the superior authorities and appropriate action initiated.

9. For further details refer TSI Vol-I Section B Leaflet No Tech/ Admin/ 01.

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0803: Storage of Aircraft

1. Aircraft are kept under storage at BRDs/ Units as war reserves, awaiting ferry
in/ out or put out of action for operational reasons. Such aircraft are to be
periodically checked for completeness and serviceability.

2. Aircraft Storage Servicing is to be carried out according to the servicing

schedules and periodicity defined (15 days, 30 days, 3 months, 6 months etc.), as
amended with instructions on the subject applicable for the type of aircraft.

3. Aircraft allotted for storage/ waiting induction for servicing are to be

preserved for a period of 6 months.

4. An aircraft under storage is to be flight-tested at the end of every 6 months

period. Snags if any are to be rectified and only then are the aircraft declared
serviceable. On allotment out, such aircraft are to be again air tested irrespective of
the last air test for airworthiness certification.

5. For further details refer TSI Vol-I Section B Leaflet No Tech/ Admin/ 07.

0804: Flight Testing of Aircraft

1. The purpose of flight-testing of aircraft is to confirm the serviceability of all

the systems on board with desired level of performance over the pre-determined
flight envelope.

2. Flight testing of aircraft is to be undertaken on following occasions:-

(a) Prior to and after periodical servicing in Tech Sqn.

(b) Prior to and after major servicing.

(c) After erection in the case of new aircraft/aircraft overhauled abroad.

(d) Whenever flying / engine controls have either disturbed or adjusted.

(e) In case of Progressive Servicing System; after completion of servicing

operations in any flying hour group affecting flying controls/engine
controls/performance of the aircraft as a whole.

(f) After incorporation of repairs/modifications that are likely to affect the flying
characteristics of the aircraft.

(g) After replacement/installation of major components directly affecting the

flying characteristics and safety of the aircraft.

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(h) On an aircraft which has been on ground for more than specified period
as spelt out in respective TSI Vol-II or manufacturer documents of the
respective fleet.

(j) After any other snag rectification, effectiveness of this cannot be

ascertained by checks on the ground.

(k) Component change/ rectification/ adjustments of the undercarriage

system.

(l) Before undertaking the ferry to/ from repair agency /depot/storage.

(m) Whenever a competent Officer/SNCO recommends an air test.

3. Documentation related to flight test and rectification thereon if any, are to be

satisfactorily completed before clearance of the aircraft is accorded for normal
flying.

4. For further details refer TSI Vol-I Section B Leaflet No Tech/ Admin/ 09.

0805: Serious and Repetitive Snags

1. During exploitation of aircraft, unserviceability may arise due to malfunction/

failure of components, circuitry, structural parts, etc. It is important that snag
rectification/ repair are undertaken at the earliest and aircraft made available for
operations.

2. A snag or defect is considered serious if it:-

(a) Affects flight safety.

(b) Is a threat to airworthiness.

(c) Is dangerous for the safety of the personnel.

Serious and repetitive snags need special attention as they have long-term
ramifications on flight and maintenance safety. A few examples of serious snags
are those appearing in flying/ engine controls, undercarriage system, engine over
heating, autopilot snags affecting aircraft behaviour and armament release circuitry.

3. Snag rectification is incomplete if the snag is not correctly reported/ recorded

with relevant details, diagnosed correctly, likely cause identified and rectified with
quality standards.

4. The tendency of clearing a snag by stating “checked and found serviceable”

must be curbed. Specific activities carried out in rectification of the snag are to be
reflected in F 700.

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5. Rectification of a snag must follow a logical sequence of analysis and

conformance to laid down parameters during post-rectification checks.

6. Engineering Officer is to countersign clearance of serious snags with the

consultation of Chief Engineering Officer.

7. Repetitive snags are to be mentioned in the Pink Sheet provided for the
purpose in F-700. The data in the sheets is to be carried forward while opening a
new F-700 for aircrew to know the history of the aircraft on repetitive snags.

8. A snag appearing the second time on the same aircraft needs more careful
examination of the earlier work carried out, systematic analysis leading to the root
cause of the snag and subsequent rectification. A proper record is to be maintained
of the methodology followed. The Engineering Officer shall clear such a snag.

9. If the snag appears the third time, only Chief Engineering Officer shall
clear the snag. An investigation as per the proforma placed at Annexure ‘I’ is to be
duly filled and forwarded to the controlling command, Air HQ weapon cell,
Directorate of Flight Safety, respective BRD/ HAL division as applicable and wings
operating the same fleet for their information.

10. Serious snags warrant employment of skilled workers with experience and
adequate supervision. Inexperienced/ relatively less skilled technicians are to be
associated as observers during the rectification for the purpose of building up of
expertise.

11. All serious/ repetitive snags must be monitored, recorded and periodically
discussed on Continuity Training Days with reference to the technical publications
for the awareness of technical personnel.

12. For further details refer TSI Vol-I Leaflet No Tech/ Admin/ 19 (Issue 1).

0806: Reporting and Recording of a Defect

1. A defect on airborne equipment is undesirable, as it affects the performance

of the aircraft. Any defect is to be treated as a hazard to flight and maintenance
safety and needs to be eliminated.
2. A defect can occur due to reasons such as weakness in design, material
failure, exceeding design limits, corrosion, wear and deterioration, inadequate
instructions, servicing or handling error and improper storage conditions.

3. The purpose of defect reporting and recording is to ensure that the defect
does not go un-noticed and is eliminated by incorporating suitable modification/
change of maintenance practices. It also helps in analysis for reliability and
maintainability and calculation of Mean Time between Failure (MTBF) and Average
Service Life of the component. IAFF (T) - 1022 is raised for serious defects and
failures. For other defects and failures, a Premature Withdrawal Report (PWR) is

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raised. IAFF (T) - 1022 X is raised for defects concerning explosives. Defects on
indigenous items are reported on IAFF (T) - 1022 V while defect on flying clothing is
reported on IAFF (T) - 1022 F.

4. A serious defect is to be reported by signal as per Appendix A of AFO 07/ 99.

5. No cannibalisation of component/ item is permitted from defective

assemblies.

6. Serious Defects Register. All defects and failures reported on IAFF (T) –
1022 are to be recorded in a register and on computer. These records are to be
maintained at the MCC, except in case of flying clothing where records are to be
maintained at Station Logistic Station. Registration numbers are to be given on a
yearly basis starting from 01 January. Following information is to be recorded:

(a) DR Registration No

(b) Nomenclature of Component

(c) Sec/ Ref ……………… Pt No ………………..

(d) Aircraft No

(e) Aeroengine No

(f) TBO: Life since New: Life since last OH:

(g) Nature of Defect

(h) Date DR raised

(j) Despatch Details (giving EX/ IV No, unit to which despatched and
name of DI agency).

(k) Case Markings

(l) Mode of transportation

(m) Date component despatched

(n) Defect Investigation Report (DIR) No (on receipt)

(o) Recommendation of DI agency

(p) Follow up action taken by the unit

7. Premature Withdrawal Register. All premature failures reported on PWR

are to be recorded in a register as well as on the computer. Separate registration
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numbers are to be given on a yearly basis starting from 01 January. Format of the
Register is to be as follows:

(a) PW Registration No:

(b) Date of raising:

(c) Sec/ Ref No: Part No:

(d) Nomenclature:

(e) Component Sl No:

(g) Aeroengine No:

(h) TBO: Life since New: Life since last OH:

(j) Nature of Defect:

(k) Reference to previous DR/ PWR if any:

8. Serious Defect Register and Premature Withdrawal Register are to be

updated regularly.

9. All defects are to be discussed during briefing on continuity training days for
awareness of all personnel.

10. For details, refer AFO 7/99 and TSI Vol-I Section B Leaflet No Tech/ Admin/
04.

0807: Cannibalisation of Components

1. Cannibalisation is depriving an aircraft of its assemblies/ components for the
purpose of bringing up another aircraft/ its systems from the state of
unserviceability/ incompleteness.

2. Cannibalisation of components results in a mismatch/ fine-tuning of the

system while bringing up the cannibalised/ aircraft to a state of completeness and
serviceability. It is an undesirable trend and must be avoided to the extent
possible.

3. Cannibalisation is permitted on selective basis with due authority.

Cannibalisation is to be resorted to, to meet an operational requirement/ to arrest a
sudden rise in unserviceability and in case of non-availability of spares.

4. Only Chief Engineering Officer of the base is authorised to permit

cannibalisation. For cannibalisation from an aircraft on ground for more than six
months, respective command HQ is to be approached for sanction.

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5. No component is to be removed from equipment that is inhibited or being

despatched for defect investigation. In case of cat ‘D’ assemblies being despatched
for overhaul, serviceable components may be removed by replacing them with
unserviceable components thus making the assembly complete. Annotation to that
effect is to be made in the certificate/ log book of the assembly/ component.

6. Component for cannibalisation is to be decided based on residual life and

status of aircraft from where component is being removed.

7. A proforma as per Annexure II is to be raised on cannibalisation.

Unserviceable component is to be returned as Cat ‘D’ to FSS and AOG raised.

8. If it is not possible to return the Cat ‘D’ due to maintenance safety, a

certificate to this effect is to be given by SEO/Sqn Cdr (AC Tech Sqn).

9. A monthly cannibalisation return as per the format given in Annexure III is to

be submitted to Command Headquarters.

10. For further details refer TSI Vol-I Section B Leaflet No Tech/ Admin/ 05.

0808: Retrieval of Prolonged AOG Aircraft

1. Aircraft on Ground (AOG). An aircraft is put on AOG due to non-availability

of major equipment like aeroengine, cannibalisation of components to service other
aircraft, delay in rectification due to complex nature of unserviceability or non-
availability of spares, cat B/ AC repairs etc. Due to non-availability of spares, more
and more components are removed from AOG aircraft for cannibalisation. It is
important to retrieve such aircraft at the earliest to avoid increase in unserviceability
in systems due to prolonged non-use.

2. Cannibalisation from AOG Aircraft. No Cannibalisation is permitted from

aircraft which is on ground for a period more than six months. A plan for build up of
such aircraft is to be prepared and conscientious efforts made to complete servicing
with the following actions:-
(a) No item received against an AOG demand of such aircraft shall be
used on other aircraft.

(b) Storage servicing, in addition to additional servicing as per schedules

is to be carried out on such aircraft to the extent possible.

(c) Record of removal/ fitment of components and servicing are to be

maintained.

3. Precautions during Retrieval of AOG Aircraft.

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(a) Limitations and Caution Boards for precautions such as ‘not to put on
Power Supply’ or ‘not to apply Hydraulic Pressure’ are to be boldly displayed
to warn personnel.

(b) Where built in safety systems of aircraft are not available, the
personnel working on such aircraft are to be aware of alternate safety
measures and methods are to be followed.

4. For further details refer TSI Vol-I Section B Leaflet No Tech/ Admin/ 06.

0809: Exploitation of Aircraft by Anticipation/ Extension

1. Preventive maintenance on aircraft warrants servicing based on a

combination of one or more of calendar life, operating hours and landings. The
maintenance philosophy of each aircraft is reflected in the servicing schedules and
log books/ component certificates of each type of aircraft. Also, major assemblies
like aeroengine and other aggregates/ components have been assigned a definite
life after which an overhaul is necessary.

2. Periodicity of servicing is prescribed in the relevant aircraft servicing

schedules. Periodicity of aircraft Major Servicing / Medium Repair and
aeroengine/components overhauls is generally called Time between Overhauls
(TBO). Though the relevant servicing need to be undertaken at the prescribed
intervals, it may at times become necessary to deviate from the same due to
operational or other commitments. In some cases, extension/anticipation of servicing
cycle of aircraft and lifed components becomes necessary so as to replace the out-
of-phase lifed components along with scheduled second line servicing and thus
minimize down time of the aircraft. In some cases, extensions/anticipations to laid
down schedule servicing are given in the relevant Manufacturers' Servicing
Schedules and the same are to be followed. Where such authorisations do not exist
in the relevant publications, extension / anticipation of servicing cycle as given in
TSI/Admin/03 may be granted. Aircraft are to be inducted for servicing, as far as
possible, at pre-determined intervals as defined in the schedule. However, due to
operational and maintenance planning and constraints, anticipation/ extension of
servicing may be resorted to as follows:-

(a) No extension is permitted on Daily Inspection, i.e., First Flight, Turn

Round and Last Flight servicing.

(b) 10% extension subject to a maximum of 10 hrs for fighters and single
engine helicopters or 20 hours for transport and twin engine helicopters is
permitted on second line servicing periodicity.

(c) As a rule for aircraft/helicopter/aeroengines, no life extension on TBO

is advisable. However, for life extension on TBO, Air HQ Weapon cell is to
be approached through respective controlling commands.

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(d) In case of aircraft components, 10% extension of TBO limited to a

maximum of 100 hrs may be given.

(e) In respect of TBO or second line scheduled servicing on calendar

basis, an extension of maximum of 10% of applicable periodicity (subject to a
maximum of six months) can be granted for aircraft/aeroengines/components.

(f) For components whose life is based on landings, 5% extension, limited

to a maximum of 50 landings is permitted.

(g) Policy for extension on cartridges and explosive devices is stipulated

in TSI Vol-V.

(h) Before grant of extension, Chief Engineering Officer is to satisfy

himself about the health of the aircraft and on-board systems. He is to
authorise the extension after due consideration to flight and maintenance
safety of the aircraft.

3. The extension policy to be followed in Emergent Conditions is given in TSI

Vol-I Section B Leaflet No Tech/ Admin/ 03.

0810: Servicing of Aircraft by Civilians in IAF

1. There are some units where first/ second line servicing is carried out by
civilian firms/ organisations. The contract lays down the responsibility of IAF and
the civilian firms.

2. Documentation of servicing on such aircraft is to be carried out as per IAF

regulations.

3. Servicing and maintenance forms, publications, technical instructions as

applicable to IAF are to be complied with.

4. Responsibilities of Contractor’s Chief Representative. He is to ensure

that:-
(a) Contractual obligations are discharged strictly on the lines indicated in
the servicing manuals. Deviations will be accommodated only on a written
request from the Station Commander, the Squadron Commander, or the Chief
Engineering Officer. The deviations are to be referred by him to his
management for approval.

(b) All personnel under him are familiar with the correct servicing
procedures and practices as laid down by the IAF.

(c) Correct IAF technical practices are followed during maintenance

activities.

(d) Only such personnel will sign the IAFF (T) 700 who have, in his
opinion, the requisite experience and qualifications.
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(e) All deviations from standard technical practices where necessary, are
done with the specific approval from the Chief Engineering Officer in writing.

(f) The procedure for supply of spares from the Contractor’s stocks, if
applicable, is strictly followed and ensure that the withdrawal, issue and
consumption is certified by the Chief Engineering Officer or his delegated
representative.

(g) Strict economy is exercised in the consumption of spares.

(h) Various labour enactments, rules or laws pertaining to operation of

factories are adhered to by his personnel.

(j) Factory rules and regulations for the employees are observed.

(k) Personnel employed by him are aware of local orders covering

security, fire and discipline.

(l) Local technical labour, if and when recruited by him, has the approval
of the Chief Engineering Officer as far as their employment on servicing IAF
aircraft is concerned. This does not apply to personnel who are recruited
through the firm’s normal employment channels.

5. Responsibilities of the Chief Engineering Officer.

(a) Correct technical information in conformity with IAF instructions is

made available to the Contractor’s representative at the unit.

(b) Provide up-to-date information as regards to general IAF procedures

to the Contractor’s representative.

(c) To provide current information regarding APs, Mods, STIs and SIs
together with kits for incorporation on affected aircraft. Whenever the
responsibility for supplying modification kits lies with the Contractor, he is to
request for incorporation of the modification in writing, giving cross-reference
to the appropriate technical instruction issued by the IAF and also approval of
the modification by the IAF. He will also arrange to provide the necessary
RMS order through respective Command HQ/ weapon cell at Air HQ covering
each specific transaction, if the modification falls beyond the scope of second
line servicing.

(d) Acceptance checks on aircraft after inspections are carried out by

competent Specialist Officers/ airmen of IAF where the Contractor is
responsible for second line servicing only.

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(e) Initiate defect reports in coordination with the Contractor’s

representative.

(f) Adequate ground safety and other special equipment are provided by
IAF.

(g) All contracts with the Contractor’s servicing unit are through the
Contractor’s representative.

(h) As far as possible the flying activities are staggered so as to enable

the Contractor’s working party to balance the workload on servicing of
aircraft.

(j) Advise the Contractor’s representative from time to time and

sufficiently in advance any variation in task to enable the Contractor to
adequately plan for such revised commitments.

(k) All documentation on IAF servicing forms is carried out by IAF

personnel according to IAF regulations.

(l) All consumption of spares and its accounting are certified on the
Contractor’s vouchers in units where Contractor is responsible for supply of
spares and other materials.
(m) Any problem which will form the basis of disagreement between him
and the Contractor’s representative is referred to the AOC/ Station
Commander for his advice. The cases for which an agreed solution cannot
be found are to be referred by the representative to his management with the
knowledge of the AOC/ Station Commander. If the management also fails to
solve the problem it is to be referred to Command Headquarters and Air HQ
through normal channels.

(n) Any spares and equipment supplied by the IAF for the maintenance of
aircraft are demanded, returned and accounted for in accordance with the
laid down procedures in the IAF.

(o) All spares returned to the Logistics Section are categorised by the
CEO or his authorised representative.

6. For further details TSI Vol –I Sec B leaflet no. Tech/Admin/24 refers.

0811: Servicing of Aircraft during Cross Country Flights

1. There are occasions when cross-country flights of aircraft are executed

wherein the aircraft may have to land at a base where type qualified personnel are
not available. This situation may arise in case of diversion of aircraft due to bad
weather at parent base.

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2. In case of planned detachment/ Squadron movement, a staging party with

requisite TTGE and spares/ consumables is to be positioned by the parent
squadron.

3. In case of cross-country flights, the aircrew (if authorised), is to sign the FFS/
TRS/ LFS as applicable. In case the aircrew is not authorised, then only type
qualified and currently employed on type maintenance personnel are to be detailed
to carry out the servicing.

4. All servicing activities are to be carried out as per the schedule, unless
exempted by CEO due to operational and/ or maintenance requirement.
5. Composition of maintenance personnel accompanying transport aircraft/
helicopters is decided by local maintenance staff in consultation with ops staff.

6. For further details refer TSI Vol I section B Leaflet no Tech/ Admin/ 11 refers.

0812: Utilisation of Services of Specialists from OEM

1. Services of specialists from OEM are to be utilised for the purpose of

technology transfer and information exchange on IAF equipment.

2. Earmarked knowledgeable personnel are to interact with the specialists with

an aim to gather useful information for improvement in the quality of work.

3. All administrative aspects such as security clearance, movement of

specialists from one base to another etc. will be controlled by the respective weapon
cell at Air HQ and Directorate of Intelligence.

4. It is imperative that contractual obligations and terms set by Air HQ on

facilities to be provided to the specialists are met so as to ensure that the services
of the specialists are utilised fruitfully.

5. For further details refer TSI Vol-I Section B Leaflet No Tech/ Admin/ 25.

0813: Aircraft Flying and Maintenance Planning

1. Maintenance infrastructure set up at a flying station is meant to support flying

and generate aircraft hours by way of completion of inspections. These are to be
carried out as per pre-planned schedule in the given time frame and with the defined
gang size/ manpower to ensure flight/ maintenance safety.

2. If the planning of flying effort is systematically and realistically carried out,

scheduled and unscheduled arising in aircraft servicing can be met by the available
maintenance resources at the station without stretching them beyond limit. It also
helps in forward planning for exercises and detachment operations ensuring
availability of adequate number of aircraft.

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3. Based on the aircraft/ aeroengine status of the fleet at the base and known
constraints, aircraft-wise hours are to be allotted for the month with projected
utilisation for the next two months along with planned servicing effort.

4. Depending upon the rise in unserviceability and unforeseen circumstances,

the flying task may be regulated so as to ensure that maintenance safety is not
jeopardised and personnel not unduly stressed.

5. Planned flying and maintenance conference is to be conducted in the last

week of each month for the forthcoming quarter under the chairmanship of AOC/ Stn
Cdr.

6. O i/c MCC is to conduct the meeting on the basis of available resources and
known constraints.

7. Stagger plan for aircraft must be drawn to ensure smooth induction of aircraft
for servicing and maintaining desired availability of aircraft over the year.

8. Minor deviations in the stagger plan may be accepted based on the

requirement of flying and maintenance to avoid aircraft awaiting inspection, with
mutual discussions at the level of COO, CEO and CO.

9. Major deviations under unavoidable circumstances are to be resolved at the

level of AOC/ Stn Cdr, keeping command HQ appraised.

10. Brief explanation on aircraft stagger graph is placed at Annexure ‘IV’.

11. For further details refer TSI Vol-I Section B Leaflet No Tech/ Admin/ 20.

0814: Transfer of Aircraft- HAL

1. Aircraft are transferred from Squadron to Wing strength and vice-versa.

Aircraft are also ferried in/ out from/ to HAL and BRD.

2. The aircraft is to be transferred to the IAF units to which allotted as per Para
50 to 54 of Chapter 19, IAP 1501. The following orders and instructions are relevant
in this context:-

(a) AFO 02/06 Special Technical Instructions and Servicing

Instructions.

(b) AFO 05/06 Modification, Classification, Promulgation and

Issue.

(c) TSI Tech/Admin/35 Grant of Concession and Production Permits.

(d) AFO 90/98 Initial Receipt of Aircraft in the IAF.

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3. The despatching units are to ensure that the above orders and instructions as
amended from time to time are complied with and the documentation is updated.
Servicing is to be carried out as per current schedules, manuals and instructions
relevant to specific aircraft.

4. Whenever an aircraft is transferred from HAL to an Air Force unit after

manufacture/ overhaul, it is expected to have been manufactured/ overhauled as per
approved Standard of Preparation (SOP), technology and all documents completed.
It is essential that the consignee unit representative is fully aware of points to be
checked before taking delivery of aircraft.

5. The following documents are to be handed over to the Pilot of the aircraft: -

(a) Travelling Copy of IAFF (T) 700.

(b) One Copy of SACL.

(c) One Copy of SECL.

(d) Certificate from CRI.

(e) Modification status of aircraft.

6. The following documents are to be sent under escort within 48 hours from the
ferry out of the aircraft: -

(a) Aircraft servicing Form IAFF (T) 700.

(b) Log Cards – IAFF (T) 701.

(c) Component certificates.

(d) Tyre/ tube record sheet.

(e) Battery servicing record sheet.

(f) Manufacturer’s Log Books and certification on equipment installed on

the aircraft.

(g) Armament and Signal equipment Servicing Records.

(h) Any other document pertaining to the specific equipment installed on

the aircraft.

7. Action by Receiving Unit on Receipt of Aircraft from M/s HAL. The unit
receiving the aircraft from HAL after repair/ overhaul will take the following action:-

(a) Verify availability of all items listed in SACL, SECL and other
documents

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(b) Carry out LFS.

(c) Visually inspect all systems without disassembly.

(d) Inspect fuel, hydraulic & pneumatic pipes for chaffing, leaks,
clearances and deterioration.

(e) Inspect flying controls and engine control cables for condition and
freedom of movement.

(f) Test bonding of aircraft.

(g) Check documents to establish serviceability, general conditions,

discrepancies in equipment and compliance with Modifications, STI’s and SIs.

(h) Check any particular item that the receiving unit considers necessary
going by its past experience.

8. The above checks are to be carried out expeditiously and any defects or
irregularities observed are to be reported within 20 days of the receipt of the aircraft.
The report will be rendered under the heading,
“Sl.No.............Type................Mk.............". The HAL Division from where the aircraft
was received, the date of receipt and the dates on which the above checks were
carried out are to be indicated in the report.

9. Disposal of the Report. The unit will forward 3 copies of the report to
Parent Command and one copy to CRI, HAL. The Parent Command Headquarters
will forward 2 copies with their remarks to concerned Directorate at Air HQ, for
further action.

10. Rectification of Snags/ Defects In Aircraft. The responsibility for

rectification of snags/ defects noticed during the air test prior to ferrying the aircraft
from HAL will be that of HAL. The aircraft ferried to a unit by the pilot of HAL will be
air tested by the unit after an acceptance check. The major snags/ defects revealed
during such air tests will be rectified by HAL. Taking over of aircraft ferried by the
pilot of civil repair agencies/ manufacturers, will however be done by a Board of
Officers, as stipulated in AFO 90/98.

11. For further details refer TSI Vol I Section B Leaflet no Tech/ Admin/ 14.

12. HAL Warranty Clause. Govt of India letter no. Air HQ/S 95357/ 61/ Fin P/
2004-05/ 2070 /DS/ D (Air-IV) dated 11 Aug 06 gives the Warranty clause with HAL
for supplies/services to Indian Air Force. An SOP has been issued vide Air HQ/
61274/ 65/ LR dated 01 Feb 07 and 15 Feb 07. Warranty is applicable for the
items/eqpt/supplies having a mark or stamp by HAL indicating the Warranty clause
giving relevant details. While the existing incident/accident investigation and
DR/PWR system will continue to be followed, technical defect /failure for items
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under warranty will be reported by base/squadron and handed over to the HAL rep (
or the nearest base where HAL rep is positioned) on warranty claim as per format
given in the SOP.

0815: Transfer of Aircraft- BRD/ Storage Units

1. Refer Para’s 1, 2 and 3 of Article 0814.

2. The Senior Engineering Officer (SEO)/ CEO at a unit and the Chief Quality
Assurance Officer (CQAO) at a storage unit is responsible to maintain the aircraft
allotted out in a good condition until it is ferried out. He will ensure that: -

(a) Action has been taken in accordance with current instructions for
transfer of aircraft.

(b) Complete list of deficiencies is forwarded along with the aircraft.

(c) The snag history of the aircraft including repetitive snags requiring
attention of the repair agency is handed over to the repair agency while
transferring the aircraft, to ensure satisfactory rectification during repair/
overhaul.

3. The SEO/ CEO/ CQAO of the despatching unit is responsible for the
airworthiness of the aircraft which are ferried on transfer and will furnish the
following:-

(a) Certificate of Aircraft Serviceability and Completeness. The

certificate will read thus:-

“Certified that servicing called for by the servicing orders up to and inclusive
of the date of transfer (......) of aircraft Sl.No ...........Type............ Mk ..............
have been carried out and the aircraft is serviceable and fit for ferry. The
aircraft is equipped in accordance with appropriate transfer checklist except
the deficiencies recorded therein. “.

(b) Modification/ STI/ SI Status. The modification/ STI/ SI status will be

as per the instructions of Air HQ (Maintenance cell). The concessions/
production permits (IAFF (T) 864) in respect of Mods/ STIs/ SIs not
embodied/ complied with will be despatched along with the original
documents of the aircraft as per current instructions.

4. The lists, certificate, and the Modification/ STI/ SI status prepared as per
above are to be given to the ferry pilot for handing over to the repair agency. In
case an aircraft is despatched by any other mode, the certificate of aircraft
serviceability and completeness will not be applicable. The lists and Mod/ STI/ SI
status as above will be despatched along with the aircraft. A copy of the relevant
snag history as elaborated above is to be furnished to the inspection staff of BRDs

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for their intervention in arranging for inspection during repair/overhaul and

acceptance after repair/ overhaul.

5. The repair agency will check the documents for completeness within 20 days
of the receipt of aircraft and if any irregularities are observed, raise the necessary
reports through appropriate channels. The repair agency is to take remedial/
rectification action on the snags/ defects listed by the despatching unit.

6. Transfer of Aircraft from Repair Agency/ Storage Unit. The repair agency
is responsible to ensure that the aircraft despatched to operating units is
serviceable in all respects. The CQAO is to ensure that all known or suspected
defects and repetitive defects advised by the units are attended to and necessary
rectification/ remedial actions are taken. He will ensure that the following
documents are prepared and despatched to the receiving unit through the ferry
pilot:-

(a) Complete list of deficiencies.

(b) Modification/ STI/ SI status.

7. The certificate as per para 3 (a) above will be furnished to the ferry pilot by
the CQAO for handing over to the receiving unit.

8. The unit receiving the aircraft after repair/ overhaul at a repair agency will
take action similar to that given in Para 7 of Article 0814. For rectification of snags/
defects in aircraft allotted from repair agencies refer Para 10 of Article 0814
(replacing HAL by repair agency/ unit).

9. Disposal of the Report. The report is to be forwarded to the parent

Command HQ in four copies by the unit with a copy to the despatching unit. The
parent Command HQ will forward three copies with their remarks for further action
as indicated below:-

(a) Two copies to concerned Maintenance cell at Air HQ.

(b) One copy to HQ MC, IAF.

10. For further details, refer TSI Vol I Section B Leaflet No Tech/ Admin/ 13.

0816: Transfer of Aircraft between Wings and Units

1. Units are responsible for maintaining aircraft on their strength in proper

condition, till they are actually transferred out on allotment. The SEO/ CEO will
ensure that appropriate servicing has been carried out before despatch. In the case
of aircraft being ferried on transfer, he will ensure that it is airworthy and fit for flight.
He will ensure that the Modifications/ STIs/ SIs are complied with as per current
instructions and the documents are complete in all respects. The instructions
contained above are to be complied with at the time of transfer. The lists/
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certificates and the Modification/ STI/ SI status are to be given to the ferry pilot for
handing over to the receiving unit.

2. Action by Receiving Unit. The instructions contained in Article 0815 on the

subject are to be complied with by the receiving unit. The report will be rendered by
the receiving unit as under within 20 days of receipt of the aircraft:-

(a) When both despatching and receiving units are under the same
Command. The receiving unit will raise and send the report in duplicate to
Command HQ with a copy to the despatching unit. Command HQ will take
further action as may be necessary.

(b) When despatching and receiving units are under different

Commands. The report in triplicate will be forwarded to the parent Command
HQ of the receiving unit with a copy to the despatching unit. On receipt of the
report, Command HQ of the receiving unit will forward two copies of the
report with their remarks to the parent Command HQ of the despatching unit
for necessary action.

3. When the aircraft on receipt is found to be in satisfactory condition and there

is no discrepancy, the receiving unit need not raise the report.

4. Transfer of Aircraft from Squadron to Wing and Vice Versa. Aircraft

with extensive damage (which is beyond the scope of second line servicing) are
transferred to wing strength. Only aircraft categorised as Cat ‘AC’, Cat ‘B’ or Cat ‘E’
(Prov) as a result of an accident are to be transferred to Wing strength.

5. Under exceptional circumstances Air HQ may consider transfer of an aircraft

to Wing strength which require extensive repair by a repair agency, though not
arising out of an accident and which is likely to result in the aircraft being grounded
for more than 30 days.

6. In case of Category 'AC' (and above) damage to the aircraft due to an

accident/ incident, CEO, after initiating request for transfer, is permitted to transfer
the aircraft to wing strength with immediate effect after obtaining permission from
parent Command, which can later be regularised by Air HQ. Aircraft not involved in
accident/ incident continue to be reflected on the Squadron strength till the receipt
of specific allotment instructions from Air HQ.

7. Aircraft on prolonged AOG are not to be transferred to Wing strength. No

requests for transfer are to be initiated on this ground.

8. In case of request for transfer of aircraft on the grounds of requirement of

extensive repair by a repair agency, not arising out of accident/ incident, a detailed
letter is to be sent indicating nature of repair and type of assistance required. Such
requests are to be routed through controlling Commands and are to include specific
recommendations to this effect by the Command HQ.

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9. Allotting Aircraft Back to Squadron. The time limit stipulated in Appendix

‘B’ to AFO 17/ 89 for repair and servicing of aircraft damaged in accident and
subsequently transferred to the Wing strength, must be adhered to. Efforts should
be made at all levels to expedite activities with a view to reduce the elapsed time to
a minimum.

10. Immediately on completion of repairs and satisfactory ground run of the

aircraft, the CEO will inform Air HQ by a signal requesting for re-transfer of aircraft
from Wing strength to the Squadron strength. Air HQ will then issue the necessary
allotment instructions based on which the aircraft will be transferred to Squadron
strength.

11. Air Score is to reflect the transfer under appropriate unit.

12. Cannibalisation from such aircraft is to be kept to bare minimum.

13. On allotment from Air HQ, the aircraft shall be re-transferred back to the Unit.
Air Score is to indicate this change.

14. For further details refer TSI Vol-I Section B Leaflet No Tech/ Admin/ 15.

0817: Request for Allotment of Aircraft and Aeroengine

1. Aircraft and aeroengines are allotted in/ out from overhaul agencies to meet
the unit establishment.

2. Before ferry out, the aircraft is to be complete as per SACL/ SECL,

modification status and serviceable in the desired configuration. All relevant
documentation is to be completed.

3. The aeroengine is to be complete with mandatory documents such as Log

Book and component certificates. The engine with the tail pipes if applicable must
be inhibited and properly secured in the casing.

4. The formats to be followed for request for allotment of aircraft, aeroengine are
given in TSI Vol-I Section B Leaflet No Tech/ Admin/ 10.

0818: Aircraft Struck by Lightning

1. When lightning strikes an aircraft, it may magnetise the airframe which has
an adverse effect on the magnetic compass. This may result in display of incorrect
heading.

2. Whenever pilot feels or suspects that the aircraft is struck by lightning, he is

to make an entry in F-700.

3. Physical examination of aircraft is to be carried out for any damage to its

structural integrity. All the systems need to be checked for serviceability.
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4. Any magnetised components are to be de-magnetised before carrying out

compass swinging. The method for de-magnetisation is given in AP 120 M-203-1.

5. After compass swing is carried out, the aircraft is to be air tested for checks
on heading. Such aircraft is to be considered as suspect for two months. Compass
swinging is to be carried out every fortnight till it is evident that the magnetism has
stabilised.

6. For further details refer AFO 897/ 76.

0819: Modification

1. A modification is an alteration to an aircraft or equipment already fitted on

aircraft or other Air Force equipment to improve its reliability and performance.

2. Modifications are carried out due to various reasons such as to overcome

design weakness, manufacturing defect, to meet an operational requirement, to
introduce interchangeability or improvise performance.

3. A mod leaflet gives the details of classification, reason, approximate man-

hours, drawings, sequence of operation and source of supply. Applicability of
modification falls into three categories, namely: -

(a) Pre-release Application. Modification essential for the release of new

types of aircraft, aeroengine or equipment.

(b) Contractor Application. Modification to aircraft, aero- engines, stores and

equipment in the process of manufacture, reconditioning or repair by the
contractor.

(c) Service Application. Modification to aircraft, aeroengine, stores and

equipment held by Air Force Units for defect rectification, upgradation, and
replacement with state-of-the-art components (due to obsolescence) etc.

Modifications are classified as per para 24(f), chapter 2, Section III of DDPMAS-
2002 and reproduced in Annexure ‘V’.
4. Entries for embodiment of modifications are to be made in the log book/
change of serviceability and repair log of F-700 as applicable. All modifications are
introduced in IAF by promulgation in Air HQ Routine Order Part III authorising units
to embody the modification. Each modification is given both a contractor’s and
service application.

5. For details refer AFO 05/06.

0820: Concession

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1. A concession is permission granted by an appropriate authority to authorise a

deviation in carrying out instructions laid down in servicing schedules, STIs, SIs and
Mod leaflet.

2. A concession is resorted to when laid down servicing test schedules can not
be complied with, due to non-availability of spares/ mod kits/ schedules/
publications. Operational situations/ emergencies also may dictate request for
concessions.

3. Concessions do lower the quality of performance and may affect flight/

maintenance safety. Hence concessions are to be resorted to by exception.

4. Authorisation of Concessions. The authority vested for grant of

concessions at various formations is given below:

(a) Air Headquarters. Principal Director/ Director/ Joint Directors/ Deputy

Directors responsible for maintenance of equipment in AOM’s Branch after
due mutual deliberation with VCAS Branch (D MATCAL to be consulted in
case of non-availability of testers) are authorized to grant concessions on the
following occasions:

(i) Non-embodiment of Class-2/ Class-B modifications.

(ii) Non-compliance of STIs not involving safety of aircraft and
equipment.
(iii) Non-incorporation of “Special Orders Only (SOO)” modifications.

(b) Command Headquarters. Maintenance staff responsible for maintenance

of equipment under SMSO after due mutual deliberation with Operations Staff
are authorized to grant Concessions on the following occasions:

(i) Non-embodiment of Class C/ Class 3 modifications.

(ii) STIs involving structural alteration, rework.
(iii) Where assistance of other units in IAF is required for calibration,
repair etc.

(c) At Wings/FTEs/BRDs. Chief of Aircraft or his equivalent at BRDs, Chief

Technical Officer at Storage Units/EDs and Chief Engineering Officer at
Wings/FTEs in consultation with Operations Staff are authorized to grant
Concessions on the following occasions:
(i) Non-embodiment of Class D/ Class 4 Modifications for want of Mod
kits/ expertise.
(ii) Non-compliance of SIs and Bulletins not involving safety of
equipment/aircraft.
(iii) Deviations from Servicing Schedules not involving safety of
aircraft/equipment.
(iv) Testers dispatched for calibration and non-availability of testers.

5. Concessions can be granted only up to the following limitations: -

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(a) For Transport Aircraft. A maximum period of 6-months/250 hrs/nearest

minor servicing or its equivalent whichever is earlier.

(b) For Fighter/ Bomber/ Trainer Aircraft. A maximum period of 6 months/

125 hrs/ nearest minor servicing or its equivalent whichever is earlier.

(c) For Helicopters. A maximum period of 3 months/ 100 hrs/ nearest minor
or its equivalent servicing whichever is earlier.

(d) VVIP/VIP Aircraft Flight. No concession is permitted on

aircraft/helicopters carrying VVIP/VIPs.

6. For details refer TSI Vol I Leaflet no. Tech/Admin/35.

0821: Innovation/ Improvisation of Air Force Equipment

1. Personnel at units carry out innovations/ improvisations in tools, testers,

ground support and handling equipment based on difficulties faced by them during
exploitation of the same. This initiative needs to be encouraged since it results in
enhancing efficiency and economy of effort.

2. A proposal is to be forwarded by a unit to respective Command HQ on

improvisation/ innovations after successful implementation. The proposal is to
include details such as description, diagrams, photographs, and specifications,
engineering drawing, materials used with quantity, approximate cost, vendor /
agency, to the extent possible and as applicable. Suggestions for further
improvement can be incorporated as necessary. A copy of the same is to be
forwarded also to units operating similar aircraft for information.

0822: Indigenisation

1. Indigenisation is ingenious application of available technology in developing

import substitutes through a reliable source. The availability of indigenous
substitutes not only saves foreign exchange but also enhances operational
preparedness of units by ensuring steady and reliable alternate source of supply.
However, extreme caution is to be exercised in ensuring that indigenous substitution
does not compromise quality.

2. HQ Maintenance command, IAF is the nodal agency for formulation and

implementation of the indigenisation plan of the Air Force as advised by Air HQ. JD
indigenisation at Air HQ (RKP) is the nodal agency at Air HQ for policy planning,
financial sanction and co-ordination with outside agencies.

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3. Indigenisation of Airborne Items is not to be attempted by the operating unit.

BRDs (and EDs where BRDs are located far away) may be approached for
undertaking indigenisation through respective command HQ and weapon cell at Air
HQ. All airborne items need to be certified and approved for airworthiness
before use on military aircraft.
4. Limited indigenisation efforts may be encouraged for repair/ improvement in
Ground equipment for ease in handling/ improving the performance/ enhancing the
efficiency.

5. For further details refer to Manual of Indigenisation issued by HQ

Maintenance Command, IAF.

0823: Aircraft Accidents and Incidents

1. Aircraft accidents/ incidents can take place due to numerous reasons such as
bird hit, human error, FOD, failure/ malfunctioning of airborne systems, material
failure etc. This causes loss of service and/ or civil property and at times human
life. It also affects morale at all levels. There is a need therefore to report such
incidents so as to get to the root cause and try to eliminate recurrence by way of
instituting corrective measures.

2. Aircraft Accident. An aircraft accident is an occurrence, not directly caused

by enemy action, involving one or more aircraft in the air or on the ground, which
results in damage to aircraft or property and/ or injury to one or more persons.
Damage or injury caused by enemy action is termed as Battle Damage/ Casualty.

3. Aircraft Incident. An aircraft incident is an occurrence involving one or more

aircraft, in the air or on the ground, which does not result in any injury or damage to
aircraft or property but might have resulted in an accident.

4. Flying Accident/ Incident. A flying accident/incident is an aircraft accident/

incident, which takes place during the ‘period of operation’ of an aircraft (as defined
in para 15 of the AFO 34/2006). For the purpose of reporting and investigation, the
term flying accident/ incident will also include a ground accident/ incident.

5. Ground Accident/ Incident. A ground accident/incident is an aircraft

accident/ incident that takes place outside the ‘period of operation’ of an aircraft but
during an activity in direct support of flying operations. The term includes accidents/
incidents that take place during scheduled servicing, ground running, tarmac
operations, refuelling, towing, etc. The statistics of ground accidents are to be
maintained separately for the purpose of analysis and not clubbed with statistics of
flying accidents.

6. Details of categories of accidents/incidents are placed at Annexure ‘VI’ and

the classification of accidents/incidents is placed at Annexure ‘VII’.
7. For further details refer AFO 34/2006 Para 10.

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0824: Categories of Aircraft Damage

1. The categories of damage to the airframe and aero-engine(s) as given in

Para 12, Chapter 22 of IAP-1501, are to be indicated separately in each case during
reporting and investigation of flying accidents/incidents. These categories of
damage are quite distinct from the Air Force equipment categories (Cat A/B/C/D/E)
or the accident/incident categories given at Annexure ‘VII’ and are used only in
relation to the damage to aircraft (airframe and aero-engine) sustained as a result of
an aircraft accident/incident. The Chief Engineering Officer of the Station is
responsible for assessing the categories of damage. These categories are to be
indicated separately for airframe and aero-engine(s) in each case in addition to the
category of accident/incident, are as follows: -

(a) Category E. The aircraft/aero-engine is destroyed or damaged beyond

economical repair, or the aircraft has been declared missing.

(b) Category B. The damage is not repairable at site. The damaged

aircraft/aero-engine will have to be sent to the concerned repair agency for
repairs.

(c) Category B (Patch). The damage is beyond the capacity of the Unit or
R&SU resources, but the aircraft can be patch repaired and flown to the
repair agency for proper repairs.

(d) Category B (Site). The damage is repairable at site by a party from the
concerned repair agency (HAL or BRD).

(e) Category AC. The damage is repairable at site with the help of an R&SU
party.

(f) Category A. The damage is repairable at base from within the local
resources.

(g) Category U. Undamaged.

2. AFO 34/2006 and AFO 117/98 are to be referred for regularisation of loss of
aircraft.

0825: Repair and Salvage Units

1. R&SUs were established to provide III rd line repair support to operational and
NCC units within their controlling Command HQs, so as to reduce the dependency
on HAL/BRDs for rectification beyond the II nd line capability of the unit/stations. The
task of R&SUs is as follows:

(a) Cat AC and Cat B patch repairs.

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(b) Despatch of Cat B aircraft.

(c) Salvage of Cat E aircraft.

(d) Assessment of the damage to aircraft casualties.

(e) To carry out Cat AC repairs to gliders of NCC.

(f) Provide third line servicing assistance to units regarding embodiment

of prescribed modifications, compliance with STI, limited repair of structures
and components and special tasks, which are beyond the capacity of
operating units/stations.

2. Since each operational Command has only one R&SU it is of utmost

importance that judicious utilization of R&SU teams be made, when they arrive for
repairs. This invariably requires proper planning and co-ordination at the
unit/station level before requesting for repair teams. CEO / CO of the unit will be
responsible for the optimum utilisation and providing the following admin / technical
support to the visiting R&SU team:-

(a) Provision or suitable accommodation, necessary security clearance

wherever required, transport for pickup and drop since the R&SU team
usually carries heavy equipment, airlift permission from respective HQs and
adequate support manpower for helping the R&SU team in all their tasks .

(b) Before requesting for the team, photographs (wherever required) and
detailed nature of repairs to be undertaken along with consumables required
should be communicated to the R&SU, telephonically along with signal/e-
mail.

(c) R&SUs are established to hold spares of general nature only like
rivets, adhesives etc. Hence it should be ensured that all necessary aircraft
specific spares are available with the unit/station before the arrival of the
team. In case it is not available, it should be procured from the concerned
ED/BRD/HAL before requesting for the team.

(d) All repairable Cat ‘D’s which do not require in-situ repairs should be
kept at one place for the repairs to be carried out preferably at the Tech Sqn.

(e) In case of in-situ repairs all necessary area clearance should be done
before arrival of the R&SU team.

(f) R&SU teams are not to be delayed during their repair task and once
the repair task is completed since they might be required at other bases also.

(g) Adequate support equipment like lighting arrangement, air

compressors, machinery/ tools, access to local workshop, Consumables like

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Argon/ Oxygen / Acetylene gases and necessary cleaning materials should

be provide to the visiting team.

3. The brief procedure for repairs followed by R&SU teams where repair
schemes are available is: -

(a) R&SU is responsible to send a working party fully equipped with

relevant repair scheme, special tools, equipment required for the repair of the
aircraft after the unit has confirmed the nature of repairs and the availability
of the relevant spares required for the same. All out efforts should be made
by R&SU to repair the aircraft at the earliest, for which the concerned unit
should provide all necessary support.

(b) The repair party is to make necessary entries in the aircraft documents
concerning repair work done by them. However the details of work done will
be reported on job card [IAFF (T) 709]. Duplicate copy of this job card will be
handed over by the repair party to CEO/MCC for retention along with the
documents. The material consumed by repair party for the repair of aircraft
will also be recorded on the job card, in term of quantity and approximate cost
to facilitate the assessment of repair cost by CEO.

4. The brief procedure for repairs followed by R&SU teams where repair
schemes are not available is: -

(a) R&SU is to suggest the necessary repair scheme in consultation with

the CEO/ Specialist officers and submit it through respective BRD to HQ MC
for approval. In case if BRD is not applicable then respective HAL/OEM
through Air HQ is to be approached.

(b) The BRD wherever applicable, is to give its comments on the

proposed repair scheme to HQ MC within two weeks of receipt of the report.

(c) HQ MC will then intimate the decision to R&SU with a copy to the
respective Command HQ of R&SU and Air HQ.

(d) In respect of secondary structures, the repair work can proceed

pending approval of the repair scheme by manufacturers/ HQ MC.

0826: Salvage of Damaged/ Crashed Aircraft

1. Aircraft and on-board systems get damaged in accidents. At times the

aircraft engages barrier while forced landing/ after abandoning take-off. If such
aircraft are not retrieved in time with due urgency and attention, it affects the
availability of the runway as well as aircraft in the long run. There may be delays
due to factors such as evacuation, assessment of damage and requirement of
spares or finalisation of category of damage.

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2. Assistance from respective R & SU is to be sought for the retrieval and

structural repair.

3. The repair scheme is to be drawn up in consultation with R & SU, respective

BRD and HAL division depending upon the merit of the case.

4. Cannibalisation from crashed aircraft and aircraft categorised as Cat ‘E’ is not
permitted unless explicitly cleared by concerned weapon cell at Air HQ. For aircraft
categorised other than Cat ‘E’, instructions regarding cannibalisation of aircraft
given in TSI Vol I Leaflet No Tech/ Admin/ 05 are to be strictly followed.

5. For details, refer AFO 03/06.

0827: Technical Investigation

1. In case of a flying accident/incident where a court of inquiry is not

considered necessary, it should normally be possible to ascertain the cause of the
accident/incident on Form-1241 within the stipulated period of five working days. If
this is not possible and detailed investigation is required; Form-1241 may be held
back for a period of up to five more working days (total period of 10 working days
from the date of occurrence). In such a case, the investigation report is to be
attached to the Form-1241. However, in cases where a detailed technical
investigation is required to be carried out and/or when some components are
required to be sent for defect investigation to an outside agency, Form-1241 is to be
despatched within the stipulated period and a detailed technical investigation is to
be carried out on Form IAFF (AO)-1242 by a technical officer. An officer from any
other branch may also be associated with the technical investigation, if required.
The format for Form-1242 is given at Appendix ‘G’ to AFO 34/2006. The completed
Form-1242 is to be despatched by the station within a period of 20 working days
from the date of the accident/incident. Command HQ should forward their remarks to
Air HQ (DFS) in three copies (original + two) within a period of seven working days
from the date of receipt of F- 1242. One copy each of the remarks is also to be
forwarded to the concerned Ops Branch/Trg Cell and Maintenance Directorate.

2. A technical investigation on Form-1242 is to be carried out in cases of minor

accidents/incidents (Cat IV & V) only when a court of inquiry is not considered
necessary. Major accidents are to be investigated by a court of inquiry.

3. In some cases of accidents/incidents of serious or recurring nature, Air HQ

may order a joint investigation by specialists from IAF, HAL and Min of Def. Such
joint investigations should also be carried out on Form-1242.

0828: Safety Rules/Precautions

1. The following precautions are to be taken while handling the equipment of an

aircraft involved in accident/incident:

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(a) At aircraft accident site identify hazardous chemicals, live armament,

ejection seat cartridges, pressure vessels and radio active material. Keep
clear these/ adopt adequate safety precautions while handling such material.
Take advice of the experts for safe disposal of these materials.

(b) Ensure all personnel operating on the accident site are wearing
protective hand gloves.

(c) Wait for the clearance of SFSIO/ AAIB team/ COI before
removing/disturbing any component of the aircraft.

(d) Assist SFSIO in locating and removal of the FDR/SARPP/CVR etc.

(e) All components, which are required, by COI or Technical Investigation

teams are to be removed from the aircraft with utmost care to avoid further
damage to the component.

(f) No tampering/ repair/ opening for local investigation are to be

attempted on the components planned for despatch for investigation to
specialist agencies.

(g) Broken ends of cables, structural components, control rods, pipelines

etc. planned for failure mode investigation should not be cleaned. Cleaning
or attempting to mate broken surfaces can lead to loss of vital microstructure
of failed surface. The failed components should be individually packed in
polythene packets and handled with utmost care.

(h) All components required to be despatched to the repair agency for DI

are to be packed with care to avoid ingress of contaminant and transit
damage. It should be ensured that these components are not cleaned/
tampered with in any way before despatching for DI.

0829: Duty Crew Section

1. Duty crew section is established at each base for the purpose of seeing off
and receiving out station aircraft. IAP 1503D scale D-57 gives scale of equipment
for clearance of crash aircraft from the runways at flying stations / wings. TSI Vol III
Sec E gives the details of the equipment. Manpower, where not established is to be
pooled from all flying units operating at the base. For details refer to TSI Vol-I
Section B Leaflet No Tech/ Admin/ 16.

2. Duty crew personnel have to be conversant with the marshalling procedure.

3. Duty crew is responsible to mobilise crash equipment in case of aircraft

emergency.

4. Duty crew section is to be manned on shift basis as per ATC working hours.

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5. SOP for clearance of crashed or damaged aircraft is to be formulated in

consultation with aircraft reference publications. These are to be formulated
separately for crash at parent base and off-base crash.

6. Continuity training/ dummy exercise for marshalling procedures and retrieval

of aircraft is to be carried out according to a pre-determined time schedule.

7. All ground equipment with Duty Crew Section is to be stored at one place.

8. Personnel are to be conversant with VIP/ VVIP aircraft receiving procedure

and the same is to be prominently displayed.

9. The height of the door for Boeing and AVRO aircraft is to be marked on the
ladder meant for the purpose.

10. Air lifting bags being rubberised items should be preferably stored in air-
conditioned environment. Serviceability of the bags and kit inflator should be
ascertained regularly.

11. Dimensions of all aircraft are placed at Annexure VIII.

12. Suggested display of information on notice board is placed at Annexure IX.

0830: AVIONICS MODIFICATION UNIT

1. The role of unit consists of the following: -

(a) Development of the avionics modification.

(b) Retro- modification of various aircraft.

2. The functions of the unit are given below: -

(a) To study the requirement and be associated with development and

testing agency for avionics equipment planned for induction into the IAF till
modification is formally introduced.
(b) To develop the modification, prepare Mod leaflets and fabricate Mod kits
as applicable.
(c) To functionally test the equipment received from HAL and other agencies
and ascertains its completeness.
(d) To procure special tools, indigenous material and consumables required
undertaking installation of airborne equipment on the aircraft.
(e) To carry out retro- modification of IAF aircraft.
(f) To take all accounting action for items procured by the unit and to
maintain a record of their consumption as per the IAP 1501 and AFO 39/86.
(g) To carry out any other special task assigned by Air HQs/ HQ MC.

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3. Avionics Modification Unit takes both developments of new modification as

well as retro-modification as per RCMA approved mod leaflet prepared by
Units/BRD/HAL. Modification of any aircraft consists of following three stages: -

(a) Feasibility Study. This study is first step, which is required to

ascertain compatibility, duration, manpower and job involved of various
agencies associated with the mod, like RCMA, OEM, Wing, BRD etc. Based
on this study a draft mod leaflet is prepared. A flow chart is shown below: -

Draft Mod Leaflet: -

Feasibility
Proposal for  Procedure
Study by AMU  Material
Modification
requirement
from
 Drawings
Sponsoring  Man Hours
Directorate and
Task directive. CRI/ RCMA

HAL, PSU& OEM

Wing/ Sqn

BRD/ R& SU

ASTE

(b) Trial Mod. The aim of the trial mod is to carry out mod as per the draft
Mod Leaflet, followed by Ground Test and Test Flight. Draft Mod leaflet is
then amended, based on experience gained during the trial mod, to prepare
final leaflet. The final mod leaflet is approved by RCMA, before undertaking
Series/ Fleet Mod.

Final Mod Leaflet: -

Trial Mod& Flight Finalisation of

Trials by AMU  Procedure
and Flight  Drawings
Testing Agency
Feasibility  Material
 Manpower requirement
Study, Draft  Trade wise requirement of
Mod Leaflet and Jobs
Task.  Man Hours

CRI/ RCMA

HAL, PSU& OEM

Wing/ Sqn

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BRD/ R& SU

ASTE

(c) Series/ Fleet Mod. The aim is to modify the fleet as per approved Mod Leaflet.

Series/ Fleet Modified Aircraft

Mod Flight Test
Final Mod
Leaflet
Task
directive.

HAL, PSU& OEM

Wing/ Sqn

BRD/ R& SU

4. While allotting the task, the capacity of AMU in terms of existing task,
manpower and availability of expertise is taken into consideration. If the manpower
at AMU is insufficient to carry out the tasks, then the prioritization of the task to be
undertaken by AMU is done by C Mod O under C Eng O ‘C’ HQ MC in consultation
with DAMS, Air HQ (VB). The channel for tasking AMU is as follows: -

Various Wpn Cells C Eng O ‘C’ HQ

at Air HQ DAMS Air HQ (VB) MC AMU

5. Responsibility and deadlines for each agency involved in modification is

clearly defined in the task directive issued. DAMS do the provisioning of mod kits
and LRUs through concerned weapon cell at Air HQ. A mid term review with all the
agencies involved in modification is carried out at DAMS, Air HQ (RKP) to review
the progress and mid- course correction, if any.

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ANNEXURE ‘I’ (Article 0805: Para 9)

INVESTIGATION PROFORMA

Unit………………………. Wing/ Station.....................

Type of Aircraft/ Eqpt …...... Sl No........ Date of Mfg............

Date of Last O/H............. No. of O/H Done......

Hrs/ Landings/ Months: Since New:.......... Since Last O/H:..............

Sl No Description Details of Investigation and Particulars of Team

of Snag Rectification attempted Members (Service No,
(Enter the performance Rank, Name and
parameters obtained) Trade)

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-----------------------------------------------------------------------------------------------------------
Remarks of SEO

(Signature)
-----------------------------------------------------------------------------------------------------------
Remarks of CEO

(Signature)
-----------------------------------------------------------------------------------------------------------

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ANNEXURE ‘II’ (Article 0807: Para 7)

CANNIBALISATION FORM: AN-32/ SU-30/ Mi-25

Sec/ Description Qty Comp AC from which Class of Demand No

Ref Sl No Removed Fitted stores and Date
No

-----------------------------------------------------------------------------------------------------------
Entries made in Form 700 by: Entries made in Log Book by
Service No. :
Rank :
Name :
Sign :
Date :

-----------------------------------------------------------------------------------------------------------

(Name) (Name)
Rank Rank
Sqn Cdr (AC Tech Sqn) CEO
Date : Date:

Date cannibalised on Aircraft:

Date component removed from aircraft:

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ANNEXURE ‘III’ (Article 0807: Para 9)

MONTHLY CANNIBALISATION RETURN... (Month/Year)

Wing. . . . . . . . . . . . .Sqn/ Unit. . . . . . . . . . . . . . . . . . . . Type of aircraft. . . . . . . . .

Part I

Sl Date Sec Nomenclature Qty CANNIBALISED Date since Remarks

No Ref/ AC No/ * State aircraft/ if any
Pt Aero- of AC/ aeroengine
No engine Engine u/s
No

* Indicate “Serviceable/ in storage/ on inspection/ on AOG/ Cat B (Site/ Patch)/

Cat AC/ Cat E” for aircraft and “Uninstalled serviceable/ Uninstalled repairable at
site/ Cat D (for DI/ Overhaul)/ Damaged due to bird hit/ FOD case” for aeroengines.

PART II

Sl Cannibalised To Number of Qty Despatch AOG Demand No

No same items Authorised Details
as with latest
Aeroengine No
already on AOG as float CAT D supply
(EX/IV) with position
Date

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ANNEXURE ‘IV’ - 1/4 (Article 0813: Para 10)

AIRCRAFT UTILISATION, SERVICING AND STAGGER PLAN

Unit............
Type of AC......

Part I : Aircraft Utilisation Plan

(a) Total flying hours planned for Jan (past month)...Hrs.
(b) Actual flying hrs for Jan (past month)............Hrs.
(c) Total flying hrs planed for Feb (en suing month)…….Hrs.
(d) Total flying hrs planned for Mar (first successive month)…...
Hrs.
(e) Total flying hrs planned for Apr (second successive
month)...........Hrs.
----------------------------------------------------------------------------------------------
Part II : Aircraft-wise breakdown of planned flying hrs for .......... (month)

Sl AC No Hrs Airframe Hrs to go Type of Hrs Remarks

No Flown in Hrs on 31 for next next planned
Jan Jan Insp Insp for Feb

Part III: Individual Aircraft Servicing and Stagger Plan

Days
Gang JAN FEB MAR
7 14 21 28 7 14 21 28 7 14 21 28

7/1 3/2
Gang A

Details for month

Gang B 3/1 18/1 50 Hrs -1
100 Hrs -2
623 200 Hrs -1
E/C -1
Misc -1

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ANNEXURE ‘IV’ - 2/4 (Article 0813: Para 10)

AIRCRAFT SERVICING STAGGER : ...........SQN, AF

H 0
R
S.

L
E Threshold Line
F 10
T

F
O
8 Days

R
No. of Days

20
N
E
X
T
15 Days

1+
S 30
E 1+
R
V 1+
I
C
I 40 3+ 1+
25 Days

N 1+
G 1+

50 2+

618 624 617 610 625 568 613 620

623 627 619 644 615 626

AC UNDER SERVICING AC ON LINE

INDEX
50 hrs = 1
100 hrs = 2
200 hrs = 3

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ANNEXURE ‘IV’ - 3/4 (Article 0813: Para 10)

BRIEF EXPLANATION OF THE SAMPLE STAGGER GRAPH

Description

1. The aircraft utilisation and servicing (U&S) stagger chart provides information
about aircraft on flight line as well as aircraft under second line servicing at Tech
Flight/ CR&SS. Following are the details:-

(a) The x-axis has information about flight line aircraft as well as aircraft
undergoing second line servicing.

(b) Number of gangs available at second line are indicated by the

numbers of slots at second line portion of X-axis.

(c) Y-axis has Hours left for next servicing, plotted for flight line aircraft.

(d) Numerical figures on Y-axis are to be used to read number of days, in

respect of aircraft undergoing second line servicing.

(e) Index in the figure indicates the type of servicing in numerical code,
e.g. 1 in respect of aircraft 627 indicates that next servicing due on aircraft
627 would be 50 hrs. Similarly 2 are for 100 hrs and 3 are for 200 hrs.

(f) A threshold line is drawn at 10 hrs indicating that aircraft above this
line need to be planned for induction for second line servicing.

(g) The shaded portion of the slot on second line activity indicates
completed number of days of servicing.

(h) The blank portion of the slot indicates number of days left to complete
the second line activity.

How to Draw the Chart

2. Draw the Second Line activity on chart as under:-

(a) Mark the number of slots (as per number of gangs at CR&SS) for
second line On X-axis.

(b) Allocate the aircraft numbers to each slot as per current second line
activity.

ANNEXURE ‘IV’ - 4/4 (Article 0813: Para 10)

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(c) Draw the bars with length of bar equal to number of days required for
servicing. Beginning of the activity is at the bottom and end of activity at the
top of the bar.

(d) Shade the bar indicating completed number of days of activity,

beginning from the bottom.

3. Draw the first line activity on the chart as under:-

(a) Mark the number of aircraft on flight line on X-axis, after the second
line aircraft; as shown on the sample chart.

(b) Calculate hours left for the next servicing.

(c) Plot the hours left for next servicing on Y-axis for each aircraft in
ascending order; aircraft left with minimum hours for the next servicing are to
be plotted at the first place. For example, in the figure, aircraft number 617 is
left with only 4 hours for 200 hours servicing. Next aircraft to be plotted on
graph would have next higher number of hours, left for servicing. For
example, in the figure, aircraft number 627 has 7 hours left for servicing.

(d) Mark the type of servicing due for each aircraft, i.e. 50 hrs, 100 hrs or
200 hrs as applicable.

4. Draw the threshold line at 10 hours.

General Points

5. Following aspects would have to be taken care of:-

(a) A slot of second line must fall vacant, for each aircraft of flight line
approaching “Zero Hours” line.

(b) Stagger of Flight Line aircraft must be even, i.e. aircraft must move up
along the indicated 45° reference line.

(c) Movement of aircraft away from the line indicates improper stagger.

(d) Bunching of aircraft together indicates improper stagger.

(e) While plotting the hours left for the next servicing in respect of Flight
Line aircraft, ascending order is to be strictly adhered to. Non-adherence to
this would indicate a faulty stagger.

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ANNEXURE ‘V’ (Article 0819: Para 3)

CLASSIFICATIONS OF MODIFICATIONS

Manufacturers’ Modifications

1. Class ‘A’. Class ‘A’ modifications are those which are essential for safety
and the absence of which involve or may have already involved the grounding of
aircraft, or impose unacceptable operational limitation of flying or use of other
equipment. They must be embodied before acceptance irrespective of any delay in
the delivery of the aircraft/ aeroengine/ equipment concerned and regardless of the
scrapping of existing parts.

2. Class ‘B’. This applies to high urgency modifications, required to reduce

danger to personnel or to obviate operational limitations or serious maintenance
shortcomings. Parts required will be made available as soon as practicable and will
be embodied in production at the earliest opportune time. Delay in delivery of
aircraft/ aeroengine/ equipment concerned in order to advance the embodiment in
production and the scrapping of existing parts may be authorized by the appropriate
authority at Air HQ. These modifications will be embodied by contractors during
repair or reconditioning and are to be embodied during repair or reconditioning
carried out at service repair depots.

3. Class ‘C’. This applies to modifications of the same kind as in Class ‘B’ but
not having such a high degree of urgency. This classification does not allow delay in
delivery of production but scrapping of existing parts is permissible when authorized
by the appropriate authority at Air HQ so as to allow embodiment at an earlier point
in production than would be the case if all existing parts were used up first. These
modifications will be embodied by a contractor during reconditioning and will also be
embodied during repair in so far as this can be done without any further stripping
than is called for by the repair work concerned. The same conditions are to apply to
reconditioning and repair at service depots.

4. Class ‘D’. This applies to improvements of less importance than Class ‘B’ or
‘C’ which will be embodied in production line when parts already made are used up.
Delay in delivery is not permitted. They may be embodied during repair or
reconditioning when stocks of unmodified parts are exhausted.

5. Special order only (SOO). The term Special Order Only (SOO) is applied to
modifications, which are applicable only to a specified number of aircraft/aero-
engine/equipment or to specific type of servicing equipment.

Note: - In case of SOO mod accepted through a special contract for few
aircraft/cases responsibility of LMC shall be limited to Technical clearance of the
mod. This is to be mentioned in the Task Directive by Air HQ.

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Customer Initiated Modifications

1. Class ‘1’. Modifications promoted essentially by considerations of

Flight/maintenance safety. Class 1 modifications are compulsory and are
to be embodied immediately.

2. Class ‘2’ . Modifications of high priority promoted by operational / lethal

capability or servicing considerations. Class 2 modifications are to be embodied in
aircraft, stores and equipment to the extent and within the prescribed time schedule
determined by the appropriate authorities approving the modification and specified
in the modification leaflet.

3. Class ‘3’. Modifications representing simple improvement capable of easy

embodiment by IAF, and may involve scrapping of unmodified parts.

4. Class ‘4’. Modifications implementing design improvements of lesser

importance. Embodiment in aircraft, aero-engine, stores and equipment in use will
be undertaken when stocks of unmodified spares are exhausted.

5. Special order only (SOO). Modifications necessary to satisfy limited

operational needs.

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ANNEXURE ‘VI’ (Article 0823: Para 6)

CATEGORY OF ACCIDENTS

Category I. The aircraft is destroyed or damaged beyond economical repair, or is

missing or the cost of damage/repair of the aircraft, excluding damage to aero-
engine(s), exceeds 50% of the total cost of the ac [excluding engine(s)].

Category II. The aircraft sustains extensive damage and the cost of
damage/repair, excluding damage to the aero-engine(s), is 31% to 50% of the total
cost of the aircraft [excluding engine(s)].

Category III. The aircraft sustains major damage and the cost of damage/repair,
excluding damage to the aero-engine(s), is 11 % to 30% of the total cost of the
aircraft excluding engine(s)]. (Or) Damage to service or civil property (other than
the aircraft) is more than Rupees twenty five lakhs. (Or) One or more persons
(service or civilians) are fatally injured as a direct result of the accident.

Category IV. Minor damage to the aircraft (airframe) where the cost of damage is
up to 10% of the total cost of the aircraft [excluding engines]. (Or) Any category of
damage to the aero engine(s) as a result of an accident. (Or) Any injuries to
civilians. (Or) Serious injuries to any service personnel. (Or) Any damage to
service or civilian property (other than the aircraft) where the cost of damage does
not exceed Rupees twenty five lakhs.

Category V. All flying/ground incidents, considered worth reporting in the interest

of flight safety, are categorised as Cat V. Such incidents may involve the following
types of occurrences:-

(i) No damage to the aircraft or any service/private property.

(ii) No injury to any civilians; and no injury or only minor injuries to any
service personnel.

(iii) Cases of defects requiring premature withdrawal of engine or any other

aircraft component for Form 1022 action, which may be considered worth
reporting in the interest of flight safety.

(iv) Cases of damage to consumable Class 'C' stores.

(v) Incidents which are likely to arouse public interest.

(vi) Cases of near misses or potential hazards.

(vii) Snag of serious and repetitive nature.

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ANNEXURE ‘VII’ (Article 0823: Para 6)

CLASSIFICATION OF ACCIDENTS/INCIDENTS.

In addition to various categories of flying, accidents, the following classification is

to be used depending upon the severity and nature of an accident: -

(a) Fatal Accident. An accident resulting in fatal injuries to one or more

aircrew on flying duty.

(b) Major Accident. All Cat I, II and III accidents.

(c) Minor Accident. All Cat IV & V accidents are to be classified as minor
accidents.

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ANNEXURE ‘VIII’ (Article 0829: Para 11)

TECHNICAL DATA OF AIRCRAFT

NOTE. All dimensions in meters.

Sl Aircraft Span External Internal Rema

No Length Height Width Length Height rks

Transport
1. AN-32 29.20 23.68 08.75 2.78 12.48 1.84
2. IL-76 & IL 78 50.50 46.6 14.76 4.8 20.00 3.40
3. AVRO 30.2 20.42 7.57 2.67 14.17 1.92
4. BOEING 737 28.88 35.45 11.13 3.45 27.18 2.13
5. DORNIER 16.97 16.56 1.90 1.50 7.08 1.55

6. EMBRAER 21.17 26.33 6.76 2.28 19.67 1.78

Helicopters
1. MI-8 21.30 25.24 5.65 2.34 5.15 1.82
2. MI-17 / I V 21.30 25.35 5.52 2.34 5.34 1.80
3. MI-25 17.30 17.50 6.50
4. MI-26 32.00 40.02 8.14 3.25 15.00 3.17
5. Chetak/ 11.00 12.82 3.09 1.00 2.59 3.00
Cheetah
6. Dhruv (ALH) 15.87 12.89 4.9 3.19
Fighters
1. MIG-21 7.15 15.76 4.129 - - -
2. MIG-23 13.96 15.88 4.82 - - -
3. MIG-27 13.96 17.10 4.82 - - -
4. MIG-29 11.36 17.32 4.73 - - -
5. MIRAGE 09.13 14.36 5.20 - - -
6. JAGUAR 08.69 16.83 4.89 - - -
7. SU-30 14.70 21.94 6.36 - - -
Trainers
1. HAWK 9.94 12.43 3.98 1.90 11.34 2.9

UAVs
1. Searcher Mk 8.55 5.85 1.4 - - -
II
2. Heron 16.6 8.7 2.3 - - -

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ANNEXURE ‘IX’ (Article 0829: Para 12)

DUTY CREW SECTION

Sl Name Call Captain’s From To ETA ETD Bay No Rema

No of the Sign Name rks
Aircraft

NOTICE BOARD

Date: Officer i/c:

Duty Officer:
MWO i/c: Tele No:
WO i/c:

GPU Stand by for VIP Movement Shift

SQN/ CR & Tele No Date & Time Morning Afternoon Night

SS
From To

Station Duties Note

SNCO’s CPL & Below Duty FOD Duty

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CHAPTER - 9

TARMAC MANAGEMENT

Article

0901: General
0902: Working Parade
0903: Aircraft Start up Drill
0904: Duties of Take- Off Inspector
0905: Marshalling and Sign Language
0906: Communication Aids
0907: Aircraft Parking
0908: Aircraft Picketing
0909: Pen Operations
0910: Aircraft Emergency Handling
0911: Towing of Aircraft
0912: Vehicle Movement and Discipline
0913: Anti FOD Precautions
0914: Fire Safety Precautions on Tarmac
0915: Storm/ Gale Precautions

Annexure

I : Marshalling and Sign Language

II : Anti FOD Measures

0901: General

1. Good tarmac management is essential for smooth, safe and efficient flying in
a unit. It requires careful day-to-day planning, good management of resources and
above all the ability to deal with unforeseen situations. The articles in this chapter
are mostly general in nature and are to be read in conjunction with specific aircraft
manuals. They do, however, aim to provide adequate information on tarmac
management in a flying unit.

0902: Working Parade

1. Each and every activity on the tarmac is to be performed strictly according to

the laid down rules and in a thoroughly professional manner. It must be
remembered that flying is the culmination of all maintenance activity on the aircraft.
It is the duty of each and every individual on the tarmac, therefore, to ensure that
operational capability of aircraft is not compromised for want of proper tarmac
management. Flying activity may take place in one or more shifts, depending upon
unit requirements. The WO I/C DSS in consultation with the Flt Cdr and O I/C DSS
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should schedule working of shift timings and composition. Before commencement of

flying, a working parade is to be held at the DSS. Activities during the working
parade are as follows:-

(a) Turnout Check. Overalls are to be checked for cleanliness and

condition. Action for replacement is to be initiated in case an overall does not
meet the laid down standards of condition and pattern. Condition of rope sole
shoes, ear defenders, security of tarmac caps etc should also be checked.
The following coloured jackets should be worn by the personnel operating on
the tarmac: -

(i) Tarmac Leader. Yellow with luminous stripes in the

front and back
(ii) Gang i/cs. Green.
(iii) Armament. Tradesmen. Red

(b) Briefing on Shift Activities. WO i/c DSS is to brief all personnel on

the nature and quantum of flying planned during the shift and responsibilities
of various personnel. He is to detail gangs for various activities and nominate
gang i/cs. One gang is not to be detailed for more than two aircraft.

(c) Briefing on Crash Drill. Briefing of crash drill is to be carried out

every day before commencement of flying. Crash trolley is to be inspected,
crash crew detailed and the names displayed on the DSS board. Name of
the individual holding the key of the tool box of crash trolley is to be displayed
specifically.

(d) Cleanliness Parade. This parade is to be conducted before and after

the shift. All airmen are to ensure that the aircraft, ground equipment and
DSS surroundings are clean and tidy. Special attention is to be paid to
aircraft and tarmac cleanliness. Cleanliness is to be the responsibility of all
personnel of the shift and be supervised by the WO i/c DSS.

(e) FOD Parade. This is to be the last activity before commencement of

flying. The WO I/C is to detail a suitable number of personnel for FOD
parade. The team is to carry out a check of the tarmac and other
maneuvering areas. The FOD material collected is to be deposited with the
WO i/c DSS who in turn is to hand it over to the UFSIO under intimation to
Engineering Officer. After FOD parade, the gangs are to start preparation of
aircraft.

(f) Preparation of Aircraft. The following activities are to take place

after the FOD parade: -

(i) The aircraft gangs and tarmac leader are to take their positions.
(ii) Ground equipment like external batteries, GPUs, fire
extinguishers is to be positioned at the place marked on the tarmac.

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(iii) Ladders and chocks are to be positioned and aircraft canopy

covers removed as required.
(iv) O i/c DSS is to finally confirm the readiness of all aircraft and
display the parking sequence on the DSS board.
(v) All F- 700s will be kept ready for signature.
(vi) Take- off inspector is to be sent to the designated runway in
use.
(vii) DSS communications are to be checked for their serviceability
(Refer Article 0906).

(g) DSS Layout. A suggested layout of the DSS is placed at Annexure

VII, chapter 5 of this manual. The DSS information board is a vital part of the
DSS layout and is to display all planned and ongoing activities on the tarmac
in a simple, easily understandable format. The following essential information
is to be displayed on this board:-

(i) Planned flying for the day and aircraft parking sequence (is to
be depicted as a plan view of the tarmac/ loop).
(ii) Aircraft configuration, including armament and fuel state.
(iii) Aircraft configuration and fuel state for TRS.
(iv) TRS status.
(v) Names of crash crew detailed for duty.
(vi) Names of main and stand by WO i/c DSS and Tarmac Leader.
(vii) Runway in use.
(viii) Readiness time.
(ix) Shift timings.
(x) Rectification status.
(xi) Misc/ flash information.
(xii) Flight/Maint Safety slogan.

0903: Aircraft Start Up Drill

1. Aircraft start up, seeing off and receiving drill is to be a well-coordinated

activity and should be able to deal with any unexpected contingency.

2. All earmarked gangs and tarmac leader are to be available in their

designated places before aircrew approach the aircraft.

3. A cautionary announcement is to be made on the PA system regarding

commencement of flying.

4. All ladders are to be in place and panels/ doors/ canopies kept open as
required on the aircraft. Gang leaders are to receive the aircrew when they arrive at
the aircraft.
5. Aircrew is to be assisted while strapping up in the aircraft and associated
activities.

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6. After the aircrew is strapped up and has signaled readiness for start, there is
to be no movement of either men or vehicles on the tarmac unless warranted.

7. The tarmac leader is to supervise all activity on the tarmac during flying. He
is to stand in front of the flight line facing the aircraft at a sufficient distance to be
visible to all pilots and ground crew. He is to direct all activity from there and not
move from his position except in unusual circumstances.

8. The airman supervising the start up is to be clearly visible to the pilot. He is

to ensure that the area in front and behind the aircraft is clear before clearance for
engine start is given.

9. Each and every person on the tarmac is to be alert and aware of the
activities taking place on the tarmac. Ground crew is to be ready to respond to any
unusual occurrence on the tarmac when aircraft engines are running.

10. Once the aircraft have taxied out, the tarmac leader will ensure that all GSE
is restored to its proper parking/ storage place. All I/C aircraft are to count the
number of blanking for confirmation.

11. Ideally an aircraft is to be received in the same bay from where it taxied out.
The tarmac leader is to decide the parking bays for receiving aircraft in consultation
with the Desk i/c.

12. The airmen receiving the aircraft are to be in place before the aircraft enters
the dispersal area.

13. Tarmac leader is to ensure that the area is clear for aircraft parking.

14. Standard marshalling signals are to be used for marshalling and parking the
aircraft.

15. There is to be no vehicular or other movement on the dispersal till the time
the engines/ propellers/ rotors have completely stopped.

16. Ground crew is to help the aircrew unstrap and extend any other assistance
if required.

17. Refer TSI Vol I Leaflet Tech/ Serv/ 07 for additional information.

0904: Duties of Take- Off Inspector

1. The Take-Off Inspector is the last person in the chain to inspect the ac before
it gets airborne. His duties, therefore, are vital for Flight Safety. He is required to
check the ac for fuel/hydraulic leaks, condition of tyres, loose panels, removal of
safety pins etc. Apart from the laid down instructions, the take off inspector is

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required to alert the pilot on any other aspect, which might jeopardise the safety of
the ac. He is, therefore, required to be technically sound and situationally aware.

2. He must be of Structure Fit trade, fully trained and experienced on the type of
ac.

3. A marshaller who can be from any other trade must always accompany him.

4. He must be specifically cleared for the duties by the SEO and is to have
carried out two such duties under supervision.

5. He is not to carry any loose articles and his overall is to be properly zipped /
buttoned. Ear defender, cap and spectacles are to be secured properly.

6. He is not to be assigned any other task like removal of safety pins, engaging
electrical connections etc.

7. No rectification is to be attempted at the aircraft inspection point.

8. Apart from hand signals, other means of communication like tele briefing (if
available) or a marker board are to be used.

9. Danger/ safety zones are to be adhered to as per the laid down instructions.

10. Only the Take off Inspector is to carry out checks on the aircraft. The
marshaller is to stand clear of the ac and be visible to the pilot.

11. Extreme care is to be taken to avoid suction of body parts or foreign

objects into the intake. The Take off Inspector is not to get distracted and is to
concentrate on his job.

12. In no case, decision of the tyre inspector is to be overruled by the pilot.

13. Take- off inspector’s checks specific to type is to be formulated by the CEO
based on the ac specific instructions and disseminated to the units.

14. The take off inspector should ensure that a record of aircraft sent back is
maintained for MCC to compile yearly feedback.

15. For details refer TSI Vol I Section `C’ Leaflet No Tech/ Serv/ 21.

0905: Marshalling and Sign Language

1. Standard marshalling signals and signs by day and night are placed at
Annexure I to this chapter.

2. Marshalling signals are to be displayed prominently in the DSS and hangars.

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3. Marshalling signals for visiting aircraft are to be displayed in the Duty Crew
Section.

4. During continuity training, classes for marshalling is to be imparted to all

airmen, irrespective of trade, and their proficiency monitored.

5. During marshalling in/out of aircraft, the marshaller is to ensure clearance of

the aircraft maneuvering area so that ground equipment and picketing articles do
not get blown away in aircraft propeller wash/ jet exhaust.

6. Aircraft are to be marshalled in/out of the tarmac following the dispersal

markings.

7. Marshalling actions are to be crisp, clear and correct in order to avoid

confusion.

8. The marshaller is to ensure that he stands in the correct place and at a

correct distance from the aircraft to be visible to the pilot. This position is to be
marked on the tarmac according to specific aircraft types. Refer to tarmac layout
given in Article 0506 of this manual.

9. The marshaller is always to be in eye contact with the pilot.

10. Tele-briefing facility, if available is always to be used during start- up and

marshalling.

11. Refer TSI VOL-I Section C Leaflet No. Tech/Serv/15A for more details.

0906: Communication Aids

1. The mandatory communication aids at the DSS are as follows:-

(a) A walkie-talkie for contact with the ATC.

(b) An EPAX telephone.

(c) A PA system audible to all DSS personnel.

(d) A normal exchange telephone.

(e) An intercom connection to SEO, Flt Cdr, CO and aircrew room.

(f ) In case of blast pen operations, communication with all pens from

DSS by intercom/telephone.

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(g) Portable electrically operated loud hailer for effective tarmac control by
tarmac leader.

0907: Aircraft Parking

1. The aircraft parking sequence is to be decided a day prior in consultation

with Flt Cdr.

2. Aircraft are to be prepared in the earmarked parking bays and the parking
plan displayed on the board at the DSS.

3. Minimum clearance between the wing tips/rotor and front/rear areas of

aircraft is to be ensured as per specific aircraft type.

4. Ground equipment is to be placed in the earmarked places on the tarmac

and is not to protrude into the aircraft-parking zone.

5. Parking bays are to be free from spilt oils, grease or any other material.

6. Two chocks, one in the front of the main wheel and other behind are to be
placed while the aircraft is parked. Before aircraft start up, both chocks are to be
placed in front of the main wheels.

7. Aircraft earthing cables are to be touching the ground.

8. All blankings and safety pins are to be properly installed.

9. Removed blanking/safety pins are to be placed in a manner so that they

don’t fly off with engine exhaust/rotor wash when aircraft taxy out/in.

10. All armed aircraft are to face a safe direction and safety signs/flags are to be
in position.

0908: Aircraft Picketing

1. LFS of aircraft has been carried out.

2. The access doors/panels and canopies are to be closed and locked (as
applicable).

3. GSE is to be well clear off the aircraft.

4. Battery switch is to be OFF.

5. Ejection seat safety pins are to be in position.

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6. All wires and blankings are to be in position and secure.

7. As far as possible, helicopters are to be parked into the wind.

8. Mooring is to be done at the mooring points only.

9. For helicopters, all rotor blades are to be clear off the tail boom.

10. Refer TSI Vol I Leaflet Tech /Serv/ 02 for additional information.

0909: Pen Operations

1. Pen operations are markedly different from tarmac operation and require
elaborate planning, coordination and caution during flying.

2. Aircraft dispersal is to be decided taking into account the type, shape, size
and number of the blast pens.

3. As far as possible, only one aircraft is to operate from a single pen. In case
circumstances dictate double aircraft operation from a single pen, extreme caution
is to be exercised during start up, taxing out/in, arming, turning the aircraft and
refueling.

4. A standard layout pen operation is placed as Annexure III to Chapter 5 of this

manual.

5. All blast pens are to be connected to the DSS through an

intercom/telephone. In addition, adequate number of hand communication sets is to
be provided.

6. Distribution of shift manpower is to be done in a well planned manner taking

into account the distribution of aircraft (whether one/ two per pen), distance between
blast pens, intensity of flying and manpower available.

7. As far as possible, all blast pens are to be independent w.r.t GSE and other
equipment.

8. During pen operations, the location of the DSS is to be such that it is easily
accessible to all personnel.

9. Movement of vehicles is to be carefully controlled during pen operations

keeping in mind the aircraft that have started up or are taxing out/in.

10. Refueller line marked in front of the pen is not to be violated.

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11. The pens are to have adequate lighting to permit rectification and other work
on aircraft.

12. The electrical fittings and blast pens are to be serviceable and secure to
prevent fire hazard.

13. All fittings on blast pen walls and roofs are to be secure to prevent their
falling and causing FOD when aircraft is started up.

14. Extreme caution is to be exercised while turning around the aircraft after
switch off in a single entry pen. The aircraft is to be turned around outside the blast
wall limit of the pen to prevent damage to stabiliser/pitot heads. All precautions for
aircraft towing are to be observed during this activity.

15. All blast pens are to have power supply required for aircraft operations,
especially for charging ASVs etc.

16. All blast pens are to have a running water connection.

17. Only the built in racks in the pens are to be used for stowing aircraft covers,
blankings etc.

18. Whenever pen operations are ordered, the following check list is to be
referred to, for ease of operations :-

(a) Find out the pen numbers allotted for operation.

(b) Ensure that pens are suitable for the type of aircraft to be operated.

(c) Find out whether pens are single or double entry.

(d) Assess whether double parking would be required.

(e) Check whether pen exhaust outlets are modified.

(f) Survey all pens to assess standard of cleanliness. Take help of Stn
authorities for cleaning the pens.

(g) Inspect the condition of joint filling. Inform ATC if any work is required.

(h) Check that the pens have standard markings for pen operations. If
not, inform the ATC for remarking.

(j) Check that Magnetic / Geographical headings are marked in all the
pens.
(k) Check availability of electric supply specific to aircraft.

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(l) Check that all electric wiring is cleated and secure. Inform Stn
authorities if any work is needed.

(m) Check that all fittings of the pen are secure and would not fall off due
to aircraft vibrations. Inform Stn authorities if any work is needed on this
account.
(n) Ensure adequate illumination is available inside the pens for night
operations.

(n) Ensure that all unwanted equipment is removed from the pens.

(o) Ensure communication facilities are serviceable.

0910: Emergency Handling

1. Emergency handling forms a crucial part of the tarmac management. Any

aircraft emergency at the tarmac or another location is to be dealt with in a
professional manner to ensure minimum damage to the aircraft and no loss of life. It
must be remembered that the ATC crash crew may be able to deal with an
emergency initially, but the subsequent safe recovery of the aircraft is the
responsibility of the DSS.

2. Crash Trolley. The crash trolley should be kept ready for move at short
notice and have collapsible sides for easy removal of equipment. The trolley is to be
prominently painted in orange and black stripes scheme. Essential common items
required for a crash trolley are to be as per specific aircraft types. The crash trolley
should preferably have tubeless tyres.

3. The following points should be ensured while operations are in progress: -

(a) All crash/ recovery material is to be loaded on the trolley.

(b) Crash crew is to be detailed and available on the tarmac. The names
of the crash crew are to be displayed on the DSS Board. The composition is
to include two AF/ Fit, one Armt, one SEW, one Elect and one Eng
tradesman. The i/c crash trolley is to be an AF/ Fit Sgt/ Warranted rank.

(c) Crash trolley is to be connected to a serviceable tractor and its MTD

available.

(d) Runway in use is to be indicated on the DSS board.

4. Recovery SOP. The following actions are to be taken in the event of an

emergency: -

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(a) An announcement is to be made regarding the aircraft emergency and

gathering of crash crew. Simultaneously, WO i/c DSS is to confirm the
location and nature of the emergency.

(b) Crash trolley with the crash crew is to move towards the location of
the ac.

(c) I/C crash crew is to carry the walkie-talkie with him and keep in touch
with the ATC for guidance and clearance to cross aircraft maneuvering
areas.

(d) On reaching the site, crash crew is to first help the pilot if necessary.

(e) Armament tradesman is to install ejection seat safety pins.

(f) Armament stores, if any, are to be made safe.

(g) Battery is to be disconnected.

(h) Aircraft is to be cleared from runway as quickly as possible.

0911: Towing of Aircraft

1. Aircraft not adapted for towing are to be manually handled.

2. Only a vehicle provided with a serviceable towing attachment is to be used

for towing.

3. Aircraft towing is to be slow, smooth and sharp turns are to be avoided.

4. Sudden braking is to be avoided to prevent damage to the aircraft.

5. MTDs cleared for towing are to be specially trained and authorised by the
SEO.

6. Wing tips are to be manned during towing. For helicopters, both sides of the
aircraft as well as the rear are to be manned.

7. One airman is to sit on the tractor, which is towing the aircraft to ensure that
extreme turning limits are not exceeded. He is also to guide the MTD and wing tip
tradesmen when required.

8. At night all appropriate signals are to be given to help towing operation.

9. During towing at night, nav lights are to be kept ON.

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10. Only towing bars of correct specifications are to be used.

11. Towing bars are not to be used on soft/ uneven ground.

12. Overload release mechanism of tow bars is to be serviceable.

13. Aircraft brakes are to be manned by an authorised tradesman during towing.

14. Reversing of tractor during towing is prohibited.

15. Max laid down angular movement of the nose wheel is not to be exceeded.
MTDs are to be briefed accordingly.

16. An aircraft is always to be towed with a towing bridle attached to the

designated points on an aircraft.

17. The cable connecting the main landing gears through a pulley of the towing
arm should be taut.

0912: Vehicle Movement and Discipline

1. The only vehicles to be allowed on the tarmac would be ASVs, Refueller,

CFTs, DSS tractor and any specific vehicles related to aircraft systems.

2. All vehicles operating on the tarmac are to have the following fitments:-

(a) Large rear view mirrors on both sides of driver position.

(b) Reversing horn.

(c) Two chocks.

(d) Wire brush for cleaning tyres.

(e) Red light on top.

(f) Position lights on all four corners.

(g) Adequate luminous paint/ tape markings on the body for night
operations.

(h) Serviceable headlights, taillights and wipers.

6. As far as possible, no vehicle is to reverse on the tarmac. If reversing is

unavoidable, it would be done in a slow, careful manner and is to be marshalled by
a person from outside.

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7. Whenever stationary, all vehicles on the tarmac are to have chocks

positioned to prevent forward/ back- ward movement.

8. Unless absolutely unavoidable, no vehicular movement is permitted on the

tarmac when aircraft engines are running.

9. Before entering the tarmac, the tyres of all vehicles are to be cleaned with a
wire brush to prevent FOD.

10. Only authorised personnel are to drive vehicles on the tarmac.

11. There are to be no oil/ fuel leaks from the vehicles operating on tarmac.

12. No vehicle is to violate the markings for MT operations on the dispersal and
the blast pens.

13. Before moving onto the tarmac, the MTD is to ensure that all cables/ arms
are secure and chocks are stowed.

14. All vehicles operating on the tarmac are to keep their engines running for fast
clearance. While parked the gear lever is to be in neutral position and parking
brakes ON.

15. In no case, the vehicles operating on the tarmac are to be parked in the
kutcha.

16. No vehicle is to cross the stop line marked on the tarmac. Personnel
boarding an ac are to alight and walk to the ac from that point.

0913: Anti FOD Precautions

1. Contributory Factors. In spite of numerous instructions on the subject,

FOD continues to cause concern and needs to be tackled on a war footing. The
usual contributory factors for FOD on aircraft are: -

(a) Tools left behind in aircraft.

(b) New or old class ‘C’ spares left in the aircraft.

(c) Loose items fallen from overalls.

(d) Servicing debris like wires, rivets, split pins, rubber seals etc.

(e) Extra panels left in the aircraft.

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(f) Left over food that attracts rodents and insects.

(g) Unauthorised items kept in cockpit/ aircraft.

2. Anti FOD Measures. Detailed anti FOD measures are placed as Annexure
II to these this chapter.

3. The Station Maintenance Safety Officer and SFS & IO are responsible for
implementation and monitoring of effective FOD control measures at the base.

4. For additional information refer to TSI Vol I Section B Leaflet Tech/ Admin/
08.

0914: Fire Safety Precautions on Tarmac

1. Following fire safety precautions are to be observed on the tarmac: -

(a) Earthing cables of parked aircraft are always to touch the ground.

(b) Electrical wiring of all vehicles operating on the tarmac is to be

properly insulated for spark free operation. In no case, smoking/ naked flame
is allowed on the tarmac area.

(c) Proper earthing of refuelers during refueling/ defueling is to be

ensured.

(d) Cleaning of spilled hydraulic oil, eng oil, fuel and other inflammable
fluids on the tarmac is to be carried out immediately. At times, there may be
a sudden, large amount of fuel spillage on the tarmac. In this case, the area
is to be quarantined till the spillage is cleaned.

(e) Spoiled rags/ cotton waste is to be put in FOD bins and these are to
be cleaned at the earliest.

(f) Adequate numbers of serviceable CO2 trolleys are to be available on

the tarmac.

(g) All airmen are to be familiar with the operation of the CO 2 type of fire
extinguisher. Each CO2 trolley is to be manned by two airmen.

(h) Proper servicing and maintenance of CO2 trolleys is to be ensured.

(j) Coordination between DSS and ATC and Stn fire section is to be
maintained for fire fighting support wherever required.

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(k) Aircraft dispersal procedure in case of a major fire is to be formulated

at all stations.

0915: Storm/ Gale Precautions

1. A proper chain of communication for activating storm/gale precautions is to

exist in a unit.

2. LFS on all aircraft is to be carried out to the extent possible depending upon
the time available.

3. Picketing is to take priority over LFS in case of a very short warning.

4. Ensure all access doors/ canopies are closed.

5. Ensure all blanking and covers are installed & secured.

6. Ensure control locks are installed.

7. Ensure ejection seats are safe.

8. Ensure battery switches are OFF.

9. Aircraft lashing points are to be secured to mooring rings/picketing blocks

with rope.

10. Ensure two chocks are placed at each wheel and tied with rope.

11. Ensure rotors are secured as per aircraft SOP.

12. Aircraft earthing cables are to touch the ground.

13. Gale crew is to be detailed after working hours. A procedure is to exist for
timely recall of gale crew when required.

14. Detailed Gale/ Storm orders are to be formulated at each base keeping local
conditions in mind.

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ANNEXURE 'I' - 1/13 (Article 0905: Para 1)

STANDARD MARSHALLING SIGNALS : BY DAY AND BY NIGHT

DAY NIGH MARSHALLER’S POSITION

T
For an aircraft approaching its
parking place, the marshaller
should stand where he can be
seen by the occupant of the
pilot’s cockpit. The standard
position is slightly ahead of the
aircraft between the port wing-
tip and the pilot’s cockpit

DAY NIGH
PROCEED TO NEXT MARSHALLER T

Right or left arm down, other arm

moved across the body and extended to
indicate direction of next marshaller.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

THIS MARSHALLER

(Wearing ISI Helmet with clear

wiser, yellow jacket with fluorescent
tapes and using safety light bar
during night) Arms above head in
vertical position with palms facing
inward.

MOVE AHEAD

Arms a little aside, palms

facing backward and
repeatedly moved upward-
backward from shoulder
height.

SLOW DOWN

Arms down with palms

towards ground, then moved
up and down several times

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

SLOW DOWN ENGINE (S)

ON INDICATED SIDE

Arms down, then either right or

left arm waved up and down
with palm towards ground
indicating that left or right
engine respectively should be
slowed down

MOVE BACK

Arms by sides, palms facing

forward, arms swept forward and
upward repeatedly to shoulder
height.

TURN TO PORT

Point right arm downward, left

arm repeatedly moved upward-
backward. Speed of arm
movement indicating rate of
turn
.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

TURN TO STARBOARD

Point left arm downward, right

arm repeatedly moved upward-
backward. Speed of arm
movement indicating rate of
turn.

AIRCRAFT STOP

Both arms vertically raised

upward, palms facing outward.

START ENGINE

Circular motion of right

hand at head level with
arm pointing to engine.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

SWITCH OFF ENGINE

Arms repeatedly crossed over head; the

rapidity of the arm movement should be
related to the urgency of the stop, i.e. the
faster the movement the quicker the stop.

EMERGENCY CUT
OFF ENGINE(S)
Both arm and hand level
with shoulder, hand
moving across throat,
palm downward.

OPEN COWL FLAPS

Hands flat against sides of

head, and then opened by
bringing thumbs outward
and forward.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

TURNS WHILE
BACKING-TAIL TO
PORT
Point right arm down, left arm
by side, palm facing forward
and swept forward and upward
repeatedly to shoulder height.

TURNS WHILE BACKING-

TAIL TO STARBOARD

Point left arm down, right arm

by side, palm facing forward
and swept forward and upward
repeatedly to shoulder height.

INSERT CHOCKS

Arms down, fists closed,

thumbs extended inwards,
swing arms from extended
position inwards

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

REMOVE CHOCKS
Arms down, fists closed,
thumbs extended outwards, swing
arms outward.

LOWER WING FLAPS

Hands in front, palms

together horizontally, then opened
from the wrist alligator-mouth
fashion.

RAISE WING FLAPS

Hands in front, horizontally, with

palms open from the wrists, then
suddenly closed.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

TAIL WHEEL LOCK

Hands together overhead,

palms open from the wrists
in a vertical V, then
suddenly closed.

TAIL WHEEL
UNLOCK

Hands overhead,
palms together then
opened from the wrists to
form a vertical V.

BOMB BAY OPEN

Hands to be held
with fingertips touching
in front of body, then
swung outward and up.

BOMB BAY CLOSED

Arms to be extended then

swung downward and in
until finger-tips touch in
front of the body with
elbows bent at
approximately 45°.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

MARSHALLING FINISHED

Right arm raised with elbow at

shoulder height with palm facing
forward.

AFFIRMATIVE
SIGNAL FOR
GENERAL USE

Hand raised,
thumb up.

NEGATIVE SIGNAL
FOR GENERAL USE

Hand raised thumb down.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

AUXILIARY POWER UNIT

CONNECTED

Hands above head, left fist partially

clenched, right hand moved in direction of
left hand with first two fingers extended
and inserted into circle made by fingers of
left hand.

AUXILIARY POWER UNIT

DISCONNECTED

Hands above head, left fist partially

clenched, right hand moved away from left
hand withdrawing first two fingers from
circle made by fingers of left hand.

EXTERNAL FIRE ON AIRCRAFT

Both arms and hands facing inward in level with

shoulders, repeatedly moving up and down
alternatively with palms downward. This signal is to
be used in conjunction with that of " Emergency Cut-
Off Engines" in case any external fire is noticed

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

MARSHALLER’S POSITION

For a helicopter approaching its

parking place, the marshaller
should stand where he can be seen
by the occupant of the pilot’s
cockpit. The standard position is
slightly ahead of the helicopter
between the port main wheel and
the nose wheel.

HOVER

Arms extended horizontally

sideways, palms
downward.

LAND

Arms crossed and extended

downward in front of the body.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

VERTICAL MOVEMENT
UPWARD

Arms extended horizontally sideways

beckoning upward with palms turned
up. Speed of movement indicates rate
of ascent.

VERTICAL MOVEMENT
DOWNWARD

Arms extended horizontally

sideways beckoning
downward, with palms turned
down. Speed of movement
indicates rate of descent.

SPOT TURN

Left or right hand moving upward

and backward, from a horizontal
position, to indicate direction of tail
movement. Other hand pointing to
center of spot turn. Marshaller must
remain in full eye-view with pilot.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

WINCH UP

Left arm horizontal in front of body,

fist clenched, right hand with palm
turned downward, making upward
motion.

WINCH DOWN

Left arm horizontal in front of

body, fist clenched, right hand
with palm turned downward
making downward motion.

RELEASE LOAD

Left arms extended forward

horizontally, fist clenched, right
hand making horizontal slicing
movement below the left fist,
palm downward. This signal is
also used for "cut cable" when
winching.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

HORIZONTAL MOVEMENT
TO PORT

Right arms extended

horizontally sideways in
direction of movement and other
arm swung in front of the body
in same direction, in a repeating
movement.

HORIZONTAL MOVEMENT
TO STARBOARD

Left arm extended horizontally

sideways in direction of
movement and other arm swung
in front of body in same
direction in a repeating
movement.

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ANNEXURE 'I' - 2/13 (Article 0905: Para 1)

PATTERN OF FLUORESCENT TAPES

ON MARSHALLING JACKET

Jacket
(Colour -
Light
yellow)

Strip
(Colour -
Fluorescent
orange)

FIG 1 FRONT VIEW FIG 2 REAR VIEW

Colour scheme
(a) Jacket - Light yellow
(b) Strip - Fluorescent orange

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ANNEXURE 'I' - 13/13 (Article 0905: Para 1)

NIGHT MARSHALLING WAND (SAFETY LIGHT BAR)

Operating Switch

Hand Grip

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ANNEXURE ‘II’ (Article 0913: Para 2)

Anti-FOD Measures
Anti-FOD Measures - First Line

1. General Checks and Precautions. The following precautions/ checks are to

be observed by all personnel carrying out servicing on the aircraft/ aeroengines:-

(a) All technicians are to carry their tools/spares in authorised tool

bags/containers. The tools are to be counted before and after servicing and
spares are to be accounted for the consumption.

(b) No loose items such as coins and keys etc are to be kept in the
overalls. Overalls with Velcro/ fastener and zips are to be used.

(c) After completion of servicing work, the tradesmen responsible for

carrying out the work are to check the area for cleanliness and for absence of
foreign objects like tools, locking wire, cleaning materials etc. All debris such
as locking wires, drilled out rivets, split pins, rubber seals etc are to be
collected after completion of the work and deposited in FOD drums. The
technicians should check their overalls for intactness of zip pullers.

(d) On completion of work at “Restricted Access/ places” such as cockpit,

the places are to be cleaned using vacuum cleaners to remove broken
pieces of locking wires, split pins, washers etc that may have fallen in.

(e) Removed panels are not to be left in aircraft. These are to be tagged /
marked to indicate parent aircraft and kept in the racks near the aircraft. On
completion of work for the day, the removed panels are to be accounted for
and kept aircraft-wise at places earmarked for the purpose.

(f) Special responsibility rests upon the SNCO i/c gang who is to exercise
strict vigilance at work so that no tools or spares are left in the aircraft/aero
engine.

2. Precautions in Tool Crib. Issue of tools to the tradesmen from the tool crib
is to be made strictly as per the tool crib system laid down in TSI Vol-I Tech/ Admin/
17. The Sqn Engg Officer and WO i/c/ SNCO i/c servicing party are to ensure that
the tool crib system is followed whenever and wherever aircraft are serviced.

3. A very strict “FOD Discipline” is to be enforced at all levels of aircraft

operation during daily servicing by technicians, tarmac operators, working in hangar
and at issue/ receipt of tools. FOD consciousness is to be enhanced through display
of posters/ slogans and emphasised during regular briefings and continuity training.

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4. Anti-FOD Measures Prior to Ground Run

(a) Engine ground running guards must be checked for fitness for use
during ground run.

(b) Personnel not wearing servicing overalls are not to come close to the
air intake while the engine is running.

(c) Utmost care is to be taken to ensure that engine blankings are

properly cleaned. These are to be placed in such a way that the mating
surfaces of the blanking faces 'up'.

(d) Sikh tradesmen are to remove their turban badge and tie a ‘THATHA’
over the turban while working on the aircraft particularly during ground run.

5. Precautions during Tarmac Operation. Tarmac area is to be kept

absolutely clean at all times. WO i/c Shift is to conduct FOD parade on
completion of FFS (prior to start up). Adequate numbers of personnel are to be
detailed in FOD parade to ensure that the tarmac surface is cleared of foreign
objects. Meticulous written records are to be maintained for the FOD parades
conducted. In addition, it is to be ensured that the tarmac area/aircraft operational
area is swept particularly before night flying.

6. Precautions in Hangar. The complete hangar area is to be swept

thoroughly every day. Sufficient number of FOD drums is to be positioned inside the
hangar and these are to be cleaned prior to pack up. After completing the servicing
operations on the aircraft, the work areas of the aircraft involved are to be checked
and cleared of all loose objects.

Additional Anti-FOD Measures - Second Line

7. Since dismantled aircraft are inherently prone to accumulation of foreign

objects including insect hives and bird nests, extra care is to be taken at all work
centers where second line servicing operations are performed, to keep the area
clean. All unwanted objects are to be detected and removed promptly to prevent
any damage to aeroengines. WO i/c servicing gang is to ensure that Engine Fit
tradesmen carry out a thorough check of air intake and compressor, before the
aircraft is taken out of hangar for deinhibition run, superstructure run or final ground
run.

8. Ground Run Point

(a) The engine tradesman is to check additional air intake guards and
verify that they are fit for use during ground run.

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(b) He is to carry out a thorough FOD check of the engine compressor.

Structural integrity at the air intake and absence of any loose rivet etc also
must be ensured.

(c) Engine technicians who work on aircraft must wear overalls having
Velcro fastener (straps) instead of buttons. Other types of overalls are strictly
forbidden for them.

(d) WO i/c aircraft servicing is to ensure that:-

(i) The aircraft is thoroughly cleaned externally. Special attention

is to be paid to maintenance of control surfaces and their cleanliness.
(ii) FOD discipline is followed by all tradesmen prior to and during ground
run at ground run points.
(iii) Clearance from all trades is obtained before ground run and signed for
in IAFF (T) 700. GRC is to be carried out as per the CSDO schedule/ local Tech
Orders on the subject.
(iv) FOD cage is serviceable.
(v) FOD parade is carried out around air intake area prior to
ground run.
(vi) Tradesmen required to be present during ground run do not
have any loose articles like caps, goggles, rings, key chains, neck
chains, coins, identity card, loose papers etc.
(vii) There is no unnecessary movement of personnel and vehicles
in front of the air intake during ground run.
(viii) Sikh airmen detailed for activities concerned with ground run tie
a ‘THATHA’ over their turban.
(ix) The aircraft is not left unattended, if the ground run is
abandoned for some reason. Two airmen are to be detailed to guard
the aircraft from being tampered with until the full gang gets together
for continuing the ground run.

(e) Independent FOD check is to be carried out by a supervisor and an

entry is to be made in Form 700 to this effect.

(f) Sqn Cdr (AC Tech Sqn) will exercise necessary supervision to ensure
that all the above measures are observed.

9. The Station Maintenance Safety Officer is responsible to the CEO for

implementation of anti- FOD measures.

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CHAPTER - 10

DETACHMENT OPERATION

Article

1001: General
1002: Manpower Planning
1003: Detachment Requirements
1004: Documents
1005: Requirement of Consumables
1006: Responsibilities of Host Base
1007: Ground equipment at OP location/ Detachment

1001: General

1. On various occasions, squadrons are required to move out on detachments at

short notice, either inside or outside the parent Command. This chapter lays down
basic guidelines for a smooth and successful conduct of the detachment. TSI leaflet
No. Tech/ Admin/ 21 of TSI Vol-1 deals with the various aspects related to the
detachment operation.

1002: Manpower Planning

1. Senior Engineering Officer in consultation with the Flight Commander of the

squadron is to earmark the specific aircraft, including standby aircraft numbers, in
accordance with the detachment requirements. While earmarking / planning the
aircraft Sl. No. for detachment, the following are to be considered:-

(a) Number of aircraft required for detachment.

(b) Minimum no. of flying hours required on each aircraft.

(c) Required configuration.

(d) Modification status of aircraft, required to undertake specific mission if

any during detachment.

(e) Allotment of aircraft as per aircraft stagger plan.

2. A master list of the technical manpower is to be prepared depending upon

the number of aircraft and role of the detachment. This list is to cater to the

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requirements of supervisors, tradesmen and other personnel. For long duration

detachments, manpower rotation is to be planned.

3. A consolidated list of second line experienced and trained manpower from

Tech Sqn is to be formulated in consultation with CO and the CEO. The primary aim
is to make available, second line expertise to the detachment at the host base, so as
to enhance their capability to undertake any major rectification. One to one
replacement of manpower, trade wise, is to be ensured from squadron to Tech Sqn
for the duration of the detachment. Rotation of manpower is to be considered in
case the detachments are of long duration.

1003: Detachment Requirements

1. TT&GE. Senior Engineering Officer is to work out the TT&GE requirements

for the detachment, based on the specific role of the detachment, servicing
requirements on aircraft and other related activities. Ground equipment for
marshalling, picketing, storage, refuelling and handling of aircraft, must be catered
for.

2. MT. A consolidated list of MT support required by the detachment is to be

prepared under separate heads of common user and specialist vehicles. These
requirements are to be projected to the host base well in advance. Liaison between
the parent unit and host base is essential to ensure smooth detachment operation.
Depending upon the availability of MT at the host base and its distance from the unit,
a road convoy may be necessary to supplement the MT support with vehicles from
the parent base. Alternatively, the SLO of the host base is to meet the requirement
by hiring of vehicles from within local resources.

3. Load tables. Load table preparation is a vital activity since it ensures optimal
utilisation of road/ air transportation effort provided for the detachment. Load table is
to be prepared after taking the following factors into account:-

(a) Quantum and type of air support available.

(b) Requirement of road/ train party.

(c) Composition of road convoy.

(d) Vehicle/aircraft wise load manifest.

(e) Loading/unloading requirements.

4. Advance Party. An advance party comprising of an officer of the squadron,

irrespective of branch, and relevant tradesmen is to be routed to the host base, at
least one week in advance, to coordinate the maintenance and administrative
support.

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5. Packing. All TT&GE, rotables or consumables which are sensitive or

susceptible to damage in transit, are to be packed properly in order to eliminate the
possibility of damage. Packing cases of required dimensions are to be manufactured
locally, as per requirement.

6. Tool Crib. The concept of tool crib management as per TSI Vol-I, leaflet No.
Tech/ Admin/ 17 are to be followed, to the extent possible. This is to reduce the risk
of tools being inadvertently left in aircraft on completion of servicing activity. Tools
issue register for odd and even days is to be maintained and all tools are to be
accounted for, at the end of the day, at the detachment location.

7. Communication. A master list of communication aids, as per requirement

is to be prepared. This list is to include specialist equipment/operator required to
patch a communication link between the detachment and parent base, like HF net.
The list is also to include common communication aids for detachment operation like
Porto-phone, PA system, battery operated hailer, etc, at the host base.

8. Administrative Requirements. A complete list of administrative

requirements is to be forwarded to the host base, well in advance.

1004: Documents

1. Depending on the role and duration of the detachment, a list comprising of all
relevant publications and forms is to be prepared and these documents transported
to the detachment location to ensure self reliance.

2. A certificate from the CEO/ Sqn Cdr (AC Tech Sqn) of the parent base, listing
and recommending the aircraft/components due for extension, during the envisaged
detachment operation and not available for replacement, is to be prepared and
carried by O i/c detachment. Depending upon the performance of the aircraft/
component in question, CEO of the host base is to grant extension, on the basis of
this certificate.

1005: Requirement of Consumables

1. Spare Pack. SEO in consultation with Sqn Cdr (Lgs) is to prepare a list of
spares trade-wise and is to brief Engineering Officer i/c detachment to ensure proper
accounting during detachment operations. Spare parts earmarked for detachments,
if available and held by Sqn Cdr (Lgs), are to be issued to the detachment. Deficient
items in this, if any, are to be supplemented prior to the move of the detachment.

2. Estimated requirement of ATF, compressed gases, LOX, liquid nitrogen, is to

be worked out in advance and intimated to the host base.

3. A consolidated list of oils, lubricants and consumables requirement, both

specific to type and otherwise, for the expected detachment period is to be

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communicated to Sqn Cdr (Lgs) of the parent base. He is to arrange supply of these
items to the detachment location.

1006: Responsibilities of Host Base

1. The CEO of the host base is responsible to provide maintenance support to

the visiting detachment. He will also be responsible for the overall supervision of the
maintenance activities.

2. O i/c detachment is to be briefed by CEO/ rep of CEO on all aspects of

support services and instructions, in vogue, at the base.

3. CEO is to ensure that all technical practices and activities by the detachment
are carried out as per laid down instructions specific to type of the aircraft.

4. All second line documents and log cards of the visiting aircraft are to be
maintained in the MCC of the host base. Engineering officer i/c detachment is to
keep CEO and O i/c MCC fully appraised of serviceability state of aircraft and
maintenance problems, if any.

5. Fusing of armament stores is the responsibility of the host base. Constraints

of manpower, if any, are to be projected to the parent base well in advance for
supplementing.

6. CEO is to ensure that Tool Crib system and FOD measures are being
followed by the visiting detachment as per TSI Vol-I, section B, leaflet No. Tech/
Admin / 08 and 17.

7. The host base may issue the rotables required by the visiting squadron if
available in the logistics squadron to service their aircraft.

1007: Ground Equipment at Ops Location/ Detachment

1. Some squadrons frequently visit their Ops location/ detachment location. In

such cases, it is possible to permanently position some of the ground support and
handling equipment including CUV and ASVs. Proper handing over/ taking over is to
be carried out for the purpose of safe custody with details of un-serviceability clearly
mentioned.

2. The responsibility of maintenance of ground equipment/ground support

equipment rests with the parent unit.

3. For the purpose continued serviceability the maintenance of ASVs and CUVs
should be carried out at the host base to the extent possible. CEOs/ Sqn Cdr (Lgs)
of both bases is to interact for up keep of vehicles.

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CHAPTER - 11

ARMAMENT AND SAFETY EQUIPMENT

Article

1101: General
1102: Terminology
1103: Armament Accidents
1104: Manpower Deployment
1105: Armament Operations
1106: General Safety Instructions
1107: Defect Reporting
1108: Special Profiency Certificates for Weapon Fitters
1109: Storage of Armament Stores and Explosive Devices
1110: Air Armament Stores in Use in IAF
1111: Exposure of Explosive Stores
1112: Servicing Responsibility of Air Launched Missiles
1113: Duties and Responsibilities of Armament Officer
1114: Planning of Armament Task

Annexure

I : Armament Accidents
II : ‘Red Flag’
III : ‘Arming-Up in Progress’ Board
IV : ‘AC Armed’ Board
V : Duties and Responsibilities
VI : Air Armament Configuration

1101: General

1. An aircraft is an offensive weapon platform. It carries weapons for offensive

missions and for self-defence. Weapons are explosives and need to be handled with
great care and caution. This is the only way to ensure safe and accident free
operation whether on ground and in air.

2. It is mandatory therefore, to strictly adhere to instructions given by the OEM

while handling explosives, which may be suitably amended to suit local conditions. A
loaded aircraft is to be treated as a live bomb while handling.

3. This chapter lays down the guidelines for activities related to the use of
armament stores in the 1st and 2nd line aircraft operation.

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1102: Terminology

1. The basic terminology used in conjunction with armament operations is given

below:-

(a) Aircraft Arming. It is the process of loading an aircraft with armament

stores/gun and making the latter ready to be fired by operation of the cockpit
switches/controls.

(b) Aircraft De-arming. It is the process of making the aircraft safe on

ground, after landing with unexpended stores such as bombs, missiles or gun
stoppages, due to armament system malfunction after release/firing controls
have been operated in flight or otherwise.

(c) Arming Up Area. It is a specific area selected and earmarked for

arming/ de-arming operations.

(d) Loaded Aircraft. Aircraft carrying armament stores with ground safety
devices installed to prevent their inadvertent release.

(e) Armed Aircraft. Aircraft carrying armament stores with ground safety
devices removed and ready for release by the pilot with operation of cockpit
switches.

(f) Misfire. These are unexpended missiles, gun and/or rockets in an

aircraft after an armament mission landing due to armament system
malfunction, once the firing controls have been operated in flight.

(g) Gun Stoppage. This is referred to an armament mission aircraft

landing with unexpended gun ammunition due to armament system
malfunction, once the normal firing controls have been operated in flight.

(h) Hang up. It is referred to an armament mission aircraft landing with

unexpended bombs due to armament system malfunction, after the normal
release controls have been operated in flight.

(j) Armament Safety Check Point. This is a predetermined location on

the taxiway leading to the dispersal, on which an aircraft returning from an
armament sortie with unexpended armament stores needs to be made safe
before entering the dispersal. For details, refer article 0506, para 15.

(k) Clearance Area. This is a specific area earmarked for the purpose of
clearing hang-ups, misfire and/or gun stoppages. This area will be located
nearest to the runway-end to avoid taxying of such aircraft, through other
active areas.

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(l) Hang - up Point. This is a point marked inside a clearance area,

taking all safeties under consideration. The aircraft after hang - up or misfire is
to be rendered safe at this hang - up point. For details, refer article 0506, Para
14.

(m) Safety Man. Safetyman is a weapon fitter who is stationed at the

‘arming up area’ after arming of aircraft. He is to ensure ‘arming up area’
discipline. He is to wear a red jacket so as to be conspicuous.

(n) Danger Building. It is a building, dump or under ground chamber

authorised for use by a competent authority in which explosives are dealt with
or stored.

(o) Explosives Area. It is an area designated for working on/with

explosives, usually enclosed by a security fence.

(p) Missile Preparation Shed (MPS). It is a building earmarked for

belting and gauging of ammunition, fusing and defusing of bombs, assembling
and dis-assembling of missile with applied safeties.

1103: Armament Accidents

1. Armament accidents are caused primarily due to non-adherence to laid down

procedures. They occur due to negligence, inexperience, inadequate training,
disobedience or when short cuts are attempted.

2. Accident Prevention. The following steps are necessary to prevent

armament related accidents:

(a) Sound ab -initio training.

(b) Continuity training on maintenance of new and existing equipment.

(c) Periodic training on armament discipline and its importance.

(d) Correct and strict supervision at all levels.

(e) Thorough and speedy investigation of defects, accidents and institution

of corrective measures.

3. For details, refer Annexure ‘I’ and TSI Vol V, Section ‘A’ Leaflet No.
Armt/Gen/04.

1104: Manpower Deployment

1. Based on knowledge, skill levels and past experience of Wpn/fit tradesmen,

gangs are to be formed separately for fusing, bombs, rockets, guns, as applicable.

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2. Arming/ De-arming gang is to have at least one supervisor with minimum two
Wpn/ Fit tradesmen or as per mission requirement specified in Tarmac Management
Book Part II for respective aircraft.

3. Clearance gang is to have at least one supervisor with a minimum of one

Wpn/ Fit tradesman or as per mission requirement specified in Tarmac Management
Book Part II for respective aircraft.

4. Safety man/ armament tradesmen duties are not to be left unattended.

5. Change of tradesmen detailed for a specific armament task is to be avoided

but if inescapable, it is to be executed only after due authorisation.

6. At a time only one gang is to work on each aircraft.

7. Specific briefing regarding the type of armament store, their loading/unloading

aircraft wise is to be given before commencement of operations.

8. Fusing/ de-fusing, belting/de-belting, attachment/de-attachment of tail units,

missile preparation etc is to be carried out by manpower detailed from the parent
Wing.

1105: Armament Operations

1. All weapon tradesmen are to strictly adhere to the safety precautions as laid
down in relevant publications.

2. To ensure safety of aircraft and personnel, weapon fitter tradesman is to be

the last person to enter the cockpit prior to an armament sortie and the first
person to enter the cockpit after the armament sortie.

3. Before Armament Operations. The following procedures are to be followed

before undertaking armament operations: -

(a) Engineering Officer/ WO i/c is to be briefed by the Flight Cdr on range

requirements.

(b) Gang size is to be detailed for loading/unloading operations as per the

role and armament requirement of the squadron. A clearance gang is to be
specifically detailed. Availability of ground/role equipment is to be ensured
commensurate with the requirements.

(c) Safety boards, safety pins with red streamers and other safety devices
are to be checked for their serviceability.

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(d) Role equipment and ground equipment are to be maintained in a

serviceable condition.

(e) Aircraft armament circuits are to be checked/rectified for their

serviceability.

(f) Harmonisation of all aircraft earmarked for range operations, is to be

carried out, as required for a particular role. Execution of this activity is to be
examined aircraft wise since it may have already been carried out during
periodic servicing as laid down in specific to type servicing schedules.

(g) Continuity training is to be imparted to all armament personnel; All

armament personnel are to be briefed on procedures and safety precautions
to be adopted during armament operations.

(h) Practical/simulated training of loading and unloading of various

armament stores is to be imparted to all weapon tradesmen periodically and
record of such activity to be maintained in the Special Proficiency
Certificates for Weapon Fitters.

(j) All armament tradesmen are to sign as having read and understood all
relevant armament publications/instructions.

(k) To handle misfires/hang-ups, a clearance area is to be earmarked and

the clearance gang briefed on all maintenance aspects. The clearance area
and the Hang-Up Point as identified, is to be authorised in writing by the
SFSIO in consultation with C Adm O and the Station Armament Officer. Refer
Article 0506, para 14 for further details.

4. During Armament Operations. The following guidelines are to be

meticulously followed during armament operations:-

(a) All armament tradesmen are to be conversant with the procedures and
safety precautions of the type of armament stores being used.

(b) Red flags (refer Annexure ‘II’) are to be positioned at all the four
corners of the arming/de-arming area. Danger boards (refer Annexure ‘III’) are
to be positioned at all conspicuous places. At night, red lights are to be used
for this purpose.

(c) Aircraft be are to be parked, pointing in a safe direction.

(d) Weapon tradesmen are to approach the aircraft for arming activities
only after the servicing by all other trades has been completed and duly
signed for.

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(e) Armament tradesmen are to carry out armament circuit checks before
loading the aircraft as per schedule.

(f) Armament stores are to be transported to the aircraft on their

respective trolleys/ containers in fully secured conditions.

(g) All procedures and safety precautions are to be strictly adhered to as

per specific to-type publications during loading/arming of the aircraft.

(h) While arming/de-arming of the aircraft, no person is permitted to

occupy the cockpit. No person is to move in the front or at the rear of the
aircraft.

(j) After loading the aircraft, all associated safety devices are to be
installed on to the aircraft and armament stores, as applicable. These safeties
are to be removed by the armament tradesmen only prior to taxying out of the
aircraft.

(k) After loading/arming the aircraft, a danger board indicating AC ARMED

(refer Annexure ‘IV’) is to be displayed near the aircraft.

(l) No person is allowed to stay in front or behind an armed aircraft.

Movement under the armament stores/ aircraft though permitted is to be
restricted to a bare minimum. While marshalling in/ out an armed aircraft, the
marshaller is to stand well clear of the aircraft.

(m) A safetyman is to be positioned at entry points after arming activities

are completed.

5. After Armament Operations. Following guidelines are to be followed after

the aircraft returns from a live mission: -

(a) On return of the aircraft, an armament tradesman is to be the first to

approach the aircraft. He is to confirm the absence of external armament
stores and if present, render these safe.

(b) All safety devices, as applicable, are to be installed.

(c) If any aircraft has been declared unserviceable and requires

rectification, it is first to be offloaded. The drop tank jettisoning cartridges are
also to be removed. Necessary rectification is to be carried out only after
obtaining clearance from the SNCO i/c armament of that aircraft.

(d) Hang-up or Misfire of Armament Stores. In case of suspected hang-

up or misfire of armament stores, the procedure as given in Tarmac
Management Part II of the specific aircraft, is to be followed. These

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procedures are Runway End Operations. The general precautions to be

complied with are:

(i) In case of hang-up or misfire of armament stores, the pilot is to

inform the ATC about the nature and type of hang-up/misfire. In case of
fighters, the pilot is to extend the ‘dive brakes’ as a signal for hang up/
misfire.
(ii) The ATC is to inform the DSS about the nature and type of
hang-up/misfire.
(iii) On receiving this information, the clearance gang is to
immediately reach the hang-up point earmarked in the clearance area
along with necessary tools, to render the aircraft safe. Refer Article
0506, para 14 for further details.

(e) Armament Safety Check Point. When an aircraft, returning from an

armament sortie, has unexpended armament stores, it needs to be made safe
before entering dispersal. To ensure a standardised checking procedure, in
practice, a predetermined location on the taxiway leading to the dispersal is to
be designated for use by such aircraft. This safety point is to be designated as
‘Armament Safety Check Point’. Refer Article 0506, para 15 for further details.

6. Duties and Responsibilities. The duties and responsibilities of the SNCO i/c
in their respective areas/activities have been enumerated in Annexure ‘V’ covering
the following aspects:

(a) In charge Arming-up area

(b) In charge Clearance area

(c) In charge Arming/de-arming gang

(d) Runway end safetyman

7. The broad guidelines relating to the action to be taken at the various areas
are as follows: -

(a) Activity in Arming/De-arming Area

(i) Parking of aircraft in safe direction.

(ii) Minimum wing tip/rotor tip distance between two aircraft must be
maintained as given in the respective Tarmac Management Part II of
the aircraft.
(iii) Red flags be positioned at four corners (refer Annexure ‘II’).
(iv) Danger boards are to be positioned at all entry points and
aircraft, as applicable. (refer Annexure ‘III’ and ‘IV’ ).
(v) Traffic/ pedestrians are not to be permitted in the area.
(vi) Strictly comply with the safety instructions.

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(vii) Supervision to be by qualified and experienced supervisors.

(viii) Ground support equipment to be kept in earmarked places.
(ix) Bulk armament stores to be kept in specified area.
(x) Before loading, complete all other maintenance operations.
(xi) Trolleys, other than starting, armament handling and fire
extinguisher, are not allowed near the aircraft prior to loading.
(xii) Laid down sequence and procedure for loading operations to be
followed.
(xiii) A trained and experienced Wpn/Fit to be included during
See-off/See-in drill.
(xiv) After armament mission, Wpn/Fit tradesmen are to render
aircraft safe before any activity is undertaken.
(xv) Accounting of armament stores is to be recorded in manuscript
loan register.
(xvi) Arming up log is to be maintained.

(b) Activity in Clearance Area

(i) Red flags are to be positioned on all approaches (refer

Annexure ‘II’).
(ii) Danger boards are to be positioned on all entrances (refer
Annexure ‘III’ and ‘IV’).
(iii) Vehicular/pedestrian traffic is not to be permitted.
(iv) Only Wpn fit tradesmen are to be permitted for clearance
operations unless otherwise specially requisitioned by WO i/c
clearance gang.
(v) Wing tip/ rotor tip clearance between more than one aircraft is
as per type of armament store.
(vi) Movement in front of the aircraft is not permitted. In the rear it is
limited to the bare minimum.

8. Documentation. Proper documentation is a very important criterion while

dealing with armament stores. Appropriate entries are to be made in the Aircraft
Servicing Form IAFF (T) 700 or equivalent certificates as under:

(a) Make entry in the ‘Arming Certificate’ of IAFF (T) 700 or equivalent
certificates after loading of gun, rockets, missiles or bombs as applicable, with
red ink.

(b) Make entry in the ‘De-arming Certificate’ of IAFF (T) 700 or equivalent
certificates after mission as applicable, with red ink.

(c) Make entry in ‘Change of Serviceability and Repair Log’ of IAFF (T)
700 or equivalent certificates regarding fitment and removal of role equipment
of aircraft.

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(d) Make missile certificate entry to count number of sorties and to

calculate no. of hours flown by the particular missile, as applicable.

(e) Accounting of armament stores is to be recorded in manuscript loan

register.

(f) Arming up log is to be maintained meticulously.

1106: General Safety Instructions

1. Prior to commencement of any maintenance activity on the aircraft, the

following is to be ensured, wherever applicable: -

(a) Safety pins are in position on the ejection seat.

(b) Check for the correct number of safety pins and good condition of cord.

(c) Canopy is secured in the open position and safety pins of canopy
jettisoning handle are in position.

(d) Safety pins are in position in the drop tank jettisoning pyro-pusher gun
and on bomb racks.

2. Escape Aid System.

(a) Only WPN FIT and SEW tradesmen are authorised to remove/insert
safety pins during normal seeing off/receiving operations. No other tradesmen
are to be allowed to perform this activity.

(b) No major rectification work in the cockpit, which warrants removal of

ejection seat for clearance, is permitted without removal of ejection seat.

(c) Removal and fitment of ejection seat is not to be carried out in the
hangar. Being a specialised job it is to be carried out only by a qualified and
experienced WPN FIT tradesman under supervision. Before fitment, it is to be
ensured that FOD check has been carried out and documented in F-700.

(d) Vital and independent checks are to be carried out mandatorily both
prior to and after installation of ejection seat in the aircraft.

(e) During servicing, all escape aid and powder cartridges must be stored
in their containers and deposited with the Wing Armament Section. Marking
and labelling is to be done neatly to totally preclude the possibility of
interchange. The date of opening of the hermetically sealed container,
installed life expiry, date of manufacture and lot number must be recorded in
the Form 700 or equivalent certificate of aircraft.

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(f) The Station Armament Officer is to monitor the life of any escape aid
and powder cartridges installed on aircraft and inform the concerned agency,
well in advance, in case of life expiry.

(g) Unpainted walls and ceiling of the ejection seat bay are to be coated
with oil based distemper, to improve dust proofing.

3. Belted Ammunition. The following precautions are to be observed: -

(a) Belted ammunition is not to be carried on shoulders by tradesmen to

prevent stretching of links and misalignment of rounds.

(b) At all occasions, ammunition belts are to be carried either in special

transit containers and if these are not available, in ammunition tanks.

(c) To minimise the occurrence of gun stoppages, ensure proper belting

and gauging of ammunition of belts.

(d) For detailed instruction on handling of Belted Ammunitions refer TSI

Vol V, Section ‘C’ Leaflet No. Armt / Ammo / 02.

4. Aircraft Bombs. Observe the following precautions: -

(a) For carriage of bombs on high-speed aircraft, it is imperative that the

suspension lugs are fully serviceable and suitable to the aircraft pylons.

(b) Bombs with the suspension lugs corroded, distorted, pitted or

unserviceable in any other way are NOT to be used for carriage on aircraft.

(c) To avoid damage of the arming wire and aircraft structure, the routing
of the arming wire is to be carried out as specified in specific to type
publication.

(d) For details, refer TSI Vol V, Leaflet No. Armt / Bomb/ 01.

5. Tools, Testers and Ground Equipment. Following precautions are to be

observed: -

(a) All tools and testers specific to armament are to be calibrated

periodically. Uncalibrated torque wrenches and effort meters are not to be
used.

(b) All ground equipment specific to armament is to be periodically serviced

as given in TSI Vol III, section A, leaflet No. GE/GEN/3A and record of
servicing carried out is to be maintained. Emphasis is to be given to the
serviceability of pads on bombs trolleys and availability of belts used for
securing of armament stores on trolleys.

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(c) For details on calibration, refer Articles 1609 and 1610.

1107: Defect Reporting

1. Very often the defect/failure reports on explosives and ammunition submitted

by units reveal that due care and attention is not paid in rendering the reports with all
the possible data required to investigate the effect/failure and to take remedial
action.

2. Action to be taken before Raising Defect Reports.

(a) In the case of gun stoppages, a preliminary investigation of the

stoppage is to be carried out as per the relevant publications and the results
reflected in the defect report, when stoppage is attributed to defective
ammunition.

(b) All relevant data and statistics are to be furnished for a proper
investigation of the defect/failure to arrive at the probable cause (s) and to
institute remedial action.

(c) Defect/failure reports are to be raised only where it is established

beyond doubt, after a preliminary technical investigation, that an explosive
store found serviceable at missile operation has failed/malfunctioned in spite
of having followed the correct arming up, carriage and release procedures. It
is the primary responsibility of the controlling formation to ensure that these
are followed-up in each case.

(d) The procedure to be followed for reporting and investigating defects on

all failures on explosive and ammunition stores including accident/incident
cases are to be reported on Explosive Failure Report (EFR) as per AFO 7/99.

(e) Cases of weapon defect/ failure, other than those at above Para 2(C),
will be reported as per instructions issued vide TSI Vol V, section ‘M’ leaflet
No. Armt/QAS/03 and AFO 7/99 on raising of F- 1022.

1108: Special Proficiency Certificates for Weapon Fitters

1. In spite of various instructions having been issued from time to time, serious
armament related incidents and accidents still continue to occur.

2. To eliminate such recurrences, the following activities are recommended:-

(a) Training of Weapon Fitter Tradesmen.

(i) OJT and continuity training is to be organised at Sqn/Wings for

Wpn fit tradesmen who have undergone MCF/TETTRA Courses.

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(ii) The syllabi for training on each weapon system and specific
lesson plans will be worked out in detail, by the Flt Cdr (Armt ) / Sqn
Engineering Officer and approved by the Chief Engineering Officer.
(iii) The task of ensuring that all weapon fitter tradesmen are trained
and periodically revalidated will be the joint responsibility of the SEO as
well as the Flt Cdr (Armt).
(iv) The overall responsibility for working out a methodology for
training, evaluating and authorising each weapon fitter tradesmen, will
be that of the Chief Engineering Officer of the Station.
(v) The training/revalidation plan and status for the whole Wing
including Squadron personnel will be held at MCC and monitored by
the Flt Cdr (Armt) and that for each Squadron by the respective Sqn
Engineering Officer.

(b) Proficiency Certificate.

(i) A special profiency certificate, apart from the general profiency

certificate – IAFF (T) –1081 B is to be issued to each weapon fitter,
after completion of OJT and continuity training.
(ii) This certificate is to contain record of training conducted for
weapon fitter tradesmen, his periodic evaluation and his clearance
before undertaking any armament activity as per his proficiency level. It
will also contain detailed guidelines for tradesmen, supervisors and
engineering officers regarding related issues of training and
authorisation. The size of the booklet is to be strictly maintained as 20
cms x 10 cms. Colour of the booklet is to be Red.
(iii) The certificate is required to be raised in two copies. Copy ‘A’
will be held as an official record in MCC and copy ‘B’ is to be held by
concerned individual Wpn fit tradesmen (for any one to check his
profiency level attained at any time and to confirm that he is cleared to
undertake an activity before he is entrusted with the task).

(c) Period of Certification. Proficiency certificate will be valid for a

period of six months from the date of issue and needs to be revalidated
between 6 ± 1 month from the date of issue/ previous revalidation.

3. For details, refer Maintenance Directive 02/2000 dated 25 Jan 2000, issued
by AOM.

1109: Storage of Air Armament Stores and Explosive Devices

1. Stores equipped with sophisticated optical, electronic and explosive devices

are highly susceptible to adverse environmental conditions. Even temporary
exposure of a few weeks to high temperature and humidity is likely to affect their
functional reliability. In order to realise their full life potential it is essential that these
high cost weapon systems be preserved in proper storage condition as prescribed by
the manufacturer. For details refer TSI Vol V, Leaflet No. Section ‘A’ Armt/Gen/06.

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2. Category of Storage Accommodation. Storage accommodation for air

weapons and explosive devices are classified into three categories based on
severity of environment conditions in or around the storage space. These are listed
below: -

Category of Storage Type of Store House Environmental Conditions

Accommodation

A Air conditioned stores Temp: 20 deg C to 30 deg C

house Relative humidity: 60% or
70% as applicable.
Dust free environment.
Temp fluctuation: Max 10 deg
C within the Max limit of 30
deg C.

B Non air conditioned Temp: Ambient

store house Nissan Hut RH: Max. 95%
Well ventilated.

C Open plinths with roof Tarpaulin covers to prevent

direct exposure to sun & rain
with provision for ventilation
between store & tarpaulin.

1110: Air Armament Stores in use in IAF

1. Information on armament stores has been included in the “Armament

Compendium” IAPT No 4701-00-00.1.

2. This Compendium covers all Air Armament Stores available in IAF Inventory,
i.e. aircraft guns, rockets, missiles, Russian bombs and non-Russian bombs along
with their matching fusing components.

3. All important parameters including role equipment, fusing policy, type of

target, lifing policy, storage conditions, periodicity of checks, TTGE and publications
to be referred have been incorporated.

4. A chart showing clearance of a particular weapon for use on different aircraft

is placed as Annexure ‘VI’.

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1111: Exposure Of Explosive Stores

1. There is a tendency by units to disregard the vital necessity of keeping

explosive stores sealed in their service containers and packages. Non-observance of
these precautions leads to deterioration through exposure.

2. Preventive Measures. To avoid wastage of operational effort and to ensure

that failure due to deteriorated stores is eliminated, following precautions need to be
followed: -

(a) Explosive stores that have been removed from their service containers
and/or packages and have not been expended will be returned to the
appropriate containers and/or packages as soon as possible. Metal containers
are to be sealed using adhesive or shellac tape.

(b) Only the bare minimum quantity of explosive stores necessary to

satisfy immediate operational requirement is to be opened at any time.

(c) As far as possible all stores, which have been temporarily exposed and
re-sealed, must be used up before further stocks are opened.

(d) Explosives for which service containers or packages are not available
must be kept in suitable sealed boxes manufactured locally.

3. Exposure of Ammunition for Non ORP Duties

(a) Storage. In order to exploit full life potential, it is essential that the
ammunition be preserved in proper storage condition.

(b) Type of Ammunition to be used. Loading of guns, when required, is

to be done with practice ammunition where such ammunition is in service. In
case operational ammunition is required to be loaded, Command
Headquarters are to issue suitable instructions to Station/Squadron to
minimise the use of operational ammunition required to be exposed.

(c) Exposing Operational Ammunition. Operational ammunition opened

for non-ORP purposes like alert/ emergencies, or exercises etc is to be
restricted to 20 hours of flying time or 45 days of static exposure on the
ground, whichever occurs earlier. Thereafter the ammunition and links are to
be cleaned with a dry rag, repacked in original container and marked
appropriately. Ensuring complete dryness of these two items is of vital
importance. The ammunition thus exposed and repacked is to be considered
serviceable subject to annual proof test, as applicable.

(d) Exposing Practice Ammunition. In case practice ammunition is

exposed for any reason, it is to be ensured that the ammunition is expended
on first time basis, as far as possible within 6 months of its exposure.

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(e) Serviceability of Exposed Lots. When proof test becomes due,

samples are to be sent from exposed portion of each lot with appropriate
marking and details. In case that lot is declared serviceable after proof testing,
the complete lot of ammunition exposed and unexposed held is to be declared
serviceable. If any sample fails during proof test, only the exposed portion of
the lot will be declared unserviceable. Then a fresh unexposed portion of the
same lot, is required to be proof tested for which samples can be taken from
the unit holding it. Unexposed ammunition of the same lot and result of this
unexposed ammunition is to be declared applicable to unexposed ammunition
only. Proof testing of ammunition is carried out at 28ED.

(f) Maintenance of Records. In order to overcome the problem of mixing

of lots, it is necessary to maintain a record at both ends i.e. by unit supplying
and the sqn operating. The following procedure is to be followed by units:-

(i) Issue of ammunition to be made from one or two lots.

(ii) Proper recording is to be made for a lot and D/ M of cartridges.
(iii) The original containers are to be preserved for repacking of
exposed ammunition if required.

(g) Units are responsible for maintaining the identity of makes, date and
lots of all exposed ammunition, till they are finally expended or disposed off.

4. Exposure of Ammunition for ORP Duties

(a) Airborne missiles, which have completed 75% of their operational life,
are to be preserved and stored in standard storage condition to avail their
remaining shelf life. Remaining operational life of 25% can be exploited any
time within the residual storage life. Missiles employed for ORP purposes may
continue to be used up to 100% of exposed life. This would minimise
exposing fresh unexposed missiles.

(b) Conventional weapons will be used on ORP duties till the expiry of
exposed life within the prescribed storage life. In between usage for ORP
duties, stores are to be repacked in original containers and stored in
authorised category of accommodation.

(c) Life expired ORP stores are to be repacked in original containers and
stored under standard storage conditions as laid down. These are to be
utilised for training or disposed of as per existing instructions.

5. Exposure of Stores for Periodic Test & Maintenance. Shelf life of

armament stores does not reduce when taken out of manufacturers packing case for
periodic tests and maintenance. However following precautions are to be taken: -

(a) Waiting time for testing is to be kept to bare minimum.

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(b) Packing and repacking of the stores is to be done only in buildings

authorised for carrying out maintenance or in dust free buildings having the
same conditions of temperature & humidity as prescribed for storage.

(c) Preservation of stores is to be carried out before packing as

recommended by manufacturer.

6. Stores Exposed for Miscellaneous Purposes As a general rule, live

stores are not to be exposed for the purpose of display, video filming, demonstration,
training and assessment of ground crew during inspection. If inescapable, following
measures are to be adopted:-

(a) Such exposures are to be authorised only by AOC/Stn Cdr in writing

after due consultation with Command Headquarters.

(b) Unpacking/re-packing is to be done only in dust free original building

having standard storage condition.

(c) Elapsed time between unpacking and re-packing is to be kept to bare

minimum.

(d) Preservation procedure laid down in technical manuals for the store is
to be strictly adhered to before final re-packing.

7. Life Expired Stores. All air armament stores and explosive devices are to
be stored under prescribed storage condition till final disposal is accorded by Air
HQs.

8. For details on exposure of explosives, refer TSI Vol V, Leaflet No. Armt / Gen
/ 05.

1112: Servicing Responsibilities for ALM

1. Air Launched Missile systems incorporate various sections of missiles

(homing head, electronic section, warhead and rocket motor/engine and control
section). MMPUs have been established to service certain vital missile systems held
in Air Force inventory. The MMPU accommodates Automatic Testing Equipments,
Testing Devices, Calibrators and Specialist Vehicles for specific missile systems.
Servicing responsibilities need to be defined amongst different section trades. The
allocation of servicing responsibilities as given in succeeding paragraphs takes into
account the current trade structure, training facilities, operational turn around
requirements, repairs and rectification, storage handling, transportation, explosive
regulations and safety requirements.

2. The responsibilities at the level of 1st and 2nd line structure are as follows:-

(a) 1st line.

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(i) Arming and de-arming of aircraft

(ii) Servicing of associated airborne equipment
(iii) ORP requirements
(iv) Accident/ incident investigations and reporting.
(v) Demanding of recorder tapes
(vi) Maintenance of log books.
(vii) Maintenance of first line testers for the missile
(viii) Misfire drill
(ix) Preparation of Missile before using them on aircraft for live
mission like, fitment of control surfaces, refueling of missiles etc.

(b) 2nd line

(i) Testing of missile sections and assembled missiles.

(ii) Periodic dismantling of missiles and checking /testing of the
components.
(iii) Supply of serviceable missiles to squadrons
(iv) Maintenance, servicing, calibration and repair of various
Automatic Testing Equipment and Testers.
(v) Maintenance and periodic servicing of the MMPU trailers and
associated equipment.
(vi) Maintenance and servicing of calibrators, batteries and UPS
system if installed.
(vii) Demanding of POL and maintenance of records.
(viii) Receipt and despatch of missiles to and from the ED
(ix) Calibration of gauges/instruments.
(x) Charging liquid nitrogen as applicable.

(c) First line maintenance of the ALM is to be carried out at the squadron
and the second line maintenance of the missile at MMPU.

3. For details on servicing responsibilities of ALM, refer TSI Vol V.

1113: Duties and Responsibilities of Armament Officers

1. Flight Commander Armament is responsible for all activities related to handling

of explosive stores in Weapon Storage Areas, its preparation and supply, to the Sqn
Armament Officer. Missile preparation includes all aspects of fusing/ defusing and
fitting/ removal of tail units.

2. Squadron Armament Officer will be responsible for loading/unloading of stores

on aircraft keeping in view the laid down safety regulations. Belting/debelting of
ammunition is to be done under the supervision of the Wing armament supervisory
staff, not less than the rank of a SNCO.

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3. In case the squadron is to operate from a base where similar type of aircraft
are not located, the specific to type support equipment are to be withdrawn from the
parent wing/station and carried to the new location. In case trained supervisors are
not available at such locations, the Sqn Armament Officer must ensure positioning of
trained supervisor at the place of missile preparation/ belting.

4. While establishing missile preparation facility, (pertaining to type of aircraft) at

a new location, the Sqn Armament Officers must supervise personally the initial
operations for safe and efficient working. For additional information, refer TSI Vol V,
Leaflet No. Armt /Gen /02.

5. The Flight Commander Armament is to perform the following functions: -

(a) Flt Cdr (Armt) is a technical adviser to the Commanders/ Chief

Engineering Officers on all matters relating to armament equipment, and
stores.

(b) Maintain close liaison with Flt Cdrs / Squadron Engineering Officers to
ensure air armament sorties are conducted smoothly and effectively.

(c) Supervise maintenance of all armament stores and equipment

including work in ejection seat bay, Gun servicing bay and Role equipment
servicing bays placed under his charge.

(d) Compile Unit Armament Maintenance Orders and ensure that

maintenance personnel comply with these and other standing orders.

(e) Investigate and report all failures of air armament and their associated
role equipment to CASEO at Command HQs.

(f) Maintain a complete and up to date set of Air Publications, modification

sheets, etc. relating to armament equipment used by the Wing/Station and
Squadrons. Carry out periodical checks that air publications held by other
armament sections in the Wing/Station are amended timely.

(g) Maintain a close liaison with Chief Engineering Officer and Squadron
Engineering Officers to ensure that personnel who are not under the direct
control of the armament officer are observing Armament Maintenance Orders
and Safety Regulations.

(h) Maintain a list of armament equipment undergoing trial on the

Wing/Station and be conversant with the progress of such trials.

(j) Maintain a close liaison with the Sqn Cdr (Lgs) on the supply of
armament equipment, disposal of repairable items, and inspection of
equipment held in stock.

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(k) Ensure all STEC Pamphlets issued by CFEES are available for
reference by armament personnel.

(l) Make periodic inspection of explosives held in bomb dump and ensure
that the principle of “First IN First OUT” (FIFO) is strictly observed in issue of
armament stores. Also ensure that all instructions relating to maintenance of
danger buildings are being followed.

(m) Make periodic inspection of ranges and stop butts and issue Range
Orders and Safety Regulations. He is also responsible for the maintenance
and administrative control of ranges.

(n) Select suitable personnel to attend courses of instruction on new

armament equipment whenever such occasions arise. Ensure that only
authorised (cleared in Trade Proficiency Certificate IAFF (T) 1081) personnel
are permitted to carry out preparation and maintenance of armament stores.

(o) Make periodic check of the inventory to ascertain that no air armament
are approaching their life expiry, and inform Command HQs if so happens.

(p) All Air Launched Missiles (ALM) due for periodic testing are sent to the
local Mobile Missile Preparation Unit (MMPU) or initiate necessary actions to
dispatch the same to the nearest MMPU for testing.

(q) Supervise preparation of armament stores before issue to units. Also

ensure that stores not used after preparation are properly defused, packed
and relevant markings made on the container.

(r) EOD equipment at the base have to be serviced as per the manuals
and regular practices carried out.

(s) Ensure that all armament returns are properly vetted and verified
before submission to Command HQs/Air HQ.

1114: Planning of Armament Task

1. Each squadron is allotted armament for consumption for a financial year.

Based on the plans, Squadron Engineering Officer is to obtain Quarterly Programme
of the anticipated consumption of armament form the CO/ Flt Cdr. Based on this; he
is to be brief WO i/c Armament and Weapon/Flt tradesmen of the squadron well in
advance. Depending on type of the armament and weapons planned, he is to
arrange continuity training to gear up the tradesmen to carry out the task with
adequate knowledge and expertise on specific armaments. Flt Cdr (Armt) is to
render necessary assistance in building up the expertise.

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ANNEXURE I (Article 1103: Para 3)

ARMAMENT ACCIDENTS

1. Most armament accidents are the result of failure of personnel to realise the
basic requirements of explosive stores. Explosive stores are intended to function at
the right time on initiation and at the same time, be safe throughout the period of
transportation, storage and servicing, provided laid down regulations are complied
with. Careless handling of explosive stores can result in one of the following:

(a) Deterioration of the explosive leading to loss of operational efficiency or

complete failure.

(b) Failure of weapons to operate at the right time and place.

(c) Accident involving injury or death to personnel and/or damage to

buildings or equipments.

2. Causes of Armament Accident. Basic causes of an armament accident

can be classified under the following heads:

(a) Negligence.

(i) Careless handling of weapons and explosives.

(ii) Failure on the part of officers and SNCO’s to supervise work and
to ensure that adequate orders and instructions are provided and
available to airmen.
(iii) Failure to arrange training on new equipment .
(iv) Failure to read orders and instructions.

(b) Inexperience.

(i) Inadequate training or lack of training on new equipment.

(iii) Failure to ask for guidance when dealing with unfamiliar
weapons or explosives.

(c) Disobedience.

(i) Lack of discipline or deliberate contravention of orders.

(iii) Use of incorrect tools.
(vi) Failure to report defects or “suspect” defects.

(d) Inadequate Orders.

(i) Ambiguous and badly written orders.

(ii) No orders on new and unfamiliar equipment.

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ANNEXURE II (Article 1105: Para 4(b))

RED FLAG

40 cms

25 cms

150 cms

30 cms

NOTE: The red and white paints used above are to be luminous.

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ANNEXURE III (Article 1105: Para 4(b))

‘ARMING IN PROGRESS’ BOARD

50 cms

ARMING UP IN PROGRESS 25 cms

150 cms

30 cms

NOTE: The red and white paints used above are to be luminous.

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ANNEXURE IV (Article 1105: Para 4(k))

‘AIRCRAFT ARMED’ BOARD

50 cms

AC ARMED 25 cms

DO NOT CROSS

150 cms

30 cms

NOTE: The red and white paints used above are to be luminous.

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ANNEXURE V (Article 1105: Para 6)

DUTIES AND RESPONSIBILITIES

1. Duties and responsibilities have been distributed for various stages/areas of

armament operations. These have been laid down as specified in the succeeding
paragraphs.

2. Incharge Arming-up Area. In charge Arming-up Area is responsible to O i/c

Flight Line. He is to:-

(a) Detail SNCO i/c arming/de-arming gang.

(b) Maintain ‘Arming up Area’ discipline.

(c) Brief SNCO i/c arming/de-arming gang about mission configuration and
arming/De-arming discipline.

(d) Ensure Red Flags and Danger Boards are positioned.

(e) Ensure no unnecessary vehicular/pedestrian traffic in ‘Arming-Up

Area’.

(f) Ensure all other maintenance operations are completed before start of
arming operation.

(g) Ensure aircraft received after an armament mission is made safe

before commencement of work by other tradesmen.

3. Incharge Clearance Area. Incharge clearance area is responsible to O i/c

Flight Line for the following:-

(a) Render armament mission aircraft safe after it has returned with
armament system malfunction.

(b) Carry out safe recovery of pilot.

(c) Obtain first hand report of failure from pilot.

(d) Investigate the causes of failure.

(e) Course of action to be taken to disarm/unload the aircraft.

(f) Supervise disarming/unloading of aircraft.

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(g) Retrieve the affected aircraft after disarming/stoppage clearance, with

all safeties applied.

(h) Maintain clearance area discipline.

(j) Maintain and report failure details.

4. SNCO i/c Arming/De-arming Gang. SNCO i/c arming/de-arming gang is to

carry out the following:

(a) Arming/De-arming operation of aircraft.

(b) Make aircraft safe after mission.

(c) Give clearance to other tradesmen to commence maintenance

operations after armament mission.

(d) Ensure strict observance of safety instructions.

(e) Ensure that aircraft is safe for carrying out arming/De-arming operation.

(f) Ensure that tradesmen carrying out arming/De-arming are trained and
duly authorised by a competent authority.

(g) Ensure that tradesmen observe correct technical procedures.

(h) Ensure that proper documentation is carried out after completion of

arming/loading operation.

5. Runway End Safety Men. Incase of information received regarding

suspected hang up/ misfire after armament mission, the O i/c DSS/WO i/c Armament
is to immediately route a party called “Runway-End Safety Men” (RSM) to the
runway end/ clearance area. RSM party is to retrieve the affected aircraft following
the procedure as given in the respective Tarmac Management Pt-II of specific to
type aircraft. The party is responsible for carrying out the following:

(a) Ensure aircraft is parked at the end of runway facing direction of

landing.

(b) Ensure no person is permitted to stand directly in front of such aircraft.

(c) Check presence of armament stores and signal pilot to switch off the
aircraft if bombs, rocket or gun rounds are present.

(d) SNCO i/c party to signal the pilot for taxying to arming up area if there
is no hang up/misfire of armament stores.

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ANNEXURE VI (Article 1110: Para 4)

AIR-ARMAMENT CONFIGURATION

MiG21 MiG23 MiG27 MiG29 SU-30 Jaguar Mirage Mi-17 Mi-25 Mi-35 ISKRA KIRAN
T-77 T-96 T-75 BN
Aircraft Guns
GSh - 23 and 23L X X X X X - - - - - X X X X
GSh - 30 - 1 - - - - - X X - - - - - -
GSh 6 - 30 A - - - - X - - - - - - - -
Aden 30 mm - - - - - - - X - - - - - -
DEFA 30 mm - - - - - - - - X - - - - -
9 -A-624 (12.7 mm) - - - - - - - - - - X X - -
PKL – 7.62mm - - - - - - - - - - - - X
Machine Gun

Rockets
57 mm X X X X X - - - - X X X - -
68 mm - - - - - - - X - - - - - -
S - 24 - X X X X X - - - - - X - -
S - 8 KO 80 mm - - - - X X X - - - X X - -
S - 24 - X X X X X - - - - - X - -
S - 8 KO 80 mm - - - - X X - - - - X X - -
57 mm - S 5M/5K X X X X - - - - X X X X -

MiG21 MiG23 MiG27 MiG29 SU-30 Jaguar Mirage Mi-17 Mi-25 Mi-35 ISKRA KIRAN

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T-77 T-96 T-75 BN

Bombs (Non Russian)

BAP - 100 - 65 - - X X X - - X - - - - - -
Durandal Sari V - - - - - - - X - - - - - -
BL - 755 - X X X - - - X - - - - - -
1000 lbs Mk-9,9U,9M X X X X X - - X - - - - - -
1000 lbs Mk - 9 M X X X X - - - - - - - - - -
with RTU 1121
1000 lbs Mk - 9 UM X X X X - - - - - - X X - -
with RTU 117 Mk-iv
1000 lbs Mk - 11 (N) X X X X X - - X X - - - -
1000 lbs Mk - 20 - - - - - - - X - - - - - -
455 ltrs Napalm - X X X X - - - - - - - - -
Laser Guided bomb - - - - - - - - X - - - - -
(LGB)
BR250 Kgs Spanish - X X - X - - - X - - - - -
or BRP
Practice Bomb 25 Lbs X X X X X - - X X - - - - -
Practice Bomb 3Kgs X X X X - X X - - - - - X X
Bomb 500Lbs - - - - - - - - - - - X - X
Bomb Belouga - - - - - - - X X - - - - -
130mb cluster BME - - - X X - - X - - - - - -
-330 Spanish

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MiG21 MiG23 MiG27 MiG29 SU-30 Jaguar Mirage Mi-17 Mi-25 Mi-35 ISKRA KIRAN
T-77 T-96 T-75 BN
Bombs (Russian)
OFAB 100 - 120 - X X X X X - - - X X X - -
OFAB 250 - 270 X X X X X X - - - X X X - -
FAB 250 M - 54 X X X X X X - - - X X X - -
OFAB 250 SHN X X X X X X - - - - - - - -
RBK 250-ZAB 2.5 - X X X X X - - - - - - - -
RBK 250-275-AD-ISCh - X X X X X - - - - - - - -
RBK 250 PTAB 2.5M X X X X X X - - - - - - - -
(Anti Tank)
FAB 500 M 54,46,62 X X X X X X - - - X X X - -
FAB 500 SHN X X X X X X - - - - - - - -
FAB 500 Sh Retarded X X X X X X - - - X - - - -
ZAB 500 Sh X X X X X X - - - X - - - -
ZAB 500 OR 500R X X X X X X - - - X - - - -
BETAB 500 X X X X X X - - - - - - - -
BETAB 500 ShP X X X X X X - - - - - - - -
SAB 100 MN - X X X X X - - - - - - X -
SAB 250 - 200 X X X X X X - - - - - - - -
Bomb Practice 75 kgs X X X X X X - - - - - - X -
Days/night use

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MiG21 MiG23 MiG27 MiG29 SU-30 Jaguar Mirage Mi-25 Mi-25(U) Mi-35
T-77 T-96 T-75 BIS BN
ON
Missiles and
Guided Bombs
X - 29TE - - - - - - - X - - - - -
X – 31 A/P - - - - - - - X - - - - -
X – 59 ME - - - - - - - X - - - - -
Magic II - - - - - - - - X X - - -
Super 530 D - - - - - - - - - X - - -
9M 17P (Scorpion) - - - - - - - - - - X -
9M 114 (SHTURM) - - - - - - - - - - X X
R - 27 R1 - - - X - - X X - - - - -
R - 73E - X* X* X - - X X - X - - -
R-27ER1 /ET1 - - - - - - - X - - - - -
RW-AE - - - X - - - X - - - - -
Crystal Maze - - - - - - - - - X - - -
Matra 1000 kg LGB - - - - - - - - - X - - -
Paveway LG kits - - - - - - - - - X - - -
Griffin LG kits - - - - - X - - X - - - -
KAB-500 KR/OD - - - X - - - X - - - - -

*
Note: Integration trials of R-73E on Mig-21 T-75 and T-96 are in progress.

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CHAPTER - 12

AEROENGINE MAINTENANCE

Article

1201: General
1202: Ground Running of Aero Engines
1203: Ground Run Certification
1204: Hazard Zones
1205: Standard Operating Procedure for Ground Run
1206: Precautions during Ground Run of Aeroengines
1207: Positioning of Fire Fighting Appliances & Ground Equipment
1208: Maintenance of Uninstalled Aeroengines

Annexure

I : Diagram of Typical Segment Type Blast Reflector

II : Specimen Format – ‘Ground Running Logbook’
III : General Diagram Showing Hazard Zones

1201: General

1. Maintenance and preservation of uninstalled aeroengines has a direct bearing

on the residual life of the engine. Every flying station holds a certain number of
uninstalled engines, which are to be preserved to avoid corrosion. Unauthorised
cannibalisation contributes to prolonged unserviceability of engines and thus is to be
avoided. It is therefore essential that proper care be taken to prevent onset of
corrosion and damage to the aeroengine.

2. Ground run of aeroengine is yet another factor restricting the operational life
of the aeroengine. Thus ground run is to be restricted to the bare minimum as may
be essential for rectification/servicing purpose. This chapter lays down the guidelines
for ground running operations and maintenance of aeroengines.

1202: Ground Running of Aero Engines

1. Ground running of an aircraft is an important and critical activity. During

ground run of aircraft, several cases of damage to engine, aircraft and injury to
personnel have resulted. The major causes of such accidents are:-

(a) Suction of tools, unused spares & consumables left inadvertently by

tradesmen in the air intake area, after completion of repair/ rectification.

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(b) Suction of fragmented bitumen and concrete/pebbles due to improper

selection and clearing of ground running area.

(c) Suction of caps, turbans, spectacles etc. due to carelessness of

tradesmen.

(d) Unauthorised movement of vehicles in front of aircraft being ground

run.

(e) Inadequate fire safety precautions observed by servicing personnel.

2. The Senior Engineering Officer / Sqn Cdr (AC Tech Sqn), keeping in view the
above aspects, is to ensure the following: -

(a) Ground run is given only by personnel certified for the task.

(b) Aeroengine is not run in a hangar.

(c) Ground running areas are selected and specifically designated on the
tarmac keeping in view the factors such as type of ground run, safety of
personnel and noise hazard.

(d) Availability of required safety appliances before commencement of

ground run.

(e) An open shelter is available near the ground run point to position a
working table and necessary documentation. Wherever, possible a permanent
shed may be constructed to make it possible to give ground run in all weather
conditions.

(f) Transportable working table and water trolley are available in the open
shelter near ground run point.

(g) Hazard zones are clearly marked.

(h) Ear defenders are worn by all personnel working in the vicinity of
ground run area.

(j) Limit ground run period to bare minimum as necessary for

servicing/rectification.

(k) Blast deflectors are provided at designated ground run point. As far as
possible blast deflectors with segments are to be fabricated to avoid
deterioration as experienced in case of conventional blast reflectors. The
sample diagram of a typical segment type of blast reflector is placed at
Annexure ‘I’.

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1203: Ground Run Certification

1. The certification for ground running of aeroengines is to be given by CEO only

on the basis of recommendation from SEO/ Sqn Cdr (AC Tech Sqn). Following
personnel can be certified to give ground run: -

(a) Engineering Officers.

(b) Selected technicians and supervisors of engine trade based on their

past experience.

2. SEO / Sqn Cdr (AC Tech Sqn) are to ensure that the technicians are not
recommended for certification to give ground run until: -

(a) They have read and understood relevant extracts of the aircrew
manual, engine maintenance manual and local ground running orders.

(b) They have been given systematic training on starting, running and
stopping procedures with special emphasis on emergency procedures.

(c) They have the basic quality of situational awareness and professional
competence.

3. Ground running OJT for technicians and supervisors is to be conducted on

simulators wherever available. In the absence of simulators, OJT is to be carried out
on trainer aircraft under the supervision of a certified supervisor, duly authorised by
SEO/ Sqn Cdr (AC Tech Sqn).

4. Instructions to Personnel Certified to Ground Run Aero Engines.

(a) Personnel qualified to give ground run on aero engine are to maintain a
logbook to record all ground runs carried out. Specimen format of the logbook
is placed at Annexure ‘II’. These books are to be maintained in duplicate, one
booklet is to be held by the individual while the other is kept in MCC. The
record of logbook is to be transferred to the next unit on posting out of the
personnel.

(b) Logbooks held by qualified personnel are to be inspected by SEO/ Sqn

Cdr (AC Tech Sqn) every three months and by CEO once in six months.

(c) Qualified personnel are to be kept current on the type for which they
hold the certificate.

(d) Performance check of the authorised personnel is to be carried out by

SEO/ Sqn Cdr (AC Tech Sqn) at six monthly intervals and recorded in the
ground running logbook.

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5. Record of Personnel Certified for Ground Run. The record of personnel

indicating the particulars of technicians and aircraft types/engines on which they are
cleared to give ground run, is to be kept in MCC and Sqn TCR. The ground running
logbooks are to be regularly updated and inspected by Flt Cdr MCC and produced to
CEO once in six months.

6. Instructions for Personnel Authorising Ground Runs.

(a) Ground runs are to be authorised only by SEOs/ Sqn Cdr (AC Tech
Sqn) at the parent base and EO in charge at detachment location.

(b) SEO/ Sqn Cdr (AC Tech Sqn) is to detail a Warrant Officer i/c ‘Ground
run’, who will be over all in charge till the ground run is completed.

(c) SEO/ Sqn Cdr (AC Tech Sqn) is to clearly establish whether a
supervisor is required along with the person being authorised depending on
the nature of ground run.

(d) The technician in charge of ground run authorised by SEO/ Sqn Cdr
(AC Tech Sqn) is to be briefed on the specific tasks to be accomplished
during the ground run.

(e) SEO/ Sqn Cdr (AC Tech Sqn) is to obtain a feedback Proforma and
debrief from the technician in charge after the ground run is over.

7. Instructions to Warrant Officer “In-charge” of Ground Run.

(a) The Warrant Officer ‘in-charge’ of ground run is responsible to SEO/

Sqn Cdr (AC Tech Sqn) for the following: -

(i) He is to ensure that the aircraft is fit for ground run and F700
clearly mentions “aircraft serviceable for ground run” after carrying out
preparatory servicing for ground run (GRS).
(ii) He is to confirm in writing, from all tradesmen who have worked
on the aircraft that all tools drawn by them are physically available with
them and make an entry to that effect in F700.
(iii) He is to ensure that no subsequent work has been carried out
on the aircraft between the clearance of the aircraft in F700 and actual
ground run. If such situation arises, he is to inform Engineering Officer
immediately.
(iv) On completion of the rectification, ensure that the open entry in
the unserviceability log of the aircraft servicing form F700, which states
the purpose of the ground run, is completed.
(v) He is also to ensure compliance of Article 1202.

CAUTION. Completion of ground run with no snag does not automatically

certify an aircraft fit for flying. An independent DI and other flight line servicing
are essential to certify the aircraft fit for flying.

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(b) Aircraft/Helicopter Position and Security. The Warrant Officer ‘in-charge’ of

ground run is to ensure that:

(i) The aircraft is positioned on an authorised ground running point.

(ii) The surrounding area is clear of debris or foreign objects, other aircraft
and objects in the vicinity.
(iii) The aircraft is, whenever possible, facing into the wind.
(iv) The aircraft is secured in accordance with specific to type instructions.

(c) External Checks on Aircraft/Helicopter. The WO i/c is to ensure that:-

(i) All covers, blanking and locking devices are removed and safely
stowed on the tarmac in an earmarked place.
(ii) All essential panels, cowlings and ducts are secured.
(iii) No loose articles are left in or on the aircraft, engine or intake, ducts.
(iv) Whenever engine type and its installation permit, the engine is to be
rotated by hand to ensure free rotation without abnormal noise to rule out
fouling.
(v) All cockpit controls and switches not associated with engine are in
correct position.
(vi) Fuel, oil and hydraulic tanks contents are checked.
(vii) Ground running cages positioned wherever authorised.

(d) Briefing to Personnel Before Ground Run. The Warrant Officer ‘in-charge’
is to brief the ground crew on following aspects:-

(i) Warn the personnel about hazard zones (Annexure ‘III’).

(ii) Brief ground crew to keep clear of aircraft, especially when engines are
running at full power.
(iii) Ensure that ground crew use ear defenders and proper clothing.
(iv) Ensure personnel manning fire-fighting appliances are positioned at the
appropriate place.
(v) Ensure that a positive and effective means of communication between
the cockpit and the ground crew (marshaller) is always maintained. Use of
aircraft to ground intercom is to be ensured wherever available.

(e) Fire and Safety Appliances. Warrant Officer in charge ground run is to
ensure that fire fighting and safety appliances stated in Article 1207 are available
and personnel briefed on their operation.

1204: Hazard Zones

1. Whenever an aircraft is started on the tarmac, it creates certain zones, which

are hazardous. These zones generally are in front of the aircraft in line with air intake
ducts in case of jet engine, in front of propeller in case of turboprop engines, main &
tail rotor incase of helicopter and behind engine exhaust. These zones are termed as
‘Hazard Zones’ which are depicted on a diagram in specific to aircraft manuals. The

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hazard zones also indicate the distances for low, high and very high noise levels. A
general diagram showing hazard zones for helicopters, transport and fighter aircraft
is placed at Annexure ‘III’.

2. If the hazard zones are not specified in the relevant aircraft publications,
suitable Tech Orders are to be issued for the information of all concerned. The
following minimum safety distances are to be observed: -

(a) Single engined aircraft: - 5 mtrs radius ahead of air intakes, 100 mtrs
behind jet pipe.

(b) Twin engined aircraft: - 5 mtrs radius ahead of air intakes, 110 mtrs
behind jet pipes.

(c) Four engined aircraft: - 5 mtrs radius ahead of air intakes, 200 mtrs
behind jet pipes.

3. Cautions for Hazard Zone. The distances of the hazard zones are generally
mentioned in the manuals of respective aircraft. Depending upon the hazard zone
diagram the following factors are to be kept in view:-

(a) Tarmac is to be marked for positioning of different types of ground

equipment and ground crew out side the hazard zone (Refer Article 0506 for
standard tarmac layout).

(b) Other than authorised personnel no one else is to be available in the

vicinity of hazard zone.

(c) Ground equipment is to be placed only in the marked area out side the
hazard zone.

(d) Covers and blankings are to be kept in the marked area out side the
hazard zone.

(e) Irrespective of distances mentioned regarding noise levels in the

hazard zone, all personnel on the tarmac are to use ear defenders.

1205: Standard Operating Procedure for Ground Run

1. The SOP for ground run of the aircraft must be available at both DSS/ AC
Tech Sqn in the form of checklist covering the following aspects:-

(a) Checks while approaching the aircraft for ground run.

(b) External checks of the aircraft.

(c) Availability of fire appliances.

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(d) Pre-starting checks.

(e) Checks during ground run.

(f) Checks during shut-off.

(g) Post ground run checks.

(h) Aircraft emergency procedures.

(j) Precautions.

2. The SOP is to be exhaustive and is to encompass all the above aspects in

detail. This checklist is to be issued under the authority of CSDO or the weapon cell
at Air HQ. The personnel authorised for ground run are to be conversant with the
checklist and are to carry the same, at the time of ground run. The checklist is to be
reviewed from time to time. A copy of the same is to be available at MCC.

1206: Precautions During Ground Run of Aeroengines

1. Any operation on an aircraft requires extreme caution to avoid an incident/

accident. This is critical in case of an aircraft ground run, especially after major
maintenance or rectification. It is therefore, necessary to ensure that all personnel
engaged on any work on an aircraft as well as those present near an aircraft, strictly
observe laid down precautions as given below:-

(a) After Rectification Work.

(i) After completion of repair / rectification work involving use of air

intake passage, the tradesman responsible for carrying out the work is
to check the air intake for cleanliness and absence of foreign matter
like tools, locking wire, cleaning materials etc. He is to make and sign
an entry in the "Change of Serviceability and Repair Log" of IAFF (T)
700 that he has checked the air intake (s) for cleanliness and absence
of foreign objects.
(ii) In addition to the above check, an independent check must be
carried out by a SNCO, who was not involved in carrying out the
repair/rectification work. He is to make and sign an entry in the
"Change of Serviceability and Repair Log" of IAFF (T) 700 that he has
independently checked and found the air intake clean and free from
foreign objects.

(b) To Prevent Ingress of FOD in the Air Intake.

(i) The aircraft/helicopter is to be positioned, as far as possible, on

an unbroken concrete surface/tarmac. Joint filling is to be particularly
inspected for firmness.

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(ii) The ground immediately in front of the aircraft/helicopter is to be

free from all servicing equipment, tools, spares, pebbles, rags etc.
(iii) Personnel employed on the tarmac are not to wear headgear,
loose garments or carry loose items. Sikh tradesmen who do not want
to remove the turban are to tie a THATHA over the turban. They are
not to wear any badge on the turban during a ground run.
(iv) The aero engine is to be run with FOD guard/cage in place as
authorised. Bespectacled airmen are not to be allowed to remove or
replace air intake guards when the engine is running.
(v) Air intake blanking is always to be fitted when the engine is not
running.

(c) To Prevent Fire.

(i) The aircraft/helicopter is to be positioned facing into the wind, as

far as possible, in such a way that exhaust gases are blown away from
the aircraft.
(ii) The aircraft is to be so positioned that the jet exhaust is not
directed towards any building, vehicle or other aircraft.
(iii) Before starting the engine, it must be ensured that sufficient
numbers of appropriate, serviceable fire extinguishers are available
and manned. The persons handling them are to be conversant with
their operation.
(iv) If any work is required to be carried out on the fuel system
components after switch off involving removal/fitment of components,
the engine is to be allowed to cool down.
(v) For details on FOD precautions, refer TSI Vol-I Sec B Leaflet No
Tech/Admin/08.

1207: Positioning of Fire Fighting Appliances & Ground Equipment

1. A CFT is to be positioned on the following occasions during ground running of

aircraft: -

(a) Whenever afterburner /super -structure run is required.

(b) After major rectification where fire hazard is likely.

(c) In case of suspected fuel / oil leak.

(d) During inhibition/de-inhibition ground run.

(e) Whenever EO is of the opinion that CFT is required.

(f) As per requirement of specific to type of aircraft.

2. In all the cases given above, the aircraft is to be positioned only at a ground
run point.

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3. The CFT positioned for ground run is to have a minimum of three crash crew
excluding the Specialist Vehicle Operator (SVO).

4. Depending on the nature of fuel/oil leak, the CFT is to be so positioned that it

is able to, use both, BCF and foam through monitor and fire hose.

5. Warrant Officer in charge supervising the ground run is to ensure the correct
positioning and if required, re-positioning of CFT, while fire fighting. The SNCO i/c
CFT is to be briefed by Warrant Officer i/c ground run on various aspects prior to the
start of ground run

6 A serviceable CO2 trolley is to be positioned and adequately manned on the

opposite side of the CFT.

7. Any ground equipment, not directly connected with the ground run, is to be
kept well away from the aircraft to avoid it being blown away by engine exhaust and
damaging other aircraft or equipment kept in the vicinity.

8. All ASVs required for aircraft start up and fire appliance is to be positioned out
side the hazard zone.

9. For further details refer TSI Vol-I Leaflet No. Tech/ Serv/ 08 on the subject.

1208: Maintenance of Uninstalled Aeroengines

1. Preservation and maintenance of uninstalled aeroengines is a very important

activity, necessary to avoid corrosion and damage. The following aspects are to be
borne in mind in preserving aeroengine:-

(a) Preservation and maintenance of all uninstalled aeroengines is to be

carried out in specific to type power plant bay.

(b) Proper maintenance and preservation is to be carried out at regular

intervals in accordance with the laid down instructions as per specific to type
engine maint schedule.

(c) Preservation of aeroengines in various types of containers is to be

carried out periodically as per the instructions specified in AFO 6/99.

(d) Engines removed from the aircraft for various reasons are to be
maintained and preserved as per instructions specified in AFO 6/99 before
handing over to wing logistic section.

(e) Inhibition of unserviceable engines withdrawn from the aircraft is to be

completed within one week of its removal.

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(f) Aeroengines are to be handed over to wing logistic section with

updated logbooks.

(g) Engines are to be dispatched as per disposal instructions issued by Air

HQ.

(h) For further details refer AFO 6/99 for details on the subject.

2. Documentation of Uninstalled Engines. Record of the work carried out on

the engines regarding repairs/preservation and inspection are be maintained at
specific to type power plant bay. The records are to be kept in the following manner:-

(a) A register is to be kept by O i/c power plant bay to maintain the

following information:-

(i) Engine MK and Sl. No.

(ii) Date received.
(iii) Date preservation carried out by dispatching unit.
(iv) Date of the engine receipt and details of incidental work carried
out on its receipt.
(v) Deficiencies/surplus, if any.
(vi) Record of all the subsequent inspection/inhibition/preservation/
or any other work carried out on the engines with dates of inhibition
cycle.
(vii) Date engine dispatched with documents and the name of the
consignees unit.
(viii) Reason for removing from aircraft, date of removal and the
aircraft from which removed.

(b) A chart is to be displayed in the engine bay giving the following

information in respect of uninstalled engines:-

(i) Engine MK and Sl. No.

(ii) Date received.
(iii) Date last preservation carried out.
(iv) Date next preservation due.
(v) Date next inspection due.
(vii) Reason for removing from aircraft, date of removal and the
aircraft from which removed.

(c) A card is to be attached to each engine giving the details stated in sub
para (b) above.

3. Cannibalisation of Components from Uninstalled Engines. Cannibali-

sation from engines is normally not permitted, as it will result in prolonged
unserviceability of the engine. Cannibalisation can however be undertaken under
following conditions:-

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(a) When unavoidable, cannibalisation may be resorted to, under direct

orders of CEO.

(b) Specific instructions from controlling Command/Air Headquarters.

(c) After cannibalisation, engines are to be preserved as per procedure

laid down.

(d) Under no circumstances, cannibalisation of components from an

engine will be accepted as an excuse for improper preservation of an engine.

4. Power Plant Bay. In every station a power plant bay is to be established to

carry out maintenance/ preservation of uninstalled engines. The following minimum
facilities are to be available in the power plant bay:-

(a) A spacious hangar/ building/ shed are to be earmarked as power plant

bay. It is to be situated as far as possible close to the AC Tech Sqn.

(b) An overhead gantry of appropriate capacity is to be installed.

(c) An isolated place is to be earmarked in power plant bay for

greasing/degreasing, inhibition or de-inhibition to avoid fire hazard.

(d) Sufficient number of engine stands/trolleys is to be positioned in a

separate space earmarked for their storage and maintenance.

(e) A separate enclosure for documentation room is to be provided.

(f) For precautions to be followed during Maintenance of Gas Turbine

Engines, refer Article 0312, Para 3.

(g) The surroundings of the bay are to be clear of dry vegetation/ fire
hazards.

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ANNEXURE ‘I’ (Article 1202: Para 2(k))

DIAGRAM OF TYPICAL
SEGMENT TYPE BLAST REFLECTOR

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ANNEXURE ‘II’ (Article 1203: Para 4(a))

SPECIMEN FORMAT OF
GROUND RUNNING LOGBOOK

Page No 1
Particulars of the Tradesman

Servicing No. …………….. Rank ……….. Name ………………

Trade ……………

Page No 2
Record of Authorisation for Ground run

Type of Date of Sqn/Station Authorised Signature Countersign

Aircraft Authorisation by (Name) by Oi/c
MCC/CEO

Page No 3
(and Subsequent pages)

Log of Ground run Carried Out

Date Type Aircraft Type of Duration Sig of Sig of Remarks

& of ac No Ground Individual SEO/EO
Time run

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ANNEXURE ‘III’ - 1/3 (Article 1204: Para 1)

GENERAL DIAGRAM OF HAZARD ZONES

200 M

5M

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ANNEXURE ‘III’ - 2/3 (Article 1204: Para 1)

GENERAL DIAGRAM OF HAZARD ZONE

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ANNEXURE ‘III’ -3/3 (Article 1204: Para 1)

GENERAL DIAGRAM OF HAZARD ZONE

(HELICOPTER)

10m

10m

Note 1. For a high main rotor helicopter the space below the disc is termed as Cautionary zone
and for low main rotor it is termed as Hazard zone.

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CHAPTER - 13

MATERIAL MANAGEMENT

Article

1301: General
1302: Handling of Aircraft Equipment: Receipt and Storage
1303: Shelf Life Items
1304: Forward Supply Store (FSS)
1305: Rotable Management
1306: AOG Management
1307: Aeroengine Storage, Packing and Despatch Management
1308: Fuel, Oil and Lubricant Management
1309: Storage and Transportation of Compressed Gases
1310: Packing and Despatch
1311: List of Forms used in Equipment Accounting and Store keeping
1312: AOM’s Canons

Annexure

I : Storage and Handling of Rubberised Items

II : Storage and Handling of Aircraft Batteries
III : Storage and Handling of Aircraft Fuel Tanks
IV : Storage and Handling of Photographic Materials
V : Storage and Handling of Aircraft Paints, Primers, etc.
VI : Duties of Sqn Cdr (Lgs)
VII : Duties of Forward Supply Controller
VIII : Documents to be maintained by Forward Supply Section
IX : Checklist for Sqn Cdr (Lgs) - AOG Management
X : List of Forms used in Equipment Accounting and Store keeping
XI : AOM’s Canons

1301: General:

1. Logistics support in terms of aircraft spares and other aircraft related

equipment is to be the first priority of each Sqn Cdr (Lgs) and the only priority of
each FSC. To enable them to perform their duties, guidelines are issued by Air HQrs
from time to time as AFOs, policy letters and APs. Knowledge alone is not enough
unless it is coupled with total involvement in aircraft maintenance activities. There
has to be a proactive approach, which alone will enable the logistics officer to
anticipate requirements for timely provisioning and avoid last minute fire fighting.
The Sqn Cdr (Lgs) is to anticipate the requirement of spares to be able to meet the
above requirements ex-shelf, from his store. Towards this end Flt Cdr (FSS) is to
take the following measures:-

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(a) Work out anticipated requirements of mandatory and other spares

likely to be consumed during scheduled servicing and seek assistance of
specialist officer/ CEO as necessary.

(b) Work out monthly requirement of equipment which has an established

pattern of consumption e.g. aero lubes, aircraft tyres and tubes, ceramic/
bimetallic discs, brake pads, break parachutes, compressed gases, etc. and
ensure their availability before they are required for use /fitment.

(c) Obtain Squadron requirements during exercise/ detachment and keep

the spares packs ready. He is also to make realistic plans for issue of bulky
items like aero lubes, tyres/ tubes, etc. These are to be included in the
logistics war plan. Requirement of compressed gases and LOX/ LIN is to be
projected well in advance to the base from where the Sqn Squadron is
expected to operate to enable Sqn Cdr (Lgs) of host base to make necessary
arrangements. Additional information required for procurement of LOX/LIN is
to be provided to the Sqn Cdr (Lgs) of the host base.

(d) Ensure prompt projection of replacement demands quoting cat 'D'

despatch details. Timely submission of correctly filled ARS booklet and
initiation of IOR/USR demands is to be ensured. In case of non-
materialisation of demands within stipulated time/non receipt of PDS, these
demands are to be hastened regularly, keeping Command/Air Headquarter
duly informed.

(e) Ascertain deficiencies/ unserviceability of TTGE as well as aircraft

accessories like aircraft covers, blanking, etc. and process LROs/ external
demands. Only standard and reliable tools of international reputation are to
be procured for use on aircraft.

(f) Ensure that adequate quantity of cleaning material is available in

logistics section.

1302: Handling of Aircraft Equipment: Receipt and Storage

1. Since failure of even a simple item can have catastrophic effect in the aviation
field, it is imperative that each and every airborne item is issued in fully serviceable
state and has sufficient residual life. These items are to be handled and stored with
same care as medicine for a patient whose very survival depends on it. To
achieve this, Sqn Cdr (Lgs) are to ensure that the staff is fully aware about the
sensitive nature of the equipment they handle and take all precautions during their
handling and storage.

2. Receipt. Except originally packed equipment from OEM, containers are to be

unpacked as soon as possible after receipt. Cases are to be carefully opened under
the supervision of a warrant rank and with use of proper tools.

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3. After taking out the packing note, vouchers and other documents, the
cushioning material is to be carefully removed.

4. Contents of the case are to be carefully taken out and placed on the
table/platform and the items reconciled with the vouchers.

5. Factory packed/ sealed items are to be left undisturbed.

6. In respect of shelf lifed items, residual life of the items is to be checked and
supply agency informed by signal in case items are life expired/or due for life expiry
shortly. Requisite entries are to be made in SIB and demand register.

7. List of items received against AOG demands is to be prepared and intimation

given to the concerned FSS, SEO of concerned unit and O i/c MCC.

8. In case of clear receipt where items are found to be correct and serviceable
on visual inspection, these are to be transferred to FSS so that they may be issued
for use immediately.

9. Extreme care is to be taken to ensure that each item retains its identification
label along with its certificate/log card, while being transferred to FSS or to technical
staff.

10. Under no circumstances the items are to be shifted to FSS on bicycle/

scooter/ M/cycle etc. Only FSS van or a similar type of vehicle is to be used for
transportation.

11. Every shifting involves time and energy in loading /off loading with an inherent
risk of damage. Storage of items not required for immediate use is to be planned to
avoid unnecessary shifting. On receipt of allocation of bulky items like drop tanks, etc
suitable storage space and stands/ dunnage are to be earmarked even before items
actually arrive.

12. Utilise mechanical material handling equipment like forklift, truck, crane,
gravity rollers and battery operated trolley for trans shipment.

13. Air-borne stores are to be stored in a building of permanent construction. This

is to provide adequate cover, security, firm level flooring, spacious door ways, and
sufficient floor area and roof height to enable use of mechanical handling equipment.
Doors are to be easily moveable and roof/windows water tight. Storage
accommodation is to be well ventilated. Except where otherwise specified (like for
storage for items of rubber and photo equipment) adequate lighting is essential.

14. A cool and dry environment is ideal for storage. Efforts are to be made to
maintain such atmospheric conditions by ventilation and temperature control.

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15. Accumulation of dirt and waste material is to be prevented as it increases fire

risk and encourages vermin. Efforts are to be made to keep the store clean.
Wherever available, vacuum cleaners are to be used regularly.

16. Air-borne equipment is not to be stored in the open.

17. To facilitate smooth operation with in the storage accommodation following

points are to be ensured:-

(a) Heavy, bulky, odd shaped and fast moving items are to be located near
issue/ loading point.

(b) Use of doorways to determine the lay out of gang ways.

(c) Use pillars or stanchions to the best advantage in locating gang ways.

(d) Lighting facilities are to be used advantageously while planning

arrangement of storage racks.

(e) Fire fighting equipment is to be placed at easily accessible points.

Suitable charts highlighting precautions against fire hazards are to be
displayed where they are noticeable.

(f) Floor load capacities are to be marked for each storage place and
respected. The width of the gang way is to determine which mechanical
handling equipment can be accommodated.

(g) Stacked equipment is to be placed away from walls, with sufficient

space between each stack to permit easy access.

(h) Suitable dunnage is to be used to raise each stack clear off the ground.

(j) All stacks, racks and bins are to be located by a system of letters and
numerals.

(k) Contents of stacks, racks, bins and cupboards are to be readily

identifiable.

(l) Same items differing in category are to be stored separately from each
other.

18. Care is to be taken in stacking so that lower containers are not crushed by the
weight of those placed above. Stacking and binning is to be so arranged that the
oldest packages are issued first.

19 Every precaution is to be taken against infestation by rats, mice and other

rodents. Appendix B to Chap 2 of IAP 1502 gives details of the types of infestation
likely to be encountered and methods for controlling them.

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20. When equipment is stored in coils or rolls and held on charge by length,
issues are to be made from the same coil or roll until it is exhausted.

21. Packed equipment is to be retained in the same state until it is required for
use. The package is not be opened during storage unless absolutely necessary.

22. Before issue of packaged aircraft equipment it is to be ensured that the

containers are not damaged and the label and identification markings are correct. All
relevant modifications, STIs and SIs have been incorporated. The storage life of the
pack should not have expired.

23. For non-packed equipment, specific requirements as per design and material
are to be catered for when stacking and arranging in store. Crushing, distortion,
breakage and scratches to clear vision panels, are to be avoided.

24. Unpackaged items are to be issued before packaged items.

25. Aircraft pipes are to be maintained in the full bore and not subjected to stress
of any kind. It is important that rigid pipes are not bent out of shape.

26. In temperate climate non-packaged items are to be inspected every twelve

months and in tropical climate, every six months.

27. Items, such as turbine cooler unit, evaporators and propeller blades, etc
require periodic servicing during storage. These items are to be sent for servicing at
second line servicing bay or fourth line repair agency as applicable. Sqn Cdr (Lgs) is
to ensure strict compliance of the above.

1303: Shelf Life Items

1. Shelf lifed items are items for which pre-determined storage life has been
fixed. On expiry of storage life they are not to be used without inspection, test,
lubrication, reconditioning. Maint Cells at Air HQrs are to intimate to the stock holding
depots full details of the items for which shelf life has been laid down. The list is to be
updated regularly. Hydraulic components requiring change of fluid periodically are to
be treated and monitored as lifed items.

2. Date of manufacture indicated on the carton/ can/ EX RV/ identification label

authenticated by QAS are to be entered on BLC, TC and relevant lifed item registers.
When the date of manufacture is not available, date of packing by the manufacturer
is to be treated as date of curing. If date of packing is also not available, date of
receipt at stock holding depot is to be made use of. FSC is to obtain this information
from mother depot. Unless otherwise specified, eqpt is always to be issued on the
principle of oldest stocks first. Issue of rotables/ assemblies containing lifed
component, is also to be regulated in similar manner.

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3. Each rotable/ certificate item is to be subjected to Periodical Inspection and

Preservation (PIP) and record maintained in the concerned log card/ certificate as
well as relevant manuscript register, as applicable, by concerned FSS personnel.

4. When the shelf life of a component expires, Sqn Cdr (Lgs) is to dispatch the
item to concerned ED/ repair agency for inspection by competent officer and further
disposal.

5. Items of sensitive nature requiring storage in controlled temperature, such as

rubber stores, aircraft batteries, aircraft fuel tanks, photographic materials, paints,
etc. are to be stored under specified storage conditions of temperature and humidity
as given at Annexure I”’ to ‘V’ of this Chapter. A comprehensive list of all such items
is to be compiled by Sqn Cdr (Lgs).

1304: Forward Supply Store (FSS)

1. The Forward Supply Store is responsible for the supply of spares to user
sections. Forward Supply Stores, under the overall control of Senior Logistics
Officer, are to be established close to user sections for technical stores including
Rotables and Class ‘C’ stores. AFO 45/99 lays down the procedure to be followed in
order to enable the users to draw their requirement expeditiously across the counter.

2. Since FSS is responsible for the supply of spares to user sections, no spares
or equipment are to be held by the Flight/ Section, except articles in use within
authorised scales and reflected in Flight/ Section inventories. In case of avionics
assemblies, which are required to be tested frequently to check serviceability, these
can be drawn on loan by the user section from FSS.

3. The FLt Cdr (FSS) will be responsible to the Sqn Cdr (Lgs) for proper
functioning of the FSS.

4. A list of records and publications, which are to be maintained in the FSS, is

given at Annexure “VIII”. Any other records/publications considered necessary/useful
for FSS may also be maintained.

5. Duties of the Flt Cdr (FSS) and Sqn Cdr (Lgs) are given at Annexure 'VII' and
‘VIII’.

6. Facilities

(a) Manning. As far as possible the equipment staff on the strength of

user units/ sections is to be pooled with the Station equipment section.
However for FSS duties Sqn Cdr (Lgs) is to deploy the most competent staff
available with him.

(b) Accommodation. Adequate accommodation for storage and

functioning of the FSS is to be provided close to user sections.

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(c) Telephone. Telephone communication between each Forward Supply

Store and the Central Stock Recording section in the main equipment section
is to be established.

(d) MT. Suitable MT for collection and delivery of equipment is to be made

available to each FSS.

7. Stocking.

(a) FSS will maintain one month’s stock of day-to-day requirements of

technical spares including ARS, scaled rotables, listed non-ARS items,
greases, lubricants, etc.

(b) Heavy and bulky items such as main planes, trolleys and other ground
equipment awaiting collection by the squadron will continue to be held in the
main equipment section unless storage accommodation for them is also
available in the FSS.

(c) If only one FSS is being operated for many ranges of spares and
available resources do not permit maintenance of holdings both at FSS and
the main stores, complete stocks of authorised ranges of items may be
located in the FSS.

8. Functions.

(a) It will accept all oral, telephonic or written notification of requirements at

any time during working hours.

(b) It will prepare all paper work for internal transactions of items
authorised to be stocked at the section. Inventory holders dependent upon
FSS are to nominate, NCOs i/c of work teams of servicing bays to demand,
receive or return equipment on their behalf. The names of individuals so
authorised are to be published in the SROs and their specimen signatures
forwarded to Forward Supply Controller by the inventory holders.

(c) As all internal vouchers have to be signed by the inventory holder, this
requirement will be met if the inventory holder signs the vouchers within 24
hours of the actual transaction. During this period the items may be treated as
on temporary loan.

(d) It will carry out periodical review of the authorised lists of spares in
consultation with specialist officer/ CEO.

(e) It will progress the return of unserviceable equipment.

(f) It will maintain a record of squadron test and ground equipment

showing entitlement and holding.

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(g) It will maintain close liaison with the squadron personnel on supply of
squadron equipment.

(h) Maintenance of float of rotables is the responsibility of FSS. They are

to initiate necessary demands for replacement of floats without waiting for
user’s demands.

(j) FSS is to progressively adapt their functioning to meet user’s

requirements at site. They are to implement new concepts like kit marshal to
make their services user friendly and efficient.

(k) Breakdown of spares of Mod kits or repair kits is to be resorted to in

consultation with CEO on approval of Air HQs and necessary BOC action
carried out.

9. Replenishment of stock at FSS is to be carried out purely as per consumption.

If, however a section demands an item, which is not listed in the approved list of
holdings, action is to be taken, after issue of this item, to get the future-requirement
reviewed by Sqn Cdr (Lgs) in consultation with CEO/ Specialist Officer.

10. The list of authorised items is to be reviewed by Sqn Cdr (Lgs), every three
months. The review is to be carried out on review sheets as per AFO 45/99 and is to
be based on past consumption and other relevant factors. It is to be counter signed
both by CEO/ Specialist Officer and approved by Station Commander/AOC. Only
such items which are authorised are to be held.

11. On receipt of requirement either in writing or verbally, FSS will immediately

complete proforma as per Appendix ‘B’ to AFO 45/99. Separate proforma is to be
used for each of the user sections. All demands of the sections are to be entered
irrespective whether the item is available in stock or not. In case of AOG/other
priority demands, the priority demand cell will be immediately informed for taking
appropriate action.

12. The procedure outlined above is equally applicable for issue of class A, B & C
stores with the only exception being, in case of class C stores, Form (Q)-447 may
not be raised for each and every transaction. For class “C” stores issues are to be
made as and when demanded and signature of authorised user/ representatives
obtained against the entry in the register maintained as per AFO 45/99. At the end of
the day, consolidated form (Q)-447 is to be prepared separately for stores issued
and for stores not available. After obtaining the signature of the inventory holder, the
Form (Q)-447 is to be actioned by the staff at FSS in similar manner as laid down for
Class “A” & “B” stores.

13. Exchanges/ returns of equipment are not to be carried on verbal request. The
transaction is to be carried out on production of appropriate voucher since the
specialist officer has to indicate the category of the equipment exchanged/ returned.
However, items to be exchanged returned are to be exchanged / handed over in the
FSS.

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14 Outstanding internal demands are to be reviewed frequently by Flt Cdr (FSS)

and hastening action taken by them with supply agency.

1305: Rotable Management

1. In view of the extremely high cost of rotables (mostly in foreign exchange) and
their sensitive nature, it is imperative that rotable management is accorded top
priority and personal attention given by Sqn Cdr (Lgs).

2. The concerned maintenance cell is to forward a computer print out to

operating squadron/ wing and controlling command indicating the scale applicable to
the squadron. This print out is to record the holding of rotables at the squadron, and
the PDC for making good the short fall. FSC is to reconcile the holding/ short fall
reflected in the print out with actual holdings and immediately notify the
discrepancies to Air HQ. Concerned weapon cell may make good the short fall by
reallocation of Rotables held surplus at another Sqn or from the stocks held at ED/
ASP, or support Wing of BRD. If the assets within Air Force inclusive of holding at
HAL are short of the net requirement as per approved scale, provisioning action to
build up adequate floats is to be initiated by the concerned weapon cell.

3. Sqn Cdr (Lgs) is to ensure follow up action on available of rotables as per the
scale operating units are not (R) not required to raise demands to complete the
scale. Only AOG demands are to be raised by squadron and wings. All SSRC's/
TC’s are to be conspicuously marked "Rotable Scale No...........” No issues of Cat A
and B rotables to any unit including the ED/ BRD are to be made without Air HQ
allocation.

4. When a unit operates on detachment, the quantity as decided by the Sqn Cdr
(Lgs) is to be issued on loan to the inventory holder of the squadron. In such cases,
the Sqn Cdr (Lgs) is to ensure withdrawal of the items after return of the detachment.

5. Rotables are to be issued only against return of corresponding Cat 'D' items.
However return of unserviceable items with the replacement demand is not to be
insisted upon in respect of those rotables, which cannot be removed from aircraft
without simultaneously replacing serviceable items. An endorsement to this effect is
to be made on BLC and SSRC duly quoted with authority. Issues in respect of such
items will be made on Form (Q 447), which is to be certified and signed by the
specialist officer to the effect that the repairable items will be returned after the
receipt of the serviceable item. The logistics officer is to ensure that the repairable
item is returned to equipment section within seven days of issue of the serviceable
item. A Cat 'D' watch register is to be maintained by each FSS and scrutinised by
FSC every week.

6. The technical staff while returning a rotable to the FSS is to indicate on the
categorisation label and (Q-448) the type and number of the aircraft from which the
rotable has been removed. Rotables are to be accepted only with their log books/
certificates duly completed and updated.

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7. All Cat 'D' rotables are to be promptly despatched to BRD/ Repair Agency for
repair.

8. Rotables/ major assemblies like main gearbox, main rotor hub and tail rotor
hub are to be handled with the same care as an aero engine. Precautions required to
be taken while handling/ storage of an aero engine, as given at Article 1307 are also
to be observed in case of these major assemblies.

9. Units holding serviceable or unserviceable stock of rotables pertaining to

aircraft withdrawn from service are to approach the concerned Maintenance Cell at
Air Headquarters for necessary disposal instructions.

10. In the case of rotables for which repair agencies have not yet been
nominated, the replacement demands are to be raised on concerned maintenance
cell at Air HQ. It is to be certified on the reverse of the form that the items and
quantity are required to replace items rendered Cat 'D'/Cat 'E', which are stored in
the logistics section pending disposal instructions from Air HQrs. Units are to ensure
proper storage of these items so that no deterioration takes place.

11. Demands to meet AOG requirements are to be raised in accordance with

procedure in vogue. The demands will be prefixed "AOG ROTABLES" to distinguish
it from other items. In view of their value and importance, serviceable rotables are
permitted to be despatched by air under the provisions of para 82 to 83 Chapter 3
IAP 1501 and Chap 41 paras 26 to 28 by obtaining sanction of the CFA for the extra
expenditure as applicable.

12. Rotable management booklet indicating clearly the agencies responsible for
each item as issued by weapon cell is to be maintained in Logistics Section. Sqn Cdr
(Lgs) is to ensure that the logistics personnel are aware of the booklet and it is
referred to before despatch of the item to the repair agency.

1306: AOG Management

1. AFO 26/2000 deals with AOG / MOG management. There is to be no stock

outs for items listed in ARS, items required for mandatory replacement and other
items showing regular/recurring consumption. Exceptions can be made only where
the items are not available in the country or for which repair facilities do not exist. A
large number of items however continue to be on AOG. While the incidence of AOG
demands cannot be eliminated all together, it can certainly be brought down
considerably and Flt Cdr (FSS) must relentlessly chase the concerned agencies till
the demand is cleared. To minimise the number of AOG demands, he is to ensure
the following:-

(a) Take timely provisioning action by raising USR/ USR* or IMMOLS

equivalent demands for anticipated requirements for items completing their
installed life.

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(b) AOG demands received from maintenance staff and projected to

supply agency are to be correct and complete in all respects like description,
part No, assembly/ sub assembly, manual/ page/ drawing No and qty, etc by
reference to Illustrated Parts Catalogue (IPC).

(c) Demand is to be promptly placed on correct supply agency.

(d) Cat D items along with documents complete in all respects are
promptly despatched to correct repair agency/ AFLE.

(e) Any query received from ED/ BRD/ AFLE/ HAL or concerned weapon
cell (for items under procurement) is replied promptly.

(f) Samples of unserviceable items required by BRD/HAL for

indigenisation/ retrieval of components are despatched post haste.

(g) Items received against AOG demands are transferred to FSS

immediately for issue to concerned tradesmen.

(h) Items received for other AF stations are despatched post haste to
ultimate consignee.

(j) No demand against which supply has been received is included in the
AOG list.

(k) Similarly, no AOG demand, which has been cancelled, is included in

the AOG list.

(l) In case of AOG cannibalisation relevant details of the outstanding AOG

demand like aircraft number, etc. is updated.

(m) List of outstanding AOG demands is reconciled with AOG data

maintained by MCC as well as air score held by respective Sqn.

(n) Minutes of AOG meetings held at HAL are to be scrutinised minutely

and discrepancies, if any, pointed to respective AFLE / HAL Division, for
inclusion/deletion of demand, as the case may be.

(o) Study of repetitive/ multiple AOGs carried out. Corrective actions taken/
suggested to Controlling/ Maintenance Command and concerned weapon
cells at Air HQrs.

(p) Cat D's of items demanded on AOG priority is to be despatched by fastest

means available e.g. Speed Post, Civil Air/ Courier, weekly service aircraft
courier.

2. A check list for AOG management by Sqn Cdr (Lgs) is placed at Annexure
‘IX’.

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1307: Aeroengine Storage, Packing and Despatch Management

1. Careful handling of aero engine at all stages i.e. unloading, shifting, storage,
unpacking, packing, loading and despatch requires active participation of both
technical and logistics personnel. Detailed instructions on packing, marking and
despatch of aero engines/ power plant are given at para 107 to 109 of Chapter 3,
IAP 1501 and Leaflet D in IAP 1502 which are to be meticulously followed. Specific
responsibilities of technical and logistics personnel are given in succeeding
paragraphs:-

2. Following actions are to be ensured by the specialist officer:-

(a) Packing and unpacking of aeroengine is carried out in packing/

unpacking bay under the supervision of a technical officer/ WO of engine
trade.

(b) On receipt, aeroengine is checked for completeness as per SECL.

Check of documents is to be carried out and the same duly recorded. Any
discrepancy in documents is to be reported to the concerned ED/ repair
agency for dispatch of the same.

(c) Damage to the aeroengine revealed during unpacking is promptly

reported.

(d) Aeroengine, accessories and rotables complete in all respects are

returned to repair agencies. They are to be adequately protected against
corrosion.

(e) Aeroengines are inhibited as per procedure laid down in specific to

type engine publications.

(f) All apertures and pipe connections are blanked off after inhibition to
retain the inhibiting fluid for proper preservation of the component.

(g) The aero engines, accessories and rotables being sent for defect
investigation are to be given special attention and care. The detailed
instructions for despatch of these items for defect investigation are given in
TSI Vol-I Section ‘B’ Leaflet No Tech/ Admin/ 04.

(h) Aero engines under F-1022 action are to be sent with all the parts,
which have failed. However, in case of components that have failed but which
can be defect investigated without the whole engine, such parts only are to be
sent on F-1022. Also the items, though not failed but which may have a
bearing on defect investigation, are also be sent along with the engine on F-
1022 action.

(j) Such components that do not form an integral part of the aeroengine/
rotables but have a direct bearing on the defect to be investigated are also to

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be sent along with the aeroengine/ rotable, duly accounted for, in accordance
with the provisions of IAP 1501.

(k) Any other related evidence obtained during unit level investigation e.g.
samples of contaminated fluids and particle deposits on filters are also to be
dispatched to investigating agency along with the defective component.

(l) Engines, which have been dismantled for examination, whenever

possible are to be re-assembled before packing. It is necessary to include un-
assembled parts; these are to be packed in a separate case or securely
fastened inside the engine case.

(m) All parts, unions and open pipes of the engine from which oil and water
were drained off are to be blanked off to exclude incursion of moisture, dust,
dirt or any other foreign matter. The open ends of all water, fuel and oil pipes
are to be closed by means of blanking plugs or metal caps wherever available
otherwise wooden plugs with oiled fabric securely tied on are to be used
ensuring that no damage occurs. It is to be ensured that fouling or vibration
during handling or transit does not damage pipes, hoses and other parts of
the engine/ power plant.

(n) Engines issued for installation in new or repaired aircraft are to be fitted
with new rubber connections before dispatch. If those already fitted have
deteriorated in any way, defective connections are to be left on the engine in
transit to serve as dust excluders.

(o) Aero engines are to be packed in airtight containers to prevent ingress

of moisture/ dust.

(p) Engines/ power plants not packed in containers/ cases are to be

loaded/ unloaded under the guidance of a specialist officer detailed by CEO.

(q) To ensure that the engine/ power plant stands are sound and
serviceable in every way and fittings are adjusted correctly, and the engine/
power plant is securely installed.

(r) To ensure that the repair, if any, of the stands is carried out using items
which are as per specifications/ drawings applicable to the stand.

(s) To ensure that internal and external preservation treatment has been
correctly completed as per relevant publications.

(t) To ensure that all documents of engine/ power plant are complete and
packed with engine.

(u) Aero engine is properly wrapped with polythene (cocooned) prior to

being put into the packing case.

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3. Sqn Cdr (Lgs) is to ensure that:-

(a) Detailing of appropriate tradesmen experienced in material handling.

The WO/ SNCO supervising the loading/ unloading are to take the following
actions:-

(i) Ensure that adequate manpower is available.

(ii) Ensure that sufficient quantity of ropes and Cat ‘E’ tyres are
available.
(iii) In cases where a Flight gunner is detailed as a member of the
crew, he is also to be present when loading/ unloading of cases is in
progress.

(b) The loading/ unloading of cases containing engine/ power plants is to

be carried out under the supervision of an officer detailed by the Senior
Logistics Officer. The officer of logistics branch detailed by Sqn Cdr (Lgs) is to
be assisted by an experienced MWO/ WO to be detailed by CEO, in cases
where engine is not packed in a container as stated at para 2 (p) above.

(c) Loading/ unloading of engine stands/ cases not fitted with engines are
also supervised by an Lgs Officer/ WO. He will ensure that the stands/ cases
are securely lashed in the vehicles in which they are transported.

(d) Loading/ unloading of cases, empty, as well as containing aeroengines

and power plants, is done with the help of crane, truck forklift, open 3
Tonners, etc, as required.

(e) The Cat ‘D’ aero-engine is packed in its original, serviceable container/
packing case and is fit for transportation by road/air/sea as applicable.

(f) The aero-engine is insured against damage/ loss in transit when

transported by commercial vehicles.

(g) The accessories and rotables are packed in their original serviceable
packing cases, which are fit for conveying the items to repair agency without
the risk of transit damage, and insured as applicable to the mode of
conveyance.

(h) The aero engine cases/ containers are covered with tarpaulins.
Tarpaulins are to be secured properly and lashed.

(j) To ensure that under no circumstances nails or other sub-standard

items are used in lieu of proper screws/ bolts.

4. Post Packing Actions.

(a) Certificate of Packing. The AIS/ Technical Officer detailed for

supervising the packing is to render the following certificate:

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(i) “Certified that the aeroengine has been packed in my presence in

accordance with AFO 06/99 and I am satisfied that under normal
conditions of transit, no damage will occur en route. The documents
and log card complete in all respects have been packed in the case
along with the engine.”

(b) Log book. Log book must be wrapped in water-proof paper or a

suitable substitute and secured to the inside of the case.

(c) Marking of Cases. The instructions for marking cases in general are
contained in Chapter 3 or IAP 1501. In addition to this specific markings are to
be made as per para 109 of Chapter 3 of IAP 1501. The markings are to be
painted with utmost care, neatness and accuracy ensuring legibility. The
cautionary marking “THIS SIDE UP” on the top of the case is to be distinctly
painted. The cases are also to bear the type, manufacturer serial number and
Air Force Serial Number of the engine. Cautionary Markings such as “DO
NOT DROP”, “STORE IN DRY PLACE” “SLING POINTS”, “DATE NEXT
INHIBITION DUE with date”, dimensions of the case in Metres and
consignors’ address are to be marked. The cautionary markings are to be in
English as well as the language of the consignee (such as Russian) whenever
the consignee is outside India.

(d) Despatch of Aeroengines. Ideally aero-engines are to be despatched

by air or by road. Aero engine cases are to be securely lashed to prevent any
movement of the case in the aircraft/truck. When engines are transported by
road they are to be covered with serviceable tarpaulins irrespective of weather
conditions. When air/road transport facility is not available aero engines are to
be despatched by rail in suitable EVK/EVPU wagons only.

1308: Fuel, Oil and Lubricant Management

1. Aviation fuel, oil and lubricant are the lifeline of an aircraft and are also highly
susceptible to contamination and deterioration. Special attention is thus required to
be paid to handling and storage of these materials.

2. FOL is to be stored in cool and dry conditions. Accumulation of dirt and waste
material are to be prevented as they cause contamination to FOL and increase fire
risk. All FOL items must be stored in covered accommodation. Care is to be taken
while stacking so that lower containers are not crushed by the weight of those placed
above. Precautions to be observed and various checks to be carried out while
handling, storage, and issues and before putting these items to use have been spelt
out in detail in AFO 10/90. All these precautions must be observed and checks
carried out meticulously to ensure that:-

(a) When issued to operating unit, these items are in good condition and
conform to relevant specifications.

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(b) When finally delivered into the aircraft, these items are in the condition
in which they can be safely consumed.

1309: Storage and Transportation Of Compressed Gases

1. Siting and Safety Distances. The following minimum safety distance is to

be applied when siting the bulk storage places for compressed gases and cryogenic
fluids.

(a) 50 ft to the nearest private dwelling or other civilian building, main

public road, railway or navigable waterway or essential building of the station.

(b) 25 ft between different groups of gases; where possible, cylinders, of

combustible gases are to be screened from cylinders (or containers) of
supporters of combustion gases. This can be achieved by storage of cylinders
containing non-combustible gases in between the above two.

2. Except as authorised by paragraph 3 below compressed gases and cryogenic

fluids are not to be stored with an explosive.

3. The storage of small quantities of cylinders of non-combustible gases as listed

in A.P 1086, Sec 12A and 12W may be permitted within explosives areas but only
under the condition that the quantity of cylinders is to be kept to the minimum
compatible with operational requirements.

4. Additional Precautions of covered storage. Humid storage conditions are

unsuitable for the storage of compressed gas cylinders and are to be avoided.

5. Buildings containing the cylinders are to be adequately ventilated to prevent

the accumulation of explosive or dangerous concentration of gas.

6. Gases are not to be stored near radiators or other sources of heat.

7. Combustible stores of any description of dangerous goods, salt or corrosive

chemicals are not to be stored in the building used for storage of gases.

8. A space of 6 ft. around the building is to be kept clear of all vegetation and
combustible material. In addition, the under growth is to be kept as short as possible
for a total distance of 30 ft. from the building.

9. Oxygen. Cylinders containing oxygen are not to be stored near oil or grease.

10. Acetylene. Acetylene when liquid or compressed beyond a certain limit is an

explosive, and may detonate by shock or excessive heat. It is essential that
acetylene cylinders are stored only in a vertical position otherwise the liquid acetone
could accumulate at the valve and discharged when the valve is opened. Excessive

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loss of acetone would leave space in the cylinder for free gas to collect, and could
lead to an explosion.

11. If a cylinder of dissolved acetylene is found to be getting hot whilst in store, it

is to be isolated immediately and a steady flow (not jet) of water is to be directed on
to the cylinder until it is cool. At this stage, the valve is to be opened gently and the
contents of the cylinder allowed to escape Sqn Cdr (Lgs)wly to the atmosphere.
Every precaution is to be taken to prevent the escaping gas from catching fire, by
ensuring that there is no naked light, smoking or other means of causing ignition in
the vicinity.

12. Acetylene cylinders, which are found defective, are to be labeled prominently
to indicate the nature of the defect, and are to be returned for major servicing by an
approved contractor.

13. Hydrogen. Hydrogen cylinders are to be earthed effectively when being

charged or discharged.

14. No electrical fittings are permitted in the interior of buildings used for the
storage of hydrogen cylinders.

15. When "blowing down" hydrogen cylinders the following precautions are to be
taken: -

(a) The operation is not to be carried out where there are buildings and/or
combustible materials, and cylinders are to be firmly secured before "blowing
down" is attempted.

(b) No smoking or open flame, or any other means of causing ignition is to

be permitted in the immediate vicinity.

16. Loading and Unloading. Whatever the method of conveyance, cylinders are
to be secured and scotched against movement.

17. The valves of cylinders are to be protected at all times by the valve caps
provided. It is important that caps are always screwed on fully and firmly, because if
left loose there is a likelihood of damage to the threads on the cylinder collar, with
resultant unserviceability of the cylinder. Cylinders, which are not threaded for fitting
of valve caps, are to be cased for transportation. Where cylinders are found without
caps immediate action is to be taken fit them. In the event of the valve damage being
suspected the cylinders are to be segregated and treated as potentially dangerous.

18. Smoking is not to be permitted in or near any vehicle containing gas cylinders.

19. Vehicles are to be suitably earthed.

20. Vehicle engines are to be switched off.

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1310: Packing and Despatch.

1. Utmost care and supervision is always to be exercised while packing aircraft

related equipment whether it is serviceable or repairable.

2. Repairable items are to be packed and despatched in the same special cases
in which they were received. An item is to be correctly fitted in the internal fitments
provided in the special case. Special cases having their own section/ref number are
to be issued along with the item to the user section. While returning cat 'D', user
section must return the item in its special case only.

3. Before packing, wherever necessary, aircraft related equipment is to be

treated with temporary preservative.

4. To maintain the efficiency of preservatives and to safeguard the items from

dust or other foreign particles, they are to be suitably wrapped in polythene/
approved wrapping papers, cardboard cartons and other inner containers.

5. Machines or assemblies are to be drained of oil, unless otherwise instructed,

and all orifices are to be effectively plugged or sealed.

6. When choosing a container, essential factors like nature of item, degree of

protection required, mode of transportation, destination of the consignment and
handling facilities available throughout the journey are to be kept in mind.

7. Packing cases/cartons are to have sufficient strength and are to be of

appropriate type for the equipment to be packed. Fasteners like strips, screws clips,
nails, tacks as well as fastening points of the case are to have requisite strength to
withstand transit hazards.

8. The smallest container, compatible with the size of the equipment including
any necessary furnishing and cushioning materials, is to be used.

9. Before using a packing case or moving a loaded packing case fitted with rope
handles it is to be ensured that the rope handles are in sound condition and that their
retaining wooden blocks are secure.

10. Articles are to be insured against possible shock and resultant damage by
compression of suitable cushioning. Heavy items are to be bolted to the base of the
container where possible and battened to prevent possible movement within the
container during transit.

11. No cask, drum, bottle, etc., containing oil, varnish or other liquid is to be
completely filled. They are normally to be packed in sawdust to absorb any spill over.

12. Heavy metal articles are to be packed in stout wooden cases. Cast iron parts
of such articles are to be protected on all sides by cushioning material. Articles such
as forges and hearths are to be crated before being despatched abroad or to

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destinations at home that involve reloading from one truck to another. Heavy or bulky
cases or crates are to be fitted with slinging irons to facilitate handling by cranes at
railway sidings and docks, where necessary.

13. Where the contents of a container comprise items of equipment of various

weights, heavier items are to be placed at the bottom. Battens are to be placed
across them if necessary to prevent movement within the container, and the
container is to be marked "THIS SIDE UP" in the appropriate place.

14. Standard warning labels are provided for use on containers carrying certain
fragile or dangerous equipment and they are to be used as appropriate. It is stressed
however that the use of a warning label is no guarantee, by itself, of a careful
handling, and full protection of the contents must, therefore be provided by the
package.

15. Where items are to be despatched by air, select those containers, which are
light in weight but sufficiently robust to withstand shocks or crushing during the
journey.

16. The name of the supervisor involved with packing is to be written in Block
Letters on the covering issue voucher.

1311: List of Forms used in equipment accounting

1. A list of important forms used in equipment accounting and store keeping is

placed as Annexure ‘X’.

1312: AOM’s Cannons

1. The list of AOM’s cannons on provisioning is placed as Annexure ‘XI’ to this

section.

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ANNEXURE ‘I’ (Article 1303: Para 5)

STORAGE AND HANDLING OF RUBBERISED ITEMS

1. AFO 03/2007 deals with storage/lifing of rubber components used on aircraft

systems. Rubberised items are to be stored in a dry, well-ventilated and shaded
place away from other equipment. For Ideal storage conditions the storage
temperature shall be between +5° C and 25° C. Where such accommodation
cannot be provided, the area selected is to be curtained off to keep out the light.
Direct sunlight and UV light have deleterious effect upon rubber. Rubber is hence
never to be stored in direct sunlight or under mercury vapor lighting.

2. Where rubber is stored in metal containers, it is to be prevented from actual

contact therewith. Copper containers are never to be used for the storage of rubber
components.

3. Rubber equipment is not to be stored in the immediate vicinity of an electrical

plant in operation as it can produce ozone which has an adverse effect on it.

4. Care is to be taken that the application of powder does not block fine orifices,
capillary tubes, etc., or contaminate internal surfaces of the equipment.

5. Tubing. As far as possible, rubber tubing is to be stored in straight lengths on

shelves.

6. Rubber sheets are to be stored flat, one sheet on another. Sheets, which are
supplied in rolls, are to be unrolled and stored flat, one sheet upon another, with
identifying marks on top.

7. Moulded Forms. Moulded forms of rubber equipment are to be supported

as required during storage so that local stress is minimised.

8. Rubber Solutions, Compounds and Cements are liable to rapid evaporation or

hardening and are to be safeguarded from exposure to the air.

9. Aircraft Tyres. Temperature condition must be followed as per IAP-1502

Leaflet C-12. Temperature control beyond permissible limit my be resorted to by
double roofing of the building or by providing split / window type air conditioners
which are to be operated for limited duration during peak period of summer months
from 1000 hrs to 1600 hrs. Fluorescent lights, electric motors, generators, and
battery chargers convert oxygen into ozone, which is very harmful to rubber.

10. Moist conditions should be avoided; storage conditions should be such that
condensation does not occur.

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11. Special care is to be taken so that no oil, grease, hydraulic fluid, or any other
hydrocarbon compounds come in contact with the stored tyres.

12. Whenever possible, tyres are to be stored vertically in tyre racks with the tyre
supported on a flat surface at least eight to ten cms wide. Vertically stored tyres of
diameter upto 50cms are to be rotated once in nine months, tyres of diameter
between 50 to 100cms are to be rotated once in six months and tyres of diameter
above one meter are to be rotated once in three months. If tubeless tires are stacked
horizontally, the bottom tires in the stack may be distorted so much that the beads
cannot be made to seat on the wheel without using a special bead-seating tool. If it is
necessary, to stack them horizontally, do not stack them more than five high, for
tyres with a diameter up to 1 meter, four high for tyres between 1 and 1.25 meter,
and three high for tyres larger than 1.25 meter.

13. Aircraft Tubes. Tubes are to be stored in their original cartons whenever
possible, but if their cartons are not available, they are to be dusted with tyre talcum
and wrapped in heavy paper.

14. Tubes may also be stored inflated by putting them in the proper-size tyre and
inflating them just enough to round them out. The inside of the tyre and the outside
of the tube are to be dusted with talc to prevent the tube sticking to the tyre.

15. Tubes are never to be stored by hanging them over nails or pegs or
supporting them in any way that would cause a sharp fold or crease, as these
creases will eventually cause the rubber to crack. Tubes with creases are not to be
put in service.

16. Tubes like any other rubber products are to be stored in a cool, dark, area
away from any electrical equipment that would produce rubber-damaging ozone.

17. Packing and Transportation. As far as possible, rubber equipment that is

being packed for transportation is to be treated in a similar manner as for storage.
No oily or greasy equipment is to be packed with rubber equipment. Packing cases
containing rubber equipment are to be lined with a moisture and grease-resistant
paper.

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ANNEXURE ‘II’ (Article 1303: Para 5)

STORAGE AND HANDLING OF AIRCRAFT BATTERIES

1. Places selected for the storage of batteries must have a cool, even
temperature (below 70F) and be clean, dry and adequately ventilated. . Refer IAP-
1502 Leaflet F-2.

2. Lead acid batteries are always to be kept separately from Ni-Cad and Alkaline
types. Wherever possible they are to be stored in separate rooms.

3. Batteries are to be stored upright to prevent damage to the plates. If

unpackaged they are not to be stacked one on another.

4. When it is necessary to transport batteries between units, they are to, as far
as possible be selected from unfilled stocks.

5. Dry batteries are to be allowed to remain in their containers as received until

required for use.

6. Packing and Transportation. The quantity of batteries packed into any one
case is to be restricted to weights capable of easy handling. Battens are to be fitted
where necessary to prevent shifting of the load.

7. Unfilled Batteries- All Types. If not already fitted to the battery a protective
fitting is to be made for the top. This is to be made up locally from a wooden board
mounted on battens and suitably recessed or drilled to clear the vents and terminals.
The undersides of the battens are to be padded with felt, packing, needle loom
proofed and a grease-proof paper gasket is to be cut and fitted between the felt and
the top of the battery to prevent the felt from sticking to the battery.

8. Filled Batteries - All Types. Batteries are to be packed in cases, wood

packing, fitted with battens so placed as to secure the batteries against movement
and leave adequate space for a neutralising agent to be packed all round each
battery. The neutralising agent is to be a mixture in the proportion of 10:1 by volume
of sawdust and borax powder (33C/517, 518 and 519) for lead-acid batteries, and
sawdust and boric powder (33C/667) for alkaline batteries.

9. Markings. Containers are to be marked "Electrical Batteries Containing"

(acid or alkaline, as appropriate) and "THIS SIDE UP" in the appropriate place.

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ANNEXURE ‘III’ (Article 1303: Para 5)

STORAGE AND HANDLING OF AIRCRAFT FUEL TANKS, DINGHIES

AND OTHER INFLATABLE ITEMS

1. These should be stored in the sealed containers in which they are received.
They should not be dusted with powders of kaolin type. Flexible tanks are to be
packed in airtight packages or cartons and stored in a cool, dark dry place. Adequate
ventilation is essential. Refer IAP-1502 Leaflet C-2 and Leaflet J-1.

2. These are never to be lifted by its fittings, as it might damage the joints and
cause leakage.

3. Fittings must always be protected and supported.

4. They are never to be distorted or strained.

5. No part of the item should be left without support, even if this means
improvising a wooden former.

6. Padding is to be used wherever possible.

7. Where applicable the items are to be maintained in the appropriate inflated

condition and be strapped and fastened to their shape.

8. The height of stack of packed tanks is to be restricted to not more than four
tanks in a stack and the tanks are to rest on their widest surface.

9. Flexible tanks other than those in containers are not to be stacked one on
another.

10. Used flexible tanks. After removal from aircraft for repair purposes the tanks
are not to be allowed to dry out. Fittings on the outside of the tanks may be treated
with a suitable protective.

11. Warning. No naked flame is to be brought within 24 feet of a tank containing

or which has contained gasoline or kerosene, until safety precautions are met.

12. Handling of Rigid Tanks. To prevent damage to rigid tanks during handling,
sliding the tanks over surfaces is to be avoided as this might break the continuity of
protective finishes or cut the covering.

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ANNEXURE ‘IV’ (Article 1303: Para 5)

STORAGE AND HANDLING OF PHOTOGRAPHIC MATERIALS

General

1. Refer IAP-1502 Leaflet H-2. The assessment of condition of photographic

materials held in store is to be in accordance with the requirements of I.A.P 1501
Chapter 24.

2. Unexposed photographic materials of all descriptions, including plates,

papers and sensitised aluminum foil, are not to be stored in a building in which radio-
active substances of any kind or mercury filled thermometers (14B/4326) are stored.

3. Pressure during the storage may cause permanent markings on sensitised

photographic materials. Plates, cut sheets of film and paper are therefore to be
stored on edge, and film and paper are to be stored on end.

4. Sensitised photographic materials received by overseas equipment depots

are to be left in their packing cases until required for use.

5. Sensitised materials are not to be stored near chemicals, particularly

chemicals of a volatile or aromatic nature, e.g., Split mercury which has a rapid
destructive effect.

Films

1. All films with a nitrate base must be considered highly flammable and
therefore are to be included as Class 'C' dangerous stores, in accordance with
Leaflet A.8.
2. No flammable film is to be permitted within the same storage as safety film.

3. Store rooms are to be constructed of fire resisting materials.

4. Open fires and naked lights are not to be permitted within the storeroom.

5. "No Smoking" signs are to be put and smoking prohibited within bulk storage
rooms.

6. No film is to be stored within three feet of any source of heat.

7. Infra red film must be kept in refrigerated storage.

8. No fires are to be lit and no naked lights are to be introduced into any room or
in the vicinity of any room where film is stored or handled.

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9. Negative, positive, and stock films are to be stored in separate compartments.

10. No cinematograph film is to be removed from one room to another except in

closed metal boxes. If cinematograph film is to be taken outside the building it is to
be carried in transit boxes properly secured.

11. Packing and Transportation. Special transit cases provided for the purpose
are invariably to be used for the conveyance of cinematographic film irrespective of
the form of transport employed.

12. Aircraft camera films are to be issued in the metal containers as supplied by
the makers and packed for transport.

13. Aircraft camera films are, for the purpose of transit by rail or sea, to be treated
as dangerous equipment in the same manner as cinematographic films.

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ANNEXURE ‘V’ (Article 1303: Para 5)

STORAGE AND HANDLING OF AIRCRAFT PAINTS, PRIMERS etc.

1. Refer IAP-1502 Leaflet A-10. This group of materials includes mini items
having a low flash points, which are there for classified as “highly flammable” or
“flammable” stores, some are dangerous in other respects, e.g. poisonous. Because
of the dangerous nature of this material, the instructions in Leaflet A8 are to be
complied with where practicable.

2. These materials must remain in their original sealed containers until required
for use. A cool storehouse with adequate ventilation to permit escape of fumes from
any containers that have developed leaks is essential. Deterioration is also hastened
by storage in hot climate and their useful "life" is reduced. Storage areas should have
sufficient heat to prevent the material from freezing, if possible. Freezing will not
actually damage many of the materials, but they require a long time to warm to
proper application temperature. The airplane, the room, and the material should all
be at the same temperature for the best adhesion.

2. In general paints, aircraft primers, are finishes, when exposed to air, undergo
changes in condition due to the evaporation of the solvent and oxidation of the
medium by the air. If the container is airtight and filled, action by the air cannot take
place, but when the container is only partially filled the contents may be affected as if
freely exposed.

3. Functional stocks of paints, aircraft primers, finishes, enamels, are to be

stored segregated according to dates of manufacture in lots, by manufacturers' batch
numbers.

4. Where "tumbling" facilities exist, at the end of three month's storage the
containers are to be "tumbled" for a period of two hours. Where no tumbling facilities
exist containers are to be up-ended every three months through out the period of
storage.

5. Pigmented materials such as zinc chromate and polyurethane enamels are to

be stored with the cans inverted. At each inventory check, they are to be turned over
so the pigments will not have so much opportunity to collect on the bottom of the
can.

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ANNEXURE ‘VI’ (Article 1304: Para 4)

DOCUMENTS TO BE MAINTAINED BY FORWARD SUPPLY

SECTION

1. Stock Location Cards F. Q 510 for all items stocked in FSS.

2. Internal Demand Folders for demands waiting supplies.

3. List of items and stock level authorised for FSS.

4. List of SNCO’s/ NCOs authorised by inventory holders for demanding,

returning, exchanging equipment on their behalf.

5. List of the inventories of the squadron and the names of the inventory holders.

6. List of items, which are to be accompanied by technical documents such as

log cards/certificates. This list is also to mention relevant repair/supply agency.

7. List of aircraft and aero-engines on charge of the squadrons.

8. Manuscript registers (Appendix ‘E’) for passing items from Forward Store,
sub-section to supply service for delivering on location to users.

9. Cat 'D' watch register.

10. Copy of current ARS booklet.

11. Register for check of Sqn Cdr (Lgs).

12. Register for snap check of stocks.

13. Internal issue, receipt and conversion voucher registers.

14. AOG demand register.

15. Relevant schedules of aircraft parts (illustrated parts catalogue), Scales, etc.

16. Scale of squadron ground/test equipment indicating Qty. held.

17. Authorised Scales of Rotables.

18. Forward Supply Section standing orders.

19. Master list of repairables/ Rotables/ aggregate/ LRUs.

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20. Repairable component life booklet.

21. List of items, which cannot be removed unless new item is provided.

22. Repairable repair responsibility for all “repairable’.

23. Lifed item (spares) document.

24. Calibration and repair agencies for TTGE and stock holding/ supply agencies
for TTGE.

25. Scale of role equipment per squadron.

26. War pack list.

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ANNEXURE ‘VII’ (Article 1304: Para 5)

DUTIES OF FLT CDR (FSS)

1. He will be responsible to the Sqn Cdr (Lgs) for efficient working of the FSS
placed under him in accordance with the procedure laid down in the AFO 45/99 and
any other local orders that the Sqn Cdr (Lgs) may issue in this regard.

2. He will allocate duties/ responsibilities to the staff of Forward Supply Section

in writing, which are to be signed by FSS staff as having read and understand.

3. He will ensure that personnel connected with Forward Supply system are
conversant with their duties and carry them out properly.

4. He will scrutinise the register to monitor return of repairable equipment/ items

not returned within a week of the issue of serviceable items. These are to be
reported to Sqn Cdr (Lgs).

5. He is to scrutinise the demands for approval. Wherever IMMOLS procedures

are validated then those rules are to be followed.

6. He is to scrutinize BSLCs once a month for proper maintenance and keep a

record of the checks in the FSS.

7. He is to carry out surprise checks to ensure that stock balances in the FSS
agree with SLC balances.

8. He is to scrutinise open requisition proforma maintained in the FSS once a

week to ensure that issues have been made against internal demands or necessary
provisioning action has been taken by the equipment section in respect of items not
available. He will initial the proforma on the last working day of the week as proof of
check.

9. He is to check AOG demand register to see that all possible action has been
taken to obtain required items.

10. He is to visit user flight/sections frequently and resolve working difficulties. He

will apprise Sqn Cdr (Lgs) of any procedural or administrative difficulties. He is to
ensure that the FSS working hours are regulated as per the squadrons and other
specialist section working hours. FSS services are to be available as per the
requirements projected by O i/c MCC and Squadron SEOs.

11. He is to scrutinise proposals for amendments to the FSS list of authorised

holdings before recommending them to Sqn Cdr (Lgs).

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12. He is to attend Squadron Flying Safety Council meetings and any other
meetings having a bearing on the supply of equipment to the squadron/sections.

13. In case any vouchers remain unsigned by the inventory holder for more than
three days, the Flt Cdr (Lgs) is to make an immediate report to Sqn Cdr (Lgs).

14. He is to check the manuscript registers maintained in the FSS as per

Appendix “F” to AFO 45/99 for the prompt return of repairable items.

15. He is to ensure that the USR demands are raised for items due life expiry as
per the Life Components Return (with a lead time of three months) and for all other
spares and components required for maintenance activities in next 4 to 6 months.

16. Ensure USR star demands are raised for items on concession and follow it up
till the item is received.

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ANNEXURE ‘VIII’ (Article 1304: Para 5)

DUTIES OF SQN CDR (LGS)

1. The Sqn Cdr (Lgs) is responsible to the Chief Engineering Officer for efficient
logistics support on all aircraft related activities. He is also to maintain a close liaison
with all Section Commanders and Unit Commanders to ensure timely supply of
spares, POL, etc.

2. He is to ensure that:-

(a) Aircraft maintenance operations are given top priority by logistics staff.

(b) All equipment in stock is held on charge on SSRCs and transacted in

accordance with laid down regulations.

(c) Items held in store are properly binned/stacked and stored in clean
surroundings.

(d) All the stores are placed specifically on the charge of the individuals
appointed as store i/cs.

(e) Adequate stocks of all essential items are maintained at all times. Sqn
Cdr (Lgs) in consultation with technical specialist is to compile a list of
scheduled servicing and the mandatory spares required for each servicing. As
far as possible, the Sqn Cdr (Lgs) is to make and issue standard pack of
spares for each servicing based on the plan provided by MCC.

(f) That a competent logistics officer is attached to MCC for efficient

forecasting, rotable and AOG management functions.

(g) Constant liaison is to be maintained with Bharat Petroleum/ Indian Oil

(as applicable) to ensure minimum stock as per yellow / red levels.

(h) Monitor Duty crew requirements and carry out crash trolley practices.

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ANNEXURE ‘IX’ (Article 1306: Para 2)

CHECK LIST FOR FLT CDR (AOG MANAGEMENT)

1. FSS is to check stock availability. Also check the availability of ‘In-lieu’ item.
In-lieu part numbers are not only the responsibility of the technical staff. Please
educate each other with regard to in-lieu part numbers. The logistics section is to
hold one copy of the IPC (Illustrated parts catalogue) for the purpose of the part
number verification.

2. Cross-refer on the BSLC, the IN/ RV with the AOG Sl No. of the Sqn so that
the same IN/ RV cannot be used to raise another AOG demand. This is to be done
for repairables only.

3. Before giving any inability, the FSS, if possible is to check telephonically any
new receipts in the R&D.

4. There is no need for additional check by the user with the SRS, once FSS has
given its inability.

5. Ensure that all Cat Ds returned are accompanied with their correct certificates
and that the Sl No on the certificate and item tally. All Cat Ds are to be complete and
properly blanked at time of receipt. All Cat Ds are to be returned to the R&D on the
same day as received by the FSS. Check if the part number of the Cat ‘D’ being
returned and the part number in the AOG demand is the same.

6. Allot an IV/ RV No for the return of each and every Cat ‘D’ on the same day it
is returned. Delay in dispatch of Cat ‘D’ are to be brought out with the actual reasons
so that the system can be corrected with the factual inputs.

7. Always maintain a float of ‘Specialist Cases’ for Rotables which are required
to be packed in such cases. Ensure Cat Ds are packed properly to avoid damage to
expensive equipment. Do not economise on packing at the cost of safety of the
equipment. A review of the requirement of packing cases is to be done once every
six months and requirements locally manufactured/ demanded. All specialist cases
are to be marked with details of the item it is meant to be used for.

8. Visit the R&D once every day and check Cat Ds pending for dispatch. The
item is dispatched by the best possible means so that it reaches the repair agency at
the earliest. Guide the men to select the best means of transportation.

9. Ensure that Cat D is being sent to correct repair agency as per Rotable repair
responsibility booklet. Update the booklet whenever amendments are issued. Do not
rely on memory, check booklet before dispatch.

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10. The AOG demand are to be raised correctly as per the laid down format given
in AFO 26/2000, with all details filled correctly for the supply agency to understand
the requirement. The demands are to necessarily have details of sub assembly and
publication details, in order to identity the item correctly even if the part number is
corrupted. Ensure all in lieu part numbers are quoted.

11. Ensure that the demand has been raised on the correct supply agency. Check
prefix has been used in the message form and the number allocated to the AOG
demand is from 1 to 200.

12. The AOG demand message is to be an Op immediate signal in plan

language, with an extra copy to be forwarded as confirmation copy.

13. As far as possible, raise the AOG demand only after the Cat ‘D’ has been
actually dispatched with rare exceptions.

14. Meet Flt Cdr(MCC) / CEO/ STO of the Sqn at least once every two days to
resolve AOG queries received from is extremely important to answer queries of
supply agencies correctly in the shortest possible time.

15. Reconcile AOG status/ matrix (including aircraft number) once every fortnight.

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ANNEXURE ‘X’ (Article 1311: Para 1)

LIST OF FORMS USED IN EQUIPMENT ACCOUNTING AND STORE-

KEEPING

New No Designation of Form Pads/

book/
loose
IAFF (Q) 411 Tender Form, local contract Each
IAFF (Q) 424 A Label `Fragile and Delicate this side Up, Handle with Each
Care'
IAFF (Q) 425 A Returned equipment Serviceable Each
IAFF (Q) 425 C Returned equipment Repairable Each
IAFF (Q) 425 D Returned equipment (Unclassified) Each
IAFF (Q) 443 B Flying Clothing Card Books
IAFF (Q) 444 Loans to Individuals in Unit – Record Card Each
IAFF (Q) 453 Discrepancy List – Airframes Each
IAFF (Q) 461 Label `Delicate Instrument to be handled with great Each
Care'.
IAFF (Q) 466 Kit Inventory Each
IAFF (Q) 467 Label `Aero engine - Handle with Care'. Each
IAFF (Q) 470 Binder for IAFF(I) 1500 & IAFF(F) 1515
IAFF (Q) 471 Work Order on HAL for Repair etc, to Aircraft Each
IAFF (Q) 472 Annual Issue and Receipt Voucher for Explosives and Pads
Non-Explosives
IAFF (Q) 504 Controlled Equipment Card Each
IAFF (Q) 505 Stock, Sheet for Ammunition Units Each
IAFF (Q) 506 Internal Transfer Proforma Explosives Each
IAFF (Q) 514 A Packed Stores Identification Label Each
IAFF (Q) 514 B Packed for Tropics Method II pack Each
IAFF (Q) 524 Bin Stock and Location Card Each
IAFF (Q) 535 Dues In Record Each
IAFF (Q) 536 Dues In Record Each
IAFF (Q) 542 Provision Review Statement Each
IAFF (Q) 543 MT Discrepancy Card Each
IAFF (Q) 544 Movement Reports (RICS) Pads
IAFF (Q) 545 Posting Sheet (Manuals) Each
IAFF (Q) 546 Passenger Baggage Slip Each
IAFF (Q) 551 Clearance Sheet for inabilities Each
IAFF (Q) 552 Transaction Return (RTR) Each

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ANNEXURE ‘XI’ (Article 1312)

AOM’s Canons

Cannon Subject
No
01/2001 Checklist for initiating a note on file for
procurement cases.
02/2001 Methodology for pricing of schedule of
Requirement and Contracts
03/2001 Delivery and payment systems utilised in
contracts
04/2001 Formulation, Finalisation and regularization
of repair task.
05/2001 Classification of Provisioning Review and
Transcription System for AOG, PHU and
MCM Requirement (For ac fleets)
05B/2001 Classification of Provisioning Reviews for
Ground Based Systems, their numbering
systems & agencies responsible for raising
the provisioning reviews.
06/2001 Demand and Supply System for role
equipment including drop tanks
07/2001 Demand and Provisioning System for special
tools and ground equipment required for first
and second line servicing.
08/2001 Management of Non-moving Inventory in the
Indian Air Force
09/2001 Checklist for Maintenance cell
10/2001 Registration of Firms for supply & repair from
sources abroad.
11/2001 Preparation for and Participation in PNCs
12/2001 Procedure for import of spares/ components
against AOG/ PHU/ MCM REQUIREMENT
15/2001 Guidelines for determination of stock holding
agency
16/2001 Rations
17/2001 Clothing
18/2001 What is dues in
01/2007
02/2007 Guidelines for Generating Provisioning
Reviews through IMMOLS

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CHAPTER - 14
AIRCRAFT HEALTH MONITORING
Article

1401: General
1402: Definitions
1403: Fatigue Data
1404: Flight Data Record and Measurement
1405: Wear Detection Monitoring
1406: Anti Corrosion Measures
1407: Vibration Monitoring and Control
1408: Non-destructive Testing

Annexure

I : Proforma for quality of recording of flight data recorder

II : Proforma for qualitative interpretation of flight data recorder film
III : Proforma for SOAP
IV : Treatment and protection against corrosion
V : Application of NDT methods

1401: General

1. The designers of aircraft guarantee reliable operation over a period of time.

Aircraft and on-board systems however undergo various kinds of stresses during
their operating life. All these and such other factors may reduce the strength of the
structural members or deteriorate performance of systems beyond acceptable limits.
It is therefore vital to monitor the health of the aircraft and its system periodically.
Health monitoring also helps in extending TBO/ TTL of aircraft depending upon the
residual life based on fatigue.

2. The simplest method of health reporting by air/ ground crew is by virtue of

indication on gauges and warning panels in the cockpit. Health monitoring systems
however include flight data recorders, fatigue meters, sensors, vibration and wear
detection monitoring devices. These are complemented by ground support systems
like developing/ processing/ milking equipment with software based diagnostic tools.
Non-destructive testing methods such as spectrometric oil analysis program, X-ray /
ultrasonic/ eddy current and magnetic particles testing methods are also in use
depending on the maintenance philosophy of specific to type aircraft. This chapter
deals with the health monitoring of aircraft and its systems.

1402: Definitions

1. Structural Integrity. Structural integrity is the ability of an aircraft structure to

withstand, without collapse or unacceptable deformation, loads imposed on it

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throughout its service life by exploitation of the aircraft within the prescribed limits.
The structure includes: -

(a) Airframe and all load bearing components of the landing gear and
flying control systems of fixed wing aircraft.

(b) Items listed in subparagraph 1(a) above and rotor blades, rotor heads
and the associated transmission systems.

2. Mechanical Integrity. Mechanical integrity is the ability of the entire

transmission system to withstand load imposed throughout its service life by
operation within the designed limits, without collapse or unacceptable deformation.

3. Environmental Degradation. Environmental degradation is the deterioration

in the properties of material due to environmental factors such as temperature,
humidity or wind. This includes corrosion of metals by the action of moisture and
temperature.

4. Hazardous Incident/ Accident. Hazardous incident/ accident is an

occurrence apparent to the aircrew or other individuals in which the aircraft has or
may have exceeded the limits stated in the design manual.

5. Preventive Maintenance. Preventive maintenance includes monitoring

aircraft structure for early signs like fatigue, environmental degradation, stress
corrosion and hazardous incident/ accidental damages. These threats are not
mutually exclusive and may be interactive in nature. For example, the onset of
fatigue may be accelerated by the presence of corrosion. The damage caused by the
above factors, is therefore to be detected and rectified well in time.

1403: Fatigue Data

1. Monitoring Systems. Fatigue is one of the major threats to an aircraft‘s

structural integrity. The total service life of an aircraft will be subject to change during
exploitation of the aircraft as a result of continued fatigue testing, modifications and
service experiments. Some aircraft are fitted with fatigue meters. Fatigue data are to
be recorded on the appropriate flying fatigue data sheet form in accordance with the
instructions contained in the specific to type aircraft-servicing manual. The fatigue
meter record is to be maintained aircraft wise wherever applicable and handed over
to MCC once in three months. MCC is to send fatigue records to BRD/ HAL overhaul
agency.

2. Responsibility of the Unit for Recording of Fatigue Data.

(a) After each sortie the fatigue data is to be recorded in the appropriate
form.

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(b) Personnel responsible for transferring fatigue data from the aircraft to
ground support system are to be aware of the procedure and operation of
application software package.

(c) Personnel responsible for validating data on ground support systems

are to be able to recognise erroneous trends.

(d) Take all precautions while removing/ fitment of magnetic cartridges.

1404: Flight Data Record and Measurement

1. Aircraft flight/ ground data recorders (such as Barospeedograph, SARPP, U-

3L, Ekran, ADR, Fatigue meters) are installed for checking serviceability and health
monitoring of aircraft and other on- board systems during exploitation of the aircraft.
Serviceability of these recorders is vital to ensure flight and maintenance safety.

2. Data is recorded in the form of analog signals on paper (film

barospeedograph / SARPP) or in digitalised form (U-3L). When analysed, it helps in
evaluating a pilot’s performance during the sortie, and in accident/ incident
investigation. It also aids in assessing residual life of aircraft and feasibility of life
extension in the long run. It is therefore important that the data is properly analysed
and stored.

3. Serviceability of FDR. Daily servicing/ built in test of the system is to be

meticulously carried out as per the schedule. The aircraft is to be declared
unserviceable if FDR or any of its recording system is unserviceable. During removal
of the film / milking out of the data, serviceability of the FDR is to be confirmed.
Matched pairs of subsystem (like M2T3-SIM) are to be fitted while replacing an
unserviceable unit.

4. Quality of Recording. Correct processing of the film or milked out data is

necessary for a good quality record. The recorders showing signs of deterioration in
the quality of recording are to be removed for repairs at the earliest. In no case, such
a recorder is allowed to be operated for more than two sorties. The proforma for
flight data record is placed at Annexure ‘I’. The checks pertaining to quality of
recording of flight data film are as follows:-

(a) The film is to be correctly exposed and properly processed.

(b) The film is not to be crumpled or have torn edges.

(c) All parameters are recorded properly on the film. Mechanically
recorded lines are to be distinct and their thickness must not exceed 0.2 mm.
Thickness of electrical zero lines is not to exceed 0.5 mm.

(d) All parameters are to be within laid down limits as per relevant
maintenance schedules.

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(e) Any failure/ abnormality (main/ booster hydraulic system appearing as

one time commands, appearance of super imposed commands of critical
angle, appearance of super imposed commands of critical angle and
excessive JPT and disengagement of Auto-pilot during flight etc.) are to be
immediately brought to the notice of SEO/ Specialist Officer.

(f) Once in a week, all mechanical zeros are to be measured and the
deviation from current chart value is to be within the specified limits.

5. Clearance for Next Flight. Qualitative and quantitative analysis/

interpretation of the film/ flight data is to be carried out preferably after each sortie.
Where Go-No Go facilities exist, they may be used for clearance of aircraft for the
next flight. Clearance for the third sortie without analysing the film of the first sortie of
the day is to be given only in exceptional circumstances by CO. Proforma for
qualitative interpretation of the film is placed at Annexure ‘II’. The checks pertaining
to qualitative interpretation of flight data recorder film are as follows: -

(a) Before decoding, view the film in light to make sure of its quality.
Determine the beginning and end of the flight and do the marking of the film
according to time.

(b) Check that the mechanical base line is marked at 2 to 3 mm from the
lower edge of the film and the electrical base line at 4 to 5 mm from upper
edge of the film.

(c) Check the film with the help of Microphot viewer to ensure that all
recorded parameters are within laid down limits.

(d) Check the film for the presence of one-time command signals.

(e) Decode and record value of required parameters.

6. Analysis of Flight Data. Continuous parameters and one-time events/

abnormalities to be analysed are given in specific to type of aircraft publication. Any
abnormality/ failure/ exceeding the limits is to be immediately brought to the notice of
the Engineering Officer. Record of analysis and check of flight data is to be
maintained in a register and put up for the perusal of Flight Commander and SEO.

7. Snag Rectification. FDR is to be switched on during all ground runs after

engine change or serious engine/ hydraulic snag rectification.
8. Calibration of FDR. FDR is to be calibrated as per the periodicity laid down
or whenever any sensor is replaced. While calibrating the FDR, a master graph/
chart is to be prepared and forwarded to the user section for interpretation of data.

9. Storage of Flight Data. The policy regarding storage of flight data is given in
TSI Vol II of specific aircraft. Films are to be preserved for a period of six months
from the date of sortie/ till the next inspection, whichever is later. Films relating to
any sortie involved in an accident/ incident of the aircraft are to be preserved and not

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to be destroyed. Films/ hard copies of flights with high ‘g’ load/ engine surge/
overheat conditions are to be preserved and sent to the overhaul agency. Film/data
of ground runs, and flight tests are to form part of aircraft documents and to be
preserved. Films/ hard copies/ floppies of flight data are to be stored with adequate
precautions to avoid damage to the data. Labeled containers are to be made aircraft
wise for storage of films.

10. Except for the films/ printouts of last 100 flying hours, all other films/ print-
outs/ floppies are to be sent to the repair/ overhaul agency on a quarterly basis.
These are to be neatly packed aircraft-wise and sortie-wise chronologically before
dispatch to overhaul agency.

11. Whenever flight data processing system (FDPS) has the facility to store and
compress the data, it is to be utilised for preservation of flight data.

12. Mass storage devices are to be made available to store the exploitation data
of each aircraft/ aeroengine for the purpose of analysis for life extension/ residual life
assessment by competent agencies. Details such as type of mission, aircraft
configuration, fuel status, as applicable, are to be annotated.

13. In case of non-availability of milking equipment especially at detachment

location, necessary provision is to be made for analysis of FDR at parent base /
nearby base operating the same type aircraft.

14. For qualitative and quantitative analysis of FDR of magnetic media type,
similar actions as mentioned in para 1 to 13 above are to be taken as applicable. In
addition, proper care and maintenance of milking equipment (such as LUCH,
DATS27, DATS300, Sigma, Agasti etc) is to be ensured for reliable extraction and
analysis of flight data.

1405. Wear Detection and Monitoring

1. An aircraft has numerous systems, which have rotating sub-assemblies such

as engine compressor/ turbine, fuel/ hydraulic pumps, gear mechanism. All rotating
components are lubricated as per technology. Wear and tear due to surface fatigue
and abrasive wear however can take place during exploitation of the aircraft. This
affects the mechanical integrity of the component. If not monitored and arrested in
time, it can cause catastrophic failure, resulting in accident and loss. It is therefore
vital that Wear Detection and Monitoring (WDM) is carried out meticulously and
corrective actions initiated in time in conformity with specific to type aircraft servicing
schedule.

2. Failure of roller contact bearings is typically caused due to pitting induced by

surface fatigue. This produces large particles of the order of 100 – 1000 microns
range, easily visible and of distinctive appearance. In other failures, involving point
contact, much smaller particles may be generated. Bearing skid produces very small
particles, below 25 microns and leads to rapid wear. WDM devices can thus detect
these failure modes caused due to wear.

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4. Magnetic Chip Detector. Magnetic chip detector is one of the simplest WDM
devices for detecting wear of ferrous material. In this method detectors are placed at
various stages in the oil system. These chips collect the debris of the worn out
metals of the respective transmission system. At regular intervals, the collected
debris is analysed to find the characteristic value of the debris, which indicates the
health of the wearing out portion of the system. Detailed microscopic analysis may
also be undertaken to identify the material of the debris using microscope or SOAP
analysis. The characteristic slope curves of the cumulative debris count verses the
running hours can be plotted for early failure detection.

5. Electric chip detector. Electric chip detector is a WDM device which gives
wear out signals when it has collected a pre-determined amount of debris in the
return oil system. These accumulating type detectors are placed at the return oil
lines. These chips continuously collect the debris and after accumulation of pre-
determined debris count, it automatically generates an electric warning signal or
mechanical pop up system.

6. Spectrometric Oil Analysis Program (SOAP). A detailed analysis of a

sample of engine, transmission and hydraulic oils is a valuable preventive
maintenance tool. In many cases it enables identification of potential problems
before a major repair is necessary, has the potential to reduce the frequencies of oil
changes. Spectrometric oil analysis program utilises the difference in spectrum due
to presence of foreign particles in oil. The sample is subjected to an arc and the
resulting light is examined for its wavelengths. The system detects the ppm and the
metallurgical composition of the worn out particles. It is thus possible to pinpoint the
exact subassembly/ component from where the wear is taking place. The SOAP
proforma is placed at Annexure III. The following points are to be noted for strict
compliance while taking a sample for SOAP:-

(a) Area of oil collection zone is to be clean and free from dust.
Precautions are to be taken so that the oil sample does not get contaminated.

(b) The oil sample is to be taken within 15 minutes of engine shut down
and before the oil tank of the aircraft is topped up. The SOAP proforma is to
be filled up as per Annexure ‘III’.

(c) A colourless oil sample jar with a lid is to be used afresh, for every oil
sample. The identification label for the sample is to bear the following details:-

(i) Aircraft No., engine/ transmission system Sl. No.

(ii) Date of sampling.
(iii) Reason for SOAP

(d) The oil sample is to be transported safely along with the proforma
placed at Annexure ‘III’.

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7. The standard spectrometric analysis reference for a particular grade of oil

depends upon its composition. Hence, unless a competent authority has confirmed
an exact equivalence, spectrometric analysis report is not to be treated as
sacrosanct for clearance of such oil.

1406: Anti-Corrosion Measures

1. Corrosion is deterioration in physical and/ or chemical characteristics of the

material due to environmental conditions. Environment in this context encompasses
effects of stresses and fatigue, chemical and electro-chemical reactions, humidity,
temperature and such other factors.

2. The problem that aircraft have is that they are under the constant attack of
corrosion. When an aircraft lands and the door is opened, the inside of the plane
often fills with warm moist air. When the plane takes flight, and reaches altitude, the
skin of the aircraft becomes very cold due to the temperature of the outside air. This
cause the moisture held by the air inside the cabin to condense on the inside of the
aircraft skin. The water will collect at low areas and serve as the electrolyte needed
for corrosion to occur. Corrosion is a hazard, which drastically reduces the life of the
aircraft. If not monitored and checked in time, it can cause catastrophic failure.

3. Highly corrosion-prone and critical areas in aircraft are fasteners, rivets, nuts,
bolts, meshing areas of the structure, undercarriage and its systems, trailing edges
of the lift and control surfaces. Other areas susceptible to corrosion are hydraulic
jack rams, undercarriage legs, plug connectors, drain points, tie rods especially at air
intake channel and wing spars, engine blades/ propellers and hot end components of
engine. Such items are to be kept thoroughly clean at all times and lightly smeared
with oil or grease of the same basic constituents as used in the system. Corrosion
manifests in many different forms. Concentration cell corrosion, or crevice corrosion,
is the most common type found on airplanes, occurring whenever water is trapped
between two surfaces, such as under loose paint, within a delaminated bond-line, or
in an unsealed joint. It can quickly develop into pitting or exfoliation corrosion,
depending on the alloy, form, and temper of the material being attacked.

4. Various non-destructive techniques to be used in detection of corrosion are

visual inspection, dye-penetrant, eddy current, ultrasonic, x-ray, fibroscope /
endoscope and magnetic particles. Depending on the type of material, size, access
and criticality a particular technique is used.

5. Treatment against corrosion involves cleaning, coating stripping, corrosion

removal, surface treatment, protection treatment and finishing.

6. Precautions against corrosion. The following precautions are to be taken

against corrosion of aircraft and its associated equipment:-

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(a). Aircraft and associated equipment are to be properly preserved so as

to avoid corrosion. Aircraft under storage are to be specifically checked for
any oil accumulation especially near the brake pads.

(b) To avoid corrosion on aircraft and its parts, aircraft are to be kept clean
internally and externally, free from accumulation of dirt, mud, oil patches,
spillage of chemicals etc. Any oil accumulation inside and under the aircraft is
to be investigated and the cause eliminated.

(c) Metal skin is highly susceptible to corrosion in areas contacted by

exhaust gases. Such skin area is to be regularly cleaned and a close watch is
to be kept for appearance of corrosion.

(d) Care is to be taken to prevent corrosion due to accumulator (battery)

electrolyte spillage and all structural parts in the vicinity of accumulators are to
be checked every day for corrosion and spillage.

(e) Mud is not to be allowed to accumulate on the undercarriage, exterior

of aircraft and its control surfaces. Aircraft is to be periodically washed under
supervision.

(f) Before entering the cockpit or cargo hold, all personnel are to ensure
that their overalls and shoes are clean. Suitable mats are to be provided near
entry points, to clean shoes.

(g) Aircraft operating in a highly corrosive environment like the one

encountered in coastal areas need to be given corrosion prevention treatment
in accordance with the manufacturer’s instructions

(h) Quality audit ordered by CEO is to include audit of storage and

preservation practices followed at the base for aircraft, aero engine and
aircraft components.

(j) All ground equipment are to be preserved to avoid corrosion.

(k) Periodic rotation of aircraft operating in coastal area is to be ensured to

retard/ restrict corrosion. The periodicity of rotation is to be decided by the
concerned weapon cell at Air HQ.

(l) Aircraft, especially helicopters, operating close to and over sea are to
be given anti-corrosive treatment as per the specific to type aircraft servicing
manual. The periodicity of anti-corrosive treatment as given in the
maintenance schedule is to be adhered to. After the anti-corrosive treatment,
special checks as mentioned in the specific to type technical manual for
corrosion on compressor, main and tail rotor blades are to be carried out.

(m) The details on treatment, cleaning, storage and precautions against

corrosion are given at Annexure ‘IV’.

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1407: Vibration Monitoring and Control

1. Aircraft especially transport/ helicopter and on-board system undergo various

kinds of stress during exploitation. The rotating assemblies/ components act as a
source of vibrations and hence induce stress in the structural and transmission
systems. There are vibrations induced by aerodynamic loads and structural
resonance as well. Some examples are propellers of transport aircraft, helicopter
rotors, gearboxes, engine mountings and rotating pumps.

2. Importance. Stress caused due to vibration may lead to premature failure

because of fatigue or increased wear and higher incidence of failure of electronic
equipment. If not monitored and controlled, it can lead to catastrophic failure. There
are, therefore vibration meters fitted in cockpits and in ASVs used for ground run. As
a rule, the aircraft/ helicopter is to be flown within specified limits of vibration.

3. Vibration Checks. Vibration checks are to be carried out as per periodicity

laid down in specific to type aircraft servicing manual and results duly recorded as
per the given format. Print out of vibration is to be checked for its limits.

4. Vibration Analysis. Vibration analysis consists of measurement, reading,

analysis and interpretation. Vibration/ trend analysis is to be maintained aircraft wise/
fleet wise for future verification.

5. Vibration Control. Based on the interpretation and analysis carried out on

measured vibration data, necessary adjustments are to be carried out as mentioned
in the specific to type manual. The data related to adjustment and new level of
vibration is to be recorded. Abnormality if any, is to be reported to the concerned
weapon cell at Air HQs through proper channel.

6. Storage of Vibration Data. Aircraft wise data including analysis, adjustments

and work carried out, recorded in relevant format are to be centrally kept at MCC.

7. Training. An exposure on vibration measurement and control is given at

TETTRA. An OJT of one-week duration is to be carried out at the unit based on
syllabus approved by CEO. A certificate of competence is to be issued as per the
format placed at Annexure ‘II ‘of Article 1811 para 2. An entry to that effect is to be
made in Trade Proficiency Card.

7. Calibration. SEO of the unit is responsible for calibration of the vibration

control eqpt. The calibration procedure, methodology and documentation are to be
followed in accordance with the publication of the equipment. Proper calibration
record is to be maintained at unit level.

8. Repair Agency. If repair on vibration controls eqpt is beyond the scope of

the unit, the same is to be loaded to the regional repair center as specified by the
concerned weapon cell at the Air HQs. Vibration control eqpt along with the relevant
publications is to be sent to repair agency.

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1408: Non-destructive Testing (NDT)

1. Aircraft parts are designed to be as light as possible while still performing their
intended function. This generally means that components carry very high loads
relative to their material strength and small flaws can cause a component to fail.
Since aircraft are cycled (loaded and unloaded) as they fly, land, taxi, and pressurize
the cabin, many components are prone to fatigue cracking after some length of time.
Even parts that are loaded well below the level that causes them to deform can
develop fatigue cracks after being cycled for a long time.

2. Over 80 percent of the inspections done on an aircraft are visual inspections.

At regular intervals various components of the aircraft are checked for signs of
damage. During second line work there are checks to look for damage on the inside
surface of the fuselage. However, not all areas of the aircraft can be accessed for
visual inspection and not all damage can be detected by visual means. This is where
NDT plays a critical role in thoroughly inspecting airplanes. NDT methods also allow
technicians to detect damage that is too small to be detected by visual means.
3. Non-destructive Testing (NDT) is the generic title for those methods of testing,
examination or inspection, which do not render a material, equipment, system or a
structure unfit for future use. NDT improves the safety standards, increases the
equipment availability and reduces servicing cost. Due to its reliability, cost-
effectiveness and importance in health assessment, more and more NDT
techniques/ equipment are being used in IAF. It is therefore important that
knowledge and skill of the technician is improved in this sphere of activity.

4. Types of Defects. NDT helps in detection of inherent defects (eg. Variation

in grain size, chemical composition, processing defects (porosity, machining, plating)
and service defects (fatigue, pitting, cracks). The selection of technique depends on
the type of material, shape, size, location of the item, and possible defects that need
to be assessed. Each technique has its own merits and de-merits. A combination of
one or more techniques can also to be used depending on the nature of defect.

5. Detection Methods. There are many flaw detection methods in current use.
Methodology of certain common techniques is given below:-

(a) Visual inspection. To be carried out preferably using a magnifying

glass.

(b) Liquid-penetrant Check. The penetrant method consists of

thoroughly cleaning the area to be examined and coating it with a penetrating
liquid containing either a coloured dye, or a dye, which fluoresces under ultra-
violet light. After allowing time for the penetrant to seep into the flaw, the
excess surface penetrant is wiped off and a developer applied which draws
the penetrant from the flaw by capillary action. The penetrant will either stain
the developer, or fluoresce under ultra-violet light, giving a visible indication of
the flaw.

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(c) Eddy current. This method involves the electromagnetic induction of

current in the base material. The flow of such current is affected by the
presence of flaws in the material. Changes of current flow can be detected by
suitable instruments, which are used to reveal the presence of flaws. In order
to test any object, the probe is placed over a serviceable specimen and the
bridge is balanced. The impedance change in the primary coil is adjusted to a
null by means of the variable balance load. Any change in the section due to
the presence of cracks or other irregularities causes disruption of the eddy
current flow. This is detected as a deflection in the meter, lighting of an
indicator lamp or an audio indication. This methodology is generally adopted
to detect surface flaws.

(d) Ultrasonic. This method uses the ability of sound waves to pass
through materials. Pulses of high frequency sound are transmitted into a
material and are reflected from interfaces. The time taken for an echo to
return will determine whether the echo is from a flaw or another surface. The
echo signals are normally displayed on a cathode ray tube. This methodology
is adopted to detect internal flaws.

(e) Radiography/ X-ray. When an object is placed in the path of X-rays,

the object absorbs some of the rays, and some rays pass through and cause
an invisible change on the film placed at the other side of the object. After
washing and drying, the film can be viewed on an illuminator. The defects are
revealed in the radiograph as a dark spot, dark patches and dark lines
depending on the nature of defect in the object. This methodology is adopted
to detect internal flaws.

(f) Endoscope/ Fibrescope. The equipment has probes of different

lengths for viewing in lateral and forward direction. These are connected to a
high power light source by a fiberglass flexible cable, which allows the light to
pass through even when bent. The intensity of the light can be varied. Lens
system is used to have a magnified view. This method is generally used to
detect cracks/ dents in the engine compressor and turbine blades.

(g) Magnetic Particles Technique. When a homogenous ferromagnetic

material is placed in a magnetic field, it gets magnetised and the magnetic
field forms a continuous circuit from pole to pole throughout the material. If
any surface or subsurface flaw is present, the magnetic field gets deflected
and forms a leakage field. Detection of this leakage field forms the basis of
magnetic particle inspection of ferromagnetic materials. If fine particles of a
magnetic material are applied on the surface of the article, the leakage field
causes an attraction of these particles. Those attracted particles form an
outline of discontinuity. This method is very sensitive for identifying fine
surface and sub-surface defects.

(h) Resonance. Sonic and resonance testing methods are used primarily
for the detection of separations between layers of laminated structures. Sonic

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and Resonance testing is effective for detection of crushed core or debonds in

adhesive bonded honeycomb, impact damage and delimitations in composite
structures and exfoliation corrosion. The tap test method has demonstrated
the ability to detect cracks, corrosion, impact damage and debonding. The
sonic testing instrument operates in the audio or near audio frequency range.
Resonance testing instruments may operate either or both the sonic or
ultrasonic frequency range. Different methods of transmitting and receiving
energy have been developed. Basically, each technique introduces a
pressure wave into the specimen and then detects the resonant, transmitted
or reflected wave.
6. Factors Involved in NDT. NDT involves interpretation of data observed
during flaw detection check. Though telltale signs of obvious flaws are easily
identifiable, the checks using sophisticated techniques demand minute observation
and special skill. Some of the main factors contributing to accurate interpretation are
as follows: -

(a) Eye sight. The vision of the inspector is considered of prime

importance. The medical authority is to set vision standards for a NDT
technician, who is then responsible for obtaining a yearly certificate of vision.

(b) Access. A free and clear access is to be made available for NDT
technicians on aircraft/ equipment.

(c) Lighting. Flexible spot light arrangement is to be available in the

hangar to give requisite light intensity for the inspection to carry out NDT
checks.

(d) Noise. The efficiency of NDT is adversely affected due to a noisy

environment. The noise level is to be kept to the minimum by switching off
GPUs/ hydraulic
Aug 07 trolley while NDT is in progress.

(e) Cleaning. Before offering the aircraft/ component for NDT checks, the
user must thoroughly clean the area of inspection, which involves removal of
initial corrosion in and around inspection area. Cleaning is to be considered
as a proper contributory factor for a reliable inspection. The surface is to be
inspected is to be free from foreign matter, which may conceal a fault.

7. NDT Bay. NDT bay is to be established at Tech Flt/ CR&SS under SE (AC)
to meet the NDT requirement of the base. NDT equipment is to be pooled from
lodger units to meet the task. The NDT bay is to consist of tradesmen from airframe,
instrument, photo and engine trades. The members of NDT bay are to be qualified in
NDT techniques and operations.

8. Responsibilities of NDT Bay. The task of carrying out NDT will be

undertaken based on a work order. The format of a job card is placed at Annexure V.
After the NDT, if an article is cleared, user section is to preserve the NDT job order
and the result form, for a period of 06 months. The cleared NDT result is to be

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retained and to be dispatched along with the component to the repair agency. Crack
propagation data need to be maintained component wise at unit level for further
monitoring and scrutiny. The responsibility of the NDT bay is as follows:-

(a) Maintenance of NDT eqpt.

(b) Maintain records of NDT checks carried out in the bay.

(c) Explore possibilities of adopting new techniques. .

(d) To meet NDT tasks of the operating squadrons/ units.

(e) Providing NDT training at station level.

(f) Conducting OJT for newly trained technicians.

(g) Updating of rejection/ acceptance criteria of NDT results.

9. Applicability of NDT. The application of various NDT methods, type of flaw it

can detect, depth of material and selection of process for different type of material is
placed at Annexure ‘VI’.

10. Maintenance of NDT Eqpt. NDT equipment is to be maintained as per the

maintenance schedule of the specific to type eqpt. The efficiency of NDT eqpt is
largely dependent on its serviceability. The following maintenance activities are to be
carried out to keep the NDT eqpt in serviceable condition.

(a) Adequate care and caution is to be exercised in handling of the eqpt.

(b) Calibration of NDT eqpt is to be carried out as per procedure and

periodicity laid down in specific to type publication.

(c) Record of maintenance of NDT equipment is to be kept in the NDT

bay.

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ANNEXURE ‘I’ (Article 1404: Para 4)

QUALITY OF RECORDING OF FLIGHT DATA RECORDER

Aircraft No…………….

Sl No. Sortie No. Date of Date of Sig /Rank / Name Remarks Sig of Sig of
Sortie check of checker SNCO Officer
I/C

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ANNEXURE ‘II’ (Article 1404: Para 5)

QUALITATIVE INTERPRETATION OF FLIGHT DATA RECORDER FILM

Aircraft No………………..

Sl No. Sortie No. Date of Date of Remarks Sig/Rank/Name Sig of Sig of O

Sortie check of checker SNCO i/c

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ANNEXURE ‘III’ (Article 1405: Para 6(b))

PROFORMA FOR SOAP

1. Type of Engine :
2. Engine No. :
3. Engine Total Time :
4. Sampling No. :
5. Running Time since Last Sampling :
6. No. of Top Ups since Last Sampling :
7. Date of Sampling :
8. Hourly Oil consumption since Last :
Sampling
9. Base :
------------------------------------------------------------------------------------------------------------

(Signature)
------------------------------------------------------------------------------------------------------------
Lab Report

Element Concentration
------------------------------------------------------------------------------------------------------------
10. Fe
11. Cu
12. Al
13. Mg
14. Nl
15. Cr
16. Ag
17. Ti
18. Si
------------------------------------------------------------------------------------------------------------
Date of Analysis :

------------------------------------------------------------------------------------------------------------
Remarks :

(JWO/ SNCO i/c SOAP Bay) (O i/c SOAP Bay)

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ANNEXURE ‘IV’ (Article 1406: Para 6 (m))

TREATMENT AND PROTECTION AGAINST CORROSION

Treatment

1. Cleaning. The foreign material is to be removed from the rework area by

cleaning thoroughly. The following steps are to be adhered to for cleaning of
corroded area:

(a) The corrosion affected area to be cleaned and it is to be free from

grease, oil, dirt or contaminant.

(b) Use correct cleaning medium specified in the aircraft structural repair
manual. Degreasing can be performed with white spirit or tri-chlorethylene
unless otherwise forbidden by the OEM.

2. Coating Stripping. Once the area to be treated has been cleaned, all the
protective coating such as paint, varnish primer is to be removed. Use correct
coating stripping materials as mentioned in the respective technical manual. Ensure
the following precautions during the operation:

(a) All the surface joints and other openings are to be masked by means of
adhesive tape before applying the stripping product.

(b) The plastic, rubber, sealing joints and plexi-glass surface are to be
covered with watertight sheets to protect from damage by the stripping
product.

(c) The stripped surface is not (R) not to be left for a long time without
applying protective treatment.

3. Corrosion Removal. Corrosion is to be removed from the stripped metal

surface by mechanical or chemical process:

(a) Mechanical Process. The mechanical process is recommended for

a major attack of unprotected metals and alloys. The following precautions are
to be adopted. Scouring aluminum or corrosion resistant steel by steel wire
brushes is prohibited, while performing this process.

(i) Use correct tool, abrasive paper and other corrosion rework
product as prescribed in the specific to type technical manual.
(ii) The rework is to be evenly blended, without sharp edges so that
the rework area is meshed with the surrounding surface.
(iii) The mechanical rework on plated surfaces and honeycomb
panel/ surfaces is to be avoided.

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(b) Chemical Process. It provides removal of superficial attacks on the

metal surface. The following precautions are to be adopted while performing
chemical process:

(i) Use correct chemical corrosion rework product as prescribed in

specific to type technical manual.

(ii) Protect adjacent area of rework against chemical product.

(iii) Personnel employed in the chemical process are to use gloves

and goggles to protect themselves against chemical hazards.

(iv) The work is to be undertaken in a well-ventilated room.

4. Surface treatment. Surface treatment is to be undertaken to neutralise the

effect of corrosive agent on the material / chemical reaction of the cleaning agent, if
chemical coating removal process was utilised. This would also act as a wash for
primer application. Only specified surface treatment chemical/ product for each type
of metal or alloy is to be used.

5. Protective treatment and finishing. A fresh corrosion protective coating

and surface finishing is to be ensured after the surface treatment. Polishing the
surface with suitable finish and application of primer coat(s) prior to the final painting
of the reworked surface is essential.

Protection

6. Corrosion is mainly prevalent on ferrous parts, such as hydraulic rams, under

carriage legs. Such parts are to be kept thoroughly clean at all times and lightly
smeared with oil or grease of the same basic constituents as used in the system.
Anti-corrosion action is to be periodically renewed on the aircraft under storage.

7. Excess oil to be prevented from entering the brake pad. Any oil or fluid
accumulation inside or under the aircraft is to be investigated and the cause
eliminated.

8. Aircraft are to be periodically washed to maintain them free from mud,

deposition dust particles, etc.

9. Before entering the cockpit or cargo hold, all personnel are to ensure that their
overalls and shoes are clean. Suitable mats are to be provided near the entry points
to clean shoes.

10. Aircraft operating in a highly corrosive environment, i.e. coastal areas, or

adjacent to an industrial township causing pollution will have to undergo more
frequent compliance of storage servicing in accordance with the manufacturers
recommendations.

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11. Preservation of the system against the effects of weather, prevalent in the
region is to be ensured by usage of 'Desiccant/ Silica Gel Bags', drying of specific
areas, ensuring clearances of drains, surface, application of thin layer of specified
grease on exposed ferrous surfaces.

12. Periodic monitoring of condition of silica gel is to be carried out and the gel
replaced/ treated as necessary.

13. Ensure retrieval of the aircraft from storage within the maximum permitted
storage period.

14. Ensure inhibition of aero-engine and fuel system accessories and pipelines as
per the manufacturer's specifications, as applicable for different types of storage
conditions.

15. No pipeline ends or panels are to be left unplugged on the storage aircraft.

16. The aircraft is to be suitably parked indoor and protected against rain, water
vapours, condensation etc. In case the aircraft is to be kept under long-term storage
and the environment is corrosive, usage of flexible covers with dehumidifier systems
is recommended.

17. During each scheduled storage inspection, carry out critical visual inspection
of the corrosion prone zones for the on-set of corrosion. Observance of any
corrosion is to be immediately reported to the CEO of the base and corrective
actions to be initiated at the earliest.

18. Removed equipment is to be stored in its specialist packing case or container

or kept on its specified stand(s), preventing exposure to environment.

19. Storage condition of the removed equipment is to be ensured i.e. stored

indoors or in air-conditioned environment as applicable.

20. A proper label stating the particulars of the equipment, category, aircraft from
which removed, date of removal and scheduled storage servicing due, with
equipment is to be attached along with the equipment.

21. Inhibition of the removed engine, turbo starter, fuel pumps and other fuel
system components is to be ensured as per applicable manuals.

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ANNEXURE ‘V’ (Article 1408: Para 7)

APPLICATIONS OF NDT

Sl No NDT Check Type of Flaw it can Detect Depth of Defects of Material on which
Material process NDT is applicable
1. Visual Inspection Surface flaws Surface - All types

2. Liquid Penetrant Only surface discontinuity, Only on surface Welding Aluminum

Shrinkage cracks, Cold Shuts Forging Carbide
Grinding cracks Pipes & Tubes Steel
Forging labs Machine parts Iron
Through leaks Casting Copper
Shrinkage porosity Magnesium
Fatigue cracks Ceramics
Seams
Heat treatment cracks

3. Eddy Current Surface & subsurface < 1mm Forging Ferrous

Casting Non ferrous
Seam Austrenic

4. Ultra Sonic Internal flaws Upto 2mm Any component Ferrous

- Stress corrosion depth of any mechanical Non ferrous
cracks job
- Fatigue cracks
- Porosity

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5. Radiography Internal Flaw Upto 65 mm Welding joints Ferrous

Technique - Stress corrosion depends upon Cylindrical solid Non ferrous
(X-Ray) Cracks the KV range
- Fatigue cracks
- Porosity

6. Endoscopes/ Non accessible surface flaw Internal Welding cracks Independent of material
Fibrescope only parts
- Corrosion cracks
- Stress cracks
- Fatigue cracks
Remote NDT checks

6 Magnetic Particle Surface and (a) Less than Welding crack * Magnetic material.
Technique Sub-surface 20 mm Surface crack * Alloy containing a
Sub-surface flaw high percentage of iron.
(b) More than
20 mm
Note:
Current rate
varies with the
size of the
article

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CHAPTER - 15

HYDRAULIC DISCIPLINE

Article

1501: General
1502: Contamination of Hydraulic Fluid and its Prevention
1503: Mixing of Hydraulic Fluid
1504: Maintenance of Oil Charging Rig/ UPG/ HST
1505: Quality Control Checks for Hydraulic Fluid
1506: Millipore Test for Aircraft Hydraulic Fluid
1507: Particle Count Test for Aircraft Hydraulic Fluid
1508: Handling of Aircraft Hydraulic Filters & Components
1509: Hydraulic Filter Cleaning Bay

Annexure

I : NAS Classification of Hydraulic Fluid

II : Layout of Filter Cleaning Bay
III : Specimen Format for Maintaining Records of Filter at Cleaning Bay
IV : Specimen Format for Sample Test Report

1501: General

1. Abundant research and field experience has established that fluid

contamination degrades the performance and life of machinery. In order to improve
component and system reliability and performance, industrial associations and
equipment manufacturers are recommending clean fluids and/or fine filtration.
Aerospace systems are both critical and expensive, and the reliability requirements
are enormous. Cleaner fluids equate to greater reliability and reduced maintenance
costs. To obtain these benefits aviation hydraulic systems should be as clean as or
cleaner than levels recommended for and attained by similar industrial equipment.
Improved fluid cleanliness will similarly provide the benefits of longer MTBF for
aviation hydraulic systems.

2. The need for stringent hydraulic discipline has become more relevant with
miniaturisation of components in current generation hi-tech aircraft and demand for
higher operating pressures. Total and foolproof protection of the system against
ingress of foreign particles, careful handling of operating fluid, meticulous
maintenance of filters and components is essential. Guidelines to enhance hydraulic
discipline in aircraft maintenance are covered in this chapter

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1502: Contamination of Hydraulic Fluid and its Prevention

1. Sources of Contamination. In order to maintain a clean and effective hydraulic

system, it is essential to know the sources of contamination that can occur at any
stage. Some of the common sources of contamination are given below:

(a) Hydraulic fluid can easily be contaminated at source of supply or at the

replenishment point. Water contamination in hydraulic fluids or oils is a
significant problem. Water produces emulsions that increase the viscosity and
decrease the load bearing ability of the oil. It is a major cause of increased
wear, rusting and sludge build-up, and, when combined with combustion
gases can form strong corrosive acids.

(b) It can be self generated in the system in case of failure of system

component.

(c) It can be due to heat generation in the system leading to gum

formation.

(d) Personnel adopting incorrect technical practices can also induce

contamination.

2. Prevention of Contamination. Following measures are to be adopted while

handling hydraulic fluid to prevent ingress of contaminants.

(a) Use fluid from sealed containers only.

(b) Do not open the containers during dust storm, rain or gale.

(c) Use high quality tin cutters of appropriate size for opening hydraulic
fluid containers.

(d) Do not mix hydraulic fluid of different grades.

(e) Check for the batch No. and date of expiry of hydraulic fluid whenever
a fresh lot is drawn from logistic section.

(f) Do not reuse hydraulic fluid drained out from an aircraft or from an
already open container.

(g) Exercise surgical care while removal and fitment of hydraulic

components from aircraft.

(h) Use surgically clean working bench with white sun mica top while
handling hydraulic components.

(j) New/ serviced hydraulic components are to be flushed with fresh

hydraulic fluid before fitment.

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(k) Open ends of removed components are to be blanked with clean and
authorised plastic blankings.

(l) Cleaning of hydraulic system components is to be carried out using

nylon bristled brushes or closely knitted muslin cloth.

(m) Only clean tools are to be used while working on the aircraft hydraulic
system.

1503: Mixing of Hydraulic Fluid

1. Hydraulic fluids of different grades may not be compatible with one another
resulting in a chemical reaction when mixed.

2. Such a reaction is not only detrimental to the component but also causes
internal generation of particles in the fluid system.

3. The aircraft manufacturer specifies the grades of hydraulic oil permitted for
use on the aircraft and the admissibility of inter-mixing of oil of different types.
Mixing of hydraulic fluids of different types unless specifically authorised is
strictly forbidden.

1504: Maintenance of Oil Charging Rig/ UPG/ HST

1. The contamination of aircraft hydraulic system generally takes place due to

improper and careless maintenance of hydraulic charging rigs or UPG (Hydraulic
Charging Vehicle). During handling of hydraulic charging rig the same importance
and care is to be given as that to the aircraft hydraulic system. The following
measures are to be adopted for the maintenance of hydraulic oil charging rigs/UPG
to keep it free of contamination:-

(a) Charging rigs/ UPG are to be kept scrupulously clean at all times.

(b) Drain points of the charging rigs are to be kept free from blockages.

(c) Oil from the charging rigs is to be thoroughly flushed out and
replenished as per laid down periodicity.

(d) Aircraft hydraulic system is to be charged only with authorised charging

rigs like UPG/ HST/ AMZ.

(e) Charging of hydraulic oil directly from containers into the aircraft is not
permitted.

(f) The charging/ bleeding hoses and other accessories are to be

maintained scrupulously clean. These are NOT to be used for any other fluid.

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Authorised metal/ plastic blankings are to be used to cover the nozzles when
not in use. Polythene bags are not to be used to blank off the nozzles as a
matter of routine.

(g) Nozzles are not to be dragged on ground.

(h) Care is to be taken to ensure that there is no ingress of dust / dirt into
the filters during fitment on the trolley after cleaning

(j) Cleaning of filters, flushing of hydraulic oil from charging rigs/ UPGs
and calibration of the gauges are to be done at a frequency prescribed in
specific to type Maintenance Manuals. The error card is to be attached with
each gauge. It is to indicate the next due date of calibration.

(k) Millipore tests as per existing procedure are to be carried out on oil
samples from charging rigs/ UPGs every month

(l) While pouring hydraulic oil from cans / tins, into the charging rigs /
UPGs, the neck of the cans is to be wiped clean with a clean muslin cloth and
the contents of the tin are to be poured in the tank using a clean plastic funnel
preferably having a nylon fine mesh filter.

(m) On the surface of the charging rig/ HST, the date of next Millipore test
due, is to be written.

1505: Quality Control Checks for Hydraulic Fluid

1. To maintain stringent hydraulic discipline quality control, checks on the

components and the hydraulic system is mandatory. These checks are primarily
aimed to determine the purity level of the fluid and to achieve a high degree of
system reliability.

2. Depending upon the sensitivity of hydraulic components, different aircraft

manufacturers specify different degree of tolerances for the quality of the fluid
permitted for use. These checks are specified in respective Maintenance Manuals of
each type of aircraft. Degree of tolerance, recommended by the specified aircraft
manufacturer, is to be strictly implemented.

1506: Millipore Test for Aircraft Hydraulic Fluid

1. Millipore patch test is the most commonly used method to check the
contamination of aircraft hydraulic fluid. In case the sample fails the Millipore test,
hydraulic oil of the aircraft system is to be completely flushed out and replenished
again with fresh hydraulic fluid. After replenishment, a sample of the oil is again
taken for Millipore test. In case the sample again fails the test, the process is to be
repeated till the oil sample passes the Millipore test.

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2. Occasions for Carrying Out Millipore Test on Aircraft Hydraulic System.

(a) Millipore tests are to be carried out during scheduled servicing of

aircraft as prescribed in respective TSI - Vol II/ Servicing Manual. Also refer
TSI Vol-I, Leaflet No Tech/Serv/09.

(b) Whenever hydraulic fluid is replenished into the aircraft.

(c) A random sample check on any one aircraft is to be carried out every
month by the Sqn Cdr (AC Tech Sqn)/ CEO and duly recorded.

(d) Whenever any major component or hose of the aircraft hydraulic

system fails.

3. Sampling Procedure and Precautions for Millipore Test.

(a) Samples of hydraulic oil are to be drawn for Millipore test in

scrupulously clean glass bottles.

(b) The bottles and caps are to be flushed with fresh hydraulic oil three or
four times before taking the sample. While carrying out Millipore test,
personnel are to wear surgical gloves.

(c) The cap has to be secured tightly on the bottle. The bottle is then to be
tightly enclosed in a polythene cover to avoid ingress of dust.

(d) Samples are to be labeled giving following details: -

(i) Aircraft No. / Hydraulic rig no. / Charging trolley No.

(ii) Batch No. or Lot No. (If known)
(iii) Date of sampling
(iv) Reason/ occasion for sampling

1507: Particle Count Test for Aircraft Hydraulic Fluid

1. Hydraulic systems are sensitive to the presence of solid particulate matter or

'dirt'. Dirt particles interact with moving surfaces that accelerate wear. If they are not
removed or at least diluted, loss of operating efficiency and eventual breakdown is
more likely. The particle counter is a more accurate technique for measuring the
contamination level of hydraulic fluid. This facility consists of the following three
distinct sub systems:

(a) Bottle sampler. It keeps the fluid under test in a homogenously

stirred condition at all times during measurement.

(b) Sensor. These optical sensors scan the fluid in the bottle sampler
for determining the count of contaminant particles of various sizes present in
the fluid under test.

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(c) Micro Processor Based Counter. It is interfaced with the sensor

to compute the contaminant level present in the fluid in terms of number of
particles sizes and their classification as per international standards.

2. Particle counter is to be fully utilised at the operating bases wherever scaled

as per the aircraft and hydraulic GSE requirements. Following precautions are
recommended:-

(a) Environmental specifications of the equipment as per the

manufacturer’s manual are to be ensured.

(b) Calibration of the equipment is to be carried out periodically as

specified. This is over and above the built in auto calibration facility.

(c) The equipment is to be handled with care, specially during

transportation.

(d) The equipment is to be transported only in its original special packing

case.

(e) AMC with manufacturer’s authorised vendor is to be formalised to

maintain the sophisticated facility.

3. The NAS 1638 cleanliness standard was originally developed for aerospace
components in the US but is still widely used for industrial and aerospace fluid power
applications. It is used widely in the UK North Sea industries. NAS 1638 is
comprised of fluid cleanliness classes, each class defined in terms of maximum
allowed particle counts for designated particle size ranges. The level of
contamination in terms of Class 00 to 12 for different sizes of particles per 100 ml of
fluid is placed at Annexure ‘I’. The general acceptable level for the aircraft fluid is
Class 9 and below and for GSE it is 7 and below. The acceptable classification range
is however specified by the aircraft manufacturers.

4. The ISO Cleanliness Code, ISO 4406, 1987 is the perhaps the most widely
used International standard for representing the contamination level of industrial fluid
power systems. Under ISO 4406, cleanliness is classified by a two number code,
e.g. 16/13, based on the number of particles greater than 5 µm and 15 µm
respectively in a known volume of fluid. However some manufacturers have
expanded the code to three numbers by the addition of a code number representing
the number of particles greater than 2 µm, e.g. 18/16/13. Using the table given in
Annexure ‘I’, we can see a cleanliness rating of 18/16/13 would mean that there
were:-

(a) 1300 - 2500 particles greater than 2 micron in size.

(b) 320 - 640 particles greater than 5 micron in size.

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(c) 40 - 80 particles greater than 15 microns in size.

5. The latest issue of NAS 1638 has following statements: “Inactive for new
designs after May 30, 2001, see AS4059C” and “6.1.3. This standard should not be
used with Automatic Particle Counting”. The SAE A6 Aerospace panel developed
AS4059 for aircraft hydraulic systems. The AS 4059 table has been given in
Annexure ’I’. The aviation industry is now following these standards.

1508: Handling of Aircraft Hydraulic Filters & Components

1. In order to maintain a hydraulic system scrupulously clean, it is mandatory to

maintain a high order of discipline in handling aircraft component and filters.
Generally, these are not given due care and result in contamination ingress into the
aircraft system. It is therefore very important that components removed for servicing
are to be handled with utmost care.

2. Handling of Aircraft Components. Aircraft components are one of the

main sources through which the contamination ingress into the aircraft hydraulic
system can take place. The following precautions need to be taken while handling
aircraft components:-

(a) Components Fitted on Aircraft.

(i) The aircraft components are to be carried to the bay from the
aircraft, in a clean and closed container.
(ii) Under no circumstances, the hydraulic components removed for
bay servicing or for rectification, are to be kept on ground or tarmac.
(iii) If the component is required to be removed for rectification near
the aircraft it is to be kept on a clean mobile servicing trolley/ wooden
platform, preferably with a white sun mica top.
(iv) After the removal of components, blanking of pipelines on the
aircraft and its components is mandatory.

(b) Components Held in Storage.

(i) Hydraulic components received in hermetically sealed condition

are not to be opened at units, during the period of storage.
(ii) Hydraulic components received in ordinary packing are not to be
opened normally except for visual pre-receipt inspection. These items
are to remain in the original packing till required for use.
(iii) On expiry of stipulated storage life, the components are to be
sent to the repair/ overhaul agency for functional check and
represervation.

3. Handling of Aircraft Hydraulic Filters. Aircraft hydraulic system filters are

the most sensitive items of the system. Any damage or clogging of these filters will
have an adverse effect on the aircraft system. Since the hydraulic system is very

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critical for any aircraft, it has direct flight safety implications. In this respect, handling
of filters during servicing of the system or cleaning operation is to be done carefully
by each and every person associated with the system. The specific points to be
borne in mind while handling hydraulic filters are as given below:-

(a) Aircraft hydraulic system filters are to be ultrasonically cleaned at a

frequency prescribed in the servicing schedules.

(b) Personnel working in hydraulic bay must exercise due care to prevent
mix-up of cleaned and un-cleaned filters. The cleaned and un-cleaned filters
are to be stored in separate, identifiable zones and containers.

(c) Filters removed from aircraft hydraulic system for cleaning are to be put
in clean polythene bags and then placed in clean glass/ plastic containers with
red coloured lids. The bottles/ containers are to be labeled giving particulars
of the filters and aircraft to which they belong.

(d) Servicing personnel are to exercise utmost care to prevent ingress of

contaminants into the aircraft hydraulic system during fitment of filters on the
aircraft. Personnel assembling and fitting the filters must clean their hands
and tools thoroughly before undertaking the job.

1509: Hydraulic Filter Cleaning Bay

1. Hydraulic filters are introduced in the hydraulic system to filter out

contamination at various stages in the aircraft system. Hence cleaning of filters
assumes utmost importance to enhance hydraulic discipline. The filter bay layout is
to be divided into the following three distinct zones.

(a) Red Zone. All the dirty unclean filters and components are to be
handled in this zone.

(b) White Zone. Assembling and disassembling of the clean filter and
components are to be handled in this zone.

(c) Green Zone. Cleaned and tested filters are to be maintained in this
zone. Under no circumstances are these components to be mixed from one
zone to another.

2. Filter bays call for stringent procedures and environmental control to maintain
the required hydraulic discipline. The specification details of a filter bay and
procedures of functioning are stated below. A typical layout of a filter bay is placed
at Annexure II.

(a) Filter cleaning bays are to be maintained separately for each type of
aircraft and kept clean with three distinct zones as mentioned in Article 1509,
Para 1.

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(b) Work tabletop is to be of sunmica of the colour prescribed for the

respective zones. Similarly the racks shown are also to be of the same color
of the zone specified.

(c) The entire floor of the bay is to have ceramic tiles and the size of each
tile is not to be less than 1 square feet.

(d) The walls are to have tiles upto a height of seven feet and the rest of
the wall is to be painted with plastic emulsion paint.

(e) The unclean and clean filters are to be handled in the filter bay in
separate identifiable containers. As a rule, clean filters are to be kept in a
container with a green lid and unclean filters are to be kept in a container with
a red lid. O i/c filter bay is to ensure that unclean filters are brought to the filter
bay in closed containers with red lid only. Filters brought without containers
are not to be accepted. After cleaning the filters are to be sent back in closed
containers with green lid.

(f) Personnel specifically earmarked and cleared by SEO/ Sqn Cdr (AC
Tech Sqn) is to be deployed for cleaning the filters. They are to be conversant
with the use of ultrasonic cleaning rig.

(g) Surgical-grade clean environment (Class 2 or above) is to be

maintained in the Filter Bay at all times. Personnel working there are to wear
clean overalls, surgical gloves, caps and aprons, as prescribed in Article
0604.

(h) Cleaned filters are to be tested as per laid down instructions. The
record of results of the tests on the filters is to be maintained meticulously.

(j) Entry to filter bays is to be restricted to the bare minimum personnel

(k) The filter bays are to have separate windows for receipt and issue of
filters. The transaction of accepting un-cleaned filters and delivering cleaned
filters is to be conducted through these windows only.

(l) A systematic procedure of documentation is to be followed. The format

for maintaining records of filters is placed at Annexure III. The hydraulic
sample test report is to be made in the format placed at Annexure ‘IV’.

3. For further details on the subject refer to TSI Volume I Leaflet No Tech/ Serv/
09.

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ANNEXURE ‘I’ (Article 1507: Para 3)

NAS 1638 CLASSIFICATION

(Maximum Contamination Limit Permitted per 100 ml)
SIZE Classes
RANGE 00 0 1 2 3 4 5 6 7 8 9 10 11 12
MICRONS
5-15 125 250 500 1000 2000 4000 8000 16,000 32,000 64,000 128,000 256,000 512,000 1,024,000
15-25 22 44 89 178 356 712 1425 2,850 5,700 11,400 22,800 45,600 91,200 182,400
25-50 4 8 16 32 63 126 253 506 1,012 2,025 4,050 8,100 16,200 32,400
50-100 1 2 3 6 11 22 45 90 180 360 720 1,440 2,880 5,760
Over 100 0 0 1 1 2 4 8 16 32 64 128 256 512 1024

ISO 4406 CLASSIFICATION

No More 80 40 20 10 5 25 13 640 320 160 80 40 20 10 5 2.5 1.3 0.64 0.32

Of than 000 000 000 000 000 00 00
Particles Up to 160 80 40 20 10 50 25 13 640 320 160 80 40 20 10 5 2.5 1.3 0.64
per And 000 000 000 000 000 00 00 00
ml Including
Range 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 09 08 07 06
No

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ANNEXURE ‘III’ –1/2 (Article 1509: Para 2(l))

FORMAT FOR AIRCRAFT FUEL FILTERS CLEANING RECORD

Sl Date AC Type of Element PKF time in Sec Leak State Cleaned by Super- O i/c Remark
No No servicing No Before After test Rank Name Sign visor’s Sign s if any
Cleaning cleaning Sign

FORMAT FOR AIRCRAFT HYDRAULIC FILTERS CLEANING RECORD

Sl No Date Type of Body Element PKF limiting in sec Leak State Cleaned by WO i/c Remarks if
servicing No No Before After test Rank Name Sign bay or any
Cleaning Cleaning Oi/c
sign

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ANNEXURE ‘III’ – 2/2(Article 1509: Para 2(l))

FORMAT FOR NAVAL PATCH TEST RECORD REGISTER (AIRCRAFT)

Sl Date Reason System Cont Discolour Water Standard Tested by O i/c Remarks Information
No for test amin -ation Content Sign if any passed to, if
ation Gray Tan Rank Name Sign ‘Unsat’

FORMAT FOR NAVAL PATCH TEST RECORD REGISTER FOR GROUND EQUIPMENT

Sl Date Unit Type of Reason Contam Discolo Water Standard Tested by O i/c Remarks Informa
No Ground for test ination uration content Sign if any tion
eqpt Gray Tan Rank Name Sign passed
to, if
‘Unsat’

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ANNEXURE ‘IV’ (Article 1509: Para 2(l))

SAMPLE TEST REPORT

(Hydraulic Oil)

Unit :

GSE/ AC No. :

NAS Class :Not Acceptable/ Acceptable

Grade :Not Acceptable/ Acceptable

Remarks :

Checked By : Rank……

Name…………………….

Sig…………………..

Date : Offr i/c Hyd Bay

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ANNEXURE ‘II’ (Article 1509: Para 2)

LAYOUT OF FILTER CLEANING BAY

Window
Working Table (WT) Working Table Rig Rig
(WT)

White Zone
Working Table (WT)

Working Table (WT)

Working Table (WT)

Working Table (WT)

Door

Green Zone Red Zone

Working Table (WT)

Working Table (WT)

Working Table (WT)

Working Table (WT)

Door Door
Racks for unclean
Racks for clean

Records
filters

filters

&
Documentation
Delivery Receipt Window
Window
Delivery
Window

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CHAPTER - 16

TOOLS AND TESTERS

Article

1601: General
1602: Scale of Tools
1603: Tool Crib Layout
1604: Duties and Responsibilities
1605: Accounting of Tools
1606: Marking of tools
1607: Issue of Tools
1608: Loss of Tools
1609: Calibration of Tools
1610: Calibration of Testers
1611: Mobile Air Transportable Calibration (MATCAL)

Annexure

I : Scale of Section Tools

II : Tool Crib Layout
III : Photograph of Tool Bin in Tool Crib
IV : Photograph of Shadow Board
V : Tool Issue and Return Register
VI : Tool Crib Stock Register
VII : Calibration History Record card

1601: General

1. Tools and testers are used by the maintenance staff for performing the
maintenance activities on aircraft. Tools, because of their size and weight are a
potential hazard, if left inadvertently, in the aircraft. They can cause FOD or lock the
controls of engine/ airframe resulting in an aircraft incident/ accident. All effort is to
be made to ensure that no tool is left on the aircraft.

2. Tool crib system has been established for the purpose of safe custody and
accounting of tools in sections such as DSS, Technical Flight/ CR&SS, where major
servicing activities on aircraft are carried out. In addition to common tools
authorised in IAP 1503, tools are also provided by the OEM as group sets. These
group sets are broken down and shared by DSS & Technical Flight on need basis.
Separate inventories are to be opened for ease in provisioning, replacement and
assigning the responsibility.
3. Testers are essential to ensure serviceability of aircraft equipment/ system by
verifying that parameters conform to specifications and tolerances prescribed in the
maintenance manuals of the aircraft.

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1602: Scale of Tools

1. To reduce the risk of tools being inadvertently left in aircraft, on completion of

servicing activity, a tool crib system has been introduced in the IAF.

2. Tools used for aircraft maintenance are to be of the highest quality. They are
to be procured from standard firms, some of which offer life-time warranty.

3. The authorised holding of tools is specified in the scale of TTGE as

applicable to each type of aircraft. Reference for scales of tools authorised for
various sections are placed at Annexure ‘I’.

4. Only authorised tools are to be used during aircraft servicing. Sufficient

quantity of these tools is to be held to meet daily requirements. All the tools and
their special containers if any are to be marked with their authorised serial number
taken from the Tools Stock Register.

5. Any tool once issued is to be accounted for at the end of a shift and at the
end of the day.

1603: Tool Crib Layout

1. Layout of a tool crib is at placed at Annexure ‘II’. The room is to be divided

into two parts. One part of the room, called the Daily Tool Store will have an issue
counter and hold only the tools required on daily basis. The second part of the room
is to be used for stocking remaining tools, which are not required everyday.

2. The tools in the tool crib are to be kept in shelves/ bins meant for the
purpose. The number of tools of each type kept in a bin is to be indicated on the bin
itself as a ready reckoner for proper accounting of tools. The layout of the bins is
placed at Annexure ‘III’.

3. A shadow tool board can also be used for storing tools in the tool crib and in
the bays/ labs. These are to be designed and fabricated from within local resources
as per requirement. The shadow board layout is placed at Annexure ‘IV’.

1604: Duties and Responsibilities

1. NCO i/c tool Crib is to be detailed by each Unit/ Section Commander.

2. He is to take custody and safe storage of tools along with their container and
keys if any.

3. Maintain a ‘tool issue and return register’. The format of the register is given
at Annexure ‘V’.

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4. Control and issue of torches for night flying and for engine inspection as
authorised by the SEO.

5. Ensure that all parts of the broken/ damaged tools are returned to Flight Tool
Store (FTS) before replacing the tool in the Tool Crib.

6. Tools are to be issued only in tool bags (Ref No: IA/2676 scaled in IAP 1503
scale A5 Part I to VI) OR in locally fabricated tool bags. These tool bags are to be
used to carry small tools only.

7. Ensure that all tools issued to servicing personnel are returned back either at
the end of the shift or at the end of the day which ever is earlier.

8. Any instance of a tool not having been returned is to be brought to the notice
of SEO in case of Sqn, Sqn Cdr (AC Tech Sqn) in case of Tech Sqn and Section
Cdr in case of bays and labs.

1605: Accounting of Tools

1. The Flight Tool Store (FTS) will carry out all inventory transactions with the
Logistic Section. WO i/c FTS is to operate the inventory and all the tools are to be
brought on charge individually in the FTS Stock register. The tendency of stock-
piling of tools in bulk store at the cost of inadequate/ partially serviceable tools in
tool crib is to be curbed.

2. The tools are to be taken on charge in the tool stock register by NCO i/c tool
crib as per Annexure ‘VI’.

3. Proper accounting procedure is to be followed for tools being returned as

unserviceable, so as to have an up to date record of serviceable tools available for
use with FTS.

4. Section commanders are to carry out a periodical/ surprise check of tool crib
stock register and the stock held physically. He is to sign in the record of checks in
the tool stock register.

1606: Marking of Tools

1. Each tool held in daily tool store is to be identified with Sl No by etching or

punching.

2. Where marking on tools with smaller bits is not feasible, they are to be
identified and issued in proper boxes. Such boxes are to be marked with details of
the tools held in the box for ease of accounting.

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1607: Issue Of Tools

1. NCO i/c Tool Crib will open two registers for tools issue and its return. One is
to be for even days and one for odd days. These registers are to be printed and
hard bound. The entries in the register are to be in ink, clear and legible.

2. Tools along with tool bags/ boxes are to be issued to individual tradesman by
making an entry in the tools issue and return register. Only one tool is to be entered
in each line of the register. If any change in the entry is to be made in the register, it
is to be first encircled so that the previous entry can also be read and then the fresh
entry is to be made. The NCO i/c Tool Crib is to put his signature near the encircled
entry for authentication.

3. Each tradesmen drawing tools is to sign the tool issue and return register
legibly in ink. Tools are not to be carried in overall pockets. Only authorised tool
bags are to be used to carry the tools while performing any maintenance activity.

4. The above instructions on the issue of tools are also applicable during
detachment operations. For this, refer Article 1003, para 6.

1608: Loss of Tools

1. NCO i/c Tool Crib is to ensure that tools issued in each shift are received
back at the end of shift. In case tools are not returned due to some reason, he is to
record this fact in the tools issue register and report the matter to WO i/c shift. At
the end of the day’s transactions NCO i/c is to certify having received all the tools.

2. In case of missing tool/ tools not returned at the end of the day, NCO i/c Tool
Crib is to annotate the fact in the register and inform WO i/c FTS. He is to initiate
necessary action to locate and retrieve the missing tool, and inform the SEO/ EO.

3. If a tool is misplaced by a tradesman, he is to bring it to the notice of the

SEO/ EO. Depending on the merit of the case EO/ SEO is to quarantine the aircraft
and a thorough search is to be made.

4. If even after a thorough search, the tool is not found, the aircraft can only be
cleared by Officer i/c CR&SS/ Technical Flight/ DSS in consultation with CEO or the
Squadron Commander.

1609: Calibration of Tools

1. The calibration periodicity of the tools and testers for different range of
equipment is given in AFO 27/06. However, periodicities mentioned in technical
publications of the specific tools and equipment will override the general instructions
unless amended by concerned weapon cell at Air HQ or MATCAL as applicable.

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2. Pressure gauges, torque wrenches, precision measuring gauges and spring

balances etc stored in the tool crib are to be calibrated at specified periodicities.

3. Calibration history record card as specified in Appendix ‘D’ of AFO 27/06 is to

be maintained in the tool crib.

4. Special tools that need calibration must have a calibration label indicating the
error chart, calibration due date, calibration agency and special Instructions as
applicable.

1610: Calibration of Testers

1. Calibration of test equipment in use in the IAF necessitates comparison of

the parameters measured by it, with working standards of higher accuracy
maintained by designated calibration agencies within the IAF. These working
standards (level III/echelon III) of IAF agencies, in turn are calibrated to higher
accuracy (level II/echelon II) through ‘National Standards’ maintained by agencies
within/outside the IAF. Necessary accreditation certificate to this effect is maintained
by each calibration agency.

2. Calibration of testers is to be undertaken at the agencies as specified in

Appendix ‘A’ to AFO 27/06.

3. The calibration periodicity is based on the nature of the equipment, frequency

of its use, method of handling and storage condition. Weapon cells at Air HQ and
MATCAL as applicable issue the instructions regarding calibration periodicity. The
calibration periodicity of various test equipment in use are mentioned in the
appendices to AFO 27/06.

4. If both higher grade and lower grade meters of the same range are held only
higher grade meters are to be submitted for calibration and the unit is to check the
lower grades meter using the higher grade meters.

5. The calibration History Card as given in Appendix ‘VII’ is to be maintained in

the Tool Crib.

6. In order to facilitate monitoring of calibration periodicity of testers held in the

section, a scheme of coloured calibration labels is to be followed. The calibration
labels are to be of the following color enclosed in polythene covers for easy
identification: -

Sl No Periodicity Colour of Label

1. 1 month RED
2. 6 months YELLOW
3. 12 months WHITE
4. 18 months BLUE
5. 24 months GREEN

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7. The testers and the harness cables are to be transported in their special
containers. If these are not provided by the manufacturer, suitable containers are to
be locally fabricated to avoid damage during transportation.

8. NO (R) NO tester is to be carried in tool bags to the place of intended use.

9. When the tester is not in use, it is to be stored in its container. The

connectors are to be covered with a connector cover and the tester enclosed in
polythene bag.

1611: Mobile Air Transportable Calibration (MATCAL) Facility

1. MATCAL has been formalised to reduce unserviceability of testers due to

transit and delay because of turn around time. MATCAL is established at 5 BRD for
calibration of GPTE’s and STTE’s in respect of all aircraft, UAV, AWACS fleet and
various sections of aircraft / UAV / AWACS operating units/stations with the
exceptions as stated hereunder (This data is subject to change as and when
additional facilities are set up at the calibration agency) :-

(a) All STTE’s i.r.o. Mirage 2000.

(b) All STTE’s of Jaguar aircraft barring 19 STTE’s.

2. MATCAL undertakes the task by visiting nodal airbases with its air
transportable mobile cabins. These cabins house the master testers necessary for
the calibration task.

3. MATCAL role is controlled by DGL along with the support of the concerned
Weapon cells providing necessary support. 5 BRD is responsible to chalk out a
revolving calibration plan.

4. The detailed yearly plan of visit to nodal bases is intimated well in advance to
facilitate operational units to dispatch the testers to the respective nodal base for
calibration. In case the calibration schedule is delayed, units may avail the
provisions of Appendix ‘D’ of AFO 27/06.

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ANNEXURE ‘I’ (Article 1602: Para 3)

SCALE OF SECTION TOOLS

1. Scale of tradesmen Tool Kit IAP 1503 A-5

2. Scale of tool kit for Flight and Section IAP 1503 A-8

3. Scale of tool for Instrument Section IAP 1503 A-9

4. Scale of tool for Workshop IAP 1503 A-11

5. Scale of tool for Safety Equipment IAP 1503 A-10

6. Scale of tool for Electrical Section IAP 1503 A-12

7. Scale of tool for Armoury IAP 1503 A-13

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ANNEXURE ‘II’ (Article 1603: Para 1)

TOOL CRIB LAYOUT

ISSUE
MAIN STORE DOCUMENTS COUNTER
DOCUMENTS

DOOR

TABLE/ CHAIR

CLEANING MATERIAL
TABLE/ CHAIR CUPBOARDS
SPECIALIST TOOLS
ITEMS NOT REQUIRED FOR DAY TO RACK & CUPBOARDS
DAY MAINTENANCE

DAILY TOOL STORE

BULK TOOL STORE

PIGEON RACKS /
SHADOW BOARDS
CUPBOARDS FOR
COMMON USER TOOLS

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ANNEXURE ‘III’ (Article 1603: Para 2)

PHOTOGRAPH OF TOOL BIN IN TOOL CRIBS

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ANNEXURE ‘IV’ (Article 1603: Para 3)

PHOTOGRAPH OF A SHADOW BOARD

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ANNEXURE ‘V’ (Article 1604: Para 3)

TOOLS ISSUE & RETURN REGISTER

Section:

Shift: Date:
Issue Returns
Sl Ser Rank & Name Trade Tool Tool Description Time Out Signature Time Signature
No No Sl No Tradesman In store i/c

Total No:

Certified that all………………………….tools have been returned.

Store i/c WO i/c Officer i/c

Date: Date: Date:

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ANNEXURE ‘VI’ (Article 1605: Para 2)

TOOL CRIB STOCK REGISTER

Qty Held In Total Qty Total Qty Signature

Sl Tool Description Tool Crib Tool Store As Per Store i/c
No Stock
Register

MONTHLY CHECK CERTIFICATE

I have carried out 100% check of all tools held in Tool Crib. Quantity and type of tools in the shelves are as per the ' Stock Register'. No
unserviceable tool and POL items are held in Tool Crib. However, the following tools are found surplus/ deficient.

Sl Tool Description Qty Qty Deficient Signature

No Surplus Lost Made Cat E Total Store i/c

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ANNEXURE ‘VII’ (Article 1610: Para 5)

CALIBRATION HISTORY RECORD CARD

Test Eqpt. Nomenclature………………………………………………Card No………………………….

(Original/ Duplicate)

Sec/ Ref No……………………………………………………………….Cal. Publication ………………..

Sl. No………………………………………………………………………Cal. Agency……………………

General Error Details Date Next Inspector’s Confirmed by

Unit Date Calibrated condition % Corrected Calibration Stamp Initial (SIO) sign.
Yes/No Due

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CHAPTER - 17

GROUND EQUIPMENT MAINTENANCE

Article

1701: General
1702: First Line Servicing of Ground Equipment
1703: Layout of Ground Equipment Bay
1704: Second Line Servicing of Ground Equipment
1705: Overhaul of Ground Equipment
1706: Painting of Ground Equipment
1707: Marking of Ground Equipment

1701: General

1. Well maintained ground equipment is the key to smooth aircraft operation. The
condition of ground equipment in a unit gives an indication of prevalent maintenance
culture.

2. The frequency and extent of servicing necessary on ground equipment varies

according to complexity of the item. Each item is classified into two main categories:

(a) Type A: Powered/ Complex ground equipment for which servicing schedules
are necessary. E.g. Compressors, Servicing Trolleys etc.

(b) Type B: General equipment requiring simple servicing like ladders, chocks,
stands, etc.

3. This chapter lays down the practices to be followed in handling and maintaining
of ground equipment.

1702: First Line Servicing of Ground Equipment

1. Ground equipment will be serviced by the user sections of the units, to the extent
of first line with minor repairs, for all Type A and Type B equipment. Servicing schedules
are to be made available, including those specified in TSI Vol III & AP1464 Vol V.

2. In the unit a warranted rank SNCO is to be designated as WO i/c Ground Eqpt

Bay activity.

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3. The ground equipment servicing team will comprise of technicians of FLM (M)
and FLM (L) trades. No member of the team is to be in a low medical category.
Tendency to detail low medical category personnel as i/c Gd Eqpt Bay is to be curbed.

4. The activity of servicing is to be under taken weekly and on an as required basis.

The WO i/c will intimate the requirement of gang size for this activity to the SEO and
such action will be completed prior to the servicing day.

5. SEO is to inspect the state of his ground equipment on the first Monday of every
month. He is to submit a written report on the subject to CO, not later than the end of
the first week, listing the state and requirement of ground equipment in the unit.

6. The unit state is to be forwarded to the CEO/ Sqn Cdr (Lgs) by the second week
of every month. CEO is to discuss the state of ground equipment on the station with
AOC/ Station Cdr at least once every two months. CEO is to take up unserviceabilities
and deficiency of ground equipment with Command Headquarters once every quarter.

7. Documentation and records relevant to servicing of ground equipment are to be

maintained as per Appendices to GE/ GEN/ 3A of TSI Vol III.

8. The following aspects are to be taken special note of while carrying out servicing
of ground equipment:-

(a) Check tyre pressure in tubed wheels and the condition of tyres.

(b) Check for oil leak in jacks.

(c) Ensure greasing/ lubrication of bearings/ lubricated parts.

(d) Ensure rust/ corrosion prevention measures are carried out. Rotation of
spare ground equipment to be under taken is so that all equipment remains in
use.

(e) Rubber paddings are to be checked for serviceability.

(f) Proper blankings are to be available.

9. All lifting tackles being used in the unit/station will be kept in serviceable
condition at all times. Servicing of lifting tackles is to be carried out by unit/station
personnel as per TSI Vol III Sec D Leaflet Gen/LFT/3A. The required procedures and
the other resources for servicing of lifting tackles are to be made available by the
unit/station authorities. Documentation of all lifting tackles is to be maintained as per
TSI Vol III Sec D Leaflet Gen/LFT/3A.

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1703: Layout of Ground Equipment Bay

1. A ground equipment point is to be established in every blast pen/ ac hangar with

a yellow colour marking on the wall of the hangar and floor. A hangar can have more
than one ground equipment point as required.

2. All ground equipment when not in use is to be neatly placed in this Ground
equipment point. WO i/c ground equipment bay is to ensure that this exercise is
completed at the end of each working day.

3. An open plastic box 8’x3’x2’ feet in the Ground Equipment Point is to be made
available to house small size/ light weight equipment like air intake blanking, locks of
control surfaces etc.

4. A container is to be made available for storing items like pipelines, cables and
steering rods.

1704: Second Line Servicing of Ground Equipment

1. CEO is to constitute a Plant Maintenance Section as per AFO 18/75.

2. The PMS will be centralised for use of all units on the station and the personnel
to this section will be drawn from units. As a guideline, the PMS for a two-squadron
base would generally have 10-12 technicians.

3. Flt Cdr (MT) is to be responsible for repair & maintenance of ground equipment
on the station; PMS is to function under his overall control. Provisioning of ground
equipment is to be with the Sqn Cdr Lgs.

4. PMS is to exhaust local resources before categorisation of any equipment as Cat

‘D’/ Cat ‘E’ or dispatch to repair agency. The equipment is to be dispatched to overhaul
agency or salvage yard only when the Board proceedings are approved by command
HQ.

5. Local resources to be exploited are as under:

(a) Repair by change of components/ subassembly.

(b) Repair at station/ unit workshop.

(c) Repair through local market/ suppliers/ manufacturers of similar

equipment. Guidelines as per indigenisation manual to be followed for requisite
safety of equipment indigenised.

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(d) Local purchase of spare parts.

(e) Fitment of in lieu items.

(f) Requisition for R&SU/8 BRD teams in case repair is beyond the capability/
capacity of the unit.

6. Special attention is to be paid to the care of ground equipment during

transportation for a detachment. Light covers, bulbs and other breakable items are to be
catered for.

7. Servicing schedules are to be followed as per Leaflet GE/GEN/3A of TSI Vol III
Sec A.

8. Periodicity of servicing for each ground equipment will be as per TSI Vol III or
respective servicing manual.

1705: Overhaul of Ground Equipment

(a) All types of repair including overhaul of Ground Equipment is to be carried

out at unit/station within the local resources.

(b) In case repair of any equipment is not feasible at unit/station level, then
the feasibility of repair with respective R&SU within their command is to be
explored.

(c) In case repair/overhaul of any equipment is not feasible at R&SU, then it is

to be dispatched to 8 BRD. 8 BRD is tasked to undertake repair/overhaul of
ground equipment within its available resources.

1706: Painting of Ground Equipment

1. All ground equipment is to be painted with the following colour scheme as

follows:-

(a) Equipment used on tarmac & Hangar: Bright Yellow.

(b) Tradesmen tool box: Blue

(c) Static equipment in hangar and workshop: Air Force Blue.

(d) Static equipment in labs and servicing bays: Light Green

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(e) Blanking & Covers used on ac: Day glow Orange Colour.

2. All ground equipment are to be painted at least once a year or more frequently,
should conditions warrant, depending on the discretion of the CEO.

3. Camouflage painting is not to be done on ground equipment and camouflaging

nets are to be used whenever necessary.

4. Type ‘A’ equipment is to be painted by the PMS and type ‘B’ by the first line
gang.

1707: Marking of Ground Equipment

1. Ground equipment are to be stenciled with black paint on white background as

per para 15 of leaflet GE/ GEN/ 3A of TSI Vol III. The markings should include the
following:

(a) Sl No of the Unit followed by Stores Ref No (1”) and Unit Sl No (2”).

(b) Station Ground Equipment should be marked “STATION”.

(c) Cost of Ground Equipment

(d) Weight of Equipment in Kg.

(e) Date when next Quarterly servicing is due.

(f) Tyre pressure marking (if applicable)

2. For further information on the subject kindly refer to TSI Vol III.

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CHAPTER - 18

AIRCRAFT SPECIALIST VEHICLES

Article

1801: General
1802: First Line Servicing
1803: Second Line Servicing
1804: General Maintenance
1805: Handling of ASVs
1806: Special Precautions against Gale
1807: Preservation/ Depreservation
1808: Painting Scheme
1809: Storage
1810: Transportation
1811: Continuity training
1812: Applicability of ASV’s on Different Aircraft

Annexure

I : Format of Registers
II : Certificate of Competence
III : Applicability of ASV’s on Different Aircraft

1801: General

1. Aircraft Specialist Vehicles (ASVs) are self-driven or trolley mounted vehicles

that provide specialised services such as power supply, hydraulic power, air-
conditioning, or starting power to the aircraft for ground maintenance/ operation.

1802: First Line Servicing

1. The first line servicing of ASVs consists of:-

(a) Daily serving/ check.

(b) Routine trouble shooting.

(c) Maintenance of records.

(d) Cleanliness.

(e) Positioning of ASV near the aircraft.

(f) Re-positioning of ASV in the hangar on completion of job.

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(g) Liaison with Central ASV section for planning second line activities.

(h) Liaison with O i/c DSS for deployment of manpower and resources.

(j) Accounting of POL.

(k) Protection of ASVs against dust or rain.

3. Composition of First Line Gang. The first line gang comprises of the
following personnel:-

(a) PMF (L) and PMF (M) Fitters.

(b) Specialist MTDs cleared for driving ASV.

(c) Inst, Elect, Eng and A/F fitters.

(d) One JWO / WO of any trade detailed as I/C.

4. Operating Instructions. Serviceability, reliability and service life of the ASVs

depend upon its operation. These include timely checks, maintenance, repair,
adjustments and correct use of specified grades of fuel, oil and lubricants. The
personnel detailed to look after the maintenance of ASVs are to refer to specific to
type instructions for operation, maintenance and repair/ storage as specified. The
operating instructions for each ASV are to be displayed at a prominent place and
attached to ASVs for easy access. These operating instructions are to be duly
signed and reviewed regularly by SEO of the unit.

5. Marshalling and Sign Language. During emergency handling, awareness

of sign language is essential to initiate timely emergency action. The sign language
used on the tarmac is given in Article No. 0905. Sign language posters are to be
displayed prominently at work places. ASVs are to be marshalled out to the assigned
parking position by the supervisor of the ASV handling team. Before marshalling of
the ASV, the supervisor is to determine the position and ensure there is adequate
clearance from the aircraft and other obstructions. The supervisor is responsible for
briefing the personnel on their duties, and the captain of the aircraft, about any
hazards during startup.

6. Authorisation to Drive ASVs. MTDs and technician are cleared to drive

ASVs by authorisation from CEO.

7. Clothing. ASV handling teams are to wear authorised clothing as defined in

Article 0609.

1803: Second Line Servicing

1. A Central ASV section is to be established at wing level and made

responsible to undertake second line maintenance of ASVs. This section is to be

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manned by airmen drawn from various lodger units. The following facilities are to be
provided at centralised ASV section:-

(a) Sufficient accommodation for simultaneous work on two ASVs at a

time.

(b) The bay is to have a provision of an overhead crane of 3-ton capacity.

(c) Low pressure air compressor for cleaning purpose.

(d) Running water facility.

(e) Tools and test eqpt as per authorised scale.

(f) Workbench as per requirement.

2. Composition of Central ASV Section. The gang is to comprise of following

personnel:-

(a) MT fitters.

(b) PMF (E) and PMF (M) fitters.

(c) ASVs trained Eng, Airframe and Elect fitters.

(d) Painter.

(e) Equipment Assistant.

3. The second line maintenance activity is to be controlled by OI/C Spl MT

placed directly under the SE (M). The responsibilities are as stated below:-

(a) Second line maintenance activities.

(b) Storage and preservation/ depreservation.

(c) Maintenance of records.

(d) Spares management.

(e) Trouble shooting of ASVs, which is beyond the capability of first line.

(f) Maintenance of cables is carried out as per Article 1804 para 4.

(g) Painting of ASVs as per approved painting scheme.

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1804: General Maintenance

1. For reliable and trouble free operation of an equipment, preventive

maintenance is a recognised and established concept. Before attending any
maintenance and servicing activity, it is to be ensured that the personnel undertaking
the activity are fully conversant with the system. Preventive maintenance at the
operating units is restricted only to first and second line servicing level. BRD
SARATHI team is to be called for servicing activities beyond the unit capacity. First
and second line servicing are to be carried out in accordance with the specific to type
maintenance manual. For further details refer TSI Vol-I Tech/ Serv/ 14 which covers
maintenance policy for ASVs.

2. Spares Management. A FSS is to be established in MTR&S to cater for a

Central ASV section.

3. Grade of Lubrication Oil, Fuel, Brake Oil and Grease. To increase the
MTBF and thus the availability of ASVs, there is a need to pay special attention
towards use of standard lubricants. Standards as mentioned in their respective
technical manual are to be strictly adhered to. In addition to instructions given in the
respective technical manual, the following general guidelines are to be adhered to
while dealing with lubricant, fuel and grease.

(a) Do not mix different grades of lubricant.

(b) Mixing of different grades is allowed only in exceptional cases on

specific instructions from the respective Weapon cell at Air HQ. Thorough
flushing of oil/ lubricants is to be performed and the tank cleaned with moist
cloth before attempting change of lubricant. Repeat the flushing operation at
least two times. Make necessary entry in the logbook.

4. Maintenance of Cables. Generally, there are looms of cables mounted on

the ASVs. Variety of cables of different sizes, capacity and varied technical
specification are an integral part of the ASVs. Following precautions are to be
observed while handling cables: -

(a) Mark all cables with technical specifications, whether it carries DC or

AC current and length of the cable in centimeters.

(b) All connectors must bear markings as regards number of pins, end
connections and safety precautions.

(c) Each cable connected to the aircraft is to be protected with rubberised

sleeves to avoid damage to the cable while connecting it to the aircraft.

(d) The cable is not to be dragged on any surface. It is to be lifted and

placed.
5. Maintenance of Pipelines. A number of pipelines carrying fuel, oil, gas, air
etc are fitted in ASVs. Pipelines are to be marked with colour code as given below:-

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(a) Hydraulic - Maroon

(b) Fuel - Yellow

(c) Oil - Brown

(d) Air - White

(e) Oxygen - Green

(f) Nitrogen - Blue

All pipelines and their sockets are to be tightened by means of a correct tool up to
the correct torque. Torque wrench is to be used wherever torque is specified. All
pipelines, locknuts are to be wire locked using standard stainless steel wire.

6. Maintenance of Hoses. There are a number of hoses fitted in ASVs. The

colour code for hoses is the same as pipelines mentioned above. Hoses are to be
checked for chaffing, rubbing marks and various telltale signs of impending failure.
Each hose fitted onto the ASV is to have details of date of manufacture, date of
expiry, date of last pressure test carried out. The hose record is to be maintained at
the Central ASV section.

7. Maintenance of Fasteners Panels and Hinges. The panels, fasteners and

hinges are to be opened/ closed with due care and with the right tools. Standard
repair schemes are to be adopted while undertaking repairs on fasteners, hinges or
panels. No panel is to hang loose. All fasteners and hinges are to be in serviceable
condition and closed.

8. Precautions during Drainage of Oil. The oil/ fuel tank of the ASV is to be
drained out periodically for maintenance purpose. While drainage, following
precautions is to be observed:-

(a) A clean metallic tray is to be placed underneath the drain point.

(b) Correct technical practices for drainage of oil/ fuel are to be followed.

(c) After draining fuel/ oil from respective tank ensure that the drainage
point is properly blanked.

(d) Drainage is to be carried out by using rubber or plastic hose or stack

pipe, which reaches the bottom of the tray to minimise spillage of oil/ fuel.

(e) No dripping of oil/ fuel is permitted from the drainage point.

9. Calibration of gauges. All gauges and meters fitted on ASVs are to be

calibrated as per specified periodicity. The record of calibration is to be maintained at

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the Central ASV section. The periodicity and methodology of calibration of meters
and gauges are to be followed as defined in the specific to type component
publication.

10. Documentation. The daily serviceability state of ASVs is to be maintained at

unit level. Registers are to be maintained in respect of ASVs as per the format
placed at Annexure I.

1805: Handling of ASVs

1. Precautions. The following safety precautions are to be adhered to while

handling ASVs: -

(a) Take necessary measures to protect cables against external damage.

Do not permit vehicles to drive over the cables.

(b) Do not touch terminals, while ASV is in operation, to avoid electrical

shock.

(c) Do not carry out adjustments, while ASV is energised, other than
during rectification/ maintenance/ servicing.

(d) Do not connect/ disconnect cables in energised condition to avoid

sparking.

(e) Do not perform any operation like opening/ closing of pipelines under
pressure.

(f) Do not allow unauthorised personnel to operate an ASV.

(g) Spillage of oil or fuel is to be avoided.

(h) Do not open or close hoses during operation of ASV.

(j) Do not leave ASV unattended while it is running.

(k) Open flame or smoking around an ASV during its operation is not
permitted.

(l) Apply handbrake, whenever an ASV is parked.

(m) Check safety aids for its serviceability and safety.

(n) Use special filling nozzles while filling fuel or oil.

(o) Clean the area before parking an ASV.

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(p) Ensure the operation of ASV is carried out according to its technical
specifications.

2. General Handling. All personnel deployed to operate ASVs are to be trained

and be aware of the technical/ operational details. General handling instructions of
ASVs are as follows:

(a) Keep ASVs always in a clean condition.

(b) Use standard gloves during operation for better grip and comfort.

(c) Use rubber sole shoes to prevent slipping and safeguard against
spurious electric shocks.

(d) Use the right tool to prevent damage to equipment and self.

(e) Use standard anti-glare goggles.

(f) Personnel handling ASVs are to be provided with ear defenders.

(g) In addition to the above, specific to type handling instructions

mentioned in the ASV manual are to be adhered to.

3 Emergency Handling. Working near the aircraft demands a high degree of

concentration and reflex action. During emergency, either in aircraft or in an ASV,
suitable action is to be initiated to take full control over the situation without panic.
The guidelines are as follows: -

(a) Personnel involved in ASV operation are to be aware of emergency

handling procedure.

(b) Personnel involved in ASV operation are to be aware of the fire fighting
system.

(c) Personnel involved in ASV operation are to be aware of the

emergencies involved in the aircraft and initiate requisite actions to control the
situation.

(d) Personnel involved in ASV operation are to be aware of emergency

switching off procedure.

(e) ASVs are to be removed at the earliest from the site of emergency and
positioned at a safe place.

(f) If the situation gets out of control, the personnel nearby are to inform
ATC or fire section to seek immediate help.

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1806: Special Precautions against Gale

1. As soon as 'Gale warning' is sounded in the airfield, besides the local orders
on gale warning, the following precautions are to be adhered to:-

(a) The ASV is to be switched off.

(b) All the panels are to be closed and locked for safety.

(c) The ASV is to be marshalled back to its ground position safely and
picketed, if required.

(d) Parking and picketing operation in case of ASVs parked in open is to

be carried out.

(e) Ensure ASV does not cause damage to itself or to nearby parked
aircraft.

1807: Preservation/ Depreservation

1. Preservation is essential for any ASV so that it is protected against

environmental, operational, chemical and electro-chemical hazards.

2. General Guidelines.

(a) Painted surfaces are not subjected to preservation treatment.

(b) Preservation is to be carried out in a specially equipped area to ensure

that the temperature and relative air humidity is maintained as specified.

(c) ASV is to be preserved after confirming that its metal parts are not
already affected by corrosion. If corrosion is found in any metallic part, it is to
be removed before attempting preservation.

(d) The preservation of ASVs is to be carried out in accordance with the

specific maintenance manual and only authorised material used. After
preservation of ASVs, the same is to be recorded in the logbook with reasons
for preservation.

3. Depreservation. General instructions for depreservation are as follows:-

(a) Clean ASV before attempting de-preservation.

(b) Remove all papers and other protective sheets used as part of the
preservation treatment.

(c) In case corrosion is detected, eliminate it by repeatedly wiping with

clean rags moistened in gasoline.

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(d) The depreservation of ASVs is to be carried out in accordance with the

specific maintenance manual. After the completion of depreservation of an
ASV, prepare it for starting and carry out functional test.

4. Safety Precautions. The following safety precautions are to be observed

during preservation and depreservation operation: -

(a) Surface preparation for preservation and depreservation is to be

performed in specially equipped ventilated premises, in which no other work is
to be carried out to prevent personnel getting affected with gasoline fumes.

(b) Personnel undertaking preservation are to have complete knowledge of

materials used and of the first aid measures to be taken in case of accident.

(c) First aid kit is to be kept in the vicinity.

(d) Preservative materials are not to be kept in the open to protect them
against dust or rain.

(e) Personnel involved in preservation/ depreservation operations are to

use mask, gloves and other protective devices to protect against the ill effect
of the preservation/ depreservation agents.

(f) Ensure adequate ventilation in the area of preservation and

depreservation zones.

1808: Painting Scheme

1. ASVs are to be painted once in two years to ensure cleanliness and to protect
them against corrosion. The painting record is to be maintained by Central ASV
Section.

2. The painting scheme of all ground equipment and GPUs (Towable or self
propelled) are given in Air HQ/94004/MP/Coord dated 30 Aug 2001. All ground
equipment including ladders, chocks, GPUs and even toolboxes used in the vicinity
of ac on tarmac as well as in hanger are to be painted with Bright Yellow (Indian
Standard Colour No. 356). Painting schemes to be adopted for Specialist Vehicles
are given in Air HQ letter Air HQ/ 63201/ policy/ MT (T) dated 23 Nov 2000. All
Specialist Vehicles are to be painted in dove gray colour (matt finish) corresponding
to colour shade IS-694.

1809: Storage

1. ASVs are to be kept in storage when not in use. There are two types of
storage depending upon the period of storage:-

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(a) Short term storage i.e. non-utilisation on aircraft/ equipment upto 30

days.

(b) Long term storage in case of non-utilisation on aircraft/ equipment for

more than 06 months.

2. Storage precautions as defined in the respective technical manual are to be

followed. Depending on the type of storage, the preservation as applicable is to be
carried out on ASVs.

1810: Transportation

1. ASVs are required to be transported between units either for operational

purpose or to BRD for major overhaul or repairs. The means of transportation of
ASVs may be by road, air or rail. Care is to be taken while transportation of ASVs to
ensure that they are not damaged in transit.

2. General Guidelines.

(a) The external dimension and weight are marked on the ASV in a
prominent place.

(b) Ensure that an experienced tradesman steers the ASV.

(c) Strictly follow specific instructions as given in the maintenance manual

for loading/ off loading ASV in/ from aircraft, transport or rail.

(d) Ensure that the ramp used for loading / off loading ASV is serviceable
and correctly placed.

3. Guidelines for Loading.

(a) Ensure that all blankings, covers and panels are closed/ locked
properly.

(b) Prior to driving the ASV into aircraft or transport, adjust the air pressure
in the tyres to the value mentioned in their respective technical manual.

(c) Ensure that after mooring the ASV firmly in the aircraft or transport, its
cushioning system, if provided is disconnected.

(d) When tightening up mooring cables, pull the cable at both ends
simultaneously to secure the ASV firmly.

(e) Use chocks to arrest the forward / backward movement in transit.

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4. Guidelines for Off Loading.

(a) Take care to remove all mooring cables without damage to the ASV.

(b) Remove chocks before off loading.

(c) Inflate wheel tyres to the prescribed value. Inflation of ASV wheel tyres
inside the aircraft is not permitted.

(d) Strictly follow specific instructions as given in the maintenance manual

for offloading from aircraft, transport or rail.

1811: Continuity Training

1. Training status of the personnel posted in the station and working on ASVs is
to be reviewed regularly by the CEO. Continuity training class is to be arranged on
every maintenance day. It is to be ensured that all the personnel working on ASVs
attend the class. A record of continuity training classes conducted in the unit is to be
maintained.

2. On Job Training (OJT). TETTRA imparts initial training to personnel for

ASVs. After the completion of training at TETTRA, the personnel posted to a unit
are to be imparted OJT for a period of 3 months under the supervision of
experienced personnel. After ascertaining the expertise level a Certificate of
Competence is to be issued to the individual by the SEO. The format of the
Certificate of Competence is placed at Annexure II. A suitable entry to this effect is to
be made in the individual's proficiency card. A register for OJT is to be maintained at
the unit, which is to be checked by SEO regularly.

1812: Applicability of ASVs on Different Aircraft

1. A matrix indicating applicability of different ASVs in use in the IAF with its
specifications and designated repair agency is given at Annexure ‘III’.

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ANNEXURE ‘I’ - 1/3 (Article 1804: Para 10)

RECORD OF MASTER JOB CARD

Job Work Make / Type BA No Description of Date In Date Out Spares Issued Description of
Card Order No Defect Job carried out
No

NOTE:

1. This register is to be maintained separately for mounted and prime movers.

RECORD OF INSPECTION OF ASV

SL Make / BA NO Unit Type of Date of Induction Eng No Chassis No Kms/Hrs Date of

No Type Inspection Planned Actual of passing
Operation out

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ANNEXURE ‘I’ - 2/3 (Article 1804: Para 10)

CANNIBALISATION RECORD

Sl No. Date Part No. Nomenclature Sl No. of Item Item Date I/c sign
the Item Cannibalised Cannibalised
From To

RECORD OF IOR/ AOG DEMAND

Sl No Make / BA No Sec/ Ref Description Qty Q/447 No Qty IOR/ AOG No Remarks
Type No Demanded Received

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ANNEXURE ‘I’ – 3/3 (Article 1804: Para 10)

VEHICLE WISE RECORD OF LP/ LRO

LP/ LRO Veh Date Sec / Ref Nomenclature Qty Approx Actual BA No O i/c sign
No No No Demanded Cost Cost

NOTE:

1. The cost columns will indicate last purchase/ repair price for future reference.

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ANNEXURE ‘II’ (Article 1811: Para 2)

CERTIFICATE OF COMPETENCE

Indian Air Force

This is to certify that (Rank………… Name……………………… Ser No……………………. has successfully completed the

ASV / NDT / VC / Course conducted from ………………………………………… to ……………………………………… at

………………………………… He has been cleared to undertake …………………………………………….. duties.

O i/c Bay Chief Engineering Officer

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ANNEXURE ‘III’ - 1/6 (Article 1812: Para 1)

APPLICABILITY OF ASV’s ON DIFFERENT AIRCRAFT

STARTING AGGREGATES/ ELECTRICAL POWER

Sl ASVs Name Applicability Technical Specification Technical Parameters Repair

No No. Agency
1. APPA 5/5D MIG-21/25/ Russian 208V, 400 HZ, 36 V, 400 HZ, 8 BRD, AF
27/29,SU-30, 3Phase, 115V, 400HZ, 1 Phase
AVRO,MI-17 28 V DC
2. APPA-35-2MU AN-32 Russian 0-70 V DC variable 8 BRD, AF

3. APPA 50 M IL 76/ 78, MI- 17, Russian 208 V AC 400 Hz 3 8 BRD, AF
MI-26 28 VDC
4. 40 KVA GPU MIG23/25/27/29, DGAQA/E&I-586 Issue 208V, 400 HZ, 3 PH 28 VDC with OEM
(HAL) SU-30 IL-76/78 Apr 2003 1250 AMPS for 5 Second 36 V,
MI-17/25/35/26 400 HZ, 3Phase 1.5 KVA 115V,
JAGUAR,MIRAGE 400HZ, 1 PH 1.5 KVA
& DORNIER
5. 40 KVA GPU MIG23/25/27/29, DGAQA/E&I-586 Issue 200/ 115V,AC 400 HZ, 3 PH OEM
(MAK) SU-30 IL-76/78 Apr 2003 29 V DC, 115V, 400HZ, 1 PH 36
MI-17/25/35/26 V, 400 HZ, 3Phase
JAGUAR,MIRAGE
& DORNIER
6. 12 KVA GPU JAGUAR DGAQA/E&I-736 Issue 12KVA,3PH,200/115V,400HZ
AC,300Watts,28VDC,2KVA,200V
400HZ& 28 V, 10 Amps DC

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ANNEXURE ‘III’ - 2/6 (Article 1812: Para 1)

7. BISON GPU Bison and all A/Cs DGAQA/E&I-755 Issue 25 KVA, 3 PH 400HZ, 115/200V OEM
using 40KVA GPU Nov 2006 AC
and IL-76/78 28.5 V DC, 10 KW
8. GPU 90 KVA Boeing-737 As per firm standard AC 90 KVA, 72 KW, 3 PH 4 wire OEM
specification 115/200V 400 HZ

9. AN-32 GPU AN- 32 DGAQA/E&I-767 Issue 0-70 V variable DC OEM

Nov 2006 (Under
Development)
10. GPU Embraer Embraer Under development OEM
11. Air JET Starter IL 76/78 Under development OEM
12. DC GPU Dornier, Kiran HAL-NK/AURDC/DT 24/ 28.5 V DC OEM
(Unified) MKI/IA, AVRO, /SPEC/008 Issue II Dated
CTK/CTH, HPT-32 01 Dec 2006
& AN-32 (For APU
starting)
13. AST (NI-CD) MIG-21 type 77& DTD&P (Air)/E& I 28.5 V DC OEM
96 & BISON With 552Issue-II Sep 1993
KPA-6 Box

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ANNEXURE ‘III’ - 3/6 (Article 1812: Para 1)

HYDRAULIC POWER

14. UPG 250 GM MIG 21/23/27/29, Russian specifications Hydraulic pressure of 210 Kg/cm² 8 BRD, AF
AN-32, MI-25/35

15. UPG 300 MIG-25/29, SU-30 Russian specifications 210 kg/cm² Hydraulic supply 8 BRD, AF
IL-76/78,MI-26 28V DC
16. HST-120 D MIG-21/23/25/27/ DGAQA/GE-244 Issue- 210 kg/cm² Hydraulic supply OEM
29,AN-32,MI-25/35 III Feb 2000
Jaguar& Mirage

17. HST- 200 SU- 30 HAL specifications Two independent system of 100+5 ltr OEM
per minute at 300 Bar
18. HST- 300 SU-30, IL-76/78 & DGAQA/GE-235 Issue- Two independent system of 100+5 ltr OEM
MI-26 (In lieu of II Aug 1999 per minute at 300 Bar,
UPG- 300) Max pressure 370 Bar
19. Universal HST SU-30, IL-76/78, DGAQA/GE-235(U) Two independent system of 100 ltr per OEM
MI-8/17/25/35/26, Issue-IV Jul 2006 minute at constant delivery pressure
MIG series ac, 300 Bar, max pressure 345 Bar
Jaguar& Mirage
20. EHTB Mirage French specification Max hydraulic pressure 420 bar France
nominal pressure 280 bar nominal
flow rate 90 ltrs/minute
21. MHTB/ MAK Mirage- 2000 DGAQA/G&E-260 Delivery pressure 90 ltr/min ability to OEM
HST Issue-III 2003 control flow accurately from 5 to 100
ltr/min and the delivery pressure 50
bar up to 345 bar.
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ANNEXURE ‘III’ – 4/6 (Article 1812: Para 1)

AIR CONDITIONER

22. AK-0- SU- 30 Russian 8 BRD, AF

49/KAMAZ
23. SAT- 300 Bison, MIG- DGAQA/E& I-712 Cold air supply for Inst bay cooling. OEM
23/25/27/29 Issue-II May 2007 Mass Flow: 9 Kg/min
Mirage & Jaguar Temp: 00 C to 20 0 C
Low pressure air : 1Kg/cm2
High pressure air: 7Kg/cm2
24. SAT- 650 SU- 30 HAL specification 650 CFM delivery rate cold air with hot OEM
air blowing facility up to 65 0 C.

AIR CHARGER

25. VZ-20-30 MIG- 21 Russian specification Air pressure stored in 5 groups up to 7 BRD, AF
300 Kg/cm2
26. MACV- 350 MIG-21/25/27/ In lieu of Russian VZ- 20X40 ltr air at 350 Kg/cm2 available OEM
29,AN-32,MI-26 & 20-350 Air Charger in 0-30 Kg/cm2, 30-55 Kg/cm2, 55-85
IL-76/78 HAL specification Kg/cm2, 85-120 Kg/cm2, 120- 230
Kg/cm2, 320 Kg/cm2
27. Self Propelled In lieu of towable DGAQA/GE-237 Issue- Max pressure to charge 230 Kg/cm2 OEM
Air/ N2 Trolley Air/ Nitrogen II Jul 2007 with 4 output ranges
Trolley 0-12 Kg/cm2
(304G/4220) 12-60Kg/cm2
60-110 Kg/cm2
110-150 Kg/cm2 having independent
PRVs

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ANNEXURE ‘III’ – 5/6 (Article 1812: Para 1)

AIR COMPRESSORS

28. AKS 8M General purpose Russian To charge the air charger bottles/ 8 BRD, AF
cylinders up to pressure of 230
Kg/cm2
29. KG 5H-230 (In MIG 21/23/27 DGAQA/GE-238 Issue- To charge the air charger bottles/ OEM
lieu of AKS-8M I dated 14 Sep 1999. cylinders up to pr of 230 Kg/cm2

NITROGEN CHARGER/ SOURCES

30. UGZS Russian SU-30, MIG-23/25/ As per Russian 230-350 kg/cm² 7 BRD, AF
N2 charger 27/29 specification

31. UGSS N2 SU-30, MIG-23/25/ HAL specifications 350 kg/cm² Complete system is OEM
27/29, MMPUs mobile, One Nitrogen generating set
to produce 99.5% pure N2 with -65 0 C
Dew point at 150 Kg/ cm 2, One
storage stations, 3 Delivery carts on
EV, One 60 KVA Generator. the air-
charger upto pressure of 230 kg/cm²
32. Self Propelled General purpose DGAQA/GE-237 Issue- Max pressure to charge 230 Kg/cm2 OEM
Air/ N2 Trolley II Jul 2007 with 4 output ranges
0-12 Kg/cm2
12-60Kg/cm2
60-110 Kg/cm2
110-150 Kg/cm2 having independent
PRVs

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ANNEXURE ‘III’ – 6/6 (Article 1812: Para 1)

OXYGEN CHARGER

33. AKZS (131- MIG-23/27, SU-30, Russian specifications N/A 7 BRD, AF

MA-75) MI-26
Russian
Oxygen
Charger

34. Oxygen MIG-23/27, SU-30, HAL specifications 9 cylinders of 40 ltr, charging max OEM
Charger MI-26 pressure of 350 Kg/cm2
(UGSS O2) (In
lieu of Russian
oxygen
Charger)

BOMB LOADING TROLLEY

35. Bheema 1000 MIG-23/27 & CABS/ DRDO Hydraulically operated with turn table OEM`
Jaguar specifications to load 500 Kg bomb/ load on ac
pylons. Max height 1650 mm
36. Bheema MIG series SU-30, Under Development Hydraulically operated with turn table OEM
Universal Jaguar& Mirage to load up to 1000 Kg bomb/ load on
ac pylons. Max height 1800 mm

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CHAPTER – 19

COMPRESSED GASES AND CRYOGENIC EQUIPMENT

Article

1901: General
1902: Compressed Gases
1903: Cryogenic Products
1904: Known or Expected Hazards
1905: LOX Bay
1906: Precautions while Handling Compressed Gases
1907: Precautions - Handling of LOX or LIN at Bulk Storage
1908: Precautions - Tarmac Operation of Cryogenic Products
1909: Air Transportation of Lox Dispensers
1910: First Aid for Liquid Nitrogen or Liquid Oxygen Exposure

Annexure

I : Layout of LOX bay

1901: General

1. Proper upkeep and adherence to safety precautions is vital while handling

cylinders/ containers containing compressed gases and cryogenic material like
liquid oxygen.

2. In order to minimise chances of an accident during operation, supervisors

should ensure that all associated equipment are maintained in proper condition.
Extreme caution should be exercised while handling compressed/ cryogenic gases
from personnel safety point of view.

3. This chapter lays down the precautions and practices to be adopted while
handling cryogenic and compressed gases.

1902: Compressed Gases

1. Currently there are more than 200 different types of substances which are
commonly shipped in compressed gas cylinders. The compressed gases may be
broadly divided into three major categories; liquefied, non-liquefied and dissolved
gas, depending on their physical state in the container, at certain temperature,
pressure and their range of boiling points.

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2. A cryogenic liquid is a refrigerated liquefied gas which has a boiling point at

less than -130°F (-90°C) at 14.7 psia (101.3 kPA, abs). Acetylene (acetylene gas
dissolved in acetone or dimethyl formamide) is the only widely used gas in the
category of dissolved gases.

3. Compressed gases are often grouped into families based on a common

source, similar use or related chemical structure. The most common family
designations and examples of gases found in each group are:

(a) Atmospheric gases: Nitrogen, Oxygen, Helium, and the rare gases
(Neon, Krypton, Xenon and Radon). Sometimes hydrogen and carbon
dioxide are also assigned to this family.

(b) Fuel Gases: LPG, LNG (methane) and Acetylene. Hydrogen may also
be considered a fuel gas.

(c) Refrigerant Gases: The halogenated hydrocarbons (freons),

Ammonia and Methane are examples.

(d) Poison Gases: The semiconductor gases (Arsine, Phosgene, and

Phosphine) and Hydrogen Sulfide are examples.

(e) Gases with no family ties (but are commercially important): Carbon
monoxide, Sulphur dioxide, Fluorine and Carbon dioxide are examples.

4. Cylinders of compressed gases and cryogenic liquids can be extremely

hazardous if mishandled. Besides the hazard associated with high pressure, one
must be cautious of the chemical hazard of the cylinder content. Additionally, some
of these materials, especially the cryogenic fluids, are extremely cold when
released. Due precaution must be exercised in storage, handling, and use of these
materials as a safeguard against these hazards.

1903: Cryogenic Products

1. Cryogenics may be defined as low temperature technology, or the science of

ultra low temperatures. The word "cryogenic" means "producing, or related to, low
temperatures," and all cryogenic fluids are extremely cold. To distinguish between
cryogenics and refrigeration, a commonly used measure is to consider any
temperature lower than - 73.3°C (- 1OO°F) as cryogenic. Low temperatures in the
cryogenic area are primarily achieved by the liquefaction of gases, and there are
more than twenty-five which are currently in use in the cryogenic area; i.e., gases
which have a boiling point below -73.3°C (- 1OO°F). However, the, seven gases
which account for the greatest volume of use and applications in research and
industry are helium, hydrogen, nitrogen, fluorine, argon, oxygen, and methane
(natural gas).

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2. All cryogenic fluids have boiling points below -150°C (- 238°F) and are gases
at normal temperature and pressure. These gases must be cooled below room
temperature before an increase in pressure can liquefy them. Different cryogens
become liquids under different conditions of temperature and pressure, but all have
two properties in common: they are extremely cold, and small amounts of liquid can
expand into very large volumes of gas. The vapours and gases released from
cryogenic liquids are also very cold. They often cause condensation in air, creating
a highly visible fog. In poorly insulated containers, some cryogenic liquids actually
condense the surrounding air, forming a liquid air mixture.

3. Liquid gases are maintained at very low temperatures and stored in insulated
special containers called converters or special storage tanks (either static or
portable). Liquid gases, such as Liquid Oxygen (LOX) and Liquid Nitrogen (LIN),
cause sudden evaporation in case of any violent movement and because of their
being at very low temperature; contact with human skin causes severe frostbite.
Usage of protective clothing and caution in handling and transportation of the
cryogenic products is therefore essential.

4. The current generation aircraft fleets and weapon systems increasingly use
LOX and LIN due to their low space requirement and lower pressure involved. At
the same time, it is essential that all personnel handling cryogenic liquids (also
known as cryogens) must be aware of the hazards involved and must be fully
conversant with the operating procedures and safety precautions. All concerned
personnel therefore should be briefed on characteristics of LOX and LIN and
necessary precautions.

5. Liquid oxygen system, being used for breathing, is to meet the laid down
standard for purity as gaseous oxygen. Requirements stipulated by the MIL
standard MIL-0-21749 or MIL-0-27210 are as follows:-

(a) Purity: 99.5% or above

(b) Maximum water content: 2 ml per litre or less as compared to

volume of gas.

1904: Known Hazards

1. Temperature Related.

(a) The extremely low temperature of the liquid can cause severe burn-
like damage to the skin either by contact with the fluid, surfaces cooled by
the fluid or evolving gases. The hazard level is comparable to that of
handling boiling water.

(b) The low temperature of the vapour can cause damage to softer
tissues e.g. eyes and lungs but may not affect the skin on a short exposure.

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(c) Contact with liquid nitrogen cooled surfaces can cause the skin in
contact to freeze and adhere causing tearing on withdrawal.

(d) Soft materials e.g. rubber and plastics become brittle when exposed to
liquid nitrogen and may shatter unexpectedly.

(e) Liquid oxygen contains 4,000 times more oxygen by volume than
normal air. Materials that are usually considered non-combustible (such as
carbon and stainless steels, cast iron, aluminum, zinc and teflon (PTFE)),
may burn in the presence of liquid oxygen. Many organic materials can react
explosively, especially if a flammable mixture is produced. Clothing splashed
or soaked with liquid oxygen can remain highly inflammable for hours.

(f) Large and rapid changes in temperature can cause thermal stress
damage to the containers.

2. Vapour Related.

(a) A large volume of nitrogen gas gets evolved from a small volume of
liquid nitrogen (1 litre of liquid gives 0.7 m3 of vapour) and this can easily
replace normal air in poorly ventilated areas leading to the danger of
asphyxiation. Atmosphere containing less than 10% oxygen can result in
brain damage and death (the gasping reflex is triggered by excess carbon
dioxide and not by shortage of oxygen), oxygen level at 18% or less is
dangerous and entry into regions at levels less than 20% is not
recommended.

(b) Liquefied inert gases such as liquid nitrogen or liquid helium are
capable, under the right conditions, of condensing oxygen from the
atmosphere, and causing oxygen enrichment or entrapment in unsuspected
areas. Extremely cold metal surfaces are also capable of condensing oxygen
from the atmosphere.

1905: LOX or LIN Bay

1. The LOX or LIN is transported to the operational base by means of

commercial 3000 Ltrs tankers. Thereafter the LOX is transferred into the bulk
storage tanker at the base. Bulk storage of LOX, facilities for charging of LOX
convertors, servicing of LOX convertors, centralised storage of dispensers and a
laboratory for chemical analysis of LOX need to be established at the airbase
supporting fighter aircraft operations. A typical layout of a LOX or LIN bay is placed
at Annexure ‘I’.

2. LOX bay must be located in an isolated place, away from hangars and other
buildings. Regular monitoring of the storage conditions and storage tank pressure
must be undertaken.

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1906: Precautions while Handling Compressed Gases

1. Full cylinders used for replenishment are to be stored in a separate shed.

Approach to the shed must have hard standing/metalled road.

2. The shed must have adequate ventilation to ensure that ambient temperature
does not go abnormally high. Cylinders should be stored out of direct sunlight and
away from other sources of heat. A cylinder should never be subjected to a
temperature above 125°F (52°C). At the same time, do not store cylinders where
temperatures can drop to below freezing as this can cause the cylinder metal to
become brittle resulting in metal fatigue and failure.

3. A cylinder should always carry a legible label or stencil marking, identifying

the contents. Tags attached to the cap are not a satisfactory method of
identification. In case the contents are not correctly identifiable, the cylinder should
be returned to the vendor as it is. Identification of cylinders, i.e., nitrogen, oxygen or
air is to be ensured through colour code as well as clear marking on the cylinder in
paint.

4. Cylinders are not to be rolled on ground from the shed to the working area. A
transportation trolley should be used for the purpose. A fork lifter may also be used
for transportation.

5. During transportation, the cylinders placed on the trolley should be secured

with a strap.

6. Cylinders are not to be placed on ground, but on fixed stands, erected for the
purpose.

7. The cylinder cap must always be screwed tight for security and to avoid
damage to the cylinder valve. Do not tamper with the safety relief device in the
valve or cylinder or attempt to repair or alter settings on a cylinder valve, or safety
relief device.

8. Cylinder valves should be closed at all times except when the cylinder is in
active use. A regulator must always be used while charging/ utilising compressed
gases. The regulator is to be calibrated at specified periodicity and its calibration
record maintained.

9. While charging from the cylinder, the personnel must not to stand in line with
the cylinder, either front or rear.

10. Charging hoses should not be dragged on ground. It is to be ensured that the
hoses have no cracks/ruptures.

11. Hoses must be fitted with blankings immediately after they have been
disconnected from the ac or regulator.

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12. Charging pressure is to be released gradually and not abruptly.

13. Stockinette/ muslin is not to be used for reducing/ stopping leakage while
charging.

14. If the oxygen system has got contaminated with water, the cylinders and the
components should to be replaced with dry components.

15. Oil or grease is not to be used on oxygen equipment as contamination with

oil/ grease may result in an explosion.

16. Prior to in situ charging, the charging hose must be thoroughly blown with
oxygen.

17. Empty cylinders and cylinder storage areas should be clearly marked with
appropriate labels and signs. The assigned storage space should be suitably
located such that the cylinders are safe from damage by moving vehicles/ trolleys or
falling objects and tampering by unauthorized persons.

18. Never allow the cylinder to remain at or near its minimum pressure for a long
period, as it leads to water accumulation in the system.

19. Periodic pressure testing of the cylinders is to be undertaken, every 5 to 7

years.

20. Do not use tubing constructed of organic materials, such as rubber, on

cylinders of oxidizing gases, as it may catch fire. Acetylene should never be brought
into contact with unalloyed copper, except in a blowpipe or torch.

21. If there is a leak in the cylinder and it cannot be corrected by tightening a

valve gland or packing nut, close the valve and attach a status-tag, stating that the
cylinder is unserviceable. If safe to do so, remove the defective cylinder to a well-
ventilated location.
(NOTE: Never attempt repairs while the system is under pressure).

22. Do not place a cylinder in the near vicinity of an electric circuit. Never strike
an arc on a gas cylinder.

1907: Precautions – Handling of LOX or LIN at Bulk Storage

1. Only authorised personnel should be permitted to handle liquid oxygen.

Liquid nitrogen should never be used except in a well- ventilated area.

2. Only containers or fittings (pipes, tongs etc.) that have been designed
specifically for use with cryogenic liquids must be used, as non-specialised
equipment may crack or fail.

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3. Always use protective clothing while handling LOX/LIN, wear face shield,
leather, gloves, apron, clean overall and rubber boots.

4. Do not wear watches, jewellery, trinkets, etc. while handling LOX.

5. Ensure that sufficient and proper fire fighting appliances are available in a
LOX handling area.

6. Running water must be available near LOX storage area. In case of skin
contact with LOX, the affected skin should be immediately washed with running
water and medical assistance should be sought.

7. The bulk storage area should be strictly a ‘No smoking’ zone.

8. No naked light is permitted within 50 meters, while filling/ drainage of LOX in

the storage tank.

9. LOX handling area must be clean, free from rags, oils, grease compounds,
bitumen and combustible materials.

10. LOX handling area should be well ventilated, preferably the room having
grilled metal structure.

11. Always purge the transfer hoses before transferring LOX in order to clear any
trapped moisture or foreign objects.

12. Use only wooden/ mallet hammers for tightening/ loosening the cryogenic
hoses.

1908: Precautions – Tarmac Operations of Cryogenic Products

1. LOX converter charged from the bulk storage or dispenser is to be

transported with care, swift movement, and adequate settling time should be
allowed before their fitment on aircraft.

2. Ensure that a LOX converter does not come in contact with oil, grease or
lubricants. A separate cart, for transportation of LOX convertors is to be utilised.
Use of Teflon blankings on the end fittings of the convertors is essential during
transportation.

3. Presence of excessive frost on the convertor is a sign of possible leakage

and immediate corrective action should be taken.

4. Usage of protective clothing (leather gloves, clean overall and apron) is to be

ensured while handling the LOX convertor.

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5. LOX/ LIN dispensers are to be treated like mini bulk storage and precautions
stated above for bulk storage should be observed for these dispensers. Additional
precautions to be taken while handling LOX/ LIN dispensers are as follows:-

(a) Before towing, check that all the valves are closed.

(b) Avoid over speeding, sharp turns, sudden braking or jerky

movements. Towing speed should be restricted to less than 15 Kmph.

(c) Do not use oil, grease or lubricants on the LOX dispenser.

(d) Do not park the LOX dispenser on loose muddy soil. It is to be parked
on concrete/ hard standing and in open area.

(e) A fire extinguisher and a ‘No Smoking’ board must be placed near the
LOX dispenser.

(f) After parking the dispenser, open the vent valve to reduce pressure to
zero bar, open the Anti-pollution valve and close the vent valve.

1909: Air Transportation of LOX Dispensers

1. Air transportation of LOX dispensers is to be undertaken in specially modified

transport aircraft only. Presently, few AN-32s has been modified to support fighter
aircraft operations from detachments. Special care is to be ensured in preparation
of dispensers for air transportation, handling of emergencies (over pressurization/
leakage) and close monitoring of dispenser gases during flight.

2. A safety officer (Sgt or above) is to be detailed as LOX safety officer and fully
briefed on the SOPs.

3. It is to be ensured that aircraft fuselage is free from oil, grease or any other
combustible material.

4. No extra crew baggage is permitted to be carried in the transport aircraft

modified for LOX dispenser carriage.

5. Pressure of the LOX dispenser is to be monitored in flight at regular intervals

and maintained between 0.2 to 1.0 bars.

6. Should there be any in advertent rise in pressure; safety officer must

immediately inform the captain of aircraft. In no case the pressure should be
allowed to exceed 20 PSI (1.5 bar). Emergency jettisoning of the dispensers is to be
resorted to as per the SOP, in case of continued risk of LOX dispenser explosion or
heavy leakage.

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7. The SOP for air transportation is to be worked out jointly by the operations
and technical staff.

1910: First aid for Liquid Nitrogen or Liquid Oxygen exposure

1. If a person seems to be dizzy or loses consciousness while working with

liquid nitrogen, move him to a well-ventilated area immediately. Call a physician If
he has stopped breathing, apply artificial respiration. If breathing is difficult, give
additional oxygen through oxygen mask. Keep him warm and at ease. If exposed to
liquid or cold gas, try to restore the tissue to normal body temperature 98.6° F (37°
C) as rapidly as possible to prevent further damage and infection. Remove or
loosen clothing that may restrict blood circulation to the affected area. Rapid
warming of the affected part is best achieved by using water at 108° F (42° C).
Under no circumstances should the water be over 112° F (44° C), nor should the
frozen part be rubbed either before or after re-warming. Other measures are:

(a) LOX/ LIN Spillage or Exposure to Body.

(i) If the body comes in touch with liquid oxygen or part of the body has
frozen, immediately immerse the body part in water, preferably in warm
water (30 to 35°C). At each LOX/ LIN bay, water showers are provided for
this purpose and are to be used, if necessary.

(ii) Cover the affected body part, without tightening the affected region, in
a dry and clean cloth.

(iii) Do not use any medicine, besides a clean and dry bandage.

(b) LOX/ LIN entry to Eye.

(i) If the LOX/ LIN enter or is suspected to enter the eye, wash the eye
with plenty of water.

(c) LOX/ LIN spillage on clothes.

(i) Immediately remove the clothes contaminated by LOX/ LIN in order to

reduce the extent of contact with the skin.

(ii) Take a shower under the running water to wash away any LOX/ LIN in
contact with skin.

(iii) Clothes contaminated with LOX have a high degree of fire risk and are
highly inflammable for a long time. Isolate these clothes to avert out break
of fire accident.

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ANNEXURE ‘I’ (Article 1902: Para 1)

LAYOUT OF LOX BAY
Metal Grill
Mobile SH LOX STATIC TANKS
Tanker ED (Bulk Storage)
(Parking RA D
Shed) MP O DISPENSERS
O STORAGE
R
E Door
M
P
T
Y
Road BLOWER
C LOX CHARGING (At Ground
O BENCH
N Charged Level)
V
E Convertor Door Door
R
Window LABORATOY Door SHOWER
RY
ROOM
Door
OFFICE Door
Door TOILETS
Spares
Entrance

ACCESS ROAD

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CHAPTER - 20

ROLE EQUIPMENT MAINTENANCE

Article

2001: General
2002: Scale of Role Equipment
2003: Lifing Policy of Role Equipment
2004: Storage of Role Equipment
2005: Centralised Role Equipment Storage and Servicing Bay
2006: Role Equipment Servicing
2007: Drop Tank Maintenance
2008: Pylon Maintenance
2009: Podded Equipment Maintenance
2010: Ambulance/ Supply and Para drop Equipment Maintenance

Annexure

I : Format for Details of Role Equipment

2001: General

1. Role equipment encompasses all bomb podded attachments fitted on the

aircraft to perform its designated role. Various racks, launchers, electronic warfare
pods form part of role equipment. Serviceability of role equipment is vital for op
preparedness of a unit. This chapter deals with maintenance of role equipment and
the precautions to be observed while handling role equipment.

2002: Scale of Role Equipment

1. Govt Authorised Scale. Authorisation for issue and retention of role

equipment at units is given in IAP 1503 Parts A to D. These scales authorise issue of
equipment and their retention by all station, units and sections specified therein.

2. Air HQ Approved Scale. Based on current holding of aircraft in the fleet and
their envisaged role, concerned Op Directorate at Air HQ determines the scale of
role equipment.

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2003: Lifing policy of Role Equipment

1. The lifing policy of role equipment is governed by the number of launches/

carriage with/ without stores besides the life cycle based on operating hours/
calendar basis as given in the specific to type manufacturer’s publication.

2. The life of role equipment is to be monitored meticulously and recorded in the

respectively log cards.

2004: Storage of Role Equipment

1. Role equipment is to be stored as per conditions specified by OEM.

2. Role equipment is to be stored in packing cases/ racks/ stands meant for the
purpose, in a dust-free and clean environment. Controlled environment condition as
regards temperature, humidity and ventilation is to be maintained.

3. Repairs to damaged/ unserviceable containers/ racks are to be carried out

within local resources.

4. Special storage conditions as prescribed by the OEM are to be provided.

5. The role equipment of a unit is to be stored at one place, in a separate

building earmarked for the purpose. At the entrance, of the building a diagram is to
be displayed indicating location of each role equipment. When not in use, role
equipment is to be stored in suitable containers after wrapping it up in polythene
bags. Gantry/ crane are to be provided for lifting and movement of crates.

2005: Centralised Role Equipment Storage and Servicing Bay

1. A centralised role equipment storage and servicing bay is to be established at

each base. Separate accommodation is to be earmarked for the purpose. A
compressor and workshop equipments like bench vice and grinder should be
available.

2. As far as possible the servicing bay is to be co-located with storage area for
ease of servicing and minimum movement of the equipment.

3. Depending on the war plan of the unit and time available for ferry/
preparedness of aircraft, AOC/ Stn Cdr may authorise select role equipment to be
stored in an individual blast pen. Storage servicing of such equipment, however, is to
be carried out at the centralised servicing bay. No role equipment is to be left out in
the open.

4. Directorate of Offensive Ops at Air HQ is to be approached for disposal

instructions of obsolete role equipment.

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2006: Role Equipment Servicing

1. An annual plan is to be drawn up for servicing of role equipment, type-wise,

aircraft-wise, and squadron-wise. Based on the annual plan, the task is to be
distributed and undertaken on a monthly basis.

2. Proper documentation is to be maintained for activities carried out on role

equipment.

3. In case any concession is required to be taken on servicing, respective

command HQ, are to be approached as per instructions given in AFO 85/78 and
18/80.

4. Records of firing are to be transferred from squadron register to the relevant

component certificate.

5. All certificates are to be retained in MCC for safe custody and monitoring of
life of every role equipment.

6. A format to record relevant details of role equipment are given in Annexure I.

2007: Drop Tank Maintenance

1. Drop tanks are held at detachment location as WWR and also in squadrons
as SACL items. Drop tanks are generally held in the following categories:-

(a) Quantity two or more DTs per aircraft against SACL. These are held on
the charge of the squadron.

(b) Drop tanks are held as floats in the wing logistic section for issue to
squadrons as replacements against Cat “D”.

(c) A large number of drop tanks are positioned at Ops location for use by
squadrons during detachment operation.

2. Maintenance of DTs in Squadrons. Drop tanks are to be maintained by the

ground equipment section of the operating squadron. CEO is to ensure that all
technical facilities for carrying out servicing of drop tanks are available in the
squadron and servicing instructions are complied with. SEO of the squadron is to
ensure proper record of inhibition and de-inhibition and other servicing activity.
Similarly the record of usage of serviceable drop tanks is to be maintained by the
ground equipment section.

3. Servicing of DTs Held in Wing Logistics Section. The Sqn Cdr (Lgs) of the
base is responsible for proper storage, logistic accounting and safe custody of drop
tanks. CEO of the base is responsible for preservation and documentation. The

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records of the periodic servicing, inhibition and de-inhibition are to be centrally

maintained at MCC and follow-up action ensured.

4. DTs Held at Op Location. CEO of Op location is responsible for upkeep

maintenance, and periodic inhibition of drop tanks stored at his base. He is to ensure
that adequate number of trained technical manpower is available for drop tank
maintenance. Periodic maintenance of drop tanks is to be carried out as per TSI Vol-
I Leaflet No. Tech/Serv/5A, Maintenance manual of aircraft/ drop tank. Records of
servicing/ inhibition/ de-inhibition are to be maintained at local MCC. Sqn Cdr (Lgs)
at the Op location is responsible for storage and accounting of drop tanks. He is also
to ensure that:

(a) The tanks are stored as per instruction laid down in the manufacturers’
manual.

(b) Adequate quantity of specified preservative material is available for

undertaking inhibition of drop tanks.

5. Storage of DTs. Following precautions are to be observed during storage of

drop tanks:-

(a) DTs are to be stored under covered accommodation, either in crates or

on racks lined with felt/ rubber pads. Sufficient gap between tanks is to be
maintained while storage on racks in order to prevent damage.

(b) DTs are to be properly blanked and covered with polythene sheets to
avoid corrosion.

(c) DTs are not to be stored in the vicinity of acids or chemicals.

(d) Tanks are to be inhibited as per manufacturer’s instructions - Care is to

be taken to ensure that water does not seep into the tanks.

(e) Protection of drop tanks against rodents, insects and agents likely to
cause fungus growth is to be ensured.

6. Tags. Each DT, under storage, is to have a tag with following information:

(a) Manufacturer’s SI No……….

(b) Wing/ Sqn Sl No…………….

(c) Date of inhibition……………. (d) Date due for inhibition……………..

(e) Status………………………..

(f) Removed From…………………… (Aircraft No)

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7. Rotation of WWR Drop Tanks. Drop tanks are held at Stations in varying
quantities against WWR and in Squadrons/Units as per SACL. While the drop tanks
held with the Squadrons are serviced, maintained and rotated periodically by the
Squadron personnel, the WWR drop tanks are never rotated. Hence their
serviceability is not ascertained till they are actually put to use. Therefore, there is a
need to rotate the WWR drop tanks so as to ascertain their serviceability. In view of
the above, the following procedure is to be adopted for rotation of WWR drop tanks: -

(a) Drop tanks held at Operating Bases. Operating units will ensure that a
drop tank held against SACL is to be used for three months and to be
preserved and replaced with another unused drop tank from WWR held at
Base Logistic Squadron. This process would continue to ensure serviceability
of all drop tanks, including the WWR drop tanks.

(b) Drop tanks at Ops Locations. Bases where specific to type Squadron/
Unit, for which drop tanks are stored, is not operating / available, this activity
is to be planned during attachment of the unit against which WWR is
provisioned. The base and respective unit must collectively plan to ensure
that maximum possible rotation is carried out during each detachment.

(c) A proper record of rotation of drop tanks is to be kept both by the operating
unit and the concerned bases.

8. Inhibition/ De-inhibition Procedure. DTs which are not likely to be used

for three months or more are to be inhibited. Inhibition once carried out, will be valid
for a period of one year, or as specified by the manufacturers. These tanks are to be
properly de-inhibited before being put back into use. Inhibition/de-inhibition is to be
carried out as per procedure given below and entries made in a register.

9. Inhibition. Inhibition is to be carried out with OM 11 oil specification IS-335-

63 or with the inhibition oil specified by the manufacturer:-

(a) Clean the tank externally and empty out residual fuel.

(b) Pour adequate quantity of OM –11 into the tanks. Close all openings
and shake the tanks in all directions to evenly spread the inhibition oil. Leave
the residual oil in the tank.

(c) Grease the lugs and attachments, Blank the end fittings, cable
connectors and cover the tank with polythene sheet. Blank the fuel and
pressurisation connections.

(d) Remove pyro pusher (thruster piston) from the stowage, dip it in
inhibition oil and put it back in stowage.

(e) Record entry in drop tank maintenance register.

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10. De-inhibition. De-inhibition is to be carried out prior to utilisation of the tank

or renewal of inhibition as follows:-

(a) Clean the tank thoroughly.

(b) Wipe out the old grease from lugs/ attachments.

(c) Flush the tank thoroughly at least twice with sufficient quantity of
aviation turbine fuel, to ensure that all traces of inhibition oil are removed.

(d) Record entries in drop tank maintenance register.

11. DT Inhibition Record. Record of drop tank inhibition/ de-inhibition for each
drop tank is to be maintained in a register. The Warrant Officer responsible for
maintenance of drop tanks at different locations is responsible for maintenance of
these records. These records are to be checked by SEO/ Officer detailed by CEO, at
specified intervals to ensure conformity with the laid down procedure.

2008: Pylon Maintenance

1. Pylons are specialist role equipment and their reliable functioning is vital for
weapon mission accomplishment. Pylons are to be safely stored at a designated
centralised location under the overall charge of CEO. These are to be issued to
operating squadrons on need basis. Proper storage, periodic servicing and record of
servicing activity is to be ensured for pylons.

2. Pylon Servicing Bay. A specialist second line servicing section is to be

established under Flt Cdr (Armt) for proper storage and servicing of pylons. The bay
is to have technicians of weapon fitter and airframe trade. Following records are to
be maintained by the bay:-

(a) Inventory of pylons, serial number, date of manufacture, modification

status and periodic servicing dues.

(b) Annual plan for periodic maintenance is to be displayed prominently.

(c) Record of periodic maintenance.

(d) Record of handing/ taking over of pylons to/ from operating squadron.

(e) An individual log card/ log book for each pylon is to be maintained.

3. Precautions in Handling Pylons. Pylons have electro-mechanical operation

system along with explosive cartridges for emergency jettisoning. These are to be
stored in a non-corrosive environment. Preventive maintenance is to be carried out.
Precautions in storage and handing of pylons are as follows: -

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(a) Pylons are to be stored in their special packing cases or stands in their
designated shelters/ indoor storage locations.

(b) Suitable flexible covers of polythene.

(c) Installation of explosive cartridges on the pylons kept under storage is

prohibited.

(d) Pylons are to be transported on specialist stands/ packing cases only.

(e) Functional tests of pylons is to be undertaken prior to their installation

on aircraft.

(f) Periodic servicing of electro mechanical release unit (EMRU) is to be

carried out and its functional checks undertaken as per the manufacturers’
recommendations.

2009: Podded Equipment Maintenance

1. IAF has various podded equipment on its inventory. These are generically
called Electronic Warfare (EW) pods, Reconnaissance (Recce) pods, Laser
Designative Pods (LDPs), etc. Maintenance of these pods is vital to ensure that
these are fully serviceable to undertake operational missions.

2. All the aircraft components/ line replaceable units, which need to be fitted on
aircraft for functioning of the pod, are to be maintained at the same level. These are
to be accounted for and serviced periodically to ensure their serviceability.

3. Aircraft modified for fitment of various pods are to be periodically checked for
their modification, serviceability and readiness to accept the pods. The mod status is
to be monitored at MCC. Scheduled servicing of these aircraft is to be staggered in
consultation with operational staff to ensure availability of the aircraft for the
operational role.

4. Types of servicing. The servicing of the pods is designated as:-

(a) ‘O’ Level. This type of servicing is meant for preparation of the pod for
fitment onto the aircraft and testing of the pod for system integration to aircraft
using flight line testers. Rectification at O-level is limited to replacement of the
Line Replaceable Units (LRU) only.

(b) ‘I’ Level. Servicing at I-level involves maintenance work on the pod in
a specially established testing lab which houses specific to type test benches.
At this level the rectification involves replacement of LRUs & PCBs within the
modules. Repair of the pod air-conditioning system and electrical harness is
also covered at this level.

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(c) ‘D’ Level. The unserviceable LRUs and modules which are beyond
the repair capability of I-level are to be dispatched to the OEM/overall agency
for repairs. Here component level replacement is possible.

5. Documentation. The following documents for podded equipment are to be

maintained by the operating unit/ base:-

(a) Fitment and removal of the pod on aircraft in the F-700, Sec-10
(change of servicing and repair section).

(b) Log card/ book giving the maintenance history of the pod is to be
monitored. This log card/ book supplied by the OEM should preferably be
used. In the absence of specific document supplied by the OEM, log card F-
701 is to be utilised.

(c) Record of scheduled servicing, storage servicing, major rectification

undertaken on the pod and modification status is to be maintained.

6. Storage. The pods are to be stored in a pre designated facility. The

environment specifications, as recommended by the OEM, are to be maintained in
this facility. The pods are to be stored in their original containers with proper blanking
and cover.

7. Transportation. The pods are to be transported only in authorised trolleys

which have shock/ vibration proof absorbers. It is to be ensured that all covers and
blankings used on the pod are fitted prior to transportation of the pod. Care is to be
taken to ensure that no damage to glass windows and panels take place during
transportation.

8. Ground Support Equipment. The ground support equipment used in

operation is to be serviced at the periodicities specified by the OEM. In the absence
of these instructions, local instructions are to be issued by the CEO and ratified by
the dealing weapon cell at Air HQ. The ground equipment used for loading/ off
loading and transporting the pod to the aircraft is to be painted in orange colour.

9. OJT and Authorisation. The technicians authorised for fitment of the pod on
the aircraft, undertaking O&I level activities are to be cleared for duties by CEO and
documentation done in the trade proficiency card. The authorisation is to be
accorded only after completion of the necessary course at the Tettra School and
completion of the OJT syllabi. Regular OJT and continuous training on the pods is to
be undertaken during maintenance days.

10. First Line Maintenance. The responsibility of first line maintenance is to be

assigned to Weapon Fitter, Radar Fitter and other specialist tradesman. The duties
of these trades man are to be clearly defined by SEO of the operating Squadron.
Following specific precautions are to be ensured on the podded equipment: -

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(a) Only qualified and authorised tradesmen are to undertake removal/

fitment, testing and handling of the podded equipment.

(b) Technicians qualified on the pods are to be specifically earmarked for

handling of podded equipment.

(c) Podded equipment have their specialist transportation trolleys/ containers.

The equipment is to be transported/ stored using such specialist means only
to avoid any damage.

(d) Periodic maintenance of the specialist GSE is to be ensured.

(e) Frequent removal/fitment of podded equipment on aircraft is to be avoided.

(f) The spares of the pod held at bases, are to be taken on charge in the FSS
and properly accounted for as per logistics procedure. Unserviceable or
suspect pod spares are to be expeditiously dispatched for repair to the OEM/
overhaul agency.

11. Second line Maintenance. Second line servicing bays are to function as
specialist centres of podded equipment. Personnel authorised to work on the pod at
this level are to be capable to undertake up to second line level maintenance and
impart specialist training. They are to assist the user in full exploitation of the
equipment capabilities. O i/c specialist bay is to ensure the following actions:-

(a) Meticulous compliance of the servicing procedures stipulated in the

maintenance documentation.

(b) OJT and continuity training of both first and second line tradesman on
typical snags, remedial actions and utilisation of the pods.

(c) Second line specialists are to be detailed for detachment operations with
operating Squadrons to enhance their fault rectification capabilities.

(d) Procedure for handing/ taking over of the podded equipment and their
transportation to the detachment locations is to be clearly laid out and
instructions issued under CEO’s authority.

2010: Ambulance/ Supply and Para Drop Equipment Maintenance

1. The various periodic servicing of ambulance/ supply and Para drop equipment
is to be undertaken as per task card mentioned in Preventive Maintenance Schedule
(PMS).

2. A separate role equipment bay is to be setup with a warrant rank of airframe

or weapon trade as in charge.

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3. The WO i/c role equipment bay is to ensure the following:

(a) Proper storage of role equipment in racks earmarked for the same.

(b) Proper record of periodic servicing of each equipment.

(c) Necessary documentation of maintenance is carried out in certificate

as well as log books.

(d) Proper accounting of role equipment is carried out and periodic checks
on the stores under taken.

(e) Fitment of each role equipment on the aircraft is to be carried out once
in six months and records to that effect maintained.

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ANNEXURE ‘I’ (Article 2006: Para 6)

FORMAT FOR DETAILS OF ROLE EQUIPMENT

1. Sec/ Ref No

2. Nomenclature

3. Serial No of item

4. Scale/ Holding

5. Origin: Manufacturer (Foreign/Indian)

6. Inventory Holding Section/Inventory Number

7. Servicing Record/ Servicing Schedules

8. TBO Life/Service Life

9. Life Monitoring Records

10. Repair Agency

11. Equipment Depot

12. Directorates at Air HQ dealing with:

(a) Induction

(b) Operational Utilisation

(c) Maintenance philosophy/ maint support

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CHAPTER – 21

QUALITY ASSURANCE

Article

2101: General
2102: Quantifying Technician Quality
2103: Quality Assurance in Aircraft Servicing
2104: Responsibilities of the Supervisor
2105: Single Star and Double Star Checks
2106: Quality Audit Related to Aircraft Servicing
2107: Incentive for Quality
2108: Operational Hazard
2109: Maintenance Safety Organisation
2110: Quality Month

Annexure

I : Assessment of Technicians

2101: General

1. Quality is defined as the standard required to achieve fitness for intended

purpose at a given cost. Quality assurance is the means by which quality is
maintained at the desired level. Quality assurance makes use of various techniques
to encourage the required levels of quality and to assess the results of work done.

2. It is important that continuous evaluation of servicing being under taken is

carried out. Men and material form the key constituents in servicing activities.

3. Quality of technical skills and of material used need to be closely monitored.

There is a need to strive and upgrade both these areas to be able to achieve high
standards in maintenance. Compromise in either of the two constituents reflects in
the end result.

4. This chapter aims at defining an approach to ensure quality assurance in

aircraft servicing.

2102: Quantifying Technician Quality

1. The responsibility for the quality of work carried out rests with the individual
performing the activity. Any check on the quality or standard of this work, in no way
relieves him of his responsibility.

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2. The technician’s quality is based on the twin tenets of training in a TETTRA

and subsequent intensive continuity training. It is the duty of supervisor to groom
and ensure smooth induction of younger technicians.

3. Competent supervisory control can be a big step towards encouraging

quality. Warrant ranks are the crucial link in the supervisory chain that is closest to
the technician. Certification of a supervisor is dealt with in leaflet Technical/ Admin/
26 of TSI Vol I, and discussed in Article 0703.

4. WO i/c trade is to carry out periodic checks on the ability of his trade
technicians/ junior supervisor to quantify and qualify their skill base. He is to assess
them on use of correct tools, ground equipment and materials in a proper manner.

5. The WO i/c trade is to evaluate if an individual technician is competent to

perform any flight servicing task specific to trade for which he may be detailed in his
current employment.

6. A technician is to be evaluated once every four months, the maximum

interval between checks being not more than ten months. A sample format for
record of assessment in respect of each trade is placed at Annexure ‘I’.

7. These assessments activities are to be carried out on a day fixed by the local
CEO/Stn Cdr. the record of such assessments is to be put up to SEO and be
maintained with him.

8. SEO and EOs are to analyse the assessment records, to identify each area
of skill. Continuity training is to be organised on these lines.

9. The evaluation is to form the basis of continuity training in a unit. The

evaluation is to be theory and activity based. The activity evaluation is to include
verbal interaction. Questions for the theory and activity assessments are to be
sourced from the respective TETTRA and be built upon in consultation with EOs.

10. The theory evaluation will help in focussing on weak areas of the unit. This
will be reinforced by evaluation of the practical activity.

11. Technicians are to be assessed Ex, Sup or Sat. This is to categorise them
from the continuity training view point. Ex graded technicians are to be tasked to
undertake continuity training under the supervision of the WO i/c. This training to be
carried out on a fixed day and is to be in groups of around ten airmen, depending on
the activity.

12. Complete records of the exercise are to be maintained with the SEO.

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2103: Quality Assurance in Aircraft Servicing

1. The larger requirement of quality in aircraft servicing has to be broken down

to the activity level. The following aspects, if critically monitored/supervised will lead
to a quantum jump in resultant work out put.

(a) Well defined job content.

(b) Qualified technicians.

(c) No memory dependence; reference to documents.

(d) Activities as per schedule.

(e) Use of proper tools. Right tool for the job.

(f) Correct gang size.

(g) No digression/ diversion from work place during activity.

(h) No pressure to hasten the work in hand.

(j) Day’s work output recorded immediately on completion of day’s work.

(k) Adequate relaxation after strenuous work.

2104: Responsibilities of the Supervisor

1. Smart turn out of the gang/technician working under him.

2. Ensure that the technician detailed to carry out work is qualified to perform
the task. He is to be given necessary instructions to perform the work.

3. Check that the technician is carrying out work correctly in accordance with
current regulations or orders, He is to ensure that correct tools, ground equipment
and consumables are utilised to prepare the activity.

4. Institute independent checks as required and other checks as called for in

specific to type instructions.

5. Blanking of components against foreign matter.

6. Check the work carried out for correct assembly on completion.

7. Security and wire locking of components.

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8. Ensure that the technician carrying out the work has replaced all detachable
panels.

9. Check that no tools or loose articles are left in aircraft, sub assembly or
component.

10. Ensure that necessary entries have been completed and certified in
appropriate servicing documents.

2105: Single and Double Star Checks

1. CSDO schedules lay down supervisory checks to be carried out in their

respective trades/branches. These are classified into single star and double star
checks.

2. Single Star Checks are to be supervised by authorised supervisors. They

will sign after the worker’s signature. 10% of these checks are to be performed by
supervisors.

3. Double Star Checks are critical maintenance activities, which are performed
by an authorised supervisor only, and supervised by a senior supervisor/ Officer. At
least 10% of these checks are to be supervised during every servicing by EOs.

4. These checks are to be laid down by order of CEO on all specific to type ac
where CSDO schedules are not available.

5. The checks are a critical step towards improvement of flight safety & quality
assurance and are to be executed with full commitment.

6. It is to be ensured that an EO covers double star checks of all trades, branch

wise in a six-month cycle. A timetable of the EOs in the unit is to be drawn up and
their check programme displayed.

2106: Quality Audit Related to Aircraft Servicing

1. Quality Audit is a requirement to periodically assess the adherence to laid

down maintenance practices. It is an important tool with the CEO to identify such
areas in maintenance on the base. It offers him valuable lead-time to take actions to
correct deficiencies in maintenance practices that may have crept in.

2. Quality audit is to be ordered once every six months by the CEO. The report
is to be vetted by the CEO and corrective actions initiated by him. The report is then
to be put up to AOC for his perusal and comments.

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3. A type qualified experienced AE Officer and an experienced gang comprising

of all trades is to form the team. The team is to be nominated by the CEO. He can
request Command HQs to depute a Quality Audit Officer/ Tradesmen if he feels
necessary.

4. The report is to be submitted to the CEO within one week and to be actioned
by him and record so maintained. He is to take up issues emerging from the report
with Command HQs.

5. The Quality Audit Officer is to be present throughout the duration of the one
servicing activity in progress on one ac and is not to be involved in any other work
during this period of quality audit. His duties are:

(a) To monitor each activity of servicing and record limitation if any, like
non-availability of proper tools / testers, skill deficiency, deficiency in support
services.

(b) Assess effect of non-completion of laid down servicing procedures

due to concessions.

(c) Recommend measures to overcome limitations in completing

specified activities.

(d) Report on status/ standard of maintenance of ground equipment

excluding calibration of testers.

(e) Recommend additional precautions to be observed during specific

checks.

6. All personnel on the quality audit team are to be given QA identification

badges as a sign of recognition/ motivation. It is to be an armband of white
background with QA embossed on it. It is to be worn on the left arm for the duration
of the audit.

7. Refer TSI Vol-I, leaflet No Technical/ Serv/ 16 on the subject.

2107: Incentives for Quality

1. Improvement in quality of servicing requires commitment and involvement of

everyone concerned. It is a continuous process and needs to be monitored all
through the year.

2. To make the personnel quality conscious and inculcate healthy habits for
enhancement of quality standards in technical activities as well as upkeep of the
sections, incentives are to be introduced in each major section. Some of the
incentives suggested are as follows:-

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(a) Cash awards.

(b) Good Show certificates.

(c) Best airman/ civilian Certificate of Merit.

(d) Display of photograph with write-up of those who are recipients of

commendations.

2108: Operational Hazard

1. Accident/ incident prevention programmes need to be constantly evaluated at

the station. Operational Hazard Report is one of the most effective channels for
informing a hazardous activity/ operation or omission in the interest of Flight and
Maintenance safety.

2. Reportable hazards include unsafe practices related to aircraft in the

following: -

(a) Flight and Ground Operation of the aircraft.

(b) Aircraft Maintenance.

(c) Publications and Instructions.

(d) Training.

(e) Health hazard.

(f) Near misses.

3. SFSIO is responsible at the station to ensure availability of OHR boxes and

appropriate follow-up of OHRs. All service personnel or civilians working in or with IAF
and directly or indirectly connected with aircraft operation can raise an OHR.

2109: Maintenance Safety Organisation

1. The maintenance personnel in the units work under constant pressure of

giving maximum out put of aircraft in the shortest possible time.

2. The MSIO is dedicated to address issues relating to training of personnel,

production of ac, quality control and safety aspects of servicing, which may not be
possible to keep a check on, during day-to-day operations.

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3. As per standard organisation of a flying base, MSIO is part of the Flight

Safety set-up. Due to shortage of AE officers, the MSIO functions are generally
carried out as additional task by an officer. This should not in any way considered to
be a dilution of MSIO functions. MSIO has to be a type trained and experienced
officer. CEO should ensure that a group of type-qualified tradesmen from all trades
is attached to MSIO. This manpower should be pooled from all units at the base.

4. The group will meet once in a week. They will compare notes and
consolidate their observations on maintenance activities during the week. CEO/
MSIO are to identify areas/ activities to be monitored during the week.

5. A report will be compiled and put up to CEO every month by the group. The
CEO is to discuss the report with AOC/ Station Cdr and a record of the report and
observations by AOC maintained.

6. A maintenance safety meeting is to be chaired by CEO every quarter, prior to

the station flight safety meeting. All SNCOs of technical trades and technical officers
of the station are to attend. Points/ Agenda of the meetings are to be given to the
MSIO. He will be the secretary of the meeting.

7. Indicative areas the report will cover are:

(a) Lack of proper tools/ testers.

(b) Inexperienced workers on aircraft.

(c) Overloading of good workers.

(d) Non standard storage of aircraft components removed during

servicing.

(e) Improper blanking of air/ oxygen/ aggregates/ pipe lines.

(f) Excessive use of memory in carrying out servicing.

(g) Documentation practices.

(h) Refuelling practices.

(j) Lifed components removed/ fitment/ record.

(k) Tarmac practices.

(l) Expertise of take off inspectors.

(m) Jacking up practices.

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(n) Hydraulic discipline.

(o) Armament loading/ offloading and handling.

(p) Ground running procedure and precautions.

(q) FOD prevention – plan and implementation.

(r) Accident/ incident prevention - dissemination of relevant information

and increasing awareness.

(s) Status of Tech Investigations and C of I (involving Tech Matters).

(t) Adequacy and serviceability status of ground equipment.

2110: Quality Month

1. The month of October is to be observed as 'Quality Month' every year by all

units in HQ MC. During this month, vigorous efforts are made to propagate and
publicise the message of quality and bring about quality awareness. ‘Quality
Circles’ to resolve issues within a small group of personnel doing similar type of
work to identify, analyse and resolve similar work related problems are also
organised.

2. DOCUMENT WHAT YOU DO AND DO WHAT IS IN THE DOCUMENT is the

main motto of ISO - 9000 standards. It is a set of five standards accepted all over
the world that establish requirements for the management of quality. Unlike product
standards, these are quality management systems and are used to provide a
universal framework for Quality Assurance, primarily through a system of internal
and external audits and proper documentation.

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ANNEXURE I (Article 2102: Para 6)

ASSESSMENT OF TECHNICIANS

Unit: Section/ Trade:

Section/ trade i/c: Year:

Sl. Rank Serv Name Period A Period B Period C

No. No. Nov - Feb Mar - Jun Jul - Oct

Ex Sup Sat Ex Sup Sat Ex Sup Sat

Rank:
Name:
WO i/c Trade/ Section
Date:
Rank:
Name:
SEO/ EO
Date:

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CHAPTER - 22

TECHNICAL PUBLICATIONS AND DOCUMENTATION

ON AIRCRAFT MAINTENANCE

Article

2201: General
2202: Standardisation of Formats for Aircraft Servicing Document
2203: Documentation Entry
2204: Carriage of Aircraft Documents on Allotment Out
2205: Air Force Orders on Maintenance
2206: Technical Orders
2207: Bay Servicing Orders
2208: Preliminary Warning

Annexure

I : Format for Daily Task Register

II : Format for Daily Detailing Record (DSS/ R&SS/ Tech Flt)
III : Format for Daily Roll Call Record (DSS/ R&SS/ Tech Flt)
IV : Snag Details Record
V : Continuity Training Record
VI : On Job Training Record
VII : Tester Calibration Record
VIII : Bay Servicing Record
IX : Harmonization Record
X : Expense Book Record
XI : Aircraft Servicing Schedule and Record (ASS&R)
XII : List of AFOs on technical subjects
XIII : Format of Technical Order
XIV : Format of Bay Servicing Order
XV : Format of Preliminary Warning Signal

2201: General

1. In order to declare an aircraft airworthy, various maintenance activities are

performed on the aircraft and its associated equipment by referring to relevant
publications and documents. The primary documents to record first and second line
servicing activity on aircraft are F-700 and F-700B respectively. These documents
have standard formats except for Mirage 2000, where Flight Servicing Certificate
(FSC), in the form of a single sheet is generated by the computer aided GIMI
system. In case of Jaguar aircraft, Form 2988 is used to record second line servicing
activity in place of F-700B.

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2. Flt Cdr (MCC) should properly maintain Master F-700 and Master Work Order
as reference so that all current technical instructions are properly incorporated in the
respective aircraft wise F-700 or F-700B at the time of issue out of MCC.

2202: Standardisation of Formats for Aircraft Servicing Document

1. Besides the F-700 and F-700B, following additional documents are required to
be maintained for aircraft servicing:-

(a) Daily Task Record Register

(b) Task Detailing Register (Ops Flight/ Tech Sqn)

(c) Daily Roll Call Register (Ops Flight/ Tech Sqn)

(d) Snag Details Register (Aircraft wise and System wise)

(e) Continuity Training Record

(f) On Job Training Record

(g) Tester Calibration Record

(h) Bay Servicing Record

(j) Harmonisation Record

(k) Expense Book

2. The format of these documents is given in Annexures ‘I’ to ‘X’ respectively.

3. The documents enumerated above are generic in nature and pertain to all
types of aircraft. The publications applicable for first line, second line and
complementary servicing are to be maintained for each aircraft and are given in
“Aircraft Servicing Schedule and Record (ASS&R). These and other miscellaneous
documents which are required are prepared in the form of a tree and placed at
Annexure ‘XI’.

4. Aircraft specific documents have not been standardised as they are issued by
the aircraft suppliers/ CSDO at the time of induction of aircraft into Service.

2203: Documentation Entry

1. Each and every maintenance activity carried out on the aircraft or major
equipment is to be documented in F 700 and the Component Log Card. The entries
in the aircraft document or the Log Card are to be carefully made in legible
handwriting. In case a tradesman is not confident of making an entry straightway in

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one go, he is to practice it on a rough page and thereafter transcribe it onto the F
700 or Log Card in LEGIBLE handwriting.

2204: Carriage of Aircraft Documents on Allotment out

1. Each aircraft document in itself is a history, or some part of the history of a

particular aircraft or component. As the F-700 and other ASS&R constitute the only
permanent history of an aircraft, their safe retention is of paramount importance. It is
important that no original aircraft servicing documents are carried in the same
aircraft.

2. Existing Instructions. Guidelines for the dispatch/ transfer of documents of

an aircraft allotted out of unit to ensure safety and prompt transfer to the consignee
unit have been issued vide TSI Vol-I, Section ‘A’, Leaflet No Tech/ Admin/ 12, Leaflet
No Tech / Admin/ 13 and Leaflet No Tech/ Admin/ 14.

2205: List of Air Force Orders on Maintenance

1. AFOs are issued from time to time on technical subjects and maintenance
practices. However, it is difficult for the technicians in the field to keep track of these
AFOs. Therefore, a list of relevant AFOs is to be made available in Tech Control
Room. All AFOs are also to be available in MCC for ready reference.

2. A list of current AFOs on technical subjects has been compiled and placed at
Annexure ‘XII’.

2206: Technical Orders

1. Introduction. All aircraft are to be serviced as per the Aircraft Servicing

Schedules prepared by CSDO/manufacturer and STIs/ SIs/ TSIs issued by Air HQ.
However, there are occasions when certain checks/ instructions, issued by Air HQ
and Command Headquarters, require immediate implementation. These checks/
instructions may remain relevant until amendment to schedule is issued or the
concerned authority withdraws the checks. Similarly certain checks/ instructions may
be necessary due to local environmental conditions. These checks/ instructions are
to be brought to the notice of concerned tradesmen by issue of Technical Orders
locally by the CEO.

2. Issue of Technical Orders. Detailed instructions have been laid down in TSI
Vol I, Section ‘A’, Leaflet No Tech/ Gen/ 02 with the aim to standardise the format of
Technical Orders, modalities for their issue, review and eventual elimination.

3. Method of Issue of Tech Orders. Technical Orders are to be issued by

CEO of the Wing/ Stn/ FBSU/ CMU and are applicable to all operating Squadrons/
Units in the Wing/ Stn/ FBSU/ CMU, including the visiting units. These orders are to
be in addition to Standing Orders.

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4. All Technical Orders are to be serially numbered aircraft-type wise and trade-
wise, e.g., “TO/ MIG-21 BIS/ Elect/ 05”, where TO stands for Technical Order,
followed by aircraft type, trade and serial number of the Technical Order in that
sequence.

5. When an order is applicable to two or more trades, the same order will be
issued separately for each trade viz. “TO/ Kiran/ AF/ 04” and “TO/ Kiran/ Elect/ 09”.
However, when the orders are not duplicated but are correlated, they are to be
cross-referred by annotating in a note at the bottom of the Technical Order.

6. Whenever the order is issued on the instructions of a higher formation, the

same is to be referred at the end of the text.

7. Subjects to be covered in Tech Orders. CEO may at his discretion decide

the subjects on which Technical Orders need to be issued. Some of the subjects
are:-

(a) Instructions issued by higher formation in respect of aircraft, till

appropriately covered by issue of STI, SI or amendment to CSDO Servicing
Schedule.

(b) Amplification of any aspect of Servicing Schedule.

(c) Detailed process sheets for use of test equipment.

(d) Specific requirements of environment control.

(e) Safety precautions not covered as warnings.

(f) Specific needs and precautions applicable in view of local conditions.

(g) Calibration programs to be implemented.

(h) Highlighting precautions and safety measures when working with

medium/ high voltage electrical power.

(j) Specifications of items being used and procured locally.

(k) Hydraulic discipline.

(l) Fuel discipline.

8. Format of Technical Orders. Illustrations of the Technical Orders folder

cover, index of technical orders and certificate of awareness are placed as
appendices A to C respectively to the TSI referred in para 2 of this Article. The layout
of a Tech Order is given in Annexure ‘XIII’.

9. Communication of Contents of Technical Orders. Technical Order folders

are to be maintained trade-wise in specially procured loose-leaf folders. It is the

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responsibility of the section commanders to maintain technical order folders up-to-

date and to bring them to the knowledge of the concerned tradesmen periodically
every two months. Every section commander is to ensure that all Engineering
Officers/ technicians placed under him have read all the orders. They are to sign for
these Tech Orders as having understood them. These tech orders have to be
periodically read and a record to that effect maintained.

10. Revision of Technical Orders. All technical orders are to be reviewed by

the CEO once every six months for revalidation/ cancellation. Technical orders which
have been incorporated in CSDO servicing schedules/ manufacturer’s manuals/
STIs/ SIs are to be cancelled immediately on receipt of the documents, without
waiting for the scheduled review. The number of the cancelled tech order is not to be
allotted to a new tech order.

11. Serialisation of Technical Orders. The serial number of a superseded

technical order is also not to be re-allotted to new technical order. An annotation
against the superseded Technical Order “Superseded by Technical order…………”
is to be made in the index of Technical Orders. Superceded Technical Orders are to
be retained separately in a folder and cancelled.

12. Distribution of Technical Orders. Technical order folder is to be maintained

by each unit at Ops Flight/Tech Sqn for the type of aircraft operated by them. In
addition, the master copy is to be maintained at MCC. All other sections connected
with aircraft or its component servicing are to be in possession of or should have
access to the Technical Orders. MCC is to ensure that all personnel in such sections
have read and understood the applicable Tech Orders pertaining to their area of
responsibility.

13. Copies of Technical Orders are to be further despatched to Command HQs,

the concerned dealing weapon cell at Air HQ and CSDO New Delhi/ CSDO (Dett)
Bangalore as applicable, for information and vetting. Air HQ and Command HQs are
to take suitable action for dissemination of information to all concerned.

2207: Bay Servicing Orders

1. Like technical orders, the Servicing Bays dealing with aircraft components and
accessories also require separate orders. These are to be issued as Bay Servicing
Orders applicable to the particular servicing bay.

2. The instructions on the tech orders given in para 2 to 13 of the article 2205 of
this chapter are also to be followed for deciding the occasions for issue, format and
review of Bay Servicing Orders. The orders are to be issued in the format as shown
in Annexure ‘XIV’.

2208: Preliminary Warning/One Time Checks

1. Introduction. Whenever an accident/incident occurs or when a serious

defect is detected, a need may arise to intimate all operating units about certain

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precautionary checks/procedures to be undertaken on similar type of aircraft.

Similarly if any definite trend of defect is observed in a field unit, which is considered
to have serious ramifications on flight safety, one time checks are to be ordered to
carry out thorough checks on similar aircraft held at other operating units.

2. Instructions on Issue of Preliminary Warning (PW). The detailed

instructions on the issue, layout and distribution of PW and one time checks are
given in TSI Vol I Section “A” Leaflet No. Tech/Gen/06.

3. The important points of these instructions are emphasised in the paragraphs

that follow.

4. Occasions for issue of PW/One Time Checks. Command HQ/ Wing/

Station of the operating unit where the defect was detected could initiate the signal.
The same however has to be immediately ratified by the concerned weapon cell at
Air Headquarters by a signal. To ensure monitoring of various preliminary warning/
one time signal issued in a calendar year, it is essential to index the signal number
with a prefix ‘P’ on the signal issued by the weapon cell. For example a preliminary
warning/one time check signal issued by Directorate of Eng A2 at Air Headquarters
Vayu Bhavan will be TAD/ P/ 01 for the first such signal issued during the calendar
year. This would help Command HQ/ Units to detect non-receipt of any previous
signal issued during that particular year.

5. Format of Preliminary Warning Signal. Preliminary warning or one time

check on any aircraft/airborne system is to be ordered by a signal in the format as
placed in Annexure ‘XV’.

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ANNEXURE ‘I’ (Article 2202: Para 2)

DAILY TASK RECORD REGISTER

UNIT :

Sl Aircraft No. Details of Task Achieved/ Signature Remarks

NO. the Task Task Not of Task i/c
planned for Achieved
the Day

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ANNEXURE ‘II’ (Article 2202: Para 2)

TASK DETAILING REGISTER: OPS FLT/ DSS / AC TECH SQN

UNIT:

SECTION/TRADE:

Sl A/C No. Task Gang Details Remarks Sign of

NO. Details Name of Workman/ Supervisor WO i/c
Shift

NOTE: See page 22-29 of this chapter for Daily Task Register for AC Tech Sqn

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ANNEXURE ‘III’ (Article 2202: Para 2)

DAILY ROLL CALL REGISTER: OPS FLT/ DSS / AC TECH SQN

UNIT:

Shift Reporting SER NO/RANK/NAME Trade Special Briefing,

Time if any

Sign of Shift I/C Sign of O I/C

(Name) (Name)
Rank Rank

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ANNEXURE ‘IV’ (Article 2202: Para 2)

SNAG DETAILS REGISTER

UNIT:

Sl Air- Date & Time System/ Details Detail Defe- PWR/ Date & Sign
No. craft Snag sub of Snag of ctive Defect Time
No. Reported system Reported rectifi- comp Report Snag
code cation Hrs/Ldg Refers clear

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ANNEXURE ‘V’ (Article 2202: Para 2)

CONTINUITY TRAINING RECORD

UNIT:

SECTION/TRADE:

Sl Subject Names of personnel in Name of Remarks

No. attendance Instructor

Sig of instructor Sig of O i/c

Sig of WO i/c Date :

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ANNEXURE ‘VI’ (Article 2202: Para 2)

ON JOB TRAINING RECORD

UNIT :

SECTION/ TRADE :

Sl Date Subject/ Aircraft Duration Instr’s Signature Signature

No. System No. Name & of of O i/c
Signature Individual

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ANNEXURE ‘VII’ (Article 2202: Para 2)

TESTER CALIBRATION RECORD

Trade :

Sl Part Nomen Tester Scale Qty Certificate/ Cal/ Periodi Date Date Signa-
No. No. clature Sl No. Publication Repair city Due Done ture of
Auth/ Held Agency WO i/c
Held

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ANNEXURE ‘VIII’ (Article 2202: Para 2)

BAY SERVICING RECORD

UNIT:
BAY:
TRADE:

Sl Date Part Nomen- Aircraft Compo Type of Date Status: Nature Date Sig of Sig of
No. in No. clature No. Sl No. Servicing Done Sat/ of A/R Out Work- Supr
Unsat man

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ANNEXURE ‘IX’ (Article 2202: Para 2)

HARMONISATION RECORD
UNIT :

Date Aircraft Details of Sup O i/c Pilot’s Remarks

No. Configuration Sig Sig Sig

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ANNEXURE ‘X’ (Article 2202: Para 2)

EXPENSE BOOK

UNIT :

SECTION :

Sl Date IN/IV Denomination Quantity Quantity Sig Remarks

No. No. Demanded Used/ Where
& /Issued Balance issued
Date

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ANNEXURE ‘XI’ (Article 2202: Para 3)

AIRCRAFT SERVICING SCHEDULES AND RECORDS

(ASS&R): LAYOUT TREE

1 st LINE 2 nd LINE COMPLIMENTARY Records

SERVICING SERVICING SERVICING

PREVENTIVE SERVICING
MAINTENANCE PACKAGE SERVICING MISCELLANOUS
SCHEDULE (SPs) RECORD
(PMS)

ARMAMENT
TECHNICAL
SAFETY
HAND BOOK
INSTRUC-
OUT OF PHASE STORAGE TIONS
SCHEDULE SCHEDULE
(OOPS) (SS) STI/SI/MISC
INSTRUCTIONS
COMPLIANCE STATUS
REGISTER

FLIGHT FLIGHT TARMAC

SERVICNG SERVICING MANAGE-
SCHEDULE PACKAGE MENT (TM)
(FSS) (FSP) 1 st COMPONENT 2 nd
LINE LIFE RECORD LINE
(CLR)

PART-I PART-II PART-III

DAILY ARMAMNET ADDITIONAL
(FSS,TRS & FLIGHT SERVICING AIRCRAFT INSTRUCTION
LFS) AND SERVICING SERVICING FOR
PRE-NIGHT FORM 700 PREPERATION
FLYING OF FORM 700
SERVICING

PART-I PART-II BOOK –I TRADE BAY

GENERAL ARMAMENT WORK WISE SERV
PRACTICES PROCEDURES OREDRS F700 B RECO
AND PRACTICES RDS

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ANNEXURE ‘XIII’ (Article 2206: Para 8)

LAY OUT OF TECHNICAL ORDERS

Trade------------------ Aircraft Type-----------

TECHNICAL ORDER
NO. TO/ / /

(SUBJECT HEADING)

Introduction

Order

Documentation (if any)

References

(a) Air HQ/…………/…………/……../……..dated…………….

(b) File Ref……………………………………………………….

(b) Ref No. of Superseded Tech Order………………………….

Encl : (Name)
(Rank)
Date : CEO

Distribution :
(a)
(b)
(c)

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ANNEXURE ‘XIV’ ( Article: 2207 Para 3)

LAY OUT OF BAY SERVICING ORDERS

……… Bay Aircraft Type-------------

BAY SERVICING ORDER

NO. BSO/ Trade / /

(SUBJECT HEADING)

Introduction

Order

Documentation (if any)

References

(c) Air HQ/…………/…………/……../……..dated…………….

(b) File Ref……………………………………………………….

(d) Ref No. of Superseded Bay Servicing Order………………………….

Encl : (Name)
(Rank)
Date : CEO

Distribution :
(a)
(b)
(c)

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ANNEXURE ‘XV’ (Article: 2208 Para 5)

LAYOUT OF PRELIMINARY WARNING/ ONE TIME CHECK SIGNAL

A. Type of Aircraft ____________________

B. Aircraft No. ________________________

C. Brief details of defect (including symptom of failure) _________________

D. Nomenclature of item/ component/system__________________

E. SEC/ REF No. ___________________________

F. Main Sys/ Sub Sys _______________________

G. Publication details ______________________

H. Effect of failure ________________________

J. Details of check to be carried out ________________________________

K. Urgency of check (For example: Before next flight/during LFS etc.)_____

L. Whether defect can be rectified at unit level or assistance to be

provided________________

M. Any other relevant details _______________

Distribution

Addressed to: (i) Air HQ (Weapon Cell)

(ii) Air HQ (DSFS)
(iii) Command HQ (Operating similar type of aircraft)

Info : (iv) HQ MC (for those aircraft/ components overhauled by

BRD)
(v) HAL (Concerned Division for aircraft manufactured or
overhauled by respective division).
(vi) CSDO, AF
(vii) All units operating similar type of aircraft.

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ANEXURE ‘XII’ (Article 2205; Para 2)

LIST OF AFO’s ON TECHNICAL SUBJECTS

Year AFO No. Subject

1962 52 Painting of MT vehicles
1966 439 Consumption record of spares for new types of a/c
221 Aircraft servicing system in IAF
1968 351 Precautions for storage & handling U/S 20 mm/ HE/1/ LSAP/
Ammunition
110 Aviation and MT fuel submission of loss statement
128 Recording & analysis of consumption data for a/c spare &
material in flying units
130 Issue of ground equipments and tools to units newly formed or
1969
reequipped with new type of aircraft
162 A I S stamping procedures
293 Stock list of AF stores
387 Down grading of MT to lower class
27 Dispatch of Aero engine & Power plant
68 Air lifting of stores by civil air within India
98 Hiring of civil transport
120 Revised procedure for supply & accounting of high flying breathing
1970 Oxygen and dry compressed air
174 Empty brass, cartridge, case accounting
190 Inter unit/inter services transaction & lifting of aviation fuel from
trade source credit verification
387 Railway accepted valuation statement details
71 M C C flying station
215 Revision of priority for urgent demand
1971 518 M C C flying station (Amendment)
722 Storage of a/c Tyres & Tubes
172 Conveyance of store by Road
1972
563 Annotation of unit price on tally card
173 Issue order by signals
191 Steel racks for storage purpose
356 Supply of aviation fuel & maintenance of stock
1973 443 Finalisation of D R
499 Definition of MT vehicle
527 Aircraft Packing cases
547 Allotment of Aero engine for overhaul
571 Aero engine cases/ stand
1973
583 Demand procedure inter changeable equipment
1974 14 Storage & handling of fuel flexible tanks
15 Airframe interchangeability of components

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19 Inflammable & other wise dangerous stores

51 Retrieval of serviceable assets specialist vehicle
94 Stock return of explosives quarterly
101 Disposal of common user MT tools
104 Identification marking of IAF aircraft
131 Used and waste Oil disposal
1974 132 Disposal of class V & VI common user vehicle to Army salvage
175 Procedure for preparation of repair / overhaul task
228 Indigenous availability of equipment
229 Standardisation of Nomenclature of MT Vehicles used in the AF
254 Annual stock return of explosive
287 Log card for component of non Russian origin
357 Demand, disposal of MT spares common user "B" vehicles
380 Repair MT vehicle by EME workshop
391 Handling of heavy packages
400 Short lifed/ perishable items storage and issue
18 Engineering organization at Flying, Wings/ Stations
1975 120 Procurement of shipping space for despatch to consignee
abroad
1976 35 Safety equipment maintenance responsibility Responsibility of
servicing & maintenance of flying clothing
98 Hiring of civil transport
154 Movement of HAL personnel on detachment
324 AIS stamps: Issue & Accounting procedures
325 Disposal of audit paras
339 Audit objections prohibition against continuance of
expenditure/violation
347 Demand & supply procedures
374 A I S stamping procedures
389 Protective A/C covers and equipment
572 Airlift of defence store by civil air within India
680 Refund of claims under customs act
683 Disposal of empty fired cartridges
720 Distinctive marking for IAF stores transported by Sea/Rail/Road
725 Demand raised by units following simplified accounting in War /
emergency
757 Contingent grant purchase of items from unit stores
760 Issue of equipment to Air HQs
761 Despatch of equipment by stock holding depot
762 Loading/unloading: heavy equipment
783 Demand & issue procedure: Signals & Electrical equipment
784 Cannibalisation of Aircraft/ Aero engine and major assembly
section
786 Cancellation of priority demands
791 Inspection of perishable items of composite survival pack

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803 Annual audit certificates possession of unlinked internal/foreign

vouchers/CRV packing notes/invoices
809 Delegation of powers to dispose of audit objection/ regularise
of loses or other irregularities
815 Mobile Generating Plants- Fire Precautions
816 Responsibility for Electroplating and servicing of equipment
818 Repaired equipment method of marking
1976 819 Electrical instrument and Photographic equipment-
Responsibility of Electrical engineering Officers
822 Air lift of explosives by S/Air
823 Internal demand for initial requirement and raising demand
thereof
826 Division of responsibilities for POL in IAF
839 Handling & packing of instrument
840 Despatch of cat "D" to repair agencies
862 Division of responsibility for petroleum fuels, oil& lubricants with
in the Air Force
972 Non raising of audit objections in respect of DR vis a vis loss
statement
1035 Identification of equipment
1057 Introduction & scaling of equipment required at BRDs for
modernising production technique & expediting production
1103 Demand & supply specialist vehicle
1056 Testing of material at other than Defence lab
1977 03 Vehicle carrying capacity
16 Life limitation of paints/primer/varnish
17 Painting of staff cars
18 Classification of common user and Specialist Vehicles
19 Local Purchase: Inspection at service unit airborne equipment
20 Procedure for controlling Demand and Supply of Aircraft
Rotables
46 Demolition of old stock of explosives
58 Modification- Classification, Promulgation and issue
61 Organisation & duties of A I S
108 Disposal of small Arms & a/c guns
127 Airlift of individuals
140 Accommodation for AF personnel escorting service
consignment despatch by Rail
152 Insurance of small parcels from abroad and preferring claims
thereof
155 Procedure for controlling Demand and Supply of Aircraft
Rotables (Amendment)
158 Demand & supply procedures for ammunition
160 Compendium of instructions for recording and maintenance of
Aircraft documents
163 Demand & supply procedure compressed Gases

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164 Identification marking and surface finishes of IAF aircraft

184 Loss of Govt store & Public money due to theft, negligence & other
1977 sources
244 Domestic Fire services equipment
245 Aircraft crash fire fighting & rescue service
269 Safety regulation for petroleum installation in the IAF
287 RICS
03 Procedures for demand/issue of spares for repair of
components/equipments fitted on Indian Navy by repair unit/
depot
19 Modification- Classification, Promulgation and issue
(Amendment)
34 Accounting procedure for common user vehicle ex Army
37 Priority Demand and supply system for aircraft and allied
systems
1978
44 Compendium of instructions for recording and maintenance of
Aircraft documents (Amendment)
52 Policy on lifing of a/c Rotables
60 Store lifing of rubber components used in aircraft system
78 Procedures for controlling Demand and Supply of aircraft
Rotables (Amendment)
89 Procedure For Maintenance Of Form IAFF (T) 701 (Revised)-
Log Card

94 Procedure for rendition of audit report

17 Identification marking AF MT vehicles
20 Postal claim
28 Exchange of class "A" store & return of repairable (cat "A")
equipment by Flight/Sec of consumer unit
38 Discrepancy in re-directed consignments
52 Movement of MT vehicle by Rail
1979 53 Control receipt issue & replacement of common user MT vehicle
58 Cleaning Material- Scale of issue
60 Non essential items common user vehicle
92 Fire precautions, crashed A/C
93 Modification- Classification, Promulgation and issue
(Amendment)
106 Procedure for issue of scale of a/c major equipment including
generator, ground signal equipment & amendment to scale &
transaction reporting
10 Programme of provisioning reviews
47 Programme of provisioning review
50 Identification marking and surface finishes of IAF aircraft
1981
(Amendment)
54 Priority Demand and supply system for aircraft and allied
systems (Amendment)

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30 Standardisation of nomenclature of MT vehicle used in IAF

1982
39 Cleaning material for A/C Instruments
06 Standardisation of Nomenclature of MT Vehicles used in the AF
(Amendment)
29 Priority Demand and supply system for aircraft and allied
1983 systems (Amendment)
38 Provisioning of Photographic sensitive Material (PSM) at units
and Air HQ
AFI 1/S Emergency Supply System
08 Movement of personnel/ MT by Rail
09 Procedure for controlling Demand and Supply of Aircraft
Rotables (Amendment)
1984 15 Priority Demand and supply system for aircraft and allied
systems (Amendment)
18 Priority Demand and supply system for aircraft and allied
systems (Amendment)
28 MT accident procedure to be followed
1985 29 Introduction and Embodiment of Modification
AFI 1/S Emergency Supply System
10 Quality progress and performance Report Accounting services
1986

28& 29 Introduction and Embodiment of Modification (Amendment)

37 MT Accident
44 Hiring of service transport
49 Power of audit and Admin authorities to regularise waive off an
audit objection
1987 56 Procedure for transaction reporting
58 HAL invoices for repair/ overhaul of IAF aircraft, Aero engine,
assembly & supply of spares
59 Relaxation of accounting procedure for pay & cash services
during emergency/ war
66 First receipt of aircraft in the IAF
67 AIS stamps: Issue & Accounting procedures (Amendment)
76 Regularisation of issues of equipments under rule 161 schedule
1987 3 appendix 2 part 3
AFI 9 Hiring of civil transport
06 Priority Demand and supply system for aircraft and allied
systems (Amendment)
12 Annual maintenance allowance for up keep of Bicycle to AF unit/
formation
1988 35 List of auditable documents
42 Preparation & printing of AFO
110 Delegation of Financial powers for dispensing of settlement claims
vested with various officials of railway adm
AFI 7 Issue of photograph free& payment

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AFI 12 Annual maintenance allowance for up keep of Bicycle to AF unitS/

Formations
AFI 34 Bicycle repair and procurement
07 Preparation and revision of scale of tools test & ground
equipment
11 Scale of small arms in IAF
1989 18 Message writing procedure and communications instructions
26 Maintenance of A-in-U Ledger & Inventories including A/C
inventory & check procedure
37 MT accident procedure to be followed (Amendment)
03 Inspection of equipment (Other than Explosive) at stock holding
units
10 POL periodicity of testing/ quality control of FOL
1990 22 Procedures for issue of scales of Rotables of aircraft and
amendments to scales
28 Inspection of equipment (Except explosives) at stock holding
units (Amendment)
1991 10 Flying requirement for technical Officers and technical Airmen
1992 06 Procurement of Commonly available items from the local
markets by AF units
1993 13 Introduction and Embodiment of Modification (Amendment)
08 Provisioning of photographic sensitive material at units &
Air HQs (Amendment)
09 Court of Enquiry losses of store other than a/c & Missile losses &
1994 Issue of Write Off sanction
11 Quality Assurance Stamping procedure- Issue and Accounting
of Stamps
12 Integrated Transportation System [I T S]
1995 32 Cash Awards for inventions, ideas, suggestions and new devices
1996 10 Automatic replenishment system (ARS)
1997 06 Cannibalisation of Aircraft, Aeroengine & major assembly
50 Appraisal report : Officers
33 Inter services/Inter departmental adjustment between Army
(including factories) AF, Navy, MES & DSC
34 Airfreight & postal charges
51 Classification of common user & special vehicle
65 Accounting of AOG/ other priority stores procured through Air
Attaches abroad
78 Demand & supply procedure repair & salvage units
1998 79 Log card for component of Russian origin
80 Despatch of consignment abroad except USSR
81 Task issue and progression at the time of formation of units
82 Equipment preservation section
83 Dispatch of defective Aero engine for overhaul/defect
investigation and scale of holding
84 Direct issue to representative of Consignee unit
85 Scale of cleaning material

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87 Recording of full nomenclature and price on PCR Cards/Tally

Cards/ Stock Record Cards
88 Demand procedure for equipment not shown in Vocab or
publication
89 Recording & transcription of inabilities
90 Allotment of Aircraft / First receipt
91 Demand & Issue procedure: Air HQs controlled items
92 Equipment preservation - stored kits
93 Instruction on procedure to be adopted at units to safe guard VA
items
104 Stock taking at Depots/BRD/ASP
1998 110 Loss of stores while in the custody of Railways
117 Regularisation of loss of A/C on Strike Off basis as a result of
flying accident CIV and its finalisation
119 Payment procedure for DGS&D purchase
125 Pricing Policy
128 Movement of MT vehicle by road
136 Receipt of equipment at consumer unit
from external sources
137 Local purchase by AF depot/unit accounting procedure

138 Escorts by Rail/Road/Air: Air Force Equipment

02 Training aids scaling, procurements, supply and accounting
03 Criteria for allotment of surplus defence stores, vehicles and
Equipment to Welfare/Charitable/Educational Organisations.
06 Packing and transportation of Aero engine
07 Defect reporting investigation and Remedial measures
40 Spares & product support by HAL to IAF
1999
41 Provisioning, Storage and issue of Shelf Lifed item
42 Procedure for controlling demand and supply of a/c Rotables
43 Disposal of repairable item declared cat "E" by firms abroad
44 Procedures for preparation of repair/ overhaul task for a/c, a/e
and Rotables
45 FSS
19 Declaration and Disposal of Surplus and Salvage stores in the
2000 IAF - Procedure and Accounting
26 AOG and MOG Management
2001 13 Defuelling of IOC & Refuelling & Defuelling by HAL: Accounting
procedures
2002 02 Air field lighting
05 Grounding of aircraft fleets
2005 14 Courts of inquiry on losses of stores (other than aircraft/missiles)
and issue of write off sanction

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02 Special technical instructions and servicing Instructions

03 Repair salvage and disposal of crashed / damaged aircraft
04 Introduction and maintenance of proficiency record book IAF
F(T) 1081
05 Introduction and Embodiment of Modifications
2006 06 Guidelines for preparation and revision of scale of TT& GE
15 Casualty evacuation by IAF aircraft
20 List of Standard IAF forms
27 Executive guidelines and policy for Maintenance Management of
test eqpt in IAF
34 Aircraft accidents and incidents reporting
2007 03 Storage/Lifing of Rubber Components used in Aircraft System

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ANNEXURE ‘II’ (ARTICLE 2202: Para 2)

DAILY TASK REGISTER: AC TECH SQN

DATE: SHIFT:

SL AIRCRAFT STATE PDI PDC AC DETAILS OF GANG DETAILS TASK REMARKS

NO NO i/c TASK ACHIEVED/ TASK NOT
PLANNED ACHIEVED
FOR THE
DAY
NAME OF TRADE
WORKMEN/
SUP

Sign of Desk i/c

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CHAPTER - 23

WEAPON STORAGE AREA AND MMPU

Article

2301: General
2302 Terminology
2303: Weapon Storage Area
2304: Classification of Explosives
2305: Quantity Distances
2306: Siting of Weapon Storage Area
2307: Authorisation of Danger Building
2308: Vegetation and Live Stock
2309: Fire Prevention and Fire Fighting in Weapon Storage Area
2310: General Rules for Explosive Area and Danger Building
2311: Storage of Explosives
2312: Transportation of Explosives
2313: Inspection of Explosives
2314: Missile Preparation Building
2315: Missile Maintenance and Preparation Unit

Annexure

I : Safety Certificate
II : Material Handling and vegetation Clearance Equipment
III : Deviation Sanction Statement

2301: General

1. Weapon storage area and Missile Maintenance and Preparation Unit form a
vital infrastructure of the weapon system of IAF.

2. A Weapon storage area at a station/ wing is meant for the purpose of

storage and supply of armament stores for use by aircraft operating at the base. It
houses stores such as bombs, rockets, aircraft gun ammunition, fusing
components and ejection seat cartridges. It is spread over a vast area and is
located away from the operating units for safety to personnel and property.

3. This chapter covers some salient features of Weapon storage area and
MMPUs.

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2302: Terminology

1. Explosive. An explosive is any substance or mixture made with an aim of

producing an explosion, incendiary or pyrotechnic effect. An explosive
atmosphere of gas, vapors or dust is not considered to be an explosive. The term
explosives include ‘ammunition’ as well.

2. Ammunition. An enclosed explosive substance designed to produce an

explosive effect.

3. Missile. An armament store designed to be released from an aircraft or

discharged from a gun or launcher.

4. Blast. A destructive wave produced in the surrounding atmosphere by an

explosion. A blast includes a shock front, high pressure behind the shock front
and a rarefaction following the high pressure.

5. Explosion. A rapid production of hot gases at a high pressure as a result

of a chemical or nuclear reaction and sudden release of this energy to cause
strong dynamic stresses in the surroundings. The term usually relates to the effect
of a detonation of initiating explosives and high explosives.

6. Detonation. A violent chemical reaction within a chemical compound or a

mechanical mixture evolving heat and high pressure. A detonation is a shock
wave induced chemical reaction, which proceeds through the unreacted material
at a constant supersonic velocity causing extremely high pressures on the
surrounding media.

7. Fragment. Any metal portion of the ammunition or its package which is

propelled from the site of an explosion.

8. Blind. A prepared explosive store which, though initiated has failed to

function.

9. Danger Building. A building, dump, or underground chamber, authorized

for use by a competent authority, in which explosives are dealt in any way or as
stored.

10. Explosive Area. An area designated for explosives activities; it is usually

enclosed by a security fence. When there is no security fence, it is usually taken
as the area within a radius of 50 meters from any building or stock containing
explosive.

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11. Explosive Building. A building containing or likely to contain explosives or

ammunition.

12. Magazine. An explosives store house, where observance of clean

conditions is necessary, construction of which embodies certain special features
and is intended primarily for the storage of Hazard Division 1.1, explosives are
relatively more sensitive to spark and friction.

13. Missile Preparation Building. A danger building authorised, as such in

which explosives are unpacked and prepared for use as required by the specific to
type schedule and in which these processess are reversed.

14. Pyrotechnic. A compound or a mixture designed to produce an effect by

heat, light, sound, gas or smoke or a combination of these as a result of a non-
detonative self-sustaining exothermic chemical reaction.

15. Compatibility. Explosives, including ammunition are considered to be

compatible if they may be stored or transported together, without significantly
increasing either the probability of an accident or for a given quantity, the
magnitude of the effects of such an accident.

16. Compatibility Group. In the United Nations Classification System for

dangerous goods, Class I is divided into compatibility group denoted by a letter (A,
B, etc). With the exception of items in Group 1, explosives in the same group are
compatible with one another and may be stored together.

17. Sensitiveness. A measure of the ease with which an explosive may be

ignited or initiated by a prescribed stimulus.

18. Misfire. A failure to fire due to defects in the initiating mechanism.

19. Net Explosives Quantity (NEQ). The quantity of explosives substance

present in the ammunition. It does not include such substances as white
phosphorous, war gases or smoke and incendiary compositions unless the
substances contribute significantly to the dominant hazard division concerned.

20. Black List. A record of unsafe and inefficient explosives and dangerous
goods, and the authority for their disposal.

21. Red Card. A form to indicate suspects or obsolete explosives and

associated non-explosive stores.

22. Yellow Card. A form to indicate explosives and associated non-explosive

stores which are due for or are undergoing inspection.

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23. Service Life. The time for which an explosive item in specified storage
conditions and when subsequently used in its operational and/or training condition
may be expected to remain safe and serviceable.

24. Storage Life. The time for which an explosive item in specified storage
conditions may be expected to remain safe and serviceable.

25. Explosive Ordnance Disposal (EOD). Reconnaissance and disposal of

unexploded bombs and stores.

2303: Weapon storage area

1. The primary function inside a weapon storage area is management,

storage, inspection and handling of explosives and other related items in the
Indian Air Force.

2. All those stores, which contain explosives, form a class wherein special
precautions are essential to provide a reasonable degree of safety for personnel
handling them and to preserve their serviceability.

3. These special orders and instructions have been compiled in four volumes,
which are enumerated below:

(a) IAP 1456 - 00 -81: Explosives Regulations - General.

(b) IAP 1456 - 00 -83: Explosives Regulations - Safety of Explosives.

(c) IAP 1456 - 00 -84: Explosives Regulations - Inspection of

Explosives.

(d) IAP 1456 -00 - 87: Explosives Regulations - Transportation of

Explosives.

4. The Storage & Transportation of Explosive Committee (STEC) under

DRDO, Ministry of Defence is the competent authority for issue of regulations for
storage and transportation of Military Explosives on Indian Territory. The
instructions on various aspects of handling of Military explosives are issued in the
form of `STEC PAMPHLETS’ by Centre for Fire, Explosive & Environment Safety,
Brig S K Mazumdar Marg, Delhi-110054.

5. Duties and Responsibilities. Duties and responsibilities of the

Technical and Logistics staff in regards to explosives are given below:

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(a) Technical Staff

(i) Demand, storage, accounting, handling and serviceability.

(ii) Supervision during loading/unloading of explosives.
(iii) Implementation of black list, red card and relegation
instructions.
(iv) Initiation of red card action.
(v) Accident investigation and defect reports.
(vi) Issue of certificate of fitness for transportation of explosives
stores.

(b) Logistics Staff

(i) Transportation of explosives, including external receipts and

issues.
(ii) All aspects of supply.
(iii) All aspects of loading/unloading into transport, wagon or
aircraft by logistics staff. The manpower under SLO is to be used for
this purpose.
(iv) Supervision during loading/unloading of explosives by
logistics XF personnel.

2304: Classification of Explosives

1. UN System of Classification of Explosives. Under this system, for the

purpose of storage and transport, all explosives including service explosives have
been divided into 12 compatibility groups, eg. A, B, C, D, E, F, G, H, J, K, L and S
as against the existing 15 groups. All items in one compatibility group, with the
exception of group ‘L’ have similar characteristics and risks and, therefore, are
compatible with one another during storage and transport. Group I has been
omitted to avoid possible confusion between Alphabet ‘I’ and the Roman numeral
‘I’.

2. Similarly the existing 4 Quantity Distance Categories eg. Z, ZZ, Y and X

have been replaced in the UN classification system by four Hazard Divisions, eg.
1.1, 1.2, 1.3, and 1.4, which are described below:

(a) Hazard Division 1.1. It comprises items which have a mass

explosion hazard. The major hazards of this division are blast, high
velocity, projections and flame. It embraces Cat Z and ZZ
ammunition/explosives.

(b) Hazard Division 1.2. It comprises items which have a projection

hazard with minor explosion effects but not a mass explosion hazard. The

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items burn and explode progressively, a few at a time. A considerable

number of fragments, firebrands and unexploded items may be projected;
some of these may explode on impact and cause fire or explosions. Blast
effects are limited to the immediate vicinity. It includes Cat X ammunition of
caliber 20 mm and above.

(c) Hazard Division 1.3. It comprises items which have a mass fire
hazard and either a minor blast hazard or a minor projection hazard or
both, but not a mass explosion hazard. Firebrands and burning containers
may be projected. It includes Cat Y explosives.

(d) Hazard Division 1.4. It comprises items which present no

significant hazard. It includes items having a moderate fire hazard largely
confined to the package. No fragments of appreciable size or range are to
be expected. An external fire does not cause simultaneous explosion of the
total contents of a package of such items. Some but not all of the above
items are called safety class ammunition. It includes Cat X ammunition of
calibre less than 20 mm.

2305: Quantity Distances

1. The clearance on distance between potential explosive sites such as

buildings, vehicles in which explosives are permitted and other buildings, stocks,
roads or places which are frequented by persons to ensure minimum risk to life
and property, should an explosion occur, is called the Quantity Distance (QD).
These are of two types:
(a) Inside Quantity Distance There are 2 kinds of Insides Q-D for
each Hazard Division:

(i) Storage Inside Quantity Distances (SIQD). These

distances are the minimum permissible distances between a
potential explosion site and storage sites containing explosives.
(ii) Process Inside Quantity Distances (PIQD). These
distances are the minimum permissible distances between a
potential explosion site and process buildings.

(b) Outside Quantity Distance There are 2 kinds of outside Q-D for
each Hazard Division.

(i) Public Traffic Route Distances. These distances are the

minimum permissible distances between a potential explosion site
and public traffic routes.

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(ii) Inhabited Building Distances. These distances are the

minimum permissible distances between a potential explosion site
and inhabited buildings or assembly places.

2. For further details on the subject, refer IAP - 1456 - 00 - 81, Section 2,
Chapter 4 and also refer STEC Pamphlet No. 1

2306: Siting

1. Siting of Explosives Area at User Units When siting an explosive area,

the factors which may affect its operation under all conditions are enumerated
below:-

(a) Storage and handling capacity.

(b) Accessibility.

(c) Isolation.

(d) Terrain.

(e) Road and rail communications.

(f) Buildings.

(g) Locality.

(h) Area of ground required.

2. The need for future expansion is to be borne in mind. The site selection is
to be done by a Board of Officers. For details, refer IAP -1456 -00 -81, section 3,
chapter 4.

3. Siting of Danger Building at User Units Buildings containing explosives

present a risk of fire, explosion or detonation which may result in injury to persons
or damage to other buildings. To avoid these to the maximum extent possible, the
selection of siting of a danger building is to be undertaken by a Board of Officers,
taking the following factors in consideration:

(a) Ensure that Quantity Distances, both inside and outside, as per the
category of explosive are adequate.

(b) Accessibility by rail and/ or road.

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(c) Ensure that the site is selected such that there is no delay in routing
supplies through the missile preparation sheds to the aircraft.

(d) Site selected is not to form any obstruction to flying.

(e) The site is to be so selected, such that if any explosion occurs, no

major structural damage will result to any other buildings in its vicinity.

(f) Danger buildings are not to be sited near incinerators or any other
building carrying a high fire risk, wireless, radar stations, overhead
electricity cables, gas or water drains.

4. For further details on the subject, refer IAP - 1456 - 00 - 81, Chapter 6 and
STEC pamphlet No. 4.

2307: Authorisation of Danger Building

1. All buildings and areas authorised for storage, preparation, inspection and
servicing of explosives are to be licensed to accommodate a specified quantity of
explosives, which may be retained in such a building/area at any one time. Every
danger building is to be licensed as follows: -

(a) IAFF (T) 1003 Danger Building License (Revised). This is a

permanent license and authorises the maximum quantities, depending on
hazard divisions of explosives, which may be stored in a specific danger
building.

(b) IAFF (T) 1003A Authorized Use and Explosive Quantity of a

Danger Building. This is a working license, which authorises the
quantities of explosive, depending on hazard divisions, which are permitted
in a danger building for a specified function. For details refer IAP –1456-00-
81, section 3, chapter 10, STEC Pamphlet No. 4 and instruction issued by
Air HQ (VB)/ DASE time to time.

(c) Deviation Sanction. All danger buildings are expected to store

explosive as per authorized NEQ. However, due to operational conditions
there may be a requirement to temporarily store higher quantity of
explosive than authorized. In such cases all operating units are to raise a
deviation statement for storage of such explosive. These statements are to
be raised as per format placed at Annexure III. The guidelines for filling up
the forms have been issued as per STEC pamphlet No. 14. It is to be
ensured by all units that efforts are to be made to ensure that the
deviations are removed at the earliest as storing of higher NEQ in any

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danger building compromises the safety of the equipment and personnel in

adjacent structures.

2308: Vegetation and Livestock In Explosive Area

1. Cultivation and grazing are prohibited in explosive areas except under

certain exceptional circumstances. In certain parts of the area, natural growth is to
be controlled. For details, refer IAP - 1456 - 00 - 81, Section 3, Chapter 18.

2. Requirements in danger buildings with respect to vegetation, electrical

installations, lighting protection, fire prevention and fire fighting vehicles are laid
down in IAP - 1456 - 00 - 81, Section 3. Refer to the above IAP for further details.

2309: Fire Prevention and Fire Fighting

1. An outbreak of fire in the vicinity of explosives or amongst the explosives

themselves, must be recognized as a potential source of very great and
immediate danger to life and property.

2. It is, therefore, of the greatest importance that fire prevention and protective
measures are taken and that the organisation is such that if a fire breaks, it is
tackled immediately and energetically with all available resources.

3. Fire Breaks. Firebreaks are to be maintained around each danger

Feb 04
building, plinth and hard standings, as required.

4. Fire Alarm System. An efficient alarm system is to be installed which is to

be audible throughout the whole danger area and also a parallel alarm system
near the Station Armoury and Fire Section. Fire alarm points are to be visible,
even in the dark and are to be positioned strategically at accessible points.

5. Responsibility The Commanding Officer or his designated representative

is responsible for the co-ordination of the various emergency services
arrangements and requirements. He will be known as Control Officer. The
Control Officer is to:-

(a) Give advice on all aspects related to the safety aspects of fire-
fighting of explosives to the Senior Fire Officer.

(b) Give advice to the Senior Fire Officer concerning the risks involved
at any time of incident, in any given line of action.

(c) The Senior Fire Officer is actually responsible for fire fighting
operations.

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6. Fire Fighting Measures These measures may be subdivided into three

most important elements. The close and efficient co-ordination between these
elements is to be put to test at least once in 12 months. These three elements are:

(a) First aid measures.

(b) Station measures.

(c) Local authority measures.

7. Classification There are four fire divisions into which explosives and
ammunition are divided:

(a) Fire Division 1. This pertains to those explosives, which are

susceptible to mass explosion.

(b) Fire Division 2. This pertains to those explosives, which do not

mass explode having a protection hazard, but have minor explosive effects.

(c) Fire Division3. This group contains explosives which do not mass
explode having a fire hazard, with minor or no explosion effects.

(d) Fire Division 4. These consists of those explosives which present

no significant hazard.

8. For further details on fire fighting and its measures, refer IAP – 1456 – 00 -
81, Section 3, Chapter 15 and STEC Pamphlet No 6.

2310: General Rules for Explosives Areas and Danger Buildings

1. Entrance Into Explosives Area Or Danger Building

(a) Rule 1. During working hours, each person entering the

explosives area is either to posses a current official pass for the area or is to
be specifically authorised by the Commanding Officer, to enter. Registered
numbered discs are official passes for this purpose.

(b) Rule 2. During non-working hours, no person is to be permitted

to enter an explosives area unless he is specifically authorised to do so by,
or on behalf of the Commanding Officer.

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(c) Rule 3. To enable a rapid check of the people within the

explosives area, at ammunition depots and parks, each person entering the
area is to be given a numbered disc. This disc is to be returned on leaving
the area. A register is to be kept, showing the name of the person to whom
each disc has been issued. The custody, issue and return of the disc is to
be strictly controlled from a point where damage or destruction by fire or
explosion is unlikely. At the discretion of the Commanding Officer, a similar
system may be used at other stations where explosives are held.

(d) Rule 4. Only explosives and dangerous goods, their non-

explosive components, their packages and such equipment, tools, building
materials, as may be authorised from time to time, are to be admitted into
an explosive area or danger building.

(e) Rule 5. Vehicles and lifting appliances are permitted only under
the conditions given in the IAP-1456-00-81section 3 and STEC Pamphlet
No.12.

(f) Rule 6. Smoking material and combustibles of any kind,

matches, lighters, or other means of ignition, and unauthorising exposed
iron or steel articles, are not to be taken into an explosives area of danger
building, unless authorised under the Rule 13 as regards matches.

(g) Rule 7. Except when closed and secured, each entrance to an

explosives area is to be guarded by sentries or AF Police, their duty is to
scrutinise or search all persons seeking admission, and challenge them as
to their freedom from prohibited articles especially illuminating matches,
lighters, pipes, cigarettes and tobacco.

(h) Rule 8. Before entering, all persons are to search their pockets
for prohibited articles and deposit them outside the entrance. A box, painted
bright red, will be provided for the storage of such articles.

(j) Rule 9. All persons employed in the area or building may be

subjected to a thorough search at the entrance. This search is to be made
by a member of security staff or a NCO of AF Police or leading hand in the
presence of senior rank or grade to those being examined.

(k) Rule 10. Visitors are liable to be searched if it is considered

desirable by the AF police or sentry, and are not to be allowed to enter
unless they assent to the liability. But before such a search, however
reference must be made to the Commanding Officer.

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2. Smoking and Fires In Danger Areas

(a) Rule 11. Smoking is strictly prohibited in explosive areas.

(b) Rule 12. The unauthorised lighting of fires is strictly prohibited

The numbers of authorised fires is to be kept as low as necessity permits
and on no account a fire is to be authorised in or near any explosives
storehouse, magazines, or stacks of explosives in the open. When
specifically authorised by Command Headquarters, certain gas or oil
operated heating devices may be used in laboratories in which explosive
substances are not exposed.

(c) Rule 13. When authority has been given for a fire to be lit, only
safety matches are to be used for the purpose. The matches are to be taken
into the area in a locked box (painted bright red) either by a member of the
Air Force Police or other person specifically authorised for this duty, who
may be the person authorised to use them. When taken into the area by
anyone other than the user, they are to be handed over with the key, at the
point where the fire is to be lit, to the person responsible for lighting the fire.
The user is to keep the key in his possession, is to allow no other person to
have access to the matches, and is to use them only for the purpose for
which they have been authorised. Unused matches are not to be left within
the area overnight and are to be brought out of the area only by a member
of the Air Force Police or other authorised person. The authorisation
referred to above is to be given in writing by the officer in charge of the
explosives area, or other nominated officer, and is to state the purpose for
which the matches are required.

3. Food and Drinks

Rule 14. Intoxicating liquors are not to be taken into an explosives area.
Food and non-intoxicating drinks may be admitted into an explosive area for
the benefit of personnel employed therein but only when it is difficult or
inconvenient to arrange for them to leave the area for the purpose of taking
refreshments. This is however subject to the prior approval of the
Commanding officer.

4. Vegetation and Livestock in Explosives Areas

(a) Rule 15. Except as stated in Rule 10, cultivation and grazing are
prohibited in explosive areas and, in certain parts of the area, natural growth
is to be controlled.

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(b) Rule 16. Natural growth is to be controlled near all danger

buildings to form a firebreak. The degree of control varies with the type of
danger building and details are contained in the IAP-1456-00-81, section 3,
chapter18.

(c) Rule 17. Authorised weed killers may be used within explosives
areas.

(d) Rule 18. Cut vegetation is either to be removed from the area
immediately after cutting, or it may be stacked within the area temporarily at
a distance of not less than 150 feet of any danger building.

(e) Rule 19. Livestock is permitted to enter explosive areas for the
purpose of transport and, only in certain circumstances, for grazing.

(f) Rule 20. Agricultural operations and grazing are only permitted
in explosive areas under the current regulations.

5. Cleanliness

Rule 21. All floors, platforms and fittings must be kept clean and free
from dust. Refuse or material liable to spontaneous combustion is to be
placed into metal bins, fitted with lids, which are to be removed from the
area as soon as possible and on no account are they to be allowed to
remain overnight. Doormats are to be provided at each entrance of a danger
building.

6. Doors, Keys And Windows

(a) Rule 22. All doors, shutters and windows are to be kept closed
except when it is necessary to open them for ventilation or work. The keys
of all danger buildings, when not in use, are to be deposited in a safe place
set apart for the purpose. Each key is to be clearly labeled.

(b) Rule 23. When the doors, are opened, a responsible person is to
be left in charge of the building. At ammunition depots and parks, when
work of any kind is in progress in a building containing explosives, a red
warning flag must be displayed outside.

7. Thunderstorms

Rule 24. All danger buildings are to be vacated and closed during
thunderstorms and the electric current disconnected at the master switch for

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the building. The Commanding Officer is to decide when these provisions

are to be put into effect.

8. Examination of Stores and Packages

Rule 25. Before admission into a danger building every package or

unboxed weapon is to be examined to ascertain that it is undamaged,
correctly sealed, properly closed or plugged, and externally clean. If the seal
of a package is broken or missing, the inner packages and/or the contents
are to be examined and, if found satisfactory, the package is to be re-
sealed before admission into the danger building. Defective packages are to
be repaired or replaced before admission.

9. Opening of Packages, Inspection and Servicing of Stores

Rule 26. Packages containing explosives are not to be opened, and no

inspection or servicing done, in any danger building except that as given in
subparagraphs 10, 11, 12 and 13 below.

10. In Explosives Storehouses

(a) Safety class stores group 6 may be inspected in a storehouse, which

contains only stores of this class.

(b) Unboxed missiles without fusing components may be repainted/

restencilled.

(c) Boxed missiles without fusing components and which are not packed
in an inner container, may be unpacked and repacked and may be
repainted/ restencilled.

(d) Outer packages may be repainted/ restencilled.

(e) Labels affixed with adhesive may be renewed.

(f) Closing plugs of guncotton boxes may be removed momentarily for

venting.

11. In Underground Storage

(a) Stenciling may be done with paints which are non-inflammable. The
paints and appliances are to be prepared for use before being taken
underground and are to be removed at the end of each shift. Paint thinners
are not permitted underground.

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(b) The renewal of labels affixed with adhesive.

(c) Closing plugs of wet guncotton boxes may be removed momentarily

for venting.

12. In Magazines (Above or Below Ground). Closing plugs of wet guncotton

boxes may be removed momentarily for venting.

13. In Ready, For-Use Storehouse. Packages may be opened as required but

are to be closed properly immediately after an issue has been made.

14. Rule 27. Plugs, pistols or fuses are not to be removed from weapons
while in store except for inspection purposes, when specifically authorised in
the relevant inspection instructions or technical publications. Plugs and inert
pistols may be removed provided: -

(a) The operation does not involve the exposure of any explosive
substance.

(b) The fuse hole is sealed with a steel exploder container or, for
American type weapons, with a metallic fuse-well cup surrounded by inert
material, and that the container or cup contains no explosives whatsoever.

(c) Only the tools or implements authorised for the removal or insertion
of the plugs or pistols is used and no undue force or means of obtaining
increased effort with these tools or implements is permitted.

(d) Plugs or pistols are not removed from weapons showing the least
sign of any form of exudation.

(f) No cleaning of the plug, pistol, container or fuze-well cup is

permitted. Oiling may be allowed.

15. Empty Packages

Rule28. Empty packages are not to be kept in a danger building. When

necessary, they may be stored within an explosives area in a place set
aside for the purpose.

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16. Unit Returns

Rule 29.

(a) Unit returns received in their original packages which are in good
condition and which are correctly sealed and bear evidence of inspection
within 12 months, are to be brought on charge as described in the relevant
vouchers provided they are considered by an equipment “XF” officer to be in
this condition on receipt.

(b) Such explosives may be stored normally but they are to be offered
for inspection on the anniversary date of the last inspection or before re
issue.

(c) Stores which are in a similar condition but which do not bear
evidence of inspection within 12 months may be brought on charge as
described on the vouchers but they are to be stacked separately and
submitted for inspection within three months of receipt or prior to reissue,
whichever is earlier.

(d) All other unit returns are to be stored apart and held under Red Card
until inspected.

17. Discipline

(a) Rule 30. Every explosive area is to be patrolled at night. All

danger buildings are to be visited at least once by day and once by night.

(b) Rule 31. Every person detailed for duty in an explosives area or
danger building be well acquainted with the rules stated above. It is the duty
of the officer in charge to ensure this. If the person is illiterate, the contents
must be explained fully to him at least once a month.

(c) Rule 32. Any person who infringes or attempts to infringe any of
these is to be instructed to leave the explosive area and is not to be allowed
to re-enter it or any other explosives area. Such conduct on the part of any
person subject to the Air Force Act will result normally in trial by Court
Martial unless the Commanding Officer or higher authority, in light of
mitigating circumstances, decides that the case be disposed of summarily. If
the offender is a civilian, who is on monthly salary, he is to be suspended
and the facts reported to the Command Headquarters for decision. If he is
on a daily rate of pay, his case is to be disposed of summarily by the
Commanding Officer.

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(d) Rule 33. Ignorance of these rules will not be accepted as

mitigating circumstances under Rule 32.

(e) Rule 34. A copy of above rules is to be displayed conspicuously

at each entrance to an explosives area and at each entrance to every
magazine, explosives storehouse and laboratory.

2311: Storage

1. General principles of storage of explosives are enumerated below: -

(a) The guiding principle to be followed is that explosives are to be

stored safely and securely in the special accommodation provided. If such
accommodation is not available, Command is to authorise this.

(b) Normal basis for the distribution of explosives in storage is the

International System of Classification. Classification is valid only for
serviceable explosives in their approved packages or if unpackaged, when
fitted with their approved transit devices.

(c) To preserve operational capability, not more than 50% of each item
of war reserve stock is to be stored in any one danger building. If possible,
the war reserve is to be stored into more than two danger buildings. Any
relaxation is to be authorised by only Air HQ.

(d) No danger building is to contain more than 250,000 Kg Net

Explosive Quantity, without prior Air HQ authority.

(e) Explosives, in any stock or buildings, are to be easily identifiable.

(f) Explosives, which are or are suspected of being unserviceable or

unsafe and those which are in experimental stage, are to be stored
separately.

2. For further details on the subject, refer TSI Vol V Leaflet No. Armt/Gen/06,
IAP - 1456 -00 -83 and article 1909.

2312: Transportation

1. Government explosives may be transported by rail, road, sea or air but

under no circumstances, are they to be despatched by post. Method of loading,
provision of escorts and preparation and distribution of transport documents are to
be done as per current instructions.

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2. Transportation of Explosives by Air in Service Aircraft. The

regulations pertaining to the subject, have been given in detail in IAP - 456 -00 -
87, STEC Pamphlet 11. These do not apply to fighter and bomber aircraft but only
to transportation of military explosives and ammunitions by service aircraft within
the country as well as transportation of explosives or ammunitions from/ to
aboard.

(a) Competent Authority for Approval of Application for Air

Transport of Explosives: -

(i) Air Force Station and Units are to submit applications to their
respective Command HQ for authorising airlift of explosives within
their jurisdiction. The application will be approved by AOC-in-C (or
SASO of the Command by special delegation of authority). AOC-in-
C of Command may also authorise airlift of explosives stores to and
from unit outside their jurisdiction if the stores are meant for use of
units of their respective Commands. AOC–in–C Maintenance
Command (or SAASO if delegated the authority) will authorise airlift
of stores from stock holding Depots to any other Unit of IAF as per
requirements.
(ii) Services, other than Air Force and other States and Central
Government Departments, will submit detailed applications to the
AOC-in–C of the Command within whose jurisdiction airlift of
explosives is required in Service Aircraft.
(iii) Aircraft of explosives for agencies outside the respective
Command would require the prior approval of the VCAS. Such
applications will be addressed to Air Headquarters Dte of Ops (T&H)
through Ministry of Defence.

(b) The application for authorising airlift of explosives are to include the
following particulars:

(i) Description of explosives, compatibility group, hazard

division, fire fighting class and temperature limitation, if any.
(ii) Quantity of explosives giving net explosives quantity and
gross weights.
(iii) Details in respect of place of loading and unloading,
consignor and consignee, date of airlift and priority assignment, if
any.
(iv) Stowage dimensions of packages.
(v) Particulars of the escorts if provided by the consignor.
(vi) Any other details, which would be of assistance to the
transporting authorities in loading, transporting and unloading.

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(c) Safety Certificate.

(i) Each consignment is to be accompanied by a certificate of

safety in triplicate, signed by a qualified officer.

(ii) In case of explosives procured from aboard, the Safety

Certificate is to be signed by the consignor.

(iii) The format of Safety Certificate is given at Annexure ‘I’.

(d) Material Handling and Vegetation Clearance equipment. There

is requirement to maintain a firebreak all around the danger buildings and
stacks storing the explosives. The vegetation in Weapon Storage Area is
required to be cleared on regular basis. To facilitate the vegetation
clearance certain equipment has been authorized to all operating units.
Also to facilitate the movement of explosive stores within the Weapon
Storage Area as well as outside the WSA up to tarmac/ blast pen certain
material handling equipment has been authorized for all operating units
vide Air HQ/S.72145/2/Arm M1 (T) /US/1898/D (air III) dated 01 Feb
07.The list of Material Handling and vegetation Clearance Equipment
authorized for all operating units is given in Annexure II.

2313: Inspection

1. The main object of Inspection of Explosives Areas and Danger Buildings is

to ensure that all requirements in these areas/buildings are met in respect of the
following:-

(a) Lay out of the building within the area.

(b) State of buildings and the equipment in them.

(c) Quantities of explosive held.

(d) Quantity distances.

(e) Adequacy of the security and safety arrangements.

(f) Terms of license (IAFF 1003) are met.

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2. For details regarding inspection of explosives, refer IAP - 1456 - 00 - 84.

3 Categories of Inspections. The inspections mentioned, fall into three

categories as given below: -

(a) Weekly Inspection

(b) Special Inspection

(a) Annual Inspection

For details regarding the procedure of inspections, the area each inspection is to
cover and the inspection reports to be raised thereof, refer IAP - 1456 - 00 - 84,
Chapter 2.

2314: Missile Preparation Building

1. Missile preparation buildings are all those danger buildings in which

explosives are prepared for exploitation at a user unit. As per the role, the various
types of these buildings are as follows:

(a) Missile preparation building for HE bombs.

(b) Missile preparation building for practice bombs.

(c) Missile assembly and servicing buildings for self-propelled missiles.

(d) Belt filling room.

(e) Multi purpose missile preparation or storage building.

For details regarding construction, refer IAP – 1456 – 00 - 81, Section 3, Chapter
8.

2. Siting. The special inside quantity distance to be observed, from storage

buildings to missile preparation buildings and between such buildings, will depend
upon their use and/or construction. These in turn, may depend on the area of land
available. For missile preparation buildings of heavy construction, the applicable
IQDs are given in IAP-1456-00-81. Buildings of heavy construction do not require
traverses, where as all other danger buildings in the area are themselves
protected by effective traverses. Where the area of land available is not restricted,
or the missile preparation buildings are intended only for practice bombs, they
may be constructed of other approved materials and the special IQDs given are
applicable. Effective traverses are to be provided for buildings within the OSD of

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any building containing Category 1.1 explosives. Normal IQDs are to used from a
missile preparation shed to adjacent store houses if the distance for the
authorised explosive content of the MPS is not less than SIQD required for the net
explosive content of the store house. The net explosive content of any missile
preparation shed is not to exceed 9,000 kgs and the normal OQDs given in
chapter 2 of IAP 1456-00-81 are applicable.

3. For details, refer IAP – 1456 – 00 - 81, Section 3, Chapter 6.

4. Missile preparation building has to be duly authorised for use vide IAFF (T)
1003 and IAFF (T) 1003A.

5. The siting, construction and role of a missile preparation building is to be

formulated taking all the technical norms required for a danger building.

2315: Missile Maintenance and Preparation Unit (MMPU)

1. Role. Role of the MMPU is to prepare, test and service the missiles. In
addition to the above, MMPU’s have also been tasked to conduct training courses
from time to time for IAF personnel on different weapon systems.

2. To achieve this role, the following is to be ensured:-

(a) The test levels and equipment are to be maintained in serviceable

condition.

(b) Provision of facilities for preparation and testing.

(c) Full record of personnel trained to be maintained and also to be

forwarded to AFRO/ Air HQ.

(d) Undertake repair of unserviceable missiles.

(e) Undertake repair of Test Equipment.

(f) Environmental condition as regards temperature and RH is to be

monitored as recommended by OEM in MMPUs.

(f) Environmental condition as regards temperature and RH is to be

monitored as recommended by OEM.

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3. Testing of Missiles. The stages involved in the testing of a missile are as

follows: -

(a) Loading of missile from storage on to specialist vehicle.

(b) Off loading of missile from vehicles on to transportation trolley.

(c) Preparation of missile for testing. This includes unwrapping of

missile, incorporating various attachments, lifting and placing of missile
from transportation trolley to specific to type missile trolley.

(d) De -preservation of missile.

(e) Carrying out Built-In-Test of test bench.

(f) Connecting the missile to various test connectors of the testing

equipment.

(g) Testing missile on test bench as per specific to type maintenance

manual.

(h) Preparation of missile after testing.

(j) Removal of missile from trolley and re-packing in box.

(k) Loading/ off-loading of missile and packing it in the storage trolley.

4. Provision of Facilities. Important facilities are to be provided for MMPU in

order to achieve maximum efficiency. These facilities include the following:

(a) Air-conditioned environment.

(b) Humidity controlled environment.

(c) Stabilised power supply source and UPS.

(d) Compressor.

(e) Specialist vehicles for transportation.

(f) Provision of Gantry.

(g) Facility for charging liquid nitrogen.

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(h) Specific to type missile trolleys.

5. Maintenance of Facilities. It is to be ensured that all the above facilities

are in a fully serviceable state. Maintenance responsibility, as designated, lies
either with the MES or IAF personnel.

6. Safety Precautions for Handling of Missiles. Following safety

precautions in addition to those listed in specific to type maintenance manual are
to be followed:

(a) Only qualified personnel are permitted to handle the missiles.

(b) Prior to operation on the missiles, personnel are to remove static

electricity by touching the earthing rod.

(c) While handling the missile never pull, jerk or carry the missile by its
de- stabiliser and radar head.

(d) Simultaneously never touch both contacts of rocket motor igniter

connections with bare hands.

(e) Never keep the missile with the motor starting contact connecters
cover removed.

(f) Never smoke and use open flame in the magazine.

(g) Never keep explosive, inflammable materials, alkali in missile

magazine.

(h) Never couple connectors if pins are bent or socket deformed.

(j) Never use improper tools.

(k) Never drive nails, wood screws in store house.

(l) Never remove protective cover.

(m) To the extent possible, never expose the missile to the sun.

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ANNEXURE ‘I’ (Article 2312: Para 2(c))

CERTIFICATE OF SAFETY AND SPECIAL HANDLING INSTRUCTIONS

Cargo Identification

Description Hazard Compatibility Net

division Group Explosives
Quantity (kg)
1.
2.
3.
4.

2. Special Handling Instructions (When required by nature of the

explosives cargo).

3. Certification of Safety: This is to certify that the contents of the

packages in this consignment are correctly described by their name and are
suitably packed, labeled, marked, wrapped and is in a proper condition for air
transport in accordance with regulations in force.

Date and place Appointment in capitals Name in

capitals

NOTE.

Use of form

(a) This form must be completed in triplicate by the consignor,

(b) The form should be amended or a new form should be completed

when there is a change in the cargo manifest to take account of all the
aircraft explosive cargo.

(c) This form should accompany the following documentation as

appropriate: -

(i) Airway Bill No:

(ii) Other documents:
(d) One copy is to be retained by the controlling Air Movement
Authority, one copy by the departure airfield and one copy accompanies
the cargo to the destination airfield.

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Annexure ‘II’ Article 2312 Para 2(d)

Material Handling Equipment used in IAF

Sl No. Type of Equipment

1. Battery operated Fork Lift
2. Battery operated Platform truck
3. ‘Load-all’ Multi utility Vehicle
4. Battery operated Platform truck with Crane
5. Flat Top trailer, 10 Ton capacity
6. Mobile Gantry Electrically operated
7. Gravity/ Skid Rollers
8. Sling Chains& Straps (Sets of different sizes& load capacity), (4 sets/ base)
9. Hydraulic Pallet Trucks 2500 Kg capacity
10. Hydraulic Stacker Battery operated, 1200 Kg

Vegetation clearance Equipment Used in IAF

Sl No. Type of Equipment

1. Tractor heavy Duty with Attachment & Trailer
2. Excavator Loader
3. Power Grass Cutter hand held
4. Power Chain Saw
5. Wheel Barrow
6. Liquid Chemical Spraying Equipment

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Annexure ‘III’ Article 2307 Para 1(c)

GUIDELINES FOR PREPARATION OF A CASE FOR

OBTAINING DEVIATION SANCTION

Correct Identification of Stores.

1. Stores are to be correctly identified for Section Reference Number,

Description, NEQ, Hazard division and Compatibility Group for the purpose of
referring quantity distance tables. Stores, which are most likely to receive within a
year time, may be included. No concession will be granted on long-term
anticipation basis.

Applicability of IAP.

1. NEQ authorization for pre 1993 constructed sites is to be calculated as per

provision given in IAP 1101. This has been accepted by CFEES and promulgated
in Para 4 of STEC pamphlet No. 1. Accommodation constructed in 1993 or later
will be dealt with IAP 1456 and STEC pamphlets.

Measurement of QDs

1. QDs are to be measured from the nearest point of the potential explosion
site to the nearest point of the exposed site without regards to traverses. It is
highly desirable to verify safety distances through physical measurement for their
correctness.

2. IQD for traversed building to un- traversed building and un- traversed to
traversed building, both are taken as distance taken for traversed building. If
building is constructed with front open and three sided traversed, but facing other
traversed building, requirement of IQD will be calculated for traversed building.

3. Quantity distances for various exposed sites are to be assessed as per

provision given in Section IX pamphlet No. 1 and marked accordingly for utilities
requiring OQD, PIQD, IQD and different quantity distances.

4. Distance for Airfield will be taken as per provisions given in Chapter 6 of

both IAP 1101 and IAP 1456.

5. Traffic route, Main Office, Group Office, etc are defined in Glossary given in
IAPs and STEC pamphlet. Infrastructure and facilities available within the OQD
distance are to be identified correctly for their type and applicability of distance
tables.

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Site Plan.

1. Site plan will be made to scale, covering all facilities available within 1.5
OQD. It will indicate all facilities requiring IQD, PIQD and OQD with distance and
type of protection, if provided.

2. The requirement of quantity distance for various exposed sites/ facilities are
to be assessed as per Section IX of STEC pamphlet No. 1 and marked
accordingly for required OQD, PIQD, IQD and different quantity distances.

Application for deviation Sanction.

1. Cases for deviation sanction on explosive storage will be progressed and

approved as per provisions given in STEC pamphlet No. 14. Performa for
submitting deviation statement is placed in Annexure. These are to be forwarded
in quadruplicate by the units and forwarded by parent Command HQ to Air HQ.
On sanction, a copy will be retained with CFEES, Air HQ, Command HQ and unit.

2. Form 1003 has also been revised and placed at Annexure. These are to be
raised as and when new form is raised for concession. These are not required to
be sent to Air HQ with the application.

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PERFORMA FOR SUBMITIING DEVIATION STATEMENT

Name of Unit/ Command

Building Details

1. Building No.
2. Type of building (Process/Storage)/ year of construction.
3. Activity in building.
4. Material used for building construction of the wall.
5. Thickness of the walls.
6. Number of rooms.
7. Material and thickness of the partition wall (s).
8. Number of opening in partition wall.
9. Type and thickness of the roof.

Protective Features

10. Traversed/ Un-traversed/ Bunker

11. Type of traverse
12. Lighting Protection System
13. Electrical fitting (TE/FLP/DT)

Details of deviation Applied for

14. Nature of Deviation

15. Period for which Deviation Required
16. Reason for the Deviation
17. In case Deviation asked for is in respect of Quantity Distances, furnish the
details in table- A & B of Annexure
18. OQD available from proposed building to
(i) Public Traffic route
(ii) Dwelling houses
(iii) HT? LT line
(iv) Over Head Tank

19. Addition information if any

20. Site plan - as attached

Signature of the Head of the establishment

or the Officiating- Officer- in charge

Date: -

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DETAILS OF DEVIATION

TABLE- A
Potential Explosion Site (PES) Exposed Site
Building Explosion Limit with Building Type of Opera Explosion Limit Man Distance from PES
No. HD (Kg) No. Building tion with HD (Kg) Limit (Mt)
Authorise Asked for Required Available
d Now
1 2 3 4 5 6 7 8 9 10

TABLE- B
Current Contents of Building
Building No. (PES) Sl No. Sec Reference & Description Qty NEQ/ Unit HD Total NEQ

Grant Total NEQ

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Guidelines for filling up the deviation statement proforma: -

Para 1 Name of the Unit/ Establishment in CAPITAL LETTERS Para 2 to 7 as required.

Para 8 Opening means- door, windows, hatchway and ventilator. Number should be indicated in each wall.
Para 9 Mention if ACC, RCC or other type. Give thickness of RCC.
Para 10 Indicate- Traversed by ‘T’. Untraversed by ‘UT’.
Para 11 In case building is traversed, indicate its type. If blast wall has been provided, give its thickness with material
used, i.e. brick, RCC etc.
Para 12 Mention the type of Lighting protection system.
Para 13 Mention the type of Electrical fitting i.e. FLP/DT/TE/ ordinary
Para 14 Mention whether for Quantity Distance, for electrical fitting, for lighting protection system; for traverse, for
construction deficiencies etc.
Para 15 Give date, Month and Year.
Para 16 full justification must be given here. The head of establishment must ensure that full consideration has been
given before asking for a deviation.
Para 17 The information pertaining to various columns should be furnished as under.
Para 18 The information pertaining to various columns of OQD should be furnished as under.

FOR TABLE ‘A’

Column 1 Giving building No. (building under consideration)

Column 2 Authorized quantity of explosive with Hazard division should be mentioned.
Column 3 Required quantity of explosive with Hazard division should be given.
Column 4 Number of exposed building/s is to be given. (Building, which are exposed to hazard)
Column 5 Type of building that is earth covered (with type of door/ heavy walled/ light structure with or without traverse
with light or protective roof is to be mentioned here.
Column 6 Process/ storage or any other usage should be mentioned column 7. Number of person authorized in each
building is to be given.
Column 8 These are the distances, which are, required from a given building, with respect to its explosive content, to
other utilities e.g. storage (SIQD) and other utilities (OQD) etc.
Column 9 Available distances to affected utilities should be given.

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IAFF (T) 1003

AUTHORISED EXPLOSIVE QUANTITIES OF A DANGER BUIDING

Command/ station/ unit……………………………………………………………………

A. Location Details

Site Building No. As shown in Drawing Applicable

the site plan
Station plan NO.

Building Drawing No.

B. Description of Building

Type Of Year of No. of A/C or Lighting Height of

Building construction Compartments Non A/C protection eves
(refer note-I system
installed/
not
installed

Traversed/ Type of Height of Gantry installed/ not Type of

Un traversed traversed installed electrical
traversed (refer note installation/
II) fittings

C. Quantity Distances

IQD PIQD OQD Reduced Publication

OQD Details
Available IAP
Authorised 1101/IAP
1456-00-81
(strike out
whichever is
not
applicable

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D. Authorised use of the Building (Select the role of building)

(a) Explosive store (b) Dump (c) Process building

(d) Missile preparation shed (e) Ready use explosive store house (f) SAA
Lock-up (g) EAX/Pyrotechnics Lock up

E. Floor Area and Authorised Quantities of Building

Building or Floor Area HD 1.1 (Kg) HD 1.2 HD 1.3 HD 1.4

Compartment (Sq Mt) (Kg) (Kg) (Kg)

Fill up for each compartment (Refer Note- III)

F. Approval

Submitted by Authorised by

Flt/Sqn Cdr Armt Flt/Sqn Date of Approval

CASEO

CONCESSIONS
(Fill up when applicable)

G. Deviation Details

Nature of Deviation
CFEES Grading of Deviation Minor/ Major/ Serious (Strike out
whichever is not applicable)

H. Approval of Deviation

Date of Valid up to Approving Reference Remarks

approval Authority

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Notes: -

I. Indicate details of construction i.e. permanent Brick, temporary Brick,

Concrete, Nissan Hut, Igloo etc. and state above ground, Semi ground or
under ground.
II. Type of traverse like (Natural angle traversed), VIFT (Vertical Inner Faced
Traverse). Wall traverse, Brick, reinforced concrete, earth/ sand sandwiched
between concrete/ steel.
III. Sub divide building into compartment by suitable partitioning walls so that a
low NEQ (Unit risk) is obtained in each compartment.

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CHAPTER - 24

AIRCRAFT SIMULATOR MAINTENANCE

Article

2401: General
2402: Classification of Simulators
2403: Layout of Simulator Complex
2404: Environmental Specifications
2405: Power Supplies
2406: Maintenance Philosophy
2407: Documentation
2408: Computer and Software Security
2409: Upgradation and Modification
2410: OJT and Continuity Training
2411: Annual Maintenance Contract
2412: BOM Concept

Annexure

I : Layout of Simulator Facility

II : Flight Servicing/ Pilot Acceptance/ Flying Log
III : Record of Periodic Servicing
IV : Record of Hydraulic Fluid
V : Unserviceability Log
VI : Limitations/ Acceptable Deferred Defect Log
VII : Annual Maintenance Contract Record

2401: General

1. The Aircraft Simulator is an important facility necessary for aircrew training.

With advancement in computing technology, the simulated flying and actual aircraft
performance is nearly the same. Simulators are an integration of computers,
hydraulic, pneumatic and visual display systems. The maintenance of simulators
therefore is multi-disciplinary and akin to aircraft maintenance.

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2402: Classification of Simulators

1. The block diagram below gives a broad classification of aircraft simulators: -

Simulators

Low Fidelity Medium Fidelity High Fidelity

Cockpit Procedure Flight Training Part Task Mission Full Flight

Trainer (CPT) Device (FTD) Trainer Simulator Simulator
(PTT) (MS) (FFS)

Desk Top Type specific Fixed Base Motion Base

CPT CPT (FBFFS) (MBFFS)

2403: Layout of Simulator Complex

1. The layout of the simulator complex is to be arranged as per the hardware

being utilised for the simulation task. However, a typical layout of a simulator facility
is placed at Annexure ‘I’.

2. The building is to be maintained in a general state of cleanliness. Every

endeavour is to be made to keep the interiors dust free by regular cleaning and
environmental condition maintained as per manufacturers specification with
appropriate air-conditioning plant. The interior walls are to be painted with plastic
emulsion paint of light cream colour to avoid accumulation of dust particles in the
room. Periodic replacement of these papers is essential. The flooring is to be
covered by blue colour vinyl floor tiles. The under floor ducts are to be covered with
properly fitting covers with vinyl tiles.

3. The simulator complex must have separate enclosures for Instructor

displays, computers, the cockpit shell and a separate room to house the hydraulic
and pneumatic power sources.

4. A separate room having white board and plastic moulded chairs is to be

provided for conduct of continuity training classes and briefing of technicians and
aircrew.

5. An independent room is to be earmarked to undertake repairs on the

simulator modules and test facilities. Suitable power supply sockets are to be
provided on the test bench.

6. The FSS for simulator spares is to be housed within the simulator complex
for use by the technicians.

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2404: Environmental Specifications

1. The general environmental conditions to be maintained in the simulator

building are:-

(a) Temperature: 24°C±2°C

(b) Humidity : 50±10%

(c) Dust proofing: Class 4 or better

(d) Condensation of moisture is not (R) not permitted in the air-

conditioned environment.

2. The air-conditioning system is to be kept ‘ON’ round the clock, to maintain

correct range of temperature and humidity condition as specified by the OEM. In
case of any condensation in the building, the heaters/hot air blowers are to be
operated to condition the air. The air conditioning plant is to be switched ‘ON’ only
after the condensation in the room has evaporated.

2405: Power supplies.

1. The resistance of earth lead measured at the terminal point in the room is to
be less than 3 ohms. For proper earthing, copper earthing strip along the wall in the
simulator room to be installed and equipment to be earthed via this strip.

2. The complete building is to have a lighting arrester system. The lighting

arrester and equipment earth system are to be separately provided and NOT (R)
NOT to be mixed.

3. The required specialist power supplies like 400 Hz converts and 28V DC
rectifiers etc are to be housed in a separate non air conditioned room and their
distribution boards provided at each room closed to earmarked place.

4. The room is to have good lighting intensity > 350 lux when measured at 1 m
height above the floor level.

5. The maximum electro magnetic field acceptable with in the room is 0.5 V / m
in the frequency range 14 KHZ to 1 GHZ measured in a bandwidth of 6 KHZ.

2406: Maintenance Philosophy

1. The flight simulator in the IAF are maintained as per one of the following
philosophies: -

(a) Old simulators are maintained by the IAF personnel.

(b) Some of the old and new simulators are on AMC.

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(c) New concept of Build- Operate- Maintain is being adopted for the new
acquisition.

2. Modern simulators use commercial off the shelf (COTS) hardware and their
day-to-day operation is user friendly. The applicable maintenance levels for
simulator maintenance are:-

(a) O-Level. Daily readiness checks, routine preventive maintenance and

module level replacements to rectify system failure.

(b) I-Level. The unserviceable module is repaired in situ or after removal

from system using test bench/workshop by PCB replacement.

(c) D-Level. This is factory level repair and needs dispatch of the
unserviceable module/ component to the concerned overhaul agency/ OEM.

2. Component level diagnosis and replacement is not supportable in COTS

environment. The maximum maintenance level supportable at Wings is I-level or
PCB level replacement concept.

2407: Documentation

1. Proper record of simulator utilisation, in terms of simulator hours and

maintenance undertaken is to be maintained. The records are akin to aircraft
records. The following record is to be maintained for simulators:-

(a) Flight servicing/ pilot acceptance/ flying log – (Annexure ‘II’)

(b) Record of periodic servicing – (Annexure ‘III’)

(c) Record of hydraulic fluid – (Annexure ‘IV’)

(d) Unserviceability log – (Annexure ‘V’)

(e) Limitations/ acceptable deferred defect log - (Annexure ‘VI’)

2. The standard formats placed at Annexure ‘II’ to ‘VI’ are to be adopted for
specific to type simulators.

2408: Computer and Software Security

1. Computers are to use only the license system software, as specified in the
configuration documents. No (R) No additional software is to be loaded on the
simulator to avert catastrophic system failure or onset of virus.

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2. Back up of the system software is to be taken on magnetic or optical media.

Only this media is to be used for the regeneration of software as and when required.
The licensed software is to be kept in safe custody of the O i/c Simulator.

3. The simulation computer system logs are to be regularly scrutinised by the O

i/c Simulator to ensure that only simulation and diagnostic task is executed on the
computer and no other task is loaded which is not permitted as per the configuration
document.

4. Any floppy not associated with the system software is to be specifically

checked for presence of virus before use in the simulation computers to avoid
ingestion of virus.

5. Access to simulation files is to be restricted by use of passwords to authorised

personnel only.

6. No unauthorised changes or modifications are permitted on the simulator

software.

7. Also refer article 2502, Para 7 in this connection.

2409: Upgradation and Modification

1. Periodic upgradation of the simulator is necessitated to cope with the rapidly

changing computer technology, obsolescence of products and system capability
enhancement. All upgrades of the simulation system are to be taken up through the
controlling commands with Directorate of Avionics Modification & Simulators
Maintenance (DAMS) at Air HQ.

2. Air HQ (DAMS) is to seek the opinion of the operations staff at Air HQ on the
upgrade requirements from the necessity angle. It is to then initiate action by
approaching vendors to meet this requirement.

3. Local units are to forward complete proposals of any modification plans on the
hardware or software of simulators to DAMS. Only after approval of the same, the
unit is permitted to go ahead with execution of the modification.

2410: OJT and Continuity Training

1. Every technician working on the simulator is to be imparted OJT and is to be

specifically cleared for undertaking the maintenance tasks on the system. A detailed
syllabus for OJT is to be formulated by O i/c simulator. Systematic training is to be
completed before recommending the clearance for working on the simulator.

2. Trade Proficiency Record Book IAFF(T) 1081 is to be utilised for recording

authorisation to the technician.

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3. Regular continuity training classes are to be organised by the O i/c simulator

for maintaining the currency of knowledge of the technician on the software as well
as hardware.

2411: Annual Maintenance Contract (AMC)

1. An AMC for maintenance of the simulator hardware is to be established with

the authorised vendor by Air HQ (DAMS) as far as possible. A record of the visit of
the vendor technician/engineer and maintenance/rectification undertaken is to be
recorded as per format placed at Annexure ‘VII’.

2. Involvement of O i/c simulator and technicians with the visiting

engineers/technicians of the AMC vendor is to be ensured. Details of work done by
the vendor are to be systematically recorded in the unserviceability log. Details of
fault analysis and rectification are to be deliberated during continuity training
classes.

2412: BOM Concept

1. A concept of Build- Operate- Maintain (BOM), in case of newly procured

simulator, has been introduced in the IAF. The simulators are to be installed,
commissioned, operated and maintained by the vendor at designated IAF bases.
IAF is to provide the land, electric supply and water/ sewage services. All expenses
are to be borne by the vendor except for the land.

2. All maintenance issues such as after sales maintenance, manning of

simulators, training of personnel, spare management etc are to be catered by the
vendor.

3. The vendor is required to maintain the minimum serviceability as defined in

the contract failing which penalty clause is invoked against the vendor.

4. Vendor will be paid on hours of utilization/ flying per hour basis.

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Annexure I (Article 2403: Para 1)

LAYOUT OF SIMULATOR FACILITY

Shower Toilet AIR CONDITIONING PLANT

Window

Change Room
FSS Hydraulic Room
Work Shop
Corridor
Instructors Room
ENTERANCE
Console
Briefing Room
Simulator

Shutter
Window with

Glass Door
Venetian Blind

Office

Visual
Station

Cockpit base
Computer Room

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ANNEXURE II (Article 2407: Para 1(a))

FLIGHT SERVICING/ PILOT ACCEPTANCE/FLYING LOG

Flight Servicing Instructor Acceptance Flying Log Instructor After

Flight Report
Date Type Signature SIM Sign of Name Time Sign Sortie Total Purpos Remarks
Rad Airf Hrs (Tech off Duratio Runnin e of &
/ ram or Auth n g Flight Signature
Rdo e Supervis s
1 / or)
Inst
2 5 7 8 9
4 6 10 11 12 13
3

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ANNEXURE III (Article 2407: Para 1(b))

RECORD OF PERIODIC SERVICING

Servicing Forecast Details Action Details

Date Reference Periodici When Rad/ Rdo/ Inst Airframe U/S Log Sign of Officer
ty called Man Date Sign Man Date Sign Ref or supervisor
for Hrs Hrs Authorised to
check

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ANNEXURE IV (Article 2407: Para 1(c))

RECORD OF HYDRAULIC FLUID

Forecast Details Action Details

Date SIM Reference Periodicity Due on U/S Log Ref Man Hrs Date Sign Sign of officer or
Hrs supervisor authorised
to check

Note:

1. Record of Hydraulic Quality Checks, Replacements, Replenishments, and Flushing are to be recorded in this log.

2. No mixing of hydraulic fluid is permitted.

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ANNEXURE V (Article 2407: Para 1(d))

UNSERVICEABILITY LOG

Record of unserviceability Record of Work/Replacement Carried Out Simulat

or
Service
Date SIM Circu By Serial Defect Rectificatio Sign of Completio Man Sign of Sign of
& Hrs mstan Whom No of Details n/ Tradesm n Time Hou Supervi Offr or
Time ces Work Modificatio an & Date r sor Auth
2 4 5 6 ns 9 Supervi
1 3 8 10 11 sor
7 12

Note:

1. Repair to include component replacement details (Serial No, replacement item Cat A or Cat B item, Mod status if any).

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Annexure VI [Article 2407: Para 1(e)]

LIMITATIONS/ ACCEPTABLE DEFERRED DEFECT LOG

Part I

Date U/S Log Limitation Authorised Rectified

Reference of Defect by(Sign of U/S Log Time Sign of
Engineering Reference & Engineering
Officer) Date Officer or
Authorised
Supervisor

Part II

Date Review By Remarks Signature

Note:

1. The log is to be put up for perusal of O i/c Simulator and CEO once in a month for
hastening repair actions on deferred defects and limitations.

2. Responsibility of reporting the Limitations and defects rest with the O i/c Simulator, SEO
and Instructor as well as technician.

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Annexure VII (Article 2411: Para 1)

ANNUAL MAINTENANCE CONTRACT RECORD

Simulator make and type:

Details of AMC

(a) Contract No:

(b) Commencement date:

(c) Expire date:

(d) Vendor name:

Address:

Tele: Fax:

Contact Person: Name: Tele No:

Details of visit:

Sl No Date Visit Report Status of eqpt Remarks Sign of SEO

of details/work Ref No after visit
visit done

Payment details:

Contract schedule

Sl No Month Amount Amount Details of Remarks Sign

due Paid Payment

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CHAPTER - 25

e - MAINTENANCE – THE FUTURE

Article

2501: General
2502: Tangible Benefits of e-Maintenance
2503: Proposal for e-Maintenance
2504: Application Structure
2505: e-Maintenance at Squadrons/ Stations
2506: Depot level e-maintenance – IPRMS
2507: Adaptability and Scalability
2508: Implementation

2501: General

1. Aviation and aviation support/ Guided weapon maintenance is a complex

field. The diverse range of associated maintenance activities, range from aircraft
maintenance, communication, general engineering support, guided weapon systems,
armament to mechanical transport. The diversity of equipment, maintenance
philosophies and their expanse/ spread needs an effective information and data
management system for optimal output and utilisation of resources. The manual
paper based documentation system, with the increase in the IAF inventory, fails to
meet the requirement in terms of data integrity and timely information, which are a
must for effective maintenance management.

2. The increase in quantum of information and data, along with the increase in
the IAF inventory, has resulted in increased dependence on ready availability of
information for decision-making and analysis. ERP implementation, enterprise wide
RDBMS and a paperless office are the solutions available with the developments in
the field of IT. With such diverse range of maintenance responsibilities, a dedicated
database management system, a user friendly front end application, for quick
updation of data, an intelligent application to support analysis and decision making at
higher echelons have become an inescapable necessity. The module should be
complete covering all aspects of field level operations, data storage, on-line
updation, security, reliability and aim at sharper time and process monitoring.

3. The past efforts towards computerization had their scope restricted to

individual modules on different platforms and limited inter-communication between
various echelons. This led to delay in information transfer, lack of cohesion and data
impurities, which hampered the very goal of computerized maintenance
management. The unreliability in the process led to continued dependence on
traditional documentation process and reluctance to adapt to a paperless
organization. The main bottlenecks in the system have been lack of common

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organization wide database management system and reliable, high bandwidth

interconnectivity at all levels.

4. With the implementation of AFNET across 162 locations, organisation wide

connectivity will no longer remain a limitation and the long felt need for an ERP
solution for the maintenance branch in the IAF can now be addressed. To streamline
and modernize the maintenance management process development of a complete
maintenance module is proposed, which will cover all the aspects of maintenance in
the IAF, with an aim to facilitate the following:

(a) Online capturing of data at the source.

(b) Synergic integration of shop floor execution, advanced planning and

scheduling application.

(c) Effective planning, execution and control of all maintenance activities.

(d) Organization wide visibility and situational awareness enhancing

network centric management.

(e) Quick analysis and decision making with help of intelligent applications.

(f) Transformation to paperless system.

(g) Optimal deployment, planning and utilization of resources.

(h) Interoperability and communication with Admin and Ops module.

(j) Online approvals and issue.

(k) Systematic data storage and archival with built in redundancy.

2502: Tangible Benefits

1. The benefits envisaged from implementation of e-maintenance management

system are: -

(a) Cost reduction in terms of

(i) Man
(ii) Material

(b) Increased equipment availability and thus enhanced operational

efficiency with lesser downtimes.

(c) More transparency and better accountability

(d) Reduction in production cycle time

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(e) Easy and instant access of records without sacrificing security and
data integrity.

(f) Elimination of non-value added activities like Xeroxing, manual record

keeping and physical movement of documents.

(g) Informed decision making through reports and data analysis.

(h) Minimizing human error through system calculations, reminders and

validation.

2. The e-maintenance implementation will thus benefit the organisation

substantially by increasing the equipment availability, operational efficiency, flight
safety, improvement in procurement with integration of e-maintenance application,
reduction in downtimes and effective maintenance management.

2503: Proposal for e- Maintenance Management System

1. The proposed e-maintenance management system will be a dedicated web

based maintenance ERP solution that would effect transformation to a paperless
operation, on-line data availability and enhance prompt planning, management,
control and decision making through ready access to data in desired formats as
required, with built in security and authentication at all levels of operation. The
proposed application would run on AFNET, which is IP MPLS compliant network
using n-tier architecture. The AFNET provides for five main data centres, four of
which would provide back-to-back support and the fifth would cater for disaster
recovery scenario. All the IAF establishments other than the main data centres would
maintain local data centres, which would maintain essential data to support
application functionality, even in the event of connectivity failure. The AFNET will
provide a central mail messaging system through four VNPs for network monitoring,
VoIP, priority and normal data transfers. The application integrated with other
modules like IMMOLS and ICATS would provide near real time information at all the
echelons in the organisation.

2. The e-maintenance application would computerize and network all aspects of

maintenance, control and planning at units, stations, Command HQs, AHQ and
BRDs catering for enhancements and scalability. The application would provide for a
standardised common footprint across the organisation, which would be customised,
as per the specific functional requirements of a vertical. The functionality for a
specific module would thus be add on to the basic footprint.

3. The e-maintenance application would not only support online visibility with
graded access controls but would also generate flag/ colour code based warnings
/alerts for hold ups and reminders for any activity due. The application would provide
for electronic authentication and certification and support intelligent data analysis
and would also suggest optimal workflow to the user for planning.

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2504: Application Structure

1. The e-maintenance application will essentially be a web-based application

using service-oriented architecture. The application would run on a hybrid topology
with an n-tier architecture using a standard RDBMS and a directory based access
protocol to maintain a user repository. The application would be Java based and the
front end would use technologies like JSP, XML/ XHTML. A local copy of user
repository for authentication would be maintained at each location, which would be
regularly synchronised with the main data centres. The application would utilize the
mail messaging system being provided under AFNET.

2. The application servers would be connected in an active-active mode to cater

for high availability and fail-over safety at all levels. The users would operate off a
local data centre communicating with the main server in turn.

2505: E-Maintenance at Squadrons/ Stations

At Squadron level

1. The application would provide a dashboard to the Flt Cdr to generate a flying
plan based on the training/ Op requirement, taking into account the latest information
on aircraft/ resource availability. The application would also generate alerts in case
of change in status and hold ups if any.

2. The application would provide for:-

(a) Menu driven task planning and assignment

(i) Priority based detailing of DI and rectification gangs based on

skill and resource availability
(ii) Menu driven generation of views and tools/ spares requirement
(iii) Time reminders for next maintenance activity
(iv) Flag and colour code based alerts/ warnings
(v) Time/ Process based regulation monitoring
(vi) Work flow monitoring

(b) Online schedules in text and video or image formats

(c) Online task completion, supervision and validation

(d) Complete changeover to e-documentation.

(e) Cannibalisation module

(f) Interface for online processing with IMMOLS

(g) Tool Crib management: electronic identification and tracking of tools.

(h) Maintenance Support management

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(j ) Ground running/ Airtest planning and record updation

(k) Post flight analysis

(l) Link to archived information with intelligent search for rectification and
analysis

(m) Planner for SEO

(n) CO’s interface

Tech Squadron

3. The Tech Sqn is responsible for the second line servicing activities for aircraft
at a station. The functionality for the Tech Flt module would be similar to the DSS
module with added functions to support the specific tasks. The details of additional
functionalities are as given below:-

(a) Menu driven task planning and assignment

(i) Resource levelling

(ii) AOG ac build up and maintenance

(b) Post Air test analysis

(c) Link to archived information with intelligent search

(d) Sqn Cdr’s interface

MCC

4. The MCC functions as hub center for all maintenance activities of a station.
This module shall therefore have interface with all the maintenance modules at a
station, IMMOLS, Ops and Admin modules. The module shall present collated views
from other modules at the station as per the requirement with an option for drill down
analysis and would have embedded intelligent applications to support maintenance
planning, deployment planning, stagger generation, trend analysis and forecasting.
MCC’s module will essentially maintain the following information:-

(a) Status (with additional security)

(b) Second line servicing plan and stagger

(c) Regulations and workflow monitoring

(d) Maintenance alerts based on holdups/ warnings

(e) Lifed Component monitoring

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(f) Cannibalisation module

(g) Skill set management

(h) Concession/ Limitations- Monitoring and Demand progress

(j) Online issue of directives/ policies

(k) Intelligent tools to support trend/ predictive analysis and OLAP

(l) Maintenance Support Monitoring

(m) Online examination module for all sections

(n) Activation/ PAD/GD Plans (with inbuilt security)

(o) Contingency planning (Interface with ATC, MT, Tech Sqn, SFSIO)

CEO’s Module

5. The CEO’s module will encompass all the maintenance activities on a station
and would generate views from all the modules involving maintenance at a station. In
addition to this, it would interact with IMMOLS, Ops Module and Admin Module for
inputs for maintenance planning at local level and with Command HQs and Air HQs
module for policies/directives. It would include video conferencing facilities with AOC,
COO and CADO at Stn level and PSOs and staff at Command and Air HQs level.
The module would include: -

(a) Sqn's

(i) Status
(ii) Daily Flying Plan
(iii) Anticipation/ extensions/ Concessions
(iv) Stagger
(v) Maintenance Alerts
(vi) Activation plan-monitoring
(vii) Ops/ Deployment Plan
(viii) On-line authorization

(b) Tech Flight

(i) Status
(ii) Task Progress and Plan
(iii) Activation plan-monitoring

(c) Resource Management

(d) Maintenance Support

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(e) Issue of policies and directives

(f) Regulation and workflow monitoring

(g) Training status and requirement

(h) COI’s/ Tech Investigations

(j) Mod/ Specialist team task

(k) Warranty management

Command HQs

6. The command module will present collated information with facility for drill
down analysis on the following:

(a) Status – Fleet/Sqn/Base wise

(i) Serviceability
(ii) Rectifications
(iii) Air tests
(iv) AOGs
(v) Concessions
(vi) Lifed Components
(vii) Warranties
(viii) COI’s / Tech Investigations
(ix) Specialist team requirements/ task progress

(b) Resources Management

(i) Engine, Rotables and spares

(ii) Role equipment and spares
(iii) Simulators and MMPU’s
(iv) HR- Positioning and training (Skill set management)
(v) Testers, ASVs, Role-Equipment, Ground-Equipment

(c) Maintenance Alerts – flag/ colour code based

(d) Online communication of Policies/ Directives

(e) DR/PWR Monitoring

(f) Regulations monitoring

(g) Critical Hold ups

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Air HQs

7. The module at Air HQs will collate information from all the maintenance
related fields. Through the views generated for Air HQs will basically be on
aggregate information, the option of drilling down to the minutest grain shall be
possible. The module would support additional built in security with provision for
biometric sensors and user PINs. The collated information would basically include
the following:
(a) Status – Fleet / Units/ Base/ Command wise

(i) Serviceability
(ii) Rectifications
(iii) Airtests
(iv) AOGs
(v) Concessions

(b) Resource Management

(i) Engines, Rotables and spares

(ii) Armament and Role Equipment
(iii) HR – Positioning and training
(iv) Testers, ASVs, Ground-Equipment
(v) Production Planning and Management – 3rd & 4th Line

(c) Online communication of Polices/Directives

(d) DR/PWR Monitoring

(e) Activation and deployment Plan (Interface with Ops-module)

(f) Indigenization/ MOD’s

(g) Revision and Online Issue –Maintenance related publications

(h) TT & GE – Calibration, Monitoring and provisioning

(j ) TETTRAs- training requirements/plan

(k) New Inductions-Planning and Monitoring

BRDs

8. The BRDs are responsible for the third and fourth line servicing, production,
repair and overhaul of aircraft/equipment and their sub-assemblies. HAL divisions
also share these responsibilities. The functionality integration till BRDs is only
planned as a part of the e-maintenance project. The functionality envisaged for the
BRD module is as given below:

(a) Annual task planning, monitoring and management.

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(b) Process generation and workflow management.

(c) Holdup monitoring and management.

(d) Flag and colour code based Alerts.

(e) Maintenance support monitoring and management.

(f) Regulations monitoring.

(g) Maintenance planning tools.

(h) DR/ PWRs and repair management.

(j ) Training requirements and skill management.

(k) Trend/ Predictive analysis tools

9. The concept of e-maintenance was tried at 11 BRD with functionality limited to

11 BRD, which is functional and has been named IPRMS. The details of
implementation and modules are covered in the next paragraph. The e-maintenance
application when implemented shall cover all the BRDs and extend further
functionality to the e-maintenance implementation at BRDs. The application would
however be restricted to maintenance process flow only.

2506: Depot Level e-Maintenance: Integrated Production and Resource

Management System (IPRMS) at 11 BRD AF

1. During the establishment of overhaul facilities for Mig-29 ac at 11BRD, a need

was felt for computerization on all overhaul activities. The concept was further
extended to include the existing Mig-23 overhaul line as well as other facets of the
depot and IPRMS was implemented. Inventory management and logistics
procedures were excluded as these were being covered under IMMOLS.

2. The IPRMS application is modular in nature and covers the various work
process flows at 11 BRD. Separate modules have been developed for user
management and overall system administration.

3. The main automations covered in IPRMS are categorised under three major
heads: -

(a) Production Line

(b) Support Services

(c) Administration Services

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4. Aircraft Servicing Division. This module is for the functioning of the main
hanger line for MiG-29 as well as MiG-23 aircrafts. There are various master and
transaction sub modules that capture and process data. IPRMS makes available the
work records and work packages online, which enable aircraft wise and station wise
monitoring of production as well as on-line presentation of, hold ups in the production
line.

5. Rotable Servicing Division. As in the case of ASDs, work records and work
packages are made available online through IPRMS. In addition, project IPRMS is
providing an information management system to identify aggregates that become
unserviceable frequently for the purpose of the MTBF analysis. Online PCB layout
library, online recording of measured test parameters at nodal points in a PCB and
their comparison with standard parameters is possible in the system. Online
monitoring of cannibalization of aggregates/spares is available on the system.

6. Flight Testing and Storage Division. Acceptance checks on the aircraft

received for overhaul from the operating units, storage servicing details and
independent post overhaul checks are automated. Online monitoring of these
activities and their progress are available on the system. In addition IPRMS provides
tools to monitor online status of EAX, snags and rectification details.

7. Modification. IPRMS creates an information management system to

capture the data on details of modification being carried out on an ac. It generates
online status of each of the modifications including mod details, approval history,
hold-ups, status, PDC and the composition of the team members tasked to
undertake the job.

8. Quality Assurance Division. IPRMS has provided capabilities for quality

assurance coverage during the entire production line. Apart from this, various
activities like record of concessions & automatic warning on their expiry are
available. Defect investigation & PWR records to analyze trend, conduct of internal
audit and issue of airworthiness to indigenously developed spares are provided.

9. Indigenisation cell. The entire process of Indigenisation as per

indigenisation manual has been automated all from i.e. PT I to VII. The system has
data banks on vendors and their capabilities and status of items under progress with
each one of them with their PDC. Data banks on rubber consumables and material
substitution etc. are also maintained. The system will have progress on each item
and methodology to review the NIF/NINF items. IPRMS will also generate
revalidation status of indigenised items taking into account the feed back received
from operating bases.

10. General Engineering Division. It is linked with indigenisation module for

providing feasibility of in house development and its monitoring. It also facilitates
monitoring of various moulds and machines, various activities of the section such as
raising of requisition issue of job card check on availability of raw material. The
computerization of GED enables on-line detailing of manpower for day-to-day
activities and monitoring of the status of manufactured or repair an item. On-line

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serviceability status of various machines, details of spare hold up and the utilization
rate of machine is also maintained by the system.

11. Co-ord Section. The co-ord section is responsible for forwarding various
technical returns like aircraft state, QLR, Sarathi team reports and follow up reports
etc to HQ MC/ Air HQ on periodic basis. IPRMS will automate generation of these
returns on-line beside automating the technical management function and technical
registry. Similarly activities of photo, video and central Xerox section along with their

12. MT Section. Online raising of 901, control of vehicle booking in/out etc. is
automated. It also has the capabilities of maintaining records of periodic servicing
and prompts user if any activity is falling due. Book-in/out makes available online
availability of man power and detailing of personnel on a day-to-day basis is also
online. Daily serviceability status of vehicles, status of vehicles under repair/servicing
and the requirement of spares is available on the system.

13. Signal Section. This module facilitates all users to lodge their telephone
complaints online. The record of trunk calls and their billing have been automated.
Project IPRMS creates on line serviceability status of the telephone/tie-lines and
provides for on line booking of faults. Management and projection of funds for
telephone bill payment is also automated. IPRMS provides on line signal generation.

14. Overhaul Training Flight (OTF). Project IPRMS assists the OTF in
maintaining the record of courses conducted and provide section wise, trade wise
training status in the depot. Project IPRMS facilitates monitoring the progress of the
course on day-to-day basis as well as coverage of syllabus, conduct of exams,
recording of result and POR/documentation.

15. EDP Section. This module facilitates all users to lodge their PC
complaints online. It also maintains the record of hardware.

16. Armoury. All the transactions of the Armoury have been automated. It
facilitates processing of armament receipt and issues and servicing records of small
arms.

17. Human Resource Management. This has the initial database for movement
of all personnel of the Depot. Computerised database of all personnel of the Depot
is available in the project IPRMS for better utilisation of the manpower. This data
bank will consists of personnel details, qualification, specialization, past experience,
courses undergone, possession of vehicles and number of family members etc. With
the information on posting in/out, establishment and TBM database, deployment of
manpower and trade wise deficiency/ surplus is available online in the depot
facilitating generation of returns.

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18. Accounts. With the information on the man-hours, spares consumed with
their cost, and the cost of overheads available online, the aircraft wise costing return
in respect of the Depot will also generated by the system. Project IPRMS has
automated the various functions of the Station Account Section such as: -

(a) Cash accountancy.

(b) Pay accounting- Officers/ Airmen.

(c) Budgeting.

(d) Audit.

19. Misc Admin Services. The other admin services computerized by project
IPRMS are as follows: -

(a) Civil Admin services.

(b) Works services & their status.

(c) Online registration of complaints with MES and their disposal.

(d) Online registration/ allotment of SMQ.

(e) Conduct of periodic checks of NPFs.

(f) Receipt/ issue of barrack stores.

(g) Records of Security, Sports, Fire and Education sections.

20. Medical Services. Online registration for sick report, diagnosis and
medicine issue and receipt records is automated The activities of the Station
Medicare center are computerized to generate disposal of sick reports, medicines
issued and waiting period etc. Besides tracking the medical history of individuals, the
system generates patterns of sickness, if required. The system will maintain
consumption record of medicines for their procurement planning.

2507: Adaptability and long term capability of e - Maintenance Project

27. Since the application is web based and object oriented, it will sustain all the
modification and enhancement requirements. Further it will easily adapt to changes
in web technology as open source platform with the ltest protocols are proposed for
the application. Any enhancement would updatable as a patch to the existing
system.

28. The application would provide organization wide visibility; monitoring and
planning facility based on informed decision madding thus would aid network centric
management and act as a potent force multiplier.

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2508: Implementation of e - Maintenance

29. The present scenario of computerization in the IAF could be best stated to be
in a state of initial transition. The computers though being available in limited
numbers and air warriors being trained in general and specific computer applications
the development of applications to streamline the vast maintenance management
process has had a restricted scope and little or no lateral of hierarchical
communication. The output therefore has been limited to small databases with
continued dependence on traditional documentation and communication procedures.

30. To reap the true benefits of development in the field of IT, a complete module
encompassing the full activities of maintenance with a reliable storage and database
management system is an inescapable necessity. Only then the confidence in the
system and on-line operation would be actually visible and dependence on traditional
documentation would reduce.

31. Information is the key to effective management and with the onset of World
Wide Web in almost every world of life, online availability of information has not only
become a reality but also an inescapable necessity. The proposed web based e-
maintenance application will do away with the delays inherent in the present system
and facilitate prompt planning, decision-making and online process monitoring. At
the same time, the archived information would enhance the quality of trend
monitoring and prevention planning.

32. In a nut shell, implementation of this module would result in a complete

overhaul of the present maintenance management process and bring to fore the true
benefits of ERP and computerization to the IAF in terms of effective resource
management, enhanced flighty safety, better operation capability, planning,
monitoring and control and would prove to be a very potent force multiplier.

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ANNEXURE ‘I’ (Article 2502: Para 7 (b))

SECURITY OF COMPUTERS/ INFORMATION

1. No unauthorised person is to have access to computers. Proper guarding

and locking of the computer rooms is to be ensured. Only authorised personnel are
to operate the server and Internet Computer. The internet computer is to be stand–
alone to avoid ingress of virus.

2. JWO i/c EDP is responsible for the maintenance/ operation/ up keep of each
computer. All computers are to have Boot Sector/ Screen Saver passwords.

3. Only licensed version of the software is to be used in the section. All the
backups are to be brought on charge and kept under lock and key all the time. All
computers are to be installed with anti-virus software to prevent virus infection.

5. No classified (Secret/ Top Secret) matters are to be kept in hard disc/ recycle
bin of any PC/ Node/ Server. On completion of such classified jobs the backup is to
be taken immediately and the respective file of hard disc is to be deleted. The files
of the classified matters are to remain write protected.

6. No service engineer of any civil firm is to be allowed to work/ repair system

without the permission of O i/c EDP section.

7. The spare/ waste hard copies (including carbon papers) of classified matters
are to be immediately shredded/ pulped.

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ANNEXURE ‘II’ (Article 2505: Para 4)

DETAILS ON COVERAGE IN MODULES OF IMMOLS

1. Provisioning. Provisioning module covers the following :

(a) All spares from first to fourth line servicing for aircraft, systems, and
other equipment.

(b) Scaled spares and capital eqpt like rotables, TTGE, MT, armament,
etc.

(c) Lifed Components.

(d) Provisioning review (PR).

(e) Inventory level fixation function for Class B and Class C first and
second line spares.

2. Budgeting. This module covers the following functions:

(a) Allocations.

(b) Monitoring and review.

(c) Re-appropriation of funds.

(d) Raising and monitoring Direct Purchase Order.

(e) Foreign currency exchange rate and inflation rate maintenance.

3. Central Procurement. This modules covers all kind of procurements from

abroad, Air Attaches, PSU,s, DGS & D, Army Ordnance, DRDO, etc.

4. Central Payments. The module covers advance as well as payments on

supply of goods. Details of CFA are pre-stored for verification.

5. Local Purchase. This module covers all LP functions from raising demands
to BOC, issue and payments, and LP funds management.

6. Local Contracts. Local contracts at Unit, Station, Command and Air HQ

level are recorded in the module from inviting tenders for procurement and
payments.

7. Local Repairs. All functions of local repair from raising the LRO, approval,
inventory quotations, enter into contracts and payments are covered by this module.
8. Demand and Issue Management. The main functions of this module are:-

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(a) Demand registration.

(b) Issue approval.

(c) Issue of material and registration of issue voucher.

(d) Inability handling.

(e) Changes in demand.

9. Material Transfer. This module manages all external demands. Material

transfer request (MTR) refers to the process of placing material requests by one
establishment on another. The establishment could be a store in a unit, an ASP, an
ED, or a BRD. These material requests are approved by competent authority on line
before being sent to the consignor. The logistics staff at consignor location will take
up these requests for material transfer approval and the logistics officer would mark
the request for issue.

10. Stores Procedures. This module includes:-

(a) Stock taking and stock adjustment after stock taking.

(b) Item conversion and bringing on charge (BOC) of material.

(c) Loss and damage.

(d) Return of material from user.

(e) External issue.

(f) Salvage and disposal.

(g) Test and inspection.

11. Transportation. The main functions performed in this module are :

(a) Receive material from store for dispatch after pre issue inspection.

(b) If all items are found to be in right quantity and category, acknowledge
it or mark it pending.

(d) Update material transfer voucher details.

(e) Forward the material to packing bay for packing

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CHAPTER – 26

DELEGATED FINANCIAL POWERS

Article

2601: General
2602: Schedule I C &1 D- Sanction expenditure on Mods, trials, projects for
Aircraft Avionics System and Specialist Vehicles
2603: Schedule I E- Sanction of Indigenisation/ Indigenous Development of
maintenance Stores
2604: Schedule I H – Annual Contracts for Dispatches through Speed
post/Post parcels with Department of Post
2605: Schedule IV to VII- Powers to write Off Losses of Stores and Public
Money
2606: Schedule VIII (A) - Local Purchase/ repair of Stores
2607: Schedule VIII C, D, E – Participation of AF Personnel in seminars,
workshops, Organisation of Seminars & workshops and inviting guest lectures
for Training Courses
2608: Schedule XI B & C- Hiring of Road Transport (including load carrying
vehicles/Sea vessels) and Car/passenger Vehicles in a single transaction from
civil sources
2609: Schedule XII – Procurement of Maintenance Stores (Powers to Sanction
Indents, Contracts and Purchases)
2610: Schedule XII H – Formulation of Maint Scales, ARS, Rotable, Tool
Testers and Ground Eqpt Scales
2611: Schedule XII (J1A) - Approval of Expenditure for Eqpt not
authorised/scaled
2612: Schedule XII (J1B) - Approval of Expenditure for Introduction of new
items and its scale
2613: Schedule XII (J2)- Approval of Purchase of Indigenous Eqpt for
Replacement against existing Scaled Item with an Improved Version for
reasons of Obsolescence, Redundant or Cost Effectiveness
2614: Schedule XII (M) - Powers to Decentralise Indigenous Purchase Normally
Undertaken Centrally by Air HQ/ HQ MC
2615: Schedule XII (Q) - Powers to Purchase of AOG/PHU/MCM items (per
Transaction) by Air Attaches
2616: Schedule XV (C) - Duplication of Maintenance Documents on Paper and
Magnetic media (per Transaction)
2617: Schedule XVII (L) - Issue of Items on Loan to Vendors against Contract
or for Development
2618: Schedule XVII (M) - Powers to issue technically life expired Airframe/
Components /Items to Government Institutions for Education Purpose

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2601: General

1. Financial power is the tool with which it is possible for the Air Force to
effectively manage the fleet. Understanding these powers, as to how they are to be
used, forms an important part of training and it is imperative that all personnel are
aware of these issues. All the financial powers are actually vested with the Ministry
of Defence (MoD). Some of these powers have over a period of time been delegated
to the Service HQ and thus are known as the delegated powers. This has been done
with the idea that delegating the powers would result in tangible benefits by way of
timely procurements; time bound implementation of schemes/projects, speedy
disposal of cases contributing towards enhanced fleet serviceability and optimum
use of in house capabilities built up over the years. The powers have been delegated
in respect of both Capital procurement and Revenue heads. Capital procurement
means items, which shall lead to asset creation like purchase of new aircraft, new
missile systems, new EW system etc. Capital procurement is primarily carried out by
Plans branch (under DCAS) at Air HQ. Revenue means expenditure required to
sustain the assets already bought. This can be spares for ac, ground Eqpt, testers
and new testers as replacement of obsolete testers. Revenue expenditure is
primarily carried out by Maint Branch (under AOM at Air HQ and AOC –in- C at HQ
MC). These delegated powers are in terms of schedules, which are primarily a list of
issues under a heading. Similar issues have been clubbed under one schedule.
There are a total of 22 Schedules and are numbered from I to XXII. Some of the
salient features of these delegated powers are:-

(a) The delegation of financial powers for Capital procurement is to be

exercised as per the procedure laid down in Defence procurement Policy
(DPP) of year 2005.

(b) For each schedule under the delegated powers, a detailed SOP is laid
out which explains in detail the modalities, role and checklist of all concerned.
Presently these SOPs have been compiled together and are available in the
form of books (05 Volumes).

(c) The delegated powers have been formulated for CFA (competent
Financial Authority) independently as well as in consultation with IFA
(Integrated Financial Adviser). IFA is a finance cadre officer of MoD who is co
located with Air HQ and is a financial adviser to VCAS/ AOM /DCAS i.e. the
CFAs at Air HQ. Similar financial adviser is available to AOC and AOC-in-C in
the form of ACDA and JCDA.

(d) The powers in terms of financial limit are less when given
independently to CFA and increases substantially when given with IFA
consultation.

(e) The delegated powers, which are given to, the CFA independently are
to be exercised by him without referring to IFA at any stage.

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(f) For all delegated powers which are given in consultation of IFA, the
financial advice/consultation will be provided in writing /through electronic
media and will be based on regular noting on file. In case of an extreme
urgency, decision could be taken in meeting/discussion for which details of
deliberations/ minutes will be recorded. All such cases should be followed up
immediately by regular noting on the file where the decision taken during the
meeting /discussion will be recorded and financial advice recorded in writing.

(g) In matter within the delegated powers, it is open to the CFA to

overrule the advice of the IFA by an order recording in writing containing the
gist of objections of IFA and reason for overruling advice. A copy of the order
overruling financial advice will be endorsed to the next higher CFA informing
the IFA also simultaneously. In such cases, it will be open to the IFA to report
the matter to the next higher IFA or dropping it as deemed fit.

(h) The principals to be followed for determining the mode of tendering i.e.
whether to go in for open tender/limited tender/single tender/ PAC (proprietary
article certificate) tendering, has been laid down in chapter IV of DPM 2005.

(j) The powers to sanction indents, contracts and purchases in respect of

central procurement of maintenance stores on PAC basis and on non-PAC
single tender basis have been laid down in Sch XII (L1&L2). In respect of Sch
I, VIII, XI, XV, XVI, XIX, XX and XXII, the powers to purchase items on PAC
basis will be same as the powers provided to CFAs in the respective
schedules. In respect of Schedule XIX (Financial powers for information
technology related projects), the powers to purchase items on PAC basis will
be 50% of the powers given in the column with IFA consultation.

(k) The PAC certificate is to given at the level of AOC/CO of a self

accounting unit, CLMO at Command Level and Principal Directors/
Independent Directors at Air HQs.

(l) In case of purchases on single tender basis for non –proprietary items,
the financial limits in the schedule (other than Sch XII and Sch1C,D&E) will be
Rs 15,000/- per transaction without the consultation of IFA and Rs 1,20,000
with the consultation of IFA.

(m) The PSOs mentioned under Schedule IC, D& E will have powers of
purchase on non PAC single tender basis to the extent powers are available
to them in Schedule XII L2 (i) i. e. Rs Two Crores in consultation with IFA.

(n) The CFAs are to ensure that sanctions are not split so as to avoid
seeking the consultation of Ministry /IFA.

(o) Powers delegated to special authorities (without IFA consultation) for

exercise during war, hostilities, natural calamities/disaster management

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and special operations will become operative only on issue of a Govt order
(Schedule XXI).

(aa) For purchase to be made under Schedule XIX and XX (IT code head
and Telephones), Air HQs will lay down specifications of Eqpt to be procured
in order to ensure standardisation across the Air Force.

2. In the delegated powers there are some schedules which are used for the
day to day functioning of the Air force and also there are some important schedules
which are used often by maintenance branch personnel at Depot/Command /Air HQ
level. Some of these are explained in brief in the succeeding paragraphs. For full
details on each schedule there is a requirement to study the SOP for each
Schedule and Delegated financial powers issued vide Air HQ /95378/Fin
P/2431/US (RC)/Air II/06 Dated 14 Jul 2006

2602: Schedule I C and I D

1. Schedule I C provides financial powers to accord necessity and expenditure

angle approval for aircraft/weapon system oriented experimental, trials, modification,
trial of equipment for project including manufacture of special tools and equipment
for weapon system, radars, missiles, communication systems and all test / ground
equipment.

2. The financial powers in respect of Sch I C are as follows:-

CFA Without IFA With IFA /CDA

Concurrence
VCAS/DCAS/AOM 5,00,000 10,00,00,000
AOC-in-C MC 1,00,000 10,00,00,000
SMSO,MC Nil 5,00,00,000
AOC/CO of self accounting BRD 60,000 1,00,00,000

3. Schedule I D provides financial powers to accord necessity and expenditure

angle approval for modifications of specialist vehicles and the associated equipment
to meet operational and technical needs.

4. The financial powers in respect of Sch ID are as follows: -

CFA Without IFA With IFA /CDA

Concurrence
VCAS/DCAS/AOM 1,00,000 1,00,00,000
AOsC-in-Cs 1,00,000 1,00,00,000
AOC/CO of self accounting BRD 10,000 5,00,000

5. The powers are delineated as VCAS for operational requirements, DCAS for
projects, AOM/AOC-in-C MC and repair Depots for technical requirements including

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that for specialist vehicles and the associated equipment, AOsC-in-C of other
commands for specialist vehicles and associated equipment towards operational
needs.

6. The project has to go through the normal course of necessity and expenditure
angle sanctions. TPC (tender purchase committee) and PNC (price negotiation
committee) are an integral part of this system. Even if the case falls under the
powers without consultation of IFA, a TPC will be conducted for procurement
exceeding Rs one lakh.

7. The expenditure is debitable to the revenue code head 742 of the weapon
system in case the trial is maintenance or operational in nature or capital code head
if it is a development trial.

8. The Request for Proposals (RFP)/ Tender Enquiry should have both
mandatory and optional clauses. It should include requirement, airworthiness
approval, long term product support, safeguards of intellectual property, liquidity
damage (LD) clause etc. Liquidity damage means that the contractor/vendor will
have to pay penalty in financial terms which is generally@ 2%pm or part thereof, not
exceeding 10% of total contract value in case item is not supplied in time.

9. A Technical Evaluation Committee (TEC) would be mandatory in all cases

other than where the cost is less than Rs 50,000. Officer of the rank not below Wg
Cdr as the chairman of TPC and the project officer and quality assurance officer as
members is the mandatory composition.

10. While formulating proposals for expenditure angle approval, the necessity, the
cost of development and the procurement cost should be brought out clearly.

11. Under this schedule there is provision of payment to the vendor in case of
failure also. This is provided the vendor has put in his best efforts and where some
additional QRs have emerged after development of a part of the process. In all
genuine cases the payment responsibility for failure will be acceptable to IAF. The
payment made however should be commensurate to the efforts put in by the vendor
and should not exceed 50% of the order value inclusive of advance paid if any. All
the engineering details, drawings and samples etc developed up to this stage should
be taken from the vendor and will be proprietary of IAF.

2603: Schedule I E

1. To provide impetus to the indigenisation activity of aeronautical items and to

reduce dependence on imports, a separate schedule IE has been created for
according necessity angle approval and incurring expenditure towards the
indigenisation activity.

2. The term indigenisation would cover indigenous development, indigenous

repair/ reclamations, indigenous /third country substitutions (without involving

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payment in foreign exchange), all activities related with reverse engg, testing,
manufacturing of special tooling for development/testing of spares for first time
development, alternate source development and revalidation.

3. The financial powers in respect of Sch I E are as follows:-

CFA Without IFA With IFA /CDA

Concurrence
VCAS/ /AOM 1,00,000 50,00,000
AOsC-in-C Commands 1,00,000 30,00,000
AOC/CO of self accounting BRD 50,000 10,00,000

4. The items covered are all spares required for 3 rd and 4th line servicing by the
BRD/ AMSE and also items where they are the provisioning agency. It also includes
indigenisation of all spares of ARS task of different fleets if given by Air HQ, spares
requested by other depots by virtue of availability of expertise, all requirements of
ASV, Specialist MT, TTGE, GSE and consumables which is otherwise required to be
imported either directly or indirectly.

5. The powers given in this schedule can be used for payment of development
cost for indigenous development of spares. The term development means sum total
of reverse engg, design/intellectual applications, testing charges, procurement cost
for required number of prototypes, testing charges, tooling charges and even
replacement and new procurement of Fax machines, plain paper copiers and STD
charges on account of indigenisation. These powers can also be used for
procurement of standards (MIL, BIS or Russian standards).

6. The project has to go through the normal course of necessity and expenditure
angle sanctions. TPC (tender purchase committee) and PNC (price negotiation
committee) are an integral part of this system. Even if he case falls under the powers
without consultation of IFA, a TPC will be conducted for procurement exceeding Rs
01 Lakh.

7. The expenditure is debatable to the code head 751/01, 752/01 and 753/01.
Since these code heads have vast usage, for the purpose of this schedule a
separate code with suffix (Ind) is to be used. For all activities from HAL, code head
751/01(Ind) will be used. For other PSUs, DRDO and Govt agencies 752/01(Ind) will
be used and for all other agencies code head will be 753/01 (Ind).

8. The Request for Proposals (RFP)/ Tender Enquiry should have both
mandatory and optional clauses. It should include requirement, airworthiness
approval, long term product support, safeguards of intellectual property, liquidity
damage (LD) clause etc.

9. A Technical Evaluation Committee (TEC) would be mandatory in all cases

other than in case of minor items. Officer of the rank not below Wg Cdr as the

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chairman of TPC, officer from user section, Indigenisation officer and quality
assurance officer as members is the mandatory composition.

10. While formulating proposals for expenditure angle approval, the necessity, the
cost of indigenous development and the procurement cost should be brought out
clearly.

11. Under this schedule there is provision of payment to the vendor in case of
failure also. This is provided the vendor has put in his best efforts and where some
additional QRs have emerged after development of a part of the process. In all
genuine cases the payment responsibility for failure will be acceptable to IAF. The
payment made however should be commensurate to the efforts put in by the vendor
and should not exceed 50% of the order value inclusive of advance paid if any. All
the engineering details, drawings and samples etc developed up to this stage should
be taken from the vendor and will be proprietary of IAF.

12. The discretion to select the Agency Holding Sealed Particulars (AHSP) will
rest with AOM/AOC-in-C MC. The airworthiness approval authority for flight critical
items is Regional Centre for Military Airworthiness (RCMA). And for non critical items
it is the Self Reliance Committee (SRC) of the Depot. In the SRCs, the quality
assurance (QA) officer plays a vital role of an independent agency and is also
responsible for inspection of bulk supply. The QA officer of BRDs will be the AHSP.

13. For development of alternate source, the 80:20 rule as per GOI letter no
7(76)/ 73D (SII) dated 12 Oct 99 can be applied i.e. 20% of second requirement
should be taken up for development through the second vendor and order for 80% of
the requirement is to be placed on the first vendor who has already developed the
item. The figure of 20% can be suitably modified towards increase only with the
approval of the CFA. Once the second source is developed, orders can be placed on
the most competitive one.

2604: Schedule I H

1. This schedule deals with dispatch of all Air force stores through speed
posts/post parcels within the weight and dimensions limits allowed by postal
department. Speed post services are to be used for dispatch of stores, (other than
those which need to be escorted), which are required to be transferred to meet
AOG/MOG/PHU/MCM or justified urgent.

2. Since speed post and post parcels are dealt by Post Offices, a Govt
organization, Air HQ (D Stores) enters into contract with the Postal depts. The
contract is concluded annually or for a period of two/three years. The Sqn Cdr (Lgs)
will operate the contract.

3. The main features of the contract with Post office are that it has been
concluded under Book Now Pay Later (BNPL) Scheme. Dept of Post is to provide
free pick up and delivery at Air Force Stations.

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4. The dimension of item should not exceed 1.50 Meters for any one side and
weight can be a maximum of 50 Kgs or as agreed to while formulating the contract.
Also Dept of Post (DOP) pays compensation for any delays beyond 24 Hrs of the
laid down timings.

5. In case contract has not been finalized by DD Mov at Air HQ, units can avail
these services on piecemeal basis at the prevalent rates of DOP.

2605: Schedule IV to VII

1. Schedule IV. It deals with powers to sanction write off of losses of stores
including MT vehicles not due to theft, fraud or gross neglect. The powers are as
follows:-

CFA Without IFA With IFA /CDA

Consultation Consultation
VCAS/DCAS/AOM/AOP/AOA/DG 1,00,000 10,00,000
AOC-in-C 50,000 10,00,000
PSO at Command HQ 30,000 5,00,000
AOC of self accounting Unit 25,000 4,00,000
OC of self accounting Unit 5000 2,00,000

2. In cases of losses /damages is not due to theft, fraud, or gross neglect,

holding of COI may at the discretion of CFA be dispensed with where the reported
loss is less than Rs 10,000.

3. The sanctioning authority is to ascertain that the loss is not due to individual
carelessness, beyond the control of storing authority and remedial action taken and
instructions issued to avoid recurrence in future.

4. Schedule V. It deals with power to sanction write off of losses of stores

including MT vehicles due to theft, fraud or gross neglect. The powers are slightly
different (given below) whereas other actions remain as that of schedule IV.

CFA Without IFA With IFA /CDA

Consultation Consultation
VCAS/DCAS/AOM/AOP/AOA/DG 50,000 2,00,000
AOC-in-C 25,000 2,00,000
PSO at Command HQ 20,000 1,50,000
AOC of self accounting Unit 10,000 1,00,000
OC of self accounting Unit 10,000 1,00,000

5. Schedule VI. It deals with powers to sanction write off of losses of public
money not due to theft, fraud or gross neglect. The powers are as follows: -

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CFA Without IFA With IFA /CDA

Consultation Consultation
VCAS/DCAS/AOM/AOP/AOA 50,000 1,00,000
AOC-in-C 25,000 1,00,000
SOA/SAASO 15,000 50,000
AOC of self accounting Unit 5,000 25,000
CO of self accounting Unit 2,500 25,000

6. The definition of public money in this schedule means irrecoverable personal

advances made to individual’s no longer in Govt service, losses due to expenditure
on freight due to store error in despatch, demurrage charges incurred due to
negligence on part of consigner/consignee etc.

7. In such cases of loss not due to theft, fraud, or gross neglect holding of court
of inquiry may at the discretion of CFA be dispensed with.

8. Schedule VII. It deals with powers to sanction write off of losses of public
money due to theft, fraud or gross neglect. The powers are as follows:-

CFA Without IFA With IFA /CDA

Consultation Consultation
VCAS/DCAS/AOM/AOP/AOA 25,000 80,000
AOC-in-C 10,000 80,000
SOA/SAASO 8,000 50,000
AOC of self accounting Unit 5,000 25,000
CO of self accounting Unit 2,500 25,000

9. The powers enumerated under schedule VI and VII can also be exercised in
respect of DSC personnel attached to units of Air Force.

2606: Schedule VIII (A)

1. This schedule deals with local purchase /repair of stores and is one of the
most commonly used schedules of the IAF. The powers in this schedule are given
below
CFA Without IFA With IFA
Consultation Consultation
VCAS/DCAS/AOM/AOP/AOA/DG 1,00,000 25,00,000
ACsAS Nil 5,00,000
AOC-in-C 1,00,000 25.00,000
AOLM/SMSOs at Command HQ Nil 10,00,000
AOC of self accounting Unit 1,20,000 5,00,000
OC of self accounting Unit 60,000 3,00,000

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2. The powers of local purchase per transaction are to be exercised only in

respect of such items of authorised equipment which are required after it has been
ascertained that supplies are not available or cannot be obtained within reasonable
time from the nor mal sources of supply. The use of powers of local purchase should
be exceptional rather than the rule except when the central procurement is
dispensed with and units are authorised to undertake their own procurement

3. Local purchase can also be resorted to for purchase, repair, calibration etc for
all maintenance requirements whose maintenance philosophy is “Local Repair” by
units or through vendors.

4. All financial powers authorised to CFA in this schedule are with respect to
each transaction.

5. Powers in respect of stores relate only to purchase of Indigenous stores and

not in respect of stores from abroad.

6. Separate lists of suppliers will be maintained by Air force units for local
purchase and direct purchase and reviewed periodically for additions/ deletions.
Vendors already registered with Army, Navy/ DRDO and Defence PSUs etc are to
be automatically considered for issue of limited tender enquiry (LTE). IFA being a
local resourceful officer may be consulted for registration of vendors.

7. In all cases of local purchase except cash purchases under Schedule XVI (D),
(Imprest advances for cash purchase), tenders are to be invariably invited.
Quotations on letter pad/head should not be accepted.

8. In case of local purchases, the tenders are being invited and finally a
Comparative Statement of Tenders (CST) is made. Adding all the taxes and duties
for each vendor together with the basic price quoted, leads to the lowest vendor (L1).

9. As per rule 15 of GFR, open tendering is to be resorted to for procurement of

all items of Rs 2 Lakh and above.

10. The unit level TPC/PNC for local purchase would comprise of AOC (CFA), rep
of IFA, CQAO (in case of BRDs and ED), SLO/CLO or representative and also a
member of user section.

2607: Schedule VIII (C D E)

1. Schedule VIII C of the financial regulations (FR) deals with the powers of
sanction of participation of Air Force Personnel in Seminars, symposia, short
courses, workshops, annual conventions at civil Professional / academic
organisations and institutions in India. The powers are as appended below: -

REFER DELEGATED FINANCIAL POWERS ISSUED VIDE AIR HQ/95378/1/FINP/2431/US

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CFA Without IFA With IFA

Consultation Consultation
PSOs at Air HQ/AOC-in-C 25,000 Full Powers
PSOs at Command HQ Nil 5,00,000
AOC of self accounting Unit Nil 20,000 per head with
annual ceiling of Rs
02 Lakh
CO self accounting Unit (Gp Capt Nil 10,000 per head with
and Wg Cdr) annual ceiling of Rs
02 Lakh

2. Schedule VIII D deals with the financial powers to conduct Seminar/Workshop

by Air Force. The powers are as appended below: -

CFA Without IFA With IFA

Consultation Consultation
PSOs at Air HQ/AOC-in-C 25,000 20,00,000
AOC of self accounting Unit 5,000 2,00,000

3. Schedule VIII E deals with the financial powers to sanction expenditure for
inviting guest lecturers for training courses. The powers are as appended below: -

CFA Without IFA With IFA

Consultation Consultation
VCAS/AOP/AOC-in-C 5,000 per head 50,000 per head
subject to annual
ceiling of Rs 05 Lakh
AOC/Stn Cdr/ CO of Trg Nil 25,000 Per annum
establishment

2608: Schedule XI B and C

1. Schedule XI B deals with hiring of Road transport and sea route transport
from civil source in a single transaction whereas Schedule XI C deals with hiring of
Car/Passenger vehicles in a single transaction. Road transport includes load
carrying vehicles, crane, bulldozer, tractors, fork lifters and other mechanical
transport. Sea route transport includes trawlers, boats, crafts and vessels. The
powers are appended below: -

XI B Powers
CFA Without IFA With IFA
Consultation Consultation
VCAS/ AOM 1,00,000 2,00,00,000
AOC-in-C 60,000 2,00,00,000
SMSO Commands/ AOLM MC Nil 1,00,00,000
AOC/CO of self accounting Unit 15,000 10,00,000

REFER DELEGATED FINANCIAL POWERS ISSUED VIDE AIR HQ/95378/1/FINP/2431/US

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XI C Powers
CFA Without IFA With IFA
Consultation Consultation
VCAS/ AOM / AOC-in-C 1,00,000 10,00,000
SMSO Commands/ AOLM MC Nil 5,00,000
AOC/CO of self accounting Unit 5000 1,00,000

2. The powers are authorised with respect to each transaction. It means that
these powers can be repeatedly used in a financial year subject to availability of
funds and requirement. For example an AOC can authorise a car hire on 01 Jan and
again on 15 Jan if funds are available and requirement is there.

3. Six monthly / yearly contracts can be finalised by units in consultation with IFA
for hiring of transport on a regular basis to fix rates and the overall ceiling of the
contract value. CFA and IFA for approving contracts will be determined by total
estimated value of the contract during the currency (period) of the contract. Once the
contract is finalised with a ceiling value then within the ceiling CFA would approve
hiring without reference to IFA. The units can also have rate contract on yearly or
half yearly basis for recurring and unforeseen requirements specifying per KM rates
for each type of vehicle.

4. These powers can be used only when Air Force means of transport are not
available.

5. The expenditure will be incurred from locally controlled code head 735/01-
Hired Transport-Personnel and 735/02-Hired Transport-Stores.

2609: Schedule XII

1. This is one of the most exhaustive schedules and covers powers for
procurement of all maintenance items. It is this schedule, which gives the powers to
sanction, indents, contracts and purchases. Since it has 20 sub-schedules and
powers are different in each sub schedule, explaining each would result in this
chapter becoming too voluminous. Thus the items covered in each sub schedule are
only listed below. Some important sub schedules are however explained in the
succeeding paragraphs.

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Schedule Description
XII (A) Necessity angle sanction for PR (provisioning review), SR
(Special Review) etc for procurement from PSUs/ Govt
Departments.
XII (B) Necessity angle sanction for PR, SR etc for procurement from
indigenous sources other than PSUs/ Govt Departments.
XII (C) Necessity angle sanction for PR, SR etc for procurement from
import (revenue head only).
XII (D) Committee purchase powers for indigenous purchase at Air HQ.
XII (E) Committee purchase powers for indigenous purchase at
Command HQ.
XII (F) Committee purchase powers for indigenous purchase at
Equipment and repair Depots which are self accounting.
XII (G) Committee purchase powers for import purchase at Air HQ.
XII (H) Formulation of Maintenance Scales.
XII (J1A) Approval of expenditure for equipment not scaled.
XII (J1B) Introduction of new items and its scale.
XII (J2) Approval of Indigenous eqpt for items obsolete in nature,
improved version or cost effective.

XII (K) Powers to top up SSF level in respect of indigenous stores only.
XII (L1) Powers to approve propriety purchases.
XII (L2) Powers to approve non propriety single tender purchases.
XII (M) Powers to decentralise purchase on Admin grounds.
XII (N) PR in respect of Met eqpt.
XII (O) Indigenous powers to place AOG/PHU/MCM requirements on
PSUs
XII (P) Stitching of Uniforms
XII (Q) Powers to Purchase AOG/MCM/PHU by Air Attaché
XII (R) Issue of direct Purchase Order (DPO)

2610: Schedule XII H

1. This Schedule deals with the powers for formulation of Maintenance Scales.
ARS, Rotable, Tools, Test and ground eqpt scales come under the purview of this
scale. The powers are to be exercised by AOM / VCAS in keeping with the laid down
government norms. The power in respect of this schedule is appended below:-

CFA Without IFA With IFA

Consultation Consultation
VCAS/ AOM Nil Full powers

2. The ARS booklet is to be reviewed once every two years, rotable scale once
every three years and TTGE scale once every five years.

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3. The draft scales for ARS, Rotable and TTGE are to be formulated by CSDO
and forwarded to the Maintenance cell at Air HQ for vetting and final printing through
JD (publications) under ACAS (MP).

4. For ARS scale all mandatory items /spares required to carry out scheduled
servicing / maintenance activities at first and second line/O&I level are to be
included. In addition, items are to be included based on the past recurring
consumption trends of class B&C items. The basic norm being that the item should
have shown a consumption trend every 04 months (to be translated to 1000 hrs of
operation as ARS is to cater for 1000 Hrs). Additional Qty required for 30 days spare
pack and Dett operations should be clearly indicated.

5. The Rotable scale is to be formulated as per guidelines given in AFO 22/90. It

also caters like the ARS scale for 1000 Hrs of operation. Qty required for 30 days
pack and Dett operations should again be clearly indicated.

6. Amendments (increase) and addition to the scale between the review periods
are to be done as per the procedure required for making the scale i.e. IFA will have
to be involved. Deletions or reductions can be done after obtaining the approval of
Principal Director of Maintenance cell without consultation of IFA. For example PD
Eng A’s concurrence would only be required for Russian fighter ac in case of
downward revision or deletion in scales.

7. The scales for newly inducted items are to be proposed based on the OEM’s
recommendations.

8. The TTGE scale is to be formulated as per AOM’s Supply and provisioning

Canon 7/2001 and AFO 6/2006.

9. ACAS (MP) is to be involved in the process of formulation of scales till

approval.

2611: Schedule XII (J1A)

1. This Schedule deals with the powers of approval of expenditure for equipment
not authorised /scaled. The powers are appended below:-

CFA Without IFA With IFA

Consultation Consultation
VCAS/DCAS/ AOM Nil 10,00,00,000

2. This schedule can be used for one time purchase of equipment, which is not
in any scale, and there shall be no requirement for the same in future and thus
scaling not required.

REFER DELEGATED FINANCIAL POWERS ISSUED VIDE AIR HQ/95378/1/FINP/2431/US

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2612: Schedule XII (J1B)

1. This Schedule deals with the powers of approval of expenditure for

introduction of new items and its scale. The powers are appended below:-

CFA Without IFA With IFA

Consultation Consultation
ASEPC (DCAS) Nil 10,00,00,000
ASEPSC (AOM) Nil 5,00,00,000

2. This schedule is primarily used for scaling of new equipment into the IAF. For
maintenance related stores the powers are given to a committee known as ASEPSC
for which the AOM is the chairman. For Ops related equipment the powers are with a
committee known as ASEPC for which DCAS is the chairman.

3. For scaling of an item a SOC is to be raised in accordance with Org Memo

37/86. The same shall be processed by the concerned Maint cell at Air HQ with
different agencies like DMA, Dte of Standardisation and put up to IFA for scrutiny.
After the check by IFA, the case is to be put up to DCAS/AOM for final approval.
DCAS/AOM may, if required, convene a meeting of the ASEPC/ASEPSC members
before approving the case.

4. The approval under this schedule would only constitute a necessity angle
approval (i.e. item is now scaled and can be purchased now or in future). For
procurement, Schedule XII D E F G is to be followed based on the nature of
equipment.

2613: Schedule XII (J2)

1. This Schedule deals with replacement of existing maintenance scaled item

with an improved version in the circumstances if the existing item is out of production
or if scaled item is redundant or if the new version is cost effective.

2. The powers are appended below:-

CFA Without IFA With IFA

Consultation Consultation
VCAS/AOM Nil 10,00,00,000
AOC-in-C Nil 2,00,00,000
AOC/CO Self accounting unit Nil 1,00,000

3 In all cases of up gradation/replacement, IFA will be involved right from the

stage of acceptance of necessity, determining mode of tendering, selection of
vendors, vetting draft TE/draft Supply order, TPC/PNC etc.

4. IFA will examine such cases among other things with regard to book value,
year of purchase, hours used, expenditure incurred on

REFER DELEGATED FINANCIAL POWERS ISSUED VIDE AIR HQ/95378/1/FINP/2431/US

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repairs/overhauls/renewals/indicating any infrastructure created, depreciation,

obsolescence of technology etc keeping in view the overall cost-effectiveness. These
should be calculated in advance.

2614: Schedule XII (M)

1. This Schedule deals with the powers to decentralise indigenous purchase

normally undertaken centrally by Air HQ/HQ MC. This provision is given if it is felt
that the Depot shall be able to procure the item faster and correctly, as they are the
AHSP and have the required QA element to do the Inspection. This can be done if
HQ MC or the Depot is the AHSP of the Eqpt or on administrative necessity grounds.
The powers are as: -

CFA Without IFA With IFA

Consultation Consultation
VCAS/AOM/AOC-in-C Nil 2,00,00,000

2. The Maintenance cell is to obtain necessity angle approval as per normal

procedure given in schedule XII depending on the nature of item and then it is to
issue a letter of authority (by AOM/AOC-in-C) de-centralising the purchase. HQ MC
or Depot is then to undertake procurement through TPC.

2615: Schedule XII (Q)

1. This Schedule deals with the powers to purchase AOG/PHU (production hold
up) / MCM (most critical material) items through the air Attachés. The powers are as
follows

CFA Without IFA With IFA

Consultation Consultation
Air attaché 5,00,000 50,00,000

2. The powers are in respect of each transaction. It means that these powers
can be exercised by the Air attaché for multiple indents provided the cost of each
indent does not exceed the financial limit (Rs 50, 00,000 in consultation of IFA).

3. All AOGs would be procured under these powers (also called AOG fast track
route) provided the Maint cell at Air HQ confirms that purchase of these items would
lead to maximum recovery of ac. In case of MCM/PHU, HQ MC would indicate
whether these items are to be procured on fast track basis under the Air Attaché
powers depending on the urgency.

4. The Air attaché is authorised to procure various range of items, which include
ac spares, aero engine spares, breakdown spares of rotables/aggregates of ac,
spares of Radar and communication system, spares of GW systems, spares of any
other equipment, the non availability of which would directly affect the operational
preparedness of the equipment/system and technical documentation.

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5. The necessity angle approval will need to be accorded by a committee at Air

HQ whereas the expenditure angle approval is to be obtained by Air Attaché
Committee. The team comprising of the Air Attaché and the counsellor Co-ord or any
other officer detailed by the Ambassador is referred as the Air Attaché committee.

6. The indent (authority for purchase) is to be transmitted to the concerned Air

Attaché for procurement only at the level of Principal Director of the concerned
weapon cell and not by any functionary below him. Indents are to be forwarded to
only one Air Attaché for procurement. In case of procurements warranting generation
of competition, the tender should be actioned by Air HQ itself

2616: Schedule XV (C)

1. This Schedule lays down financial powers in respect of Duplication of

Maintenance documents on magnetic media and as hard copies. The powers (Per
transaction) are as follows: -

CFA Without IFA With IFA

Consultation Consultation
AOM/AOA 25,000 5,00,000
ACAS (MP) 15,000 2,00,000
AOC-in-C Nil 5,00,000
PSOs at Command HQ Nil 3,00,000

2. These powers are to be exercised for duplication of all maintenance and

logistics documents by using either in house resources or through external agencies.

3. These powers will also be applicable for cataloguing of parts catalogue and
price lists on magnetic media.

4. The agency responsible is Jt Dte of Publications either itself or through

CSDO.

2617: Schedule XVII (L)

1. This Schedule lays down financial powers for issue of items on loan to
vendors against contract or for development. The powers are as follows:-

CFA Without IFA With IFA

Consultation Consultation
VCAS/AOM 2 Years 2 Years
AOC-in-C 2 years 2 years
SMSO/AOLM 18 months 18 months
AOC/CO of self accounting unit 1 year 1 year

REFER DELEGATED FINANCIAL POWERS ISSUED VIDE AIR HQ/95378/1/FINP/2431/US

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2. The powers of AOC-in-C, SMSO/AOLM and AOC/CO will not apply to EW,
Armament and secret Equipment for which Air HQ shall exercise powers.

3. All issues outside the Air Force not against a contract can also be made after
approval of CFA if it is required to meet an IAF requirement.

2618: Schedule XVII (M)

1. This Schedule deals with the powers to issue (gifting) technically life expired
aircraft/ components /items to Government Institutions for education purposes. The
powers are as follows: -

CFA Without IFA With IFA

Consultation Consultation
Chief of Air Staff Nil Full Powers

2. The term technically life expired includes aircraft or its power plant and allied
systems, armament, missiles, electronic warfare Systems (after clearance from Ops
and Int), all radars and mechanical transport.

3. The agency responsible for co-ordinating and maintaining a record of life

expired items and requests for the same is Jt Dte of MP under ACAS (MP).

4. The transportation charges are to be borne by the borrowing department.

REFER DELEGATED FINANCIAL POWERS ISSUED VIDE AIR HQ/95378/1/FINP/2431/US

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CHAPTER – 27

IMMOLS (INTEGRATED MATERIALS MANAGEMENT ON LINE SYSTEM)

Article

2701: General
2702: Objectives of IMMOLS
2703: Decision Making Aiding Tools and Utilities
2704: IMMOLS Infrastructure and Maintenance Philosophy
2705: Modules in IMMOLS Application Software
2706: Using IMMOLS in Maintenance Activities
2707: Maintenance of IMMOLS Data Base

2701: General

1. Integrated Materials Management On Line System or IMMOLS is a manifestation of

IAF’s initiative to fine tune materials management. It was developed to automate and fine
tune the materials management process in IAF with a view to improve the visibility of
spares leading to increased serviceability of weapon systems and to reduce inventory
carrying costs by minimizing non-moving inventory. It is an ERP package developed by
Tata Consultancy Services Pvt Ltd for IAF.

2. An on-line system which, would make all items / spares available in units i.e.
weapon system sites, ASPs, EDs and BRDs visible to maintenance / logistics hierarchy
became not only desirable but also necessary to ensure that no weapon system is
awaiting operationalisation while relavant item or spare is available within the IAF at some
unknown location. Also, an on-line system spanning right up to the users’ end would
ensure accurate capture of all necessary data as against the concept of central data entry
system, wherein, the data is first captured on forms and then entered centrally. The
demands raised by users whether satisfied or not by supply agencies would remain
available within the database and may thus form the realistic basis for provisioning. This is
considered the paradigm shift from supply based provisioning to demand based
provisioning. These two critical factors i.e. visibility of all items / spares across the
formations and demand as the basis for provisioning would become the scientific method
for successively eliminating the two major drawbacks of manual system i.e. poor
forecasting of requirements and poor exploitation of non- moving inventory.

2702: Objectives of IMMOLS

1. IMMOLS is expected to make the following impact on the logistics management

system: -

(a) IMMOLS provides visibility of entire IAF assets at Air HQ and HQ MC and
asset visibility of units to each operational command. On- line asset visibility as
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well as transit asset visibility at all echelons of heirarchy will help top management
in decision support and would enhance the exploitation of available material
resources and bring about quantum reduction in down time of weapon systems by
enhancing the exploitation of available material resources.

(b) Quality of provisioning data would get a definite boost since it would be
based on realistic demand figures and trends. This is infeasible to be achieved in a
Depot based logistics management system, since there are no computerised
databases at users’ end to capture realistic demands / trends. Also, manual capture
of data on forms and stationary retains the randomness of impurities applicable to
any manual system.

(c) IMMOLS captures the entire logistics business logic of the IAF and thus
ensures standardization across various types of units / formations.

(d) On-line availability of data is expected to bring non-moving items in sharp

focus. Their dilution would then be a corollary of this knowledge under the
directions of top management.

(e) Concept of Global Item Gallery called GIG, an electronic item dictionary, as
the core of IMMOLS functionality ensures accurate assessment of IAF inventory
and its dynamism. Purification of data in GIG would be a byproduct of its utilisation.
This concept is built in the design of IMMOLS. It is expected that in years to come
we will have almost 100% pure data in the GIG.

(f) IMMOLS design and methods have been cleared by audit and equipment
account. Progressively, IMMOLS would be in a position to provide historical cost of
any item /spares without manual intervention / interpretation. This may then
become an objective tool for price negotiations at each level of logistics hierarchy.

(g) IMMOLS aided by Equipment Accounting On-Line System (EQUOLS) and

Audit On Line System (AUDOLS) is the only functional system cleared for On Line
audit. Therefore, the available on line data is audit vetted and tenable for financial
usage.

(h) IMMOLS is expected to usher-in the era of greater accountability with

regards to quality of services offered since scientific bench marking of services
offered would be available on-line for the top management.

2703: Decision Making Aiding Tools and Utilities

1. IMMOLS has a number of tools, which can help in decision making for the higher
management. Some of the important decision making tools are appended below:-

SL NO DECISION AIDING TOOLS/ UTILITIES

1. AOG IMMOLS would provide real-time information on outstanding
management AOG demands vs IAF inventory status through its query
interfaces and through numerous customized AOG reports
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designed for the perusal of the top management. This will

facilitate effective utilisation of pan-IAF inventory.
2. Rotable IMMOLS would provide detailed information of stock status and
management life of each rotable held in the squadron inventories and
logistics stores. The stock visibility across IAF would help in
undertaking accurate and timely census of rotables and help in
realistic provisioning for the forward ordering period by taking
into consideration parameters of scale, task, MPE, Cat ‘D’
arisings and Yield of repair values available in the database
against each item.
3. Spares IMMOLS application software dynamically consolidates
Management Contracted/ Not–issued spares i.e. dues in and dues out status
and provides updated output though its global item gallery
interface and through customized reports. The document
tracking facility provided in IMMOLS would help in viewing and
ascertaining the current supply status of outstanding Material
Transfer Requests (MTRs) at the consignor end.
4. Asset IMMOLS provides visibility of entire IAF assets at Air HQ and
visibility and HQ MC and asset visibility of units to each operational
inter unit command. This online stock visibility would help instant inter
transfers and intra command assets transfers. This would directly
contribute to reduction in downtime of weapon systems by
effective utilisation of available assets.
5. Asset IMMOLS provides online bin location and stock status of each
monitoring and every item. This facility can be utilised for undertaking
surprise checks of high value stores and bring in better
accountability in the system.
6. Budget IMMOLS application software dynamically consolidates and
management updates the budget details of all relevant code heads by
accessing data from the e-procurement documents generated
in the system. This would help top management in efficient
budget management.
7. Financial IMMOLS provides facility to accord online concurrence and
concurrence sanction of e-documents within and across units. This would
and sanction help in substantial reduction in processing time involved in
physical dispatch of paper documents.
8. Procurement IMMOLS provides interface to monitor procurement and
and contract contract processes. It provides data on last purchase rates and
supplier performances through its query interfaces and reports.
9. Provisioning IMMOLS application software helps in instant consolidation of
liabilities and assets and generation of realistic provisioning
reviews based on demand analysis. At station level, the
inventory fixation module helps in fixation of the maximum and
minimum holdings of an item.
10. Personal IMMOLS provides a user specific personal folder interface for
work folder viewing and speedy clearance of pending e-jobs in IMMOLS.
An approver of an e-document can undertake online query and
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clarifications form the subordinate recommenders.

2704: IMMOLS Infrastructure and Maintenance Philosophy

1. IMMOLS comprises of the following components: -

(a) The computer hardware, with associated peripherals.

(b) The system software, i.e. the operating system software and the database
server software.

(c) The Local Area Network (LAN).

(d) The Wide Area Network (WAN).

(e) The IMMOLS application software itself.

2. Each of these components needs to be maintained in fully serviceable and tuned

state at all times to ensure optimal functionality of the application.

2705: Modules in IMMOLS Application Software

1. IMMOLS comprises of the following modules: -

(a) Provisioning

(b) Budgeting

(c) Central procurement

(d) Central payments

(e) Local purchase

(f) Local contracts

(g) Local repairs

(h) Demand and Issue management

(j) Material transfer

(k) Stores procedure

(l) Transportation

(m) Loan accounting

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2706: Using IMMOLS in Maintenance Activities

1. IMMOLS offers on-line tools both for interaction of maintenance staff with Logistics
and for analysis of selected data. Some of these features are enumerated on succeeding
paragraphs.

2. IMMOLS offers a powerful tool to view the stock of required items through the GIG
interface available under “Master” menu items.

3. IMMOLS provides interface to capture Tech Specifications, Publications details,

salvage type to be accounted in case of ‘E’ categorization, monitoring life on three
selectable parameters and associations of different suppliers, part number for every item.
In all 63 types of parameters can be defined for any item. These options are available
through “view items” options on right click in the GIG display grid.

4. IMMOLS offers a feature called document tracking to follow the progress of

demands. This tool is available in “Tool” menu item with submenu item called “Document
Tracking”. Selecting this option will lead to document tracking.

5. Provisioning in IMMOLS is based on approved demands on recurring nature. These

are typically those demands that are expected to be periodically repeated. Definitions of
recurring and non-recurring demands are given in Glossary of terms item no 56 of IAP
1501. By default IMMOLS treats every demand as recurring and hence the creator of a
non-recurring demand has to consciously un-tick the check box of recurring issue in
demand document. Failure to correctly mark non-recurring issues could lead to over
provisioning.

6. All partially fulfilled demands are retained by system and utilized for provisioning
purpose. Hence the creator of a demand has to be careful to avoid creating a fresh
demand from same user section for an item against which an outstanding demand already
exists. IMMOLS cautions the creator when such situation is encountered. Hence the
creator has to consciously decide do raise a fresh demand in such case else items can be
drawn against the existing outstanding demand. Alertness of creator will ensure that over-
provisioning does not take place due to such partially fulfilled demands.

7. Task is created in the system by the Engineering Directorate at Air HQ and is

displayed through the “Provisioning” menu. Spare list is created based on the type of task
for each line in the task document. Therefore it is necessary that the type of task at the
BRD matches exactly with the created in the IMMOLS task document. Further mandatory
and non-mandatory replacements have to be specifically demarcated in the spare list as
since this has a direct impact on the provisioning.

2707: Maintenance of IMMOLS Data Base

1. Data Maintenance Philosophy. The data maintenance philosophy follows the top-
down approach i.e. Master data is introduced at Air HQ and will be available down the
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chain to Commands and field units. Similarly, any amendments to the master data will be
done at Air HQs by the respective specialist maintenance cells.

2. Introduction of NIV-Item into IMMOLS Database. The database in context of

IMMOLS is called GIG (Global Item gallery). GIG is an electric item dictionary. No NIV
numbers are to be introduced in IMMOLS database. Thus, the mandatory fields required
for introducing a new item are as follows:

(a) Material Group.

(b) Vocab Section.
(c) Reference/ Part Number.
(d) Description.
(e) Denomination of Quantity.
(f) Class of Store.
(g) Original Source of Supply.
(h) Last Purchase Price (in foreign exchange, if procured ex-abroad or in Indian
Rupees, if indigenously procured).
(j) Last Purchase Date.
(k) Last Source of Supply.
(l) Equipment Class.
(m) In-lieu item, if any.
(n) Details of item superseded by this item.
(o) Details of the items for which this item is an in-lieu.
(p) Details of the item for which this item is a replacement, if applicable.

3. Some of the additional information that can help in correctly identifying the item
are:-

(a) Publication Details.

(b) Technical Specifications.
(c) Salvage Type of the item, i.e. whether salvage will be ferrous or non-ferrous,
rubber etc.
(d) Latest Source of Supply.
(e) Budgetary Code Head.
(f) Whether item is batched/ Lifed/ serially numbered.
(g) If Lifed, type of life.

4. Data Base back-up Procedure. The procedure for ensuring database backup is
as follows:-

(a) At Field Units.

(i) Hourly Backup. Hourly backups of the log files are to be taken.
These backups are to he taken on the hard disk as well as DLT tape. The
backup tape is to be kept in safe custody with the System Administrator and
rotated after every hour.
(ii) Daily Backup. The daily backup of the complete database is to
be taken at 1300h every day. This again is to be taken on the hard disk as
well as DLT tape. Two copies of the backup are to be made. One copy of
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the tape in to be kept in safe custody with the CEO/ Chief of Production or
any other appointment designated by AOC /Stn Cdr for security. The other
copy of the tape is too kept with the System Administrator.
(iii) Weekly Backup. The weekly backup will comprise the
complete database including the transaction log files. The backup, again, is
to be taken in two copies on tapes, in addition to the hard disk copy. The
backup is to be taken every Friday at 1300h. In this case, one copy of the
tape is to be held in safe custody by the AOC/Stn Cdr. The third copy is to
be with the System Administrator.
(iv) Monthly Backup. The monthly backup, both on hard disk and DLT
tapes, is to be taken on the last working Day of every month. One copy of
the tape is to be sent, by registered post, to CLMO (Dy AOLM in case of HQ
MC) for safe custody. Another copy is to be held in safe custody by the
AOC/Stn Cdr. The third copy is to be with the System Administrator.
(v) Rotation of Backup Tapes. The backup tapes, in every case,
are to be rotated on the designated days by the System Administrator. A
record of the backups taken, their custody and rotation of the tapes is to be
maintained by the System Administrator. This register is to be produced for
inspection on any staff visit by Air HQ / Command officers. A record of such
checks is also to be endorsed on the register.

(b) At Command HQ. A similar system, as for Air HQ, is to be laid down for
safe custody and retention of the backup tapes at all Command HQ.

(c) At Air HQ. At Air HQ, the backups are to be taken as detailed
above. However, the copies of the tapes are to be kept at the following
locations:-

(i) Daily Backup. One copy of the tape is to be kept with the System
Administrator. The other copy is to be kept with DMIS at Air HQ (RKP).
(ii) Weekly Backup. One copy of the tape is to be kept with the System
Administrator. The other copy is to be kept with DMIS at Air HQ (RKP).
(iii) Monthly Backup. One copy of the tape is to be kept with the
System Administrator. The second copy is to be kept with DMIS at Air HQ
(RKP). The third copy is to be kept with AOL.

5. Logistics Management has undergone a major upheaval on implementation of

IMMOLS. It has ushered in an era of electric vouchers where in, randomness of manual
vouchers has become a thing of past. Fully on line IAF inventory will empower personnel
to initiate full-fledged electronic transactions at all levels.

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CHAPTER - 28

RESTRUCTURING OF TECHNICAL TRADES & FLM

CONCEPT
Article
2801: General
2802: Revised Technical Trade Structure
2803: Modular Concept
2804: FLM Concept
Annexure
I: Group ‘X’ Technical Trade Structure
2801: General

1. In order to meet the futuristic requirement of technologically advanced

weapon platforms being inducted into the IAF, the CAS approved the revision of
trade structure in IAF in the beginning of 2006. This was necessitated due to the
following: -

(a) To rationalize the trade structure across the stream i.e. aircraft, GW
and system.

(b) To impart more relevant training.

(c) Re- structure based on job functionalities and flexibility of

deployment.
2802: Revised Technical Trade Structure
2. There would be a total of 12 Technical Trades in Group ‘X’ in
the revised trade structure. Nine would be of technical trades and
three would be of airmen aircrew. These new trades have been
formed by merging various erstwhile trades. The details of Gp ‘X’
Technical Trades are as follows:-

Sl. No. Erstwhile Trade New Trade

(a) AF Fit Structure Fit

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 (b) Eng Fit Propulsion Fit

(c) Wpn Fit + SEW Weapon Fit

(d) Elect Fit, Inst Fit, Photo Fit, Electrical Fit

PMF(E), MF(E)

(e) Rdo Fit + Rad Fit + MF (L) Electronic Fit

(f) WS Fit (M) + Carp Rig Wkshop Fit (M)

(g) WS Fit (B) + WS Fit (C) Wkshp Fit (Smith)

(h) PMF (M), MF (M) Mech System Fit

(j) MT Fit, MF (M) Automobile Fit

(k) Flt Engineer Flt Engineer

(l) Flt Gunner Flt Gunner

(m) Flt Signaller Flt Signaller

2803: Structure of Modular Concept
1. The modular system of training envisages the training to be
conducted in modular (with duration of 12 weeks or a multiple / part
thereof). The term ‘module’ has been introduc ed to avoid any
confusion with the term ‘Capsule’ which has been linked to the JITT in
the pre-revised trades (Just in Time Training (JITT) which was introduced in
the year 2004, where the ab-initio air warriors were trained at Technical
Training Institute under Encapsulated Training Patter (EPT)). The modular
system retains all the essential ingredients of JITT concept. As per
the modular concept, the tradesmen would undergo training at TIs /
TTIs in three modules, as against four phases in the encapsulat ed
format of training. The training and career progression under the
modular concept is envisaged to be as follows: -
(a) Joint Basic Phase Training (JBPT) at ATS, Belgaum for
duration of 12 weeks.
(b) JBPT to be followed by Module-I training at TIs / TTIs. The
duration of this training would be 36 weeks for trade training at
TTIs. On successful completion of Module -I, the U/T airmen
would be attested.
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(c) A typical technical tradesman would thereafter undergo

TETTRA-I wherever applicable. On completion of TETTRA-I, the
tradesman would be deployed as First Line Mechanic (FLM) in
Aviation, GW and System streams.
(d) The tradesman would thereafter spend approx 21 months in
the field unit before being routed for Module -2 at TIs / TTIs. The
LAC reclassification test would be administered at the field units
as per the existing procedure.
(e) The tradesman would undergo Module-2 for 12 weeks (or a
multiple/part thereof) at TTIs/TIs. Successful completion of
Module-2 would qualify the tradsmen for the promotion to the
rank of Cpl. The Module-2 would be followed by TETTRA-2,
wherever applicable. On completion of TETTRA -2, the tradesman
would be qualified to undertake the Second Line tasks in his
parent trade in addition to the task of FLM.
(f) The airmen would thereafter be deployed in a filed unit for an
approximate duation of four and a half year (54 months) before
being routed to TIs/TTIs for Module -3.
(g) The tradesmen would undergo Module -3 for a duration of 12
weeks (or a part thereof) at TTIs/TIs. On succes sful completion
of Module-3, the tradesman would qualify for the promotion to
the rank of Sgt.
2804: FLM Concept
1. The trade restructuring has also resulted in introduction of ‘First
Line Mechanic’ (FLM) concept in the IAF. F or utilization in DSS, the five
trades are again reduced to three, namely FLM (Mech) which is a combination
of Propulsion and Structure, FLM (L), which is a combination of Electrical and
Electronics trade and FLM (Wpn). These air warriors are being cross trained on
the paired/ sister trades, during their ab-initio training as well as TETTRA
Schools. Annexure “I” brings out the trade structure after TET-1 and TET-2.
2. FLM training is to be conducted so that a mechanic is able to
under take first line activities in the following fashio n:-

(a) FLM must be able to undertake all activities of daily inspection

(FSS Pt I& II) of parent trade and sister trade.

(b) FLM must be able to undertake some parts of OOPS & FFS Pt III
servicing activities of parent trade and sister trade.

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 (c) OOPS and FSS Pt III accordingly have been divided by CSDO in to
the activities which can be undertaken by FLM technicians and the
activities which can only be undertaken by II line trained technicians. This
was done based on the complexities of the activities.
3. Since no separate section exists presently to cater for the
revised trade structure and also to hasten the process of integration
with the mainstream technicians, grouping of the erstwhile trades and
FLMs is to be done in the following manner at the D SS:-
(a) The Structure and Propulsion fitters are to be grouped with
their parent trade i.e. Airframe and Engine respectively.
(b) The erstwhile Elect Fit, Inst Fit & Photo trades of DSS are to
be merged into one section and the FLM (L) whose parent trade
is Electrician Fit (amalgamation of Elect Fit and Inst Fit) is to be
grouped with this section.
(c) The erstwhile Rdo Fit and Rad Fit trades of DSS are to be
merged into one section and the FLM (L) whose parent trade is
Electronic Fit (amalgamation of Rdo Fit and Rad Fit) is to be
grouped with this section.
(d) The erstwhile Wpn Fit and SEW trades of DSS are to be
merged into one section and the FLM (W) (amalgamation of Wpn
Fit and SEW) is to be grouped with this section.

4. Post merger of various sections, the technicians who were trained as per
nine trades structure will continue to work in their parent trades till they are cross
trained as per the revised trade structure (FLM concept).

5. Such grouping will enable case of acceptance of FLMs by the erstwhile

trades and the FLMs will also benefit by working along side the more
experienced technicians. It would also ease the process of ‘conduct of OJT’ and
enable the FLMs to be operational in the least possible time.

6. Deployment. First line mechanics as the name implies are to be

deployed on first line activities only, till completion of TET-II training. On
completion of TET-II, the tradesmen to be deployed on second line tasks of his
parent trade in addition to the task of FLM.

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7. Servicing Activities. An FLM is required to sign in all the trade columns

of F-700 for which he does DI, which could be in one or more trade columns. No
changes are envisaged in the existing F- 700 at this state. FLM DI cards are
already issued by CSDO for use by the FL Mechanics as well as erstwhile trade
personnel. The erstwhile trade personnel will carryout those activities mentioned
against their trade in FLM DI cards.

8. OJT. In order to facilitate smooth integration of the first line mechanics

into the maintenance stream, it is vital that the OJT syllabus as formulated by
TETTRAs is meticulously followed and implemented. SEOs are to prepare a
detailed planned for the conduct of OJT before FLMs are deployed on ac. OJT is
to be imparted on all the trades for which an FLM is trained and expected to work
and supervisors of different trade will have to be involved for its conduct. For
example, an FLM (Elect) would require supervisors or experienced technicians of
the erstwhile Elect, Photo, inst Radio and Radar trades. This calls for meticulous
planning and supervision at the highest levels in Stations/ units so that the OJT is
carried out in a structured manner without affecting the daily routine.

10. OJT is to be planned in such a way that an FLM is made ready for
utilization as early as possible. For e.g. Structure Fit FLM will first undergo OJT
on Airframe trade under an Airframe Fit supervisor. On completion of this portion
of OJT, he must be cleared for charring out DI on Airframe trade activities and
also utilized accordingly. Simultaneously, the OJT on Engine trade is to
commence and on completion of this portion of OJT, a Structure fit FLM (M) is to
be cleared and utilized for carrying out DI on both airframe and engine trade
activities. The same methodology is to be followed for clearing FLM tradesmen
belonging to the other trades.
11. It is likely that the time period of OJT will be different for FLM (M), FLM (L)
and FLM (Wpn) tradesmen. However, the main aim is to make an individual
operational as soon as possible, and for this reason the focus of OJT must be
mainly on DI. This is to be followed by OJT for FSS Pt-III and out of phase
servicing involved. It is to be insured that an FLM is cleared for carrying out these
activities only as a worker.
12. In addition to the above an FLM tradesmen is to be utilized in assisting in
other servicing/ rectification pertaining to his trade so that he gains maximum
exposure and confidence before proceeding for Module- II.
13. Cross Training. Dte of Training along with AFRO and Training
Command is preparing a plan to convert ATT and JITT to FLM.
14. An FLM tradesmen will spend approx 21 months in the field units before
proceeding for his module-II training followed by TET-II. The longer duration of
stay at the unit would enable the tradesmen to develop the required skills and be
better prepared to assimilate trade knowledge during the conduct of module- II

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and second line TETTRA training. The stay of FLMs in the field units must
therefore be gainfully utilized. AOCs/ Stn Cdrs/ CEOs, have an important role to
play in ensuring a smooth transition and successful implementation of the FLM
concept.
ANNEXURE ‘I’ (Article 2804: Para 1)

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GROUP 'X' TECHNICAL TRADE STRUCTURE

1ST LINE

AFTER TETTRA - 1
TTI
Aviation Systems Missiles

Structure Fit FLM (Mech) Not Applicable Not Applicable

(Air Frame Fit)

Propulsion Fit FLM (Mech) Not Applicable Not Applicable

(Engine Fit)

Weapon Fit FLM (Wpn) Not Applicable FLM (Wpn)

(Wpn+SEW)

Electrical Fit FLM (L) FLM (L) FLM (L)

{Elect + Inst
+Photo + PMF (E)
+ MF (E)}
Electronic Fit FLM (L) FLM (L) FLM (L)
(Radar +
Radio+MF(L)

Mechanical System Mechanical Mechanical FLM (Mech)

Fit System Fit System Fit
{PMF (M) + MF
(M)}
Automobile Fit Automobile Fit Automobile Fit FLM (Mech)
{MT Fit + MF (M)}

2ND LINE
AFTER TETTRA - 2
TTI
Aviation Systems Missiles
Structure Fit Structure Fit Not Applicable Not Applicable
Propulsion Fit Propulsion Fit Not Applicable Not Applicable
Weapon Fit Weapon Fit Not Applicable Weapon Fit
Electrical Fit Electrical Fit Electrical Fit Electrical Fit
Electronic Fit Electronic Fit Electronic Fit Electronic Fit
Mechanical System Mechanical Mechanical Mechanical
Fit System Fit System Fit System Fit
Automobile Fit Automobile Fit Automobile Fit Automobile Fit

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CHAPTER - 29

PROCEDURE FOR SCALING OF ITEMS

Article

2901: General
2902: SOP for Scaling of ARS
2903: SOP for Rotable Scales
2904: SOP for Scaling of Tools, Testers and Ground Eqpt (TT&GE)
2905: SOP for Introduction of New Items for Maintenance and its Scaling
2906: SOP for Upgradation / Replacement of Scaled Equipment

Annexure

I: Standard format of SOC as per Org Memo 37/86 and AOM’s Task Directive 33/99

2901: General

1. Whenever an aircraft or a Weapon System is inducted into IAF the OEM supplies
equipment, consumables, rotables, testers, and ground equipment as per the contract, as part
of initial procurement or one time supply. Subsequently for IAF to be able to operate and
maintain the Weapon System optimally, these items need to be continuously replenished as
they become unserviceable due to fair, wear & tear. Thus, in order to know the exact scale of
spares / items which need to be held at all levels, SOPs for scaling of various Items have been
formulated.

2. Equipment required for Maintenance of aircraft is categorised into various categories.

The Automatic Replenishable spares are primarily Class ‘C’ spares used at I st & IInd line (e.g.
seals, oils, greases, chemicals, electrical and electronic items). Rotables are categorised
primarily into Class ‘A’ and ‘B’ based on their costs. Tools, Testers and Ground Equipment for
Ist, IInd, IIIrd and IVth line are categorised into Class ‘A’ and ‘B’ items based on their cost and
usage.

3. With technological advancements in field of aviation, at times there is a need to

introduce new items, which would aid in improving maintenance practices. Since such
requirements arise once a while, the procedure for scaling and purchasing is different.
Similarly to upgrade / replace obsolete but scaled equipment the procedure for purchase is
different.

4. The provisions under Schedule XII sub-schedule (H) of Financial Regulation are to be
exercised for formulation of maintenance scales for ARS, Rotables, Tools, Testers & Ground
Equipment. The powers are exercised by AOM in consultation with IFA / CDA at Air HQ as per
laid down Govt. norms.
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5. The provisions under schedule XII, sub-schedules J of financial regulations are to be

exercised for introduction of new items or up gradation/ purchase of scaled equipment.

6. Period of Review. The various booklets are to be reviewed as per the following: -

(a) ARS Booklet – Once in 2 yrs.

(b) Rotable scale – Once in 3 yrs.

(c) TT&GE scale – Once in 5 yrs.

7. No budgetary support is required for formulation of Maintenance scales.

2902: SOP for Scaling of spares under ARS category

1. Automatic Replenishment System was introduced in May 1972. It aims at providing

scale of Ist and IInd line requirement of aircraft maintenance items to support (1000/1500/2000
hrs as applicable) of the flying task at operating units and monitor automatic supply of items to
such scale. This system is applicable to all aircraft where consumption trend of spares is
established.

2. The scale is to be worked out as per AFO 10/96. The guidelines for the Compilation of
ARS Booklet are:-

(a) Only first and second line maintenance spares, which have been
consumed at least thrice during the last two yrs, are to be included. Items other
than aircraft spares will be restricted to aircraft oils, lubricants, and grease.

(b) The Booklet is to be divided into five separate sections as follows: -

(i) Section I- Information and instructions for operating bases,

Command HQs, Replenishment agency and Maintenance cells at Air HQ.
(ii) Section II - This section contains entitlement per Sqn UE of 18
aircraft, 36 aircraft and price in Rs of each item. It is divided into 5 parts.
(iii) Section III - Alphanumeric Cross reference Index.
(iv) Section IV - Consumption & Demand details of Non-ARS / Non-
ARS listed (for Ist and IInd line) (Non ARS listed items are those which
have been consumed at lease ONCE during the previous 2 yrs and have
greater probability for their likely consumption in the forward period of 2
yrs based on technical appreciation).
(v) Section V - This section will contain list of all items which are
available indigenously. The details of type approval, Authority, AHSP
(Authority Holding Sealed Particulars) and vendor details are to be quoted
against each item.
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3. Procedure for Formulation of ARS Scales.

(a) Draft ARS scale is to be prepared by CSDO based on consumption norms and is
to be forwarded to concerned Maintenance Cell at Air HQs.

(b) At Air HQs concerned Maintenance Cell is to ensure that all mandatory spares
required for carrying out scheduled servicing / maintenance activities at First and
Second line / O & I level are included. A certificate to this effect is to be rendered by
Tech Specialist.

(c) Items are to be included based on past recurring consumption trend of Class ‘B’
and ‘C’ items as per norms prescribed for Depots, ASPs and operating units. The basic
norm being that item should have shown a consumption trend every 04 months (to be
translated to 1000 / 1500 / 2000 hrs as applicable). Details of consumption to support
the Qty included in scale should be provided.

(d) The scales of newly inducted wpn systems are to be proposed based on the
OEM’s recommendations for Ist / IInd or O/I level spares.

(e) Additional quantities required for 30 days War Pack and Detachment operation
should be clearly indicated.

(f) The draft ARS scale is to be put up for scrutiny to IFA and subsequently to AOM
for approval.

(g) After approval of the scale by AOM, the scale is to be allotted an IAPT number
by the maintenance cell and forwarded to JD publications for printing and issue to all
concerned through AP&FS.

2903: SOP for Preparation of Rotable Scales

1. The aim of Rotable scale is to ensure optimum utilisation of the inventory of Rotables
specific to the aircraft and to identify sub-assemblies, which can be classified as rotables.

2. The scales are to be formulated as per guidelines given in AFO 22/90.

3. Guidelines for the Compilation of Rotable Scale. The following guidelines are to be
followed: -

(a) Anticipated Utilisation Rate (h). The Anticipated Utilisation Rate (h) is the
anticipated hrs likely to be flown per aircraft per month.

(b) Consumption Rate (r). The consumption rate (r) per 1000 hrs of flying is
calculated by using following formula:-
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r = Consumption in last 3 yrs X 1000

Total flying hrs in last 3 yrs

(c) Yield of Repair. Yield of repair of Rotables is the average percentage of yield of
repair obtained during preceding 3 yrs.
YoR = Number of Cat ‘B’s produced/ repaired x 100
Number of Cat ‘D’s loaded for repair

(d) Unit Float (FU).The Unit float is calculated for UE by using following formula:-
FU = r X 4 X n X h
1000
where r = Consumption rate of rotable per 1000 hrs of flying.
4 = Float required to sustain four months of operation.
n = No. of aircraft in each squadron
h = Anticipated Utilisation rate.

(e) Repair Cycle Float (FC). The repair cycle is counted from the time of induction
of rotables on repair line to time of completion of repair / overhaul. Thus, the quantity of
rotables on repair line is calculated as follows:-

FC = Average Annual repair task X Repair cycle in months

12

Repair cycle in months:-Inside country = 6 months

Outside country = 12 months

(f) Wastage Float. During repair / overhaul of rotables, certain percentage of

the total quantity inducted in repair line is inevitably discarded as beyond economical
repair. Thus, Wastage float is calculated as:-

Average Annual
Wastage Float = Repair Task X MPE period in yrs X (1-Yield of Repair)
100

MPE = Maximum Potential Establishment period is 57 months = 4.75 yrs

Yield of repair of rotable is to be calculated by Repair agency and average of
preceding 3 yrs is to be obtained.

(g) Aircraft / Engine Overhaul Agency Float. The float at overhaul / repair
agency is to be calculated as follows: -

Float for Rotables repaired locally = Annual repair task of aircraft / engine
12

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Float for rotables repaired by an = Annual repair task of aircraft / engine

external agency but inside country 4

(h) Storage Depot Float. To cater for fluctuations in the consumption patterns,
production hold ups and transit delays, three months requirements for operation of fleet
are to be kept as float. This float is calculated as Storage Depot Float.

Storage Depot Float (FD) = rX3XNXh

1000
where r = Consumption rate per 1000 hrs.
N = Total fleet strength.
h = Anticipated Utilisation rate.
3 = Three months operational requirement for the fleet.

(j) Total float is the sum of various floats recommended.

4. Procedure for Formulation of Rotable Scale.

(a) CSDO is to be tasked by concerned Maintenance Cell through ACAS (MP) in

time to ensure timely issue of scale.

(b) The draft scale of Rotables (as per the AFO 22/90) is to be prepared by CSDO,
who is to obtain inputs from various units, depots and repair agencies.

(c) The rotable scale is to be made in two parts. Part I is to include all rotables
proposed to be scaled. Part II is to include all rotable (LRUs / Aggregates / LSRUs /
Repairables) not proposed to be scaled. Part I & II combined together would thus form
the complete list of rotables for the fleet / system.

(d) The quantities required for 30 days War Pack and Detachment Operations
should be clearly specified in draft rotable scale.

(e) Supporting data to justify the Qty proposed to be scaled should be provided with
the case.

(f) CSDO is to forward the draft scale to the concerned Maintenance Cell who are
to vet the scale and formulate the Final draft scale. The Maint Cell is to then forward the
proposal for scrutiny to IFA.
(g) After the concurrence of IFA, the proposal is to be put up to AOM for approval.

(h) After obtaining sanction of AOM (CFA), the scale will be allotted a unique IAPT
number and forwarded to JD (Pub) for printing and issue to all concerned through
AP&FS.

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2904: SOP for Scaling of Tools, Testers and Ground Equipment

1. The aim of Scale of Tools, Testers and Ground Equipment (TT & GE) is to provide
the operating units, repair / overhaul agencies with necessary tools, testers and ground
equipment essential for servicing of aircraft and associated equipment to accomplish the task.

2. The TT & GE scale is to be formulated as per guidelines given by AOM’s Supply &
Provisioning Canon 07/2001 and AFO 06/2006.

3. Guidelines for compilation of TT & GE scale.

(a) Maintenance manuals, Overhaul manuals, Zip sets (1:1, 1:4, 1:8, & 1:10), CSDO
servicing schedules and Contracts (Detailed Project report – DPR) for supply of aircraft
are the reference publication for preparing the scale.

(b) It is to be prepared trade wise for Ist, IInd, IIIrd, and IVth line.

(c) All TT & GEs are to be categorised in to two classes as follows:-

(i) Class A eqpt.

(ii) Class B eqpt.

(d) The scales are to be classified in to two types and prepared separately
(i) TT & GE – I - for first & second line.
(ii) TT & GE –II – for third & fourth line.

(e) IOR demands for TT&GE are to be treated as valid and alive till materialised.

(f) Spare packs required for maintenance of Class ‘A’ TT&GE for two yrs are to be
listed separately. All the spares in this section are normally consumable items of class
‘C’ category.

(g) List of CT&GE (Centrally provided Tools and Ground Equipment) which are to be
provided to units through central sources i.e., Indigenous vendors or import are to be
listed in the scale.

4. Procedure for preparing scale for TT & GE.

(a) Maintenance cells are to effectively liase with Command HQ for preparation of
draft scale of TT&GE specific to the aircraft.

(b) Parent Command HQ is responsible to set up a technical committee at the unit /

designated BRD for initial preparation of Draft TT&GE –I / TT &GE – II for a newly
introduced aircraft or for amendment or periodic revision of the existing scale. The
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technical committee will comprise of a specialist technical officer, logistic officer and
CEO / Sqn Cdr Aircraft Tech or equivalent appointment at BRD.

(c) The draft scale prepared by Technical committee is to be vetted by Logistic

Officers of respective ED for amendment of quantity of each item as per the past
consumption.

(d) The scale is then to be technically vetted by Command HQ and forwarded to the
respective maintenance cell at Air HQ.

(e) The maintenance cell is to consider the recommendations of the Command HQ

and accordingly amend the draft.

(f) The draft scale is to be then forwarded to CSDO who will then incorporate the
same in the Standard approved format and return it back to Air HQ for further
processing.

(g) Maintenance cell is to formulate a proposal for approval of the scale. The
proposal is to be routed to AHSP (Authority Holding Sealed Particulars)/ Indigenisation
agency for vetting in case of CT&GE (Centrally provided Tools & Ground Equipment).

(h) After vetting by AHSP / Indigenisation agency, the proposal is to be put up to IFA
for scrutiny. Subsequently it is to be put up to AOM for approval.

(j) After obtaining sanction of AOM (CFA), the scales will be allotted unique IAPT
number and forwarded for printing to JD (Pub) by respective maintenance cell.
Subsequently, they will be issued to all concerned through AP&FS.

2905: SOP for Introduction of New Items for Maintenance and its Scale

1. During routine maintenance of aircraft or a weapon system, there could be times where
need arises to introduce new equipment / system to improve upon its reliability, cost
effectiveness, accuracy etc. Thus, there exists a provision where in within the financial powers
of the CFA a new Item can be procured.

2. The Officer Commanding BRD and the Officers Commanding Air Force Stations / Units
are authorised to locally procure / manufacture items of equipment, not so far introduced in
service, to meet Special Requirement for the servicing / repair / overhaul of aircraft and for the
manufacture of urgently required equipment. The financial power (As per Schedule, VIII of
Financial Regulation) shall be exercised subject to the following conditions: -

(a) The extent of power shall be the same as for item already introduced into
service.

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(b) Immediately after the first manufacture / local purchase is under taken, a report
will be submitted to Air HQs (Prov Section concerned) and no further manufacture /
local purchase will be made until the item is introduced in service.

(c) None of the items held in stock in the AF can be substituted as in-lieu.
Auth: IAPT-1501 Chapter 24 page 278 para 1 subpara (j).

3. At times the cost of new item to be introduced exceeds the financial limit as per
Schedule VIII. Thus, there exists a provision under schedule XII sub schedule J1 for
introduction of new items not already authorised / scaled. The powers to sanction expenditure
by ASEPSC (Air Staff Equipment Policy Sub – Committee) Maint (AOM) are to be exercised in
consultation with IFA.

4. The budgetary support for items readily available in market is to be provided by the
designated Maintenance Cell for the concerned weapon system from the respective revenue
code head.

5. Procedure for introduction of New Items.

(a) An SOC is to be raised in accordance with Org Memo 37/86 dated 21 Nov 87
and AOM’s Task Directive 33/99 by the unit and forwarded to Command HQ. Sample
of a SOC is given in Annexure ‘I’.

(b) The SOC duly vetted by Command HQ is to be forwarded to the concerned

Maint Cell at Air HQ.

(c) ‘In principle’ approval is to be obtained by the concerned Maint Cell at Air HQ
and refer the case to DMA (Directorate of Maintenance Administration) to allocate
vocab number.

(d) The SOC is then to be forwarded to Dte of Standardization and Dte of Value
Engineering for vetting.

(e) The case is to be then referred to DGAQA / AHSP to be designated by ACAS

(MP) / AOL for technical & non-technical stores respectively for vetting.
(f) Before forwarding the case to IFA, the budgetary commitment is to be made by
the concerned Maint Cell & the recommendation of penultimate CFA may also be
obtained.

(g) After obtaining IFA’s concurrence, the case is to be put up to AOM for final
approval. IFA and / or AOM may if required convene a meeting of ASEPSC (Air Staff
Equipment Policy Sub – Committee) members before approving the case.

(h) Once an item is thus inducted in service, the case will be referred to ACAS (MP)
/ AOL for inclusion in Air HQ Routine Order Part IV.
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2906: SOP for Upgradation / Replacement of Scaled Equipment

1. With advancement in technology, a need may arise of replacing existing scaled items
for maintenance activities with an improved version. Such a need may arise if the existing item
is out of production, item is obsolete or new version is more cost effective.

2. Thus, for items costing more than the purchase powers authorised vide Schedule VIII,
a provision exists as per Financial Regulations Schedule XII, sub section J2 to replace /
upgrade scaled items. However, prior concurrence of IFA is mandatory.

3. Procedure for purchase of Scaled Equipment.

(a) In all cases of up gradation/ replacement, IFA will be involved right from the
stage of acceptance of necessity, determining mode of tendering, selection of
vendors, vetting draft Tender enquiry (TE) / Draft Supply order, TPC (Tender Purchase
Committee)/ PNC (Price Negotiation Committee) and in post contractual matters.

(b) Procedure for obtaining necessity angle approval as per Maint SOP No 06 is to
be followed except that justification for procurement of replacement should be clearly
brought out including financial, operational and maintenance advantages for approval of
CFA and concurrence of IFA.

(c) The case should follow two bid system - inviting separate technical and
commercial bids.

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ANNEXURE I (Article 2905 Para 5a)

STANDARD FORMAT FOR STATEMENT OF CASE AS PER ORG MEMO

37/86

INTRODUCTION
1.

PROPOSAL
2.
JUSTIFICATION

3. Present Methodology for Item.

4. Technical Justification for Proposed Item/Machinery/Facility.

5. Operational Justification.

6. FINANCIAL EFFECT
7. TANGIBLE BENEFIT
8. CONCLUSION

( )
Wg Cdr/Sqn Ldr
Date: Sqn Cdr (User Section)

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Remarks by Divisional Head Sponsoring Section

( )
Gp Capt/ Wg Cdr
Date: Gp Cdr (Group)

Remarks by Air Officer Commanding

( )
Air Cmde
Date: AOC

Remarks by Controlling Command

Remarks by Air Head Quarters

Note

1. Appendices A to F are to be duly filled up and submitted along with SOCs

2. Budgetary Quotation to be attached (if available)

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Appendix’ A’
(Refer to Org Memo No 37/86)

STATEMENT OF CASE

(To be completed by the Sponsor)

PART-I

1. Proposal. It is proposed to scale and procure Qty one Balancing Machine along with
accessories to repair/service Generators, Inverters and Motors of MiG-23 and MiG-29 aircraft.

2. Item. Dynamic Balancing Machine with accessories Qty-01.

3. Cost. Rs 6,25,000 (+ Sales Tax + Excise duty) = 7,87,500/-

10% 16%

DATE OF LAST PROCUREMENT WITH SOURCE

4. Quotation Attached. M/S Ashok Brothers Impex Pvt Ltd.

5. If the Item is manufactured by HAL. The item is not manufactured by HAL.

6. If the Item is to be supplied by HAL. HAL does not supply these items.

7. ESTABLISHMENT OF NECESSITY FROM OPERATION POINT OF VIEW.

The armatures of Generators, inverters and Motors of MiG-23 and MiG-29 aircraft are
required to undergo Balancing test during overhaul as per Overhaul Manual.

8. Surpassing Advantages. Balancing Test helps in accurate defecation of

armature. Hence introduction of Balancing Machine will enhance Quality of repair / overhaul of
generators, Inverters and Motors.

9. Users Requirement. Balancing Machine with accessories Qty-01.

10. If Trial reports Exists. NO

11. Whether Requirement is standard. YES

12. Unit. 11BRD, AF

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13. Quantity. 01

14. Overall Financial Effect. Rs 7,87,500/-

15. Whether Expenditure Recurring or not. NO

16. Existing Equipment Stocks. NIL

17. Manpower Requirement. NIL (Additional manpower not required)

18. Work services. No additional work services shall be required.

PART-II

NOT APPLICABLE AS NIL STOCK IS AVAILABLE

PART-III

NOT APPLICABLE SINCE NO WORK SERVICES ARE REQUIRED

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Appendix’B’

PLAN RESOURCE/BUDGET ESTIMATES FOR CASES FOR

ASPEC AND ASEPEC
TITLE

Sl No. Particulars Classification (Rs in Crores)

1. Financial effects
FFE
NCR
IC
Total: Rs /-
Rs /-
2. Is the item included in AF plan? If so, whether it is
scheme or maint item.

3. If the item is covered under maint, in indicate:

(i) The Minor Head of expenditure.
(ii) Nomenclature of the plan.
(iii) Page No. of the Plan.
If scheme: -
(i) Name of the scheme.
(ii) Page No. of the plan.

4. If the item is not indicated in AF plan, is it in lieu of

any other item projected in plan? If so, the name of
the item under Maint/Scheme,

5. Cash out flow year wise: -

2007-08 2008-09 2009-10 2010-11
2011-12

Lakh

6. Is any, expenditure in the current year envisaged? If

so, indicate: -
(i) Name of the DTE.
(ii) Nomenclature of the item
(iii) Minor Head of Expenditure
(iv) Source of Supply
(v) Is the item covered under sanctioned BE?
If not has it been projected in PR/PRE/RE.

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Appendix’C’
(Refers to Org memo no 37/86
Dated 21 Nov 86)
FORMAT OF EQUIPMENT SCALE
IAP 1503- SCALE………… ‘Subject of the Scale’

Sl Sec Ref Pt DS Nomencla Cla Den Qty Repa Remar

No No. No. No. Est ture ss of scal ir ks
. No. of Qty ed agen
Stor for cy
e issu for
e Clas
sA
store
1 2 3 4 5 6 7 8 9 10 11
01 Item
Name

Note:-

1. Col 1 to 8 is essential for all equipment scales. Col can be modified and sub-divided if

an item is required to be scaled for more than 1 Unit/section/workshop etc..

2. In case of class ‘A’ stores, the repair agency must be identified under Col 10.

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Appendix’D’
(Refers to Org memo no 37/86
Dated 21 Nov 86)

FORMAT
AMENDMENT TO EQUIPMENT SCALE

Annexure ‘A’ to Govt of India.

Min of Defence Letter No……..

Amendment List No………………………….to IAP 1503B Scale

The following items are to be scaled: -

Sl Sec Ref Pt DS Nomenclatur Cla Den Qty Repa Remar

No No. No. N Est e ss of scale ir ks
. o. No. of Qty d for agen
Stor issue cy
e for
Clas
sA
store
1 2 3 4 5 6 7 8 9 10 11
1 Item Name

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Appendix ‘E’
As per AOM Task Directive 33/99
(Refer to para 4 of
Air HQ/72176/MODN/SGE(T)

NOMENCLATURE OF MACHINES

PURPOSE:

TECHNICAL SPECIFICATION:

SPECIAL FEATURES REQUIRED:

ACCESSORIES REQUIRED :

( ) ( ) ( )
Sqn Cdr (User Sqn) AOC SMSO

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Appendix ’F’
(Refers to Org memo no 37/86
Dated 21 Nov 86)

CHECK LIST FOR ORG MEMO 37/86 DATED 21 NOV 86

PART-I

Sl.No QUESTIONARE REMARKS

1 State proposal in clear terms
2 List of individual items and their cost and
date of last procurement with rate & source
3 (a) Whether quotations were invited? If so,
the justification for accepting particular
rates.
(b) If not, the reasons for not inviting
quotations?
4 If the items are to be supplied by HAL,
whether they are bought out items or
fabricated by HAL
5 In case of supplies after fabrication by HAL,
the details of material cost, labour cost and
profit etc.
6 Establishment necessity from operational,
training economy point of view.
7 What are the surpassing advantages
necessitating introduction of the new
equipment selected or proposed increase in
scales
8 State the relevant OR/ user’s requirement
and procurement policy.
9 State if trial reports exists; if so give details.
10 Has the equipment been standardized /
rationalized? (Confirm the clearance from D
Standardization).
11 State Squadrons/units to which the
equipment will be issued.
12 Show the quantity to be imported and that to
be produced indigenously
13 Give the overall financial effect explaining
the working clearly. Also explain the details
of foreign exchange required.
14 Show requiring expenditure both from the
aspect of budget as well as foreign
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exchange.
15 State if the existing stock including ‘Dues-in’
of superseded equipment, if any will be
used / disposed off.
16 State if additional manpower is required.
17 State if erection of building /hard standings
and other installations like electric / water
supply are required for efficient function of
the equipment. If so, part III will be
completed by Dte of Air Force Works.

PART-II

18 Where applicable, give details of stocks of

existing equipment to be replaced from the
relevant provisioning Control Record Card.
19 Where applicable, recommend from the
Units’ aspects how the existing surplus
stock should be utilized / disposed of.
20 State quantum of items required including
reserves and spares giving method and
basis of working.
21 State packaging or freighting instructions,
including method of dispatch.

PART-III

22 Give brief details of work services.

23 Cost of work services involved.

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CHAPTER 30

FUEL DISCIPLINE

Article

3001: Introduction
3002: Types of Fuel
3003: Major Civil and Military Jet Fuel Grades
3004: Specifications
3005: Indian Specification
3006: Performance Properties
3007: Safety Properties
3008: Contamination
3009: Water in Jet Fuel
3010: Additives
3011: Test Methods
3012: Fuel Property and Significance
3013: Filtration
3014: Quality Control
3015: Check List

Annexure

I: Requirement for Aviation Turbine Fuels, Kerosene Type, Jet A-1

II: List of Approved Additives
III: ASTM Test Methods Used for Jet Fuel Specification Testing
IV: Periodicity of Testing of Aviation Fuel
V: Frequently Used Aviation Fuel Field Tests
VI: Check List
VII: Terms and Definitions

3001: Introduction

1. Fuel contamination is a major problem across a diverse range of

applications, resulting in escalated maintenance costs and downtime; however,
the need to monitor dispersed contamination in aviation fuels is especially critical,
with safety a major concern for airlines. As soon as any hydrocarbon fuel leaves
the refinery, it is susceptible to contamination, as it flows through pipes, is
transferred into bulk storage tanks and brought into contact with other already
contaminated distribution systems.

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2. Although jet fuel does have a better chance of staying free from solid
particulate when compared to other types of fuel, as in most cases it is moved in
dedicated systems that only transport jet fuel, water contamination remains a
problem. Jet fuels and other hydrocarbon fuels are susceptible as they have a
marginal solubility for water, and one that is very temperature dependent,
potentially resulting in water forming at the bottom of the tank and or pipelines in
cold conditions.

3. Poorly maintained storage and transportation systems that allow water to

accumulate will quickly encourage microbiological growths. Depending on the
extent and species composition of the infestation, rapid corrosion and erosion of
tank coatings and vessel floors and walls can occur to such an extent that in very
rare cases a breech may happen. If, as with many pipelines, the system is
uncoated, any free water by way of hydrogen embrittlement will very quickly start
to attack the steel, producing a never ending supply of solid particulate in the
form of rust.

4. Although filtration systems have been developed and installed in order to

remove solids, water and other contaminates, with fuels on average being filtered
up to 14 times before being burnt, it is essential that contamination be
understood accurately to ensure the safety of the engine systems in which it is
being used.

3002: Types of Fuel

1. With IAF doing foreign detachments and Air-to Air refuelling operations
with other Air Forces it becomes important that all understand the various types
of fuels available.

2. Illuminating kerosene, produced for wick lamps, was used to fuel the first
turbine engines. Since the engines were thought to be relatively insensitive to
fuel properties, kerosene was chosen mainly because of availability; the war
effort required every drop of gasoline. There are two categories of aviation fuel in
use today:-

(a) Aviation Gasoline (AVGAS). Aviation Gasoline (Avgas) is used in

small piston engine powered aircraft within the General Aviation
community, e.g. private pilots, flight training, flying clubs and crop
spraying. Piston engines operate using the same basic principles as spark
ignition engines in cars, but they have a much higher performance
requirement. In today's General Aviation community there are only two
main Avgas grades (100 and 100LL low lead) – a rationalisation that has
enabled fuel companies to continue supplying a market that would
otherwise have become uneconomic. Worldwide, total Avgas volumes are
low, since Avgas-fuelled aircraft, although they outnumber jet-fuelled
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aircraft, are generally much smaller. The following various grades of

aviation gasoline are dyed different colors to aid recognition.

(i) Avgas 100. This is the standard high octane fuel for aviation
piston engines and has a high lead content. There are two major
specifications for Avgas 100. The ASTM D 910 and UK DEF STAN
91-90. These two specifications are essentially the same, but differ
over antioxidant content, oxidation stability requirements and max
lead content.
Avgas 100 is dyed green.
(ii) Avgas 100LL. This grade is the low lead version of Avgas 100.
Low lead is a relative term. There is still up to 0.56 g/litre of lead in
Avgas 100LL. This grade is listed in the same specifications as
Avgas 100, namely ASTM D 910 and UK DEF STAN 91-90.
Avgas 100LL is dyed blue.
(iii) Avgas 82 UL. This is a relatively new grade aimed at the low
compression ratio engines which do not need the high octane of
Avgas 100 and could be designed to run on unleaded fuel. This
grade is specified in ASTM D 6227.
Avgas 82UL is dyed purple.

(b) Aviation Turbine Fuel (Jet Fuel). Today's kerosine ‘Jet’ fuels have
been developed from the illuminating kerosine used in the early gas
turbine engines. These engines needed a fuel with good combustion
characteristics and high energy content. Aviation turbine fuels are used for
powering turbo-fan, turbojet and turboprop engines. There are two types
of turbine fuel in use: A kerosene base (Jet A, Jet A-50, JP-8, and Jet A-
1), and a blend of gasoline and kerosene (Jet B and JP-4). Jet A is used in
the United States while most of the rest of the world uses Jet A-1. The
important difference between the two fuels is that Jet A-1 has a lower
maximum freezing point than Jet A (Jet A: –40ºC, Jet A-1: –47ºC). The
lower freezing point makes Jet A-1 more suitable for long international
flights, especially on polar routes during the winter.

3003: MAJOR CIVIL AND MILITARY JET FUEL GRADES

1. Jet A-1. Jet A-1 is a kerosine grade of fuel suitable for most turbine
engined aircraft. It has a flash point minimum of 38°C (100°F) and a freeze point
maximum of –47°C. It is widely available outside the U.S.A. The main
specifications for Jet A-1 grade (see below) are the UK specification DEF STAN
91-91 (Jet A-1) NATO code F-35, (formerly DERD 2494) and the ASTM
specification D 1655 (Jet A-1).

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2. Jet A. Jet A is a kerosine grade fuel, normally only available in the U.S.A.
It has the same flash point as Jet A-1 but a higher freeze point maximum (–
40°C). It is supplied against the ASTM D 1655 (Jet A) specification. Jet A is used
within the United States by domestic and international airlines. Jet A does not
normally contain a static dissipator additive, while Jet A-1 often requires this
additive. Some of the other key differences between the manufacturing
specifications within the United States and Europe/Africa/Middle East/Asia
Pacific are:

ASTM D1655-04a:
(a) Has a maximum acidity limit of 0.10 mg KOH/g.
(b) Allows the use of Simulated Distillation via method ASTM D2887.

Defence Standard 91-91/5:

(a) Has a maximum acidity limit of 0.015 mg KOH/g.
(b) Allows for the measurement of Total Aromatics via method ASTM
D6379/IP436.
(c) Has an additional requirement for measurement of lubricity for Jet A-1.

3. Jet B. Jet B is a distillate covering the naphtha and kerosine fractions. It

can be used as an alternative to Jet A-1, but because it is more difficult to handle
(higher flammability), there is only significant demand in very cold climates where
its better cold weather performance is important. Jet B is specified by ASTM D
6615, but in Canada it is supplied against the Canadian Specification CAN/CGSB
3.23.

4. TS-1. TS-1 is the main jet fuel grade available in Russia and CIS states. It
is a kerosine type fuel with slightly higher volatility (flash point is 28°C minimum)
and lower freeze point (<–50°C) compared with Jet A-1. It is supplied against the
GOST 10227 specification.

5. No.3 Jet Fuel. No.3 Jet Fuel is the main Chinese export grade which is
essentially identical to Jet A-1.

6. American Civil Jet Fuels. The basic civil jet fuel specification used in the
United States of America is ASTM Specification for Aviation Turbine Fuels D
1655, which defines the requirements for the two grades of fuel – Jet A and Jet
A-1 (Note: ASTM D 1655 used to include Jet B but this grade is now covered by
a separate specification ASTM D 6615). There are two types specified by D
1655. They are:-

(a) D1655-04a with revision date 1 Nov 2004 and grade known as Jet
A/A-1 Kerosine.

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(b) D6615-04a with revision date 1 Nov 2004 and grade known as Jet B
Wide-Cut Kerosine.

7. UK Jet Fuels. The Ministry of Defence Procurement agency has three

specifications:-

(a) Def Stan 91-86/4 (release date 30 Aug 2002) with Grade/Designation
AVCAT/FSII High Flash Kerosine and NATO Code F-44.

(b) Def Stan 91-88/2 (release date 30 Aug 2002) with Grade/Designation
AVTAG/FSII Wide-Cut Kerosine and NATO Code F-40.

(c) Def Stan 91-91/5 (release date 8 Feb 2005) with Grade/Designation
AVTUR Kerosine and NATO Code F-35.

Although developed basically as a military jet fuel, D.Eng RD 2494, issued by the
Ministry of Defence, was adopted as the standard UK civil jet fuel. It is now
renamed as DEF STAN 91-91 and defines the requirements for a kerosine type
fuel (Jet A-1 grade) having a maximum freeze point of –47°Cand flash point of
38°C. Jet A-1 according to the DEF STAN 91-91 specification is very similar to
Jet A-1 defined by the ASTM D 1655 except for a small number of areas where
DEF STAN 91-91 is more stringent.

8. Former Soviet Union and East European Jet Fuels. Many of the
names and grades of jet fuels and additives are carried over from the days of the
Warsaw Pact and Russian domination. GOST Standard 10227-86 lists four
grades of fuel, TS-1, T-1, T-2 and RT. The grades are covered either by a State
Standard (GOST) number, or a Technical Condition (TU) number. The limiting
property values, detailed fuel composition and test methods differ quite
considerably in some cases from the Western equivalents. The principle grades
available in Russia (and members of the CIS) are:-

(a) TS-1 (written as TC-1 in Russian script). The main differences in

characteristics are that Russian fuels have a low freeze point (equivalent
to about –57°C by Western test methods) but also a low flash point (a
minimum of 28°C compared with 38°C for western fuel). TS-1 (TC-1) is
produced by straight atmospheric distillation from a high sulphur crude,
50% being hydrotreated and blended with remaining 50% straight run
product, which may have mild caustic treatment. Although the
specification lacks a dynamic thermal stability test, all airfield samples
tested to Def Stan 91-91 (with the exception of one) pass the JFTOT at
260 °C and all other requirements (except mercaptan sulphur and flash
point). TS-1 is the most widely used fuel in the C.I.S. There is a TS-1
Premium Kerosene and TS-1 Regular Kerosene. The difference is in that
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the regular kerosene has higher sulphur, mercaptan sulphur and iodine
number content. But they have lower density, viscosity and net heat of
combustion. So the TS-1 Premium kerosene is preferred.

(b) RT (PT) can be produced from straight run or hydrotreated kerosine

and certain additives are included to improve its properties. This fuel has
improved lubricity properties (by use of a lubricity improver) and a wider
boiling range.

(c) T-8V and T-6 to GOST 12308-89 are military supersonic fuels. T-8V is
a heavier, higher flash point (45 °C), low volatility kerosene while T-6 is a
very heavy, high flash (62 °C), low aromatic, hydrotreated low sulphur fuel
which cannot be used in engines designed for use on ordinary kerosine.

(d) T-1 is a straight distillation of low sulphur, high naphthalene crude.

This fuel is a relatively high-density fuel with poor thermal stability and has
no mercaptan sulphur limit. T-1 S special kerosene has a mercaptan
sulphur limit laid down. Its production is now very limited and may even
be obsolete. (It is not found at International Airports).

(e) T-2 is a wide-cut Fuel very similar to JP-4, except for lower vapour
pressure limits. Western wide-cut fuels could fail to satisfy the aromatic
and sulphur limit of T-2. Again this fuel may now be obsolete and is not
found at International Airports.

(f) The new Russian Jet A-1 specification GOST R 52050-2003 is

available from January 2004 at some international gateway airports. The
specification is developed on the basis of ASTM D1655 and Def Stan 91-
91 and is largely equivalent to these specifications.

9. Chinese Jet Fuels. The National Technology Supervisory Bureau has

released Specification: GB 6537-94 on 1 June 1995. Five types of jet fuel are
covered by current Chinese specifications. Previously, each grade was
numbered with a prefix RP; however, they are now renamed No.1 Jet Fuel, No.2
Jet Fuel, etc. RP-1 and RP-2 are kerosines which are similar to Russian TS-1.
They both have low flash points (minimum 28°C). RP-1 freeze point is –60°C and
RP-2 is –50°C. RP-3 is basically, as Western Jet A-1, produced as an export
grade. It has a flash point of 38oC. RP-4 is a wide-cut type fuel similar to
Western Jet B and Russian T-2. RP-5 is a high flash point kerosine similar to that
used in the west by naval aircraft operating on aircraft carriers. Virtually all jet fuel
produced in China is now RP-3 (renamed No.3 Jet Fuel).

10. International Specifications - AFQRJOS Check List. As jet fuel supply

arrangements have become more complex, involving co-mingling of product in
joint storage facilities, a number of fuel suppliers developed a document which
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became known as the Aviation Fuel Quality Requirements for Jointly Operated
Systems, or AFQRJOS, Joint Fuelling System Check List. The "Check List"
embodies the most stringent requirements of the DEF STAN 91-91 and ASTM D
1655 specifications for JET A-1. By definition, any product meeting Check List
requirements will also meet either DEF STAN or ASTM specifications. The
Check List is recognised by eight of the major aviation fuel suppliers - Agip, BP,
ChevronTexaco, ExxonMobil, Kuwait Petroleum, Shell, Statoil and TotalFinaElf -
as the basis of their international supply of virtually all civil aviation fuels outside
North America and former Soviet Union. The Petroleum association of Japan
follows this.

11. French Jet Fuels. The French Specifications issued by Service des
Essences des Armées as DCSEA 134/ A specification in Jan 2000, NATO Code
F-34 / F-35. The flash point is 38oC. The addition of icing inhibitor changes fuel
designation from F-35 to F-34. F-34 also requires a corrosion inhibitor and
lubricity improver. F-34 is also equivalent to JP-8 fuel.

12. Brazil Jet Fuels. The issuing Agency is National Petroleum Agency as
Specification QAV-1with Latest Revision Date: 12 May 2003 and is equivalent to
Jet A-1 Kerosine. The value for density is reported at 20 °C. A density at 15 °C
can be reported to facilitate commercial transactions.

13. Canadian Jet Fuels. The Canadian General Standards Board

specification CAN/CGSB-3.23-02 covers (Jet A/A-1) used in Canada and Alaska.
It has NATO Code No. F-34. The CAN/CGSB-3.22-2002 covers fuel Jet B Wide-
Cut Kerosine with NATO Code No. F-40 and the 3-GP-24d cover the High Flash
Kerosine. The F-40 fuel also known as Jet B has freezing point of -58°C.

14. Military Jet Fuel Grades. There is a need to understand the various
military jet fuel grades like:-

(a) JP-4. JP-4 used to be the primary jet fuel for the USAF but was
phased out in the 1990s because of safety problems. A few air forces
around the world still use it but there is very little production. JP-4 is the
military equivalent of Jet B with the addition of corrosion inhibitor and anti-
icing additives; it meets the requirements of the U.S. Military Specification
MIL-DTL-5624U. The UK Military specification for this grade is DEF STAN
91-88 AVTAG/FSII (formerly DERD 2454), where FSII stands for Fuel
System Icing Inhibitor. NATO Code F-40.

(b) JP-5. JP-5 is a high flash point kerosine meeting the requirements of
the U.S. Military Specification MIL-DTL-5624T Grade JP-5. The UK
Military specification for this grade is DEF STAN 91-86 AVCAT/FSII
(formerly DERD 2452). This is primarily jet fuel for use in aircraft carriers.
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NATO Code F-44. Japanese Defense Agency as specification DSP-

K2206D follows this.

(c) JP-7. JP-7 Low Volatility Kerosine meets the requirements of the
U.S. Military Specification MIL-DTL-38219D. It has no NATO code
specified. It has a flash point of 60 °C. PWA-536 lubricity additive shall
be added to JP-7 fuel.

(d) JP-8. JP-8 is the military equivalent of Jet A-1 with the addition of
corrosion inhibitor and anti-icing additives; it meets the requirements of the
U.S. Military Specification MIL-DTL-83133E. It is the dominant military jet
fuel grade for NATO air forces. JP-8 may contain no more than 1.0 mg/L
of particulate matter. The UK also has a specification for this grade
namely DEF STAN 91-87 AVTUR/FSII (formerly DERD 2453). NATO
Code F-34.

(e) JP-8 +100. JP-8 +100 is JP-8 fuel to which has been added an
approved thermal stability improver additive. It meets the requirements of
the U.S. Military Specification MIL-DTL-83133E and is widely used by
USAF in their fighter and trainer wings. NATO Code F-37.

3004: SPECIFICATIONS

1. Product specifications are a mechanism by which producers and users of

a product identify and control the properties necessary for satisfactory and
reliable performance. Two organizations have taken the lead role in setting and
maintaining specifications for civilian aviation turbine fuel (jet fuel): the American
Society for Testing and Materials (ASTM) and the United Kingdom Ministry of
Defence (MOD). The specifications issued by these two organizations are very
similar but not identical. Many other countries issue their own national
specifications for jet fuel; these are very nearly or completely identical to either
the ASTM or MOD specifications. In the Commonwealth of Independent States
(CIS) and parts of Eastern Europe, jet fuel is covered by GOST specifications.
The major jet fuel specifications are listed below:-

(a) ASTM D 1655. The Standard Specification for Aviation Turbine Fuels
includes specifications for three commercial jet fuels: two kerosene-type
fuels (Jet A and Jet A-1) and a wide-cut fuel (Jet B).1 Jet A is used for
almost all domestic commercial aviation flights in the United States.

(b) Defence Standard 91-91. The United Kingdom Ministry of Defence

maintains this specification (formerly titled DERD 2494) for Jet A-1, which
is used for most civil aviation fuels outside the United States and the CIS.
There are minor differences between the DEF STAN 91-91 Jet A-1 and
ASTM D 1655 Jet A-1 specifications.
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(d) GOST 10227. This Russian specification covers the light kerosene-
type fuel, TS-1, used in the CIS and parts of Eastern Europe, along with T-
1, T-2, and RT grades of fuel.

(e) Joint Checklist. A group of oil companies that operate aviation fuel
systems internationally have combined the most restrictive requirements
from ASTM D 1655 and DEF STAN 91-91 into a single document: Aviation
Fuel Quality Requirements for Jointly Operated Systems. This publication
is sometimes referred to as the Joint Fuelling System Check List (Issue
20), March 2005 revision.

(f) International Air Transport Association. IATA publishes a

document titled Guidance Material for Aviation Turbine Fuels
Specifications, now in its 5th edition, 2004. The guidance material contains
specifications for four aviation turbine fuels: three kerosene-type fuels (Jet
A, Jet A-1 and TS-1) and one wide-cut fuel (Jet B). Jet A meets the ASTM
requirements, Jet A-1 meets the Joint Checklist requirements, TS-1 meets
the Russian GOST requirements, and Jet B meets the Canadian CGSB
requirements.

(g) Military Jet Fuel. The governments of the United States and many
other countries maintain separate specifications for jet fuel for military use.
The reasons for separate specifications include the operational and
logistical differences between the military and civilian systems and the
additional demands high-performance jet fighter engines place on the fuel.
There are currently two fuels in widespread use by the U.S. military: JP-5
by the Navy, and JP-8 by the Air Force. Both are kerosene-type fuels. The
major difference between them is the flash point temperature, although
there are also minor differences in other fuel properties. The minimum
flash point temperature for JP-8 is 38°C, and for JP-5 is 60°C. The higher
flash point for JP-5 affords an additional degree of safety in handling fuel
on aircraft carriers.

3005: Indian Specification

1. Quality Control Specification for Aviation Turbine Fuels, Kerosene Type,

Jet A-1 in India is No. 1571: 2001 -7th Revision. This standard was originally
published in 1960 and subsequently revised 1965, 1967, 1976, 1982, 1985, 1992
and 2001. The 2006 revision which is yet to be approved has been prepared as a
result of a review of the standard in light of the present day requirements of the
products and in order to align it with British Ministry of Defence specification DEF
STAN 91-91 (DERD 2494) (Issue 5, 8 February 2005). Assistance has also been
derived from ASTM D 1655: 2002, Aviation Fuel Quality Requirements for jointly
Operated System (AFQRJOS-Issue 18 November1999), Guidance Material for
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Aviation Fuel Specifications issued by IATA and GOST 10227: 1986

Specifications. The approved additive systems viz, antioxidants, metal
deactivators(MDA), static dissipater additive(SDA), lubricity improver
additive(LIA) and fuel system icing inhibitor(FSII) have been adopted from DEF
STAN 91-91 (DERD 2494) (Issue 5, 8 February 2005). Annexure ‘I’ gives the
specification of Aviation Turbine Fuels in India.

3006: P E R F O R M A N C E P R O P E R T I E S

1. Since the primary function of aviation turbine fuel (jet fuel) is to power an
aircraft, energy content and combustion quality are key fuel performance
properties. Other significant performance properties are stability, lubricity, fluidity,
volatility, non-corrosivity, and cleanliness. Besides providing a source of energy,
fuel is also used as a hydraulic fluid in engine control systems and as a coolant
for certain fuel system components.

2. Energy Content. An aircraft turbine engine generates power by

converting chemical energy stored in the fuel into a combination of mechanical
energy and heat. Since space is at a premium in most aircraft, the amount of
energy contained in a given quantity of fuel is important. The energy content of
jet fuel can be measured: It is the heat released (also called the heat of
combustion) when a known quantity of fuel is burned under specific conditions.
The amount of heat released depends on whether the water formed during
combustion remains in the vapour phase or is condensed to a liquid. If the water
is condensed to the liquid phase, giving up its heat of vaporization in the process,
the energy released is called the gross energy content. The net energy content is
lower because the water remains in the gaseous phase (water vapour). Since
engines exhaust water as vapour, net energy content is the appropriate value for
comparing fuels. Energy content can be expressed either gravimetrically (energy
per unit weight of fuel) or volumetrically (energy per unit volume of fuel). The
International Metric (SI) units are megajoules per kilogram (MJ/kg) and
megajoules per liter (MJ/L). Because the energy contents of individual
hydrocarbons can differ, jet fuel composition has some effect on energy content.
The effect is usually predicted by fuel density, which is also a function of
composition. Generally, less dense jet fuels have higher gravimetric energy
content, and more dense jet fuels have higher volumetric energy content.

3. Which is preferred for aviation fuel, a higher density fuel with a higher
volumetric energy content? Or a lower density fuel with a higher gravimetric
energy content? The answer is obvious for aircraft that take off with their fuel
tanks full, as most military aircraft do. A fuel with high volumetric energy content
maximizes the energy that can be stored in a fixed volume and thus provides the
longest flight range. The answer is not so obvious for commercial airliners, most
of which don't fill their fuel tanks before each flight. Instead, they take on enough
fuel to reach their intended destination, plus an adequate safety margin. In this
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situation, is it more advantageous to use a less dense fuel with a high gravimetric
energy content to minimize fuel weight? Or does the increased range provided by
the same volume of a more dense fuel with high volumetric energy content offset
the added weight? But, in most cases, it turns out that the answer is the same as
for the "full tank" case: A more dense fuel with high volumetric energy content is
preferred.

4. Combustion Characteristics. The principal difference between piston

and jet engines is that combustion is intermittent in a piston engine and
continuous in a jet engine. As a result, the engines have different fuel combustion
quality requirements. In piston engines, combustion timing is critical to good
performance. When combustion is continuous, combustion timing is no longer
important. In a jet engine, small carbonaceous particles are formed early in the
combustion process. These particles continue to burn as they pass through the
flame and are completely consumed under suitable conditions. But these
particles become incandescent under the high temperature and pressure
conditions of the combustion section. Absorption of this infrared radiation by the
combustor walls augments the normal heat received by heat transfer from the
combustion gases. High combustor wall temperatures or hot spots can lead to
cracks and premature engine failures. If these carbonaceous particles are not
completely consumed by the flame, they can also be harmful if they impinge on
turbine blades and stators, causing erosion. Carbon deposits can also plug the
holes in the combustor wall that supply dilution air to the combustion section,
disrupting the flow pattern of the combustion products. Fuels with high aromatics
content, and especially fuels with high naphthalenes content, form more of these
carbonaceous particles. Since these carbonaceous particles are potentially
harmful, both the total aromatic content and the total naphthalenes content of jet
fuel are controlled. Carbon particles that are not completely consumed are
responsible for the visible smoke that some engines emit. Smoke formation is
determined mainly by engine design and operating conditions, although for a
given design, fuel composition can influence emissions. Better mixing of fuel and
air results in more complete combustion and, thus, less carbon formation. Newer
engines emit much less smoke because of design changes that improve mixing.

5. Stability. A stable fuel is one whose properties remain unchanged.

Factors that can lead to deleterious changes in fuel properties include time
(storage stability) and exposure to high temperatures in the engine (thermal
stability). Jet fuel instability involves multi-step chemical reactions, some of
which are oxidation reactions. Hydroperoxides and peroxides are the initial
reaction products. These products remain dissolved in the fuel, but may attack
and shorten the life of some fuel system elastomers. Additional reactions result in
the formation of soluble gums and insoluble particulates. These products may
clog fuel filters and deposit on the surfaces of aircraft fuel systems, restricting

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flow in small-diameter passageways. The two types of stability which we should

know are:-

(a) Storage Stability. Instability of jet fuel during storage is generally

not a problem because most fuel is used within weeks or months of its
manufacture. Storage stability is an issue for the military, which often
stores fuel for emergency use. And it can be an issue at small airports that
don't use a lot of fuel. Jet fuel that has been properly manufactured,
stored, and handled should remain stable for at least one year. Jet fuel
subjected to longer storage or to improper storage or handling should be
tested to be sure it meets all applicable specification requirements before
use. Because it is the more reactive fuel components that cause
instability, storage stability is influenced by fuel composition. It is also
influenced by storage conditions; instability reactions occur faster and to a
greater extent at higher ambient temperatures. Antioxidants may be added
to fuel to improve its storage stability.

(b) Thermal Stability. Thermal stability is one of the most important jet
fuel properties because the fuel serves as a heat exchange medium in the
engine and airframe. Jet fuel is used to remove heat from engine oil,
hydraulic fluid, and air conditioning equipment. As noted above, the
resulting heating of the fuel accelerates the reactions that lead to gum and
particulate formation. These gums and particles may deposit on fuel filters,
increasing the pressure drop across the filter and reducing fuel flow or on
fuel injector nozzles, disrupting the spray pattern, which may lead to hot
spots in the combustion chamber or in the main engine control, interfering
with fuel flow and engine system control. These deposits may lead to
operational problems and increased maintenance. Antioxidants that are
used to improve fuel storage stability do not improve its thermal stability.
Engine problems related to inadequate fuel thermal stability typically
become evident only after hundreds or thousands of hours of operation.
The long time and the large volume of fuel consumed make it impractical
to test fuel thermal stability under conditions identical to those that exist in
engines. Instead, the fuel is subjected to more severe conditions in a
bench test in order to be able to see a measurable effect in a reasonable
period of time. The first standardized apparatus (ASTM D 1660) was
called the Coker. It has now been replaced by the Jet Fuel Thermal
Oxidation Tester (JFTOT; pronounced jef'tot) (ASTM D 3241).

6. Lubricity. Lubricity is the ability to reduce friction between solid

surfaces in relative motion, so it is a measure of a material's effectiveness as a
lubricant. Jet fuel must possess a certain degree of lubricity because jet engines
rely on the fuel to lubricate some moving parts in fuel pumps and flow control
units. The lubricity of the fuel is an indication of the amount of wear or scarring
that occurs between two metal parts covered with the fuel as they come in
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contact with each other. Low lubricity fuel may cause high wear and scarring and
high lubricity fuel may provide reduced wear and longer component life. The
lubrication mechanism is a combination of hydrodynamic lubrication and
boundary lubrication. In hydrodynamic lubrication, a layer of the liquid lubricant
prevents the opposing moving surfaces from contacting each other. Higher
viscosity liquids provide more hydrodynamic lubrication than lower viscosity
liquids. While jet fuel specifications do not include an explicit lower limit on
viscosity, the distillation specification serves as a surrogate limit. Jet engines are
designed to work with jet fuels within the normal viscosity range, and therefore,
typical jet fuels provide adequate hydrodynamic lubrication. When close
tolerances squeeze out most of the liquid layer that provides hydrodynamic
lubrication, boundary lubrication becomes important. Now, small areas of the
opposing surfaces are in contact. Boundary lubricants are compounds that form
a protective anti-wear layer by adhering to the metal surfaces. Straight-run jet
fuels are good boundary lubricants. This is not due to the hydrocarbons that
constitute the bulk of the fuel, but is attributed to trace amounts of certain
oxygen-, nitrogen-, and sulfur-containing compounds. Evidence for the role of
trace quantities is the fact that adding as little as 10 ppm of a lubricity enhancing
additive to a poor lubricity fuel can make it acceptable. The naturally occurring
compounds that provide jet fuel with its natural lubricity can be removed by
hydrotreating – the refining process used to reduce sulfur and aromatic content.
However, low sulfur or aromatics levels in jet fuel are not, per se, signs of
inadequate lubricity. The boundary lubricity of jet fuel cannot be predicted from
bulk physical or chemical properties, it can only be measured in a specially
designed test apparatus. Fuels with similar sulfur and aromatics content can
have different lubricity. Lubricity has sometimes been mistakenly compared to
the viscosity, or thickness of a fuel. The viscosity of the fuel does not directly
provide the lubrication of the fuel, but by other components in the fuel, which
prevent wear on contacting metal surfaces. Lubricity additives are oil soluble
surface-active components, which go rapidly into solution in the fuel and create a
lubricating film by adsorption onto the metal surface and thus restore the fuel
lubricity. The lubricity improvers are organic compounds having a long
hydrocarbon chain and a polar end group eg. Acids, esters, amines, amides, etc.
Of the many research approaches investigated over the years to measure the
lubrication properties of aviation turbine fuels, the Ball-on-Cylinder Lubricity
Evaluator (BOCLE) has emerged as the most significant test. BOCLE was
originally a lubricant research device modified for low viscosity jet fuel when the
US Air Force encountered fuel control problems in 1965 with JP-4. It proved to
be capable of detecting the presence of additives such as corrosion inhibitors,
which improve boundary lubrication properties, and also the absence of natural
lubricity agents in highly refined jet fuel. Two other tests have emerged: High
Frequency Reciprocating Rig (HFRR), and the Scuffing Load Ball on Cylinder
Lubricity Evaluator (SL-BOCLE), developed at Southwest Research Institute –

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(SWI), USA. The SL-BOCLE was developed by modifying the existing instrument
(BOCLE) at SWI.

7. Fluidity. Obviously, jet fuel must be able to flow freely from fuel tanks in
the wings to the engine through an aircraft's fuel system. Fluidity is a general
term that deals with the ability of a substance to flow, but it is not a defined
physical property. Jet fuel is exposed to very low temperatures both at altitude –
especially on polar routes in wintertime – and on the ground at locations subject
to cold weather extremes. The fuel must retain its fluidity at these low
temperatures or fuel flow to the engines will be reduced or even stop. Viscosity
and freezing point are the physical properties used to quantitatively characterize
the fluidity of jet fuel.

(a) Viscosity. Viscosity is a measure of a liquid's resistance to flow

under pressure, generated either by gravity or a mechanical source. "Thin"
liquids, like water or gasoline, have low viscosities; "thick" liquids, like
maple syrup or motor oil, have higher viscosities. The viscosity of a liquid
increases as its temperature decreases. Jet fuel at high pressure is
injected into the combustion section of the turbine engine through nozzles.
This system is designed to produce a fine spray of fuel droplets that
evaporate quickly as they mix with air. The spray pattern and droplet size
are influenced by fuel viscosity. If it is too high, an engine can be difficult
to relight in flight. For this reason, jet fuel specifications place an upper
limit on viscosity. Fuel viscosity influences the pressure drop in the fuel
system lines. Higher viscosities result in higher line pressure drops,
requiring the fuel pump to work harder to maintain a constant fuel flow
rate. Fuel viscosity also influences the performance of the fuel system
control unit.

(b) Freezing Point. Because it is a mixture of more than a thousand

individual hydrocarbons, each with its own freezing point, jet fuel does not
become solid at one temperature the way water does. As the fuel is
cooled, the hydrocarbon components with the highest freezing points
solidify first, forming wax crystals. Further cooling causes hydrocarbons
with lower freezing points to solidify. Thus, the fuel changes from a
homogenous liquid, to a liquid containing a few hydrocarbon (wax)
crystals, to a slush of fuel and hydrocarbon crystals, and, finally, to a near-
solid block of hydrocarbons. The freezing point of jet fuel is defined as the
temperature at which the last wax crystal melts, when warming a fuel that
has previously been cooled until wax crystals form. Thus the freezing point
of fuel is well above the temperature at which it completely solidifies.

8. Volatility. Volatility is a fuel's tendency to vaporize. Two physical

properties are used to characterize fuel volatility: vapor pressure and distillation
profile. A more volatile fuel has a higher vapor pressure and lower initial
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distillation temperatures. Volatility is important because a fuel must vaporize

before it can burn. However, too high a volatility can result in evaporative losses
or fuel system vapor lock. Volatility is one of the major differences between
kerosene-type and wide-cut jet fuel. Kerosene-type jet fuel is relatively non-
volatile. It has a Reid vapor pressure of about 1 kiloPascal (kPa) [0.14 pound per
square inch (psi)]. Wide-cut jet fuel has a Reid vapor pressure as high as 21 kPa
(3 psi). Wide-cut jet fuel is better suited for cold weather applications because it
has a lower viscosity and freezing point than kerosene-type jet fuel. In such
applications, evaporative losses are less of a concern.

9. Non-corrosivity. Jet fuel contacts a variety of materials during

distribution and use. It is essential that the fuel not corrode any of these
materials, especially those in aircraft fuel systems. Typically, fuel tanks are
aluminium, but fuel systems also contain steel and other metals. Fuel tanks may
also have sealants or coatings, and elastomers are used in other sections of the
fuel system. Engine and airframe manufacturers conduct extensive fuel
compatibility testing before approving a material for fuel system use. Corrosive
compounds potentially present in jet fuel include organic acids and mercaptans.
The specifications limit these classes of compounds. By-products of microbial
growth also can be corrosive. Contamination from trace amounts of sodium,
potassium, and other alkali metals in the fuel can cause corrosion in the turbine
section of the engine. Galvanized materials must not be used in jet fuel service.
No copper alloys, cadmium plating or plastic materials are permitted for main fuel
piping. The use of copper or copper alloy materials for other components must
be minimized.

3007: SAFETY PROPERTIES

1. Jet fuel can be hazardous if not handled properly. First, and foremost, it is
easy to ignite and it burns rapidly. Second, exposure to jet fuel liquid or vapor
should be limited. Liquid doesn't burn; only vapor burns. And vapor doesn't
always burn – the mixture of vapor and air must be within the flammable range.
Mixtures with insufficient vapor (below the lower flammability limit) or too much
vapor (above the upper flammability limit) will not burn. For kerosene-type jet
fuel, the lower and upper flammability limits are 0.6 volume percent vapor in air
and 4.7 volume percent vapor in air, respectively. For wide-cut jet fuel, the lower
and upper flammability limits are 1.3-volume percent vapor in air and 8.0-volume
percent vapor in air, respectively. In most circumstances, the hydrocarbon
vapor-air mixture in an enclosed space over kerosene-type jet fuel will not be in
the flammable range; the mixture will be below the lower flammability limit.
However, high ambient temperature can heat the fuel enough to bring the vapor
space into the flammable range. The flash point of a fuel is the lower flammability
temperature of the fuel under the specific test conditions. However, this is not
necessarily the lower flammability temperature under other conditions, such as in
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an aircraft fuel tank. For the more volatile wide-cut fuel, the hydrocarbon vapor-
air mixture in an enclosed space may be in the flammable range. The upper
flammability temperature limit depends on the vapor pressure of the fuel. A fuel
with a vapor pressure of 18 kPa (2.6 psi) will have an upper flammability
temperature limit of approximately 18ºC (64ºF). However, in the absence of
specific information to the contrary, any jet fuel handling situation should be
considered potentially hazardous and the appropriate safety measures observed.

2. Flash Point. The flash point is the lowest temperature at which the
vapors above a flammable liquid will ignite on the application of an ignition
source. At the flash point temperature, just enough liquid has vaporized to bring
the vapor-air space over the liquid above the lower flammability limit. The flash
point is a function of the specific test conditions under which it is measured. The
flash point of wide-cut jet fuel is below 0ºC (32ºF) and is not typically measured
or controlled. The minimum flash point of Jet A kerosene-type jet fuel is 38ºC
(100ºF).

3. Electrical Conductivity. Static electrical charge can be generated when

dissimilar surfaces move across each other, for example, when fuel moves
through a pipe, hose, valve, or fine filter. The rate at which the static charge
dissipates is proportional to the liquid's ability to conduct electricity (electrical
conductivity). Pure hydrocarbons are essentially nonconductors. While jet fuel is
composed of hydrocarbons, it is a slightly better conductor because it contains
trace amounts of ionizable compounds, e.g., water, phenols, and naphthenic
acids. Conductivity of fuels is usually expressed in conductivity units (CU), 1 CU
= 1 pico Siemens/meter (1 pS/m) = 1 × 10–12 ohm–1 meter–1. Kerosenes may
have conductivity ranging from less than 1 CU to perhaps 20 CU. For
comparison, deionized water has a conductivity of about 10 million CU. Filtering
or rapidly pumping a liquid that is a relatively poor electrical conductor, like jet
fuel, can result in a static charge being created much faster than it dissipates.
When the accumulated charge exceeds the ionization potential of the air above
the liquid, it can discharge from the liquid surface as a spark. The energy of the
spark can initiate an explosion if the liquid is flammable and the composition of
vapor and air in the vicinity is in the flammable range. To prevent explosions
triggered by a static discharge, well designed fuel handling systems use bonding
and grounding (or earthing), pumping rate limits, and time for charge dissipation
(relaxation time), before the fuel is exposed to air. Military jet fuels and
international Jet A-1 require the use of an additive to increase the electrical
conductivity of the fuel. Conductivity improving additives are also called anti-
static additives or static dissipator additives. Use of the additive reduces the
hazard of charge accumulation for handling situations that are less than
optimum. The additive does not prevent charge generation; rather it increases
the rate of charge dissipation by increasing fuel conductivity.

3008: Contamination
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1. On its journey from refinery to aircraft fuel tank, aviation fuel will spend
time in storage tanks and also be transferred one or more times. Each time a
transfer occurs, there is a potential for contamination of the fuel to occur.
Particulate matter and water are the most common fuel contaminants. Other
sources of contamination include: other petroleum products, surfactants,
microbes, and dye.

2. Particulate Matter. The dominant source of particulate matter is the

solid corrosion products that slough off steel pipes and tanks (rust and scale).
While protective epoxy coatings are being applied to the interior surfaces of more
and more tanks, particularly those in critical service, the predominance of steel in
industry facilities and the universality of water as a contaminant ensure that
almost any distribution process will result in some rust contamination. Other
sources of particulate matter are: refinery processing materials (catalyst fines
and salts); airborne solids that enter through tank vents or slip past the seals of
floating roof tanks (dust and pollen); solids from damaged hoses and filters
(rubber particles and fibers); and solids from microbial infestation (cellular debris
and microbial by-products).

3. Water. Water in aviation fuels comes from a number of sources. Many

refining processes employ water or steam, either directly or as heat exchanger
coolant. Any free water picked up during processing is removed before the fuel
leaves the refinery. Because most pipelines are buried, tenders tend to be
cooled during transmission. Cooling will cause droplets of free water to form if the
jet fuel was close to being saturated with water when it was injected into the
pipeline. Even if the jet fuel was dry on injection, it may pick up free water
deposited in low spots in the pipeline by the tenders of other products.
Rainwater may leak by the seals in floating-roof tanks. Water in moist air may
condense in fixed-roof storage tanks, which must be vented. Air flows in and out
of a fixed-roof tank as product is added or removed and as the air above the
product expands or contracts in response to changes in ambient temperature.
When warm, moist air enters during the day and is cooled at night, water may
condense and "rain" into the fuel. The amount of water generated by the process
depends on the relative humidity of the air and the difference between day and
night temperatures; it can be significant for tanks where the climate is humid.

4. Other Petroleum Products. If a batch of aviation fuel is contaminated

with enough of another petroleum product to move one or more of the
specification requirements off-test, there is no remedy. The batch must be
returned to a refinery for reprocessing. So, aviation fuel lines and tanks are
rigorously segregated from lines and tanks containing other products in the
refinery and in the distribution chain. There are situations in which small
amounts of product mixing may occur like at the interface separating two
products in a pipeline and when aviation fuel is loaded into a compartment of a
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vessel or truck that previously contained a different product. These situations

can be managed by keeping the relative amount of contamination small enough
that it doesn't significantly alter the specification properties. However, even small
amounts of contamination can be a problem for aviation fuels if the other product
is dyed or contains additives or impurities that because they are surfactants,
degrade water separability.

5. Surfactants. Surfactants are polar organic compounds that can stabilize

a fuel-water emulsion by reducing the interfacial tension. Surfactants can also
degrade the ability of filter/separators to remove water, because they, like water,
are attracted to and stick to the hydrophilic surfaces of the coalescing medium.
Thus the presence of surfactants could potentially allow free water in jet fuel.
Surfactants may come from refinery processing, but these are removed at the
refinery by clay treatment before release. Surfactants from other products can
adsorb on pipeline walls and pumping equipment in a multiproduct pipeline, and
later desorb into jet fuel. Surfactants may also be introduced from soap or
detergent used in equipment cleaning. Fuel is regularly tested for the effect of
surfactants on water separability throughout the distribution system using a
device called a microseparometer (microsep or MSEP).

6. Microbes. Aviation fuels are sterile when first produced because of the
high refinery processing temperatures. But they become contaminated with
microorganisms that are omnipresent in air and water. Microorganisms found in
fuels include bacteria and fungi (yeasts and molds). The solids formed by
biogrowth are very effective at plugging fuel filters. Some microorganisms also
generate acidic by-products that can accelerate metal corrosion. Since most
microorganisms need free water to grow, biogrowth usually is concentrated at the
fuel-water interface, when one exists. Some organisms need air to grow (aerobic
organisms), while others grow only in the absence of air (anaerobic organisms).
In addition to food (fuel) and water, microorganisms also need certain elemental
nutrients. Jet fuel can supply most of these; phosphorus is the only one whose
concentration might be low enough to limit biogrowth. Higher ambient
temperatures also favor biogrowth. Microbial contamination in avgas is much
less common than with jet fuel, although it does occur. Presumably, the lower
occurrence in avgas is due to the toxicity of tetraethyl lead. The best approach to
microbial contamination is prevention. And the most important preventive step is
keeping the amount of water in the fuel storage tank as low as possible.
Biocides can be used when microorganisms reach problem levels. But biocides
have their limits. A biocide may not work if a heavy biofilm has accumulated on
the surface of the tank or other equipment, because then it doesn't reach the
organisms living deep within the biofilm. In such cases, the tank must be drained
and mechanically cleaned. And even if the biocide effectively stops biogrowth, it
still may be necessary to remove the accumulated biomass to avoid filter
plugging. Since biocides are toxic, any water bottoms that contain biocides must
be disposed of appropriately.
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7. Dye. In India, commercial kerosene fuel may be dyed blue to identify

commercial use. If a tender of blue-dyed kerosene fuel is transported next to a
tender of jet fuel in a multiproduct pipeline, the interface between the products
will contain some amount of dye. If the cut between the jet fuel and the interface
is not made properly, some of the blue dye will contaminate the jet fuel. Only
additives that are specifically approved may be added to jet fuel. The presence of
blue dye in this situation is considered an unapproved additive in jet fuel, apart
from the small amount of commercial kerosene fuel contamination it represents.
A visual test of jet fuel appearance is done throughout the distribution system.
Any colour change resulting from dye contamination is grounds for rejection of
the fuel.

8. Contamination with particulate matter, and to a lesser extent, with water is

unavoidable during distribution. Therefore, the aviation fuel distribution system
includes processes to remove these contaminants:

(a) Filtration to remove particulate matter.

(b) Filter/separator, water-absorbing media, and salt drier to remove

water.

(c) Clay treatment to remove surfactants.

One or more of these processes may be used at each stage in the distribution
chain: at the refinery, at the inlet or outlet of terminal tanks, at the inlet or outlet of
airport storage tanks, and in equipment dispensing fuel into aircraft.

9. If visible fuel contamination is observed or found, aircraft refuelling must

be discontinued from that source. Notify all other squadrons in vicinity if it is
anticipated that such contamination might impact aircraft operations. Fuelling
shall not be resumed from the system until the source of fuel contamination is
found and removed.

3009: WATER IN JET FUEL

1. Water can occur in three different forms in jet fuel: dissolved in the fuel, as
a separate liquid phase (free water), and as a fuel-water emulsion. Some amount
of dissolved water is present in all fuels. This dissolved water is not a problem;
free water or a water emulsion are potentially hazardous and must be avoided.

2. Dissolved Water. Water is very slightly soluble in jet fuel, and

conversely, jet fuel is very slightly soluble in water. The amount of water that jet
fuel can dissolve increases with the aromatics content of the fuel and
temperature. Fuel in contact with free water is saturated with water, i.e., the fuel
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has dissolved all the water it can hold. A typical water-saturated kerosene-type
fuel contains between 40 and 80 ppm dissolved water at 21ºC (70ºF). If the
temperature of the fuel increases, it can dissolve more water. Conversely, if the
temperature of water-saturated fuel decreases, some of the water dissolved in
the fuel will separate as free water. In the absence of free water, jet fuel can pick
up water from the air. The amount depends on the relative humidity of the air.
Fuel in contact with air with a relative humidity of 50 percent will contain only half
as much water as water-saturated fuel at that temperature. The above
statements assume that the fuel is in equilibrium with free water or moist air. Fuel
close to a fuel-water or fuel-air interface will reach water equilibrium in a matter of
minutes. However, if the volume of fuel is large and the area of the interface is
limited – conditions that exist in a large fuel storage tank – some of the fuel will
be many feet from the interface. In the absence of mixing, it will take a lot longer
for this portion to reach water equilibrium. In fact, fuel in a large tank may never
come to complete water equilibrium since ambient temperature and relative
humidity are constantly changing.

3. Free Water. In jet fuel, free water exists as a separate liquid phase.
Since water is denser than jet fuel, free water, under the influence of gravity,
forms a lower layer and the jet fuel an upper layer. If jet fuel and water are mixed,
normally they will quickly separate again. The speed of the separation and the
sharpness of the fuel-water interface are indications of the fuel’s water
separability. As mentioned above, when water-saturated jet fuel cools, free
water separates out, taking the form of many very small droplets sometimes
called dispersed water. Even if they are not stabilized by surfactants, the droplets
coalesce slowly because of their small size. The suspended droplets give the fuel
a hazy appearance. The haze will disappear if the fuel is warmed enough to
redissolve the water.

4. Emulsion. An emulsion is a mixture of two immiscible liquids in which

very small droplets of one – less than 100 micrometers in diameter – are
dispersed in the continuous phase of the other. An everyday emulsion is
mayonnaise, a mixture of egg yolk (droplet) in oil (continuous phase). But here, it
is emulsions of water (droplet) in jet fuel (continuous phase) that are of interest.
While immiscible liquids normally separate if they have different densities and/or
surface tensions, an emulsion can persist for a long time. The mixture is
stabilized by surfactants that congregate at the surface of the droplets,
preventing them from coalescing. Liquids that are immiscible have very different
polarities. In the case of water and jet fuel, water is polar and jet fuel is non-polar.
Some molecules contain both a polar group (polar head) and a non-polar group
within the same molecule. This duality causes the molecule to migrate to the
interface between a pair of immiscible liquids, with the polar group interacting
with the polar liquid and the non-polar group interacting with the non-polar liquid.
These molecules are called surfactants (a contraction of surface active agents)
because they are active at the surface between the immiscible liquids. And
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because they work at the interface, not in the bulk liquid, trace amounts can
affect the properties of a large volume of liquid. Some surfactants found in jet
fuel occur naturally in crude oil, such as naphthenic acids and phenols. Others
may be introduced in the refining process, such as sulfonic acids. Still others may
be introduced through contamination in the fuel distribution system. The amount
of contamination need not be large because, as noted above, surfactants are
effective in trace amounts. Surfactants are commonly removed from jet fuel by
passing the fuel through clay (clay treating). Surfactants can cause problems
even if they don’t lead to the formation of a fuel-water emulsion. They can impair
the ability of a filter/separator to remove free water from jet fuel. In this situation,
the surfactants are said to "disarm the coalescer." Since it is imperative that only
clean, dry fuel is delivered to aircraft, tests have been developed to detect the
presence of surfactants in jet fuel through their ability to stabilize emulsions.

3010: ADDITIVES

1. Additives are fuel-soluble chemicals added in small amounts to enhance

or maintain properties important to fuel performance or fuel handling. Typically,
additives are derived from petroleum based raw materials and their function and
chemistry are highly specialized. They produce the desired effect in the parts per
million (ppm) concentration ranges. (One ppm is 0.0001 mass percent.)
Additives are used in varying degrees in all petroleum derived fuels, but the
situation with aviation fuels is unique in that only those additives specifically
approved may be added to jet fuel. All jet fuel specifications list approved
additives along with allowed concentrations. Some approved additives are
required to be added, some are optional, and others are approved for use only by
agreement between buyer and seller. Before an additive can be approved for use
in aviation fuel, it must undergo extensive testing to show both that it is effective
and that it does no harm to any other fuel properties. To guard against harmful
additive interactions, an additive must be tested at four times its maximum
dosage in the presence of other additives before it is approved. Use of additives
is the principal difference between commercial and military jet fuels. U.S. military
jet fuels will contain three or more additives. International Jet A-1 contains a
static dissipator additive and may also have an antioxidant. Jet A in the United
States usually contains no additives at all or perhaps only an antioxidant.

2. The approved additive systems viz, antioxidants, metal

deactivators(MDA),static dissipater additive(SDA), lubricity improver additive(LIA)
and fuel system icing inhibitor(FSII) have been adopted from DEF STAN 91-91
(DERD 2494) (Issue 5, 8 February 2005). The additives approved for use in
India in the jet fuel specifications are given in Annexure ‘II’.

3. Fuel System Icing Inhibitor. Ice can form in fuel tanks at the very low
temperatures encountered at high altitude. Generally, this ice is formed from
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water that was dissolved in the fuel when it was loaded onto the aircraft but
separated from the fuel as the fuel temperature dropped. Most commercial
aircraft have heaters on their main fuel filters to melt any ice that is collected.
However, many military aircraft do not have these heaters and are susceptible to
reduced fuel flow if ice crystals form. Fuel system icing inhibitors (FSII,
pronounced "fizzy") work by combining with any free water that forms and
lowering the freezing point of the mixture so that no ice crystals are formed. The
only FSII currently approved for Jet A, Jet A-1, and U.S. Military fuels is di-
ethylene glycol monomethylether (di-EGME or AL 41). A similar compound,
ethylene glycol mono methyl ether (AL 31), is allowed in Russian TS-1 fuel. di-
EGME is only slightly soluble in fuel but is very soluble in water, which leads to
various handling problems. Since the additive is only slightly soluble in fuel, it
must be added in small amounts with good mixing to ensure that it is completely
dissolved in the fuel, especially when it is added at low ambient temperatures. In
practice, the additive must be injected at a controlled rate into a flowing stream of
fuel. If a fuel containing FSII comes into contact with free water, the additive will
be extracted out of the fuel and form a thick, gelatinous phase with the water, an
obviously unacceptable situation. To avoid contact with free water, FSII is usually
not added to fuel at a refinery but at some point in the fuel distribution system.
For the military, it may be added at the airport or on delivery to the aircraft itself.
Similarly, when required by small jets, it may be added during delivery to the
aircraft. FSII is not used in jet fuel by large commercial carriers.

4. Thermal Stability. Jet fuel is used as a heat sink in turbine engines.

Engines used in high-performance military aircraft place higher thermal stress on
the fuel than engines used in commercial aviation. Engines being designed for
future military aircraft will place even greater thermal stress on the fuel.
Recognizing this need, the U.S. Air Force initiated a program in the early 1990s
to develop a fuel with improved thermal stability. This program led to the
introduction of an additive package that improves the thermal stability of fuel by
about 100ºF (60ºC), from about 325ºF to 425ºF, as determined in a battery of
thermal stability tests. The additive package contains a dispersant that helps to
keep potential insolubles in solution, preventing them from forming gums and
sediment. The additive is generically known as "+100" (plus one hundred). U.S.
Air Force fuel containing the additive is called JP8+100.

5. Antioxidants. Oxygen in the small amount of air dissolved in the fuel

attacks reactive compounds in the fuel. The initial attack sets off a chain of
oxidation reactions. Antioxidants work by interrupting this chain of reactions,
preventing the formation of peroxides, soluble gums, or insoluble particulates.
Peroxides can attack elastomeric fuel system parts, gums can lead to engine
deposits, and particulates can plug fuel filters. It is important to note that while
antioxidants are effective at improving storage stability of jet fuel, they are not
effective at improving its thermal stability. Olefins, the most reactive class of
hydrocarbons, are the most susceptible to oxidative degradation. However,
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straight-run fuels contain little, if any, olefins, and hydrotreated fuels contain
none. In addition, straight-run fuels often contain natural antioxidants, so these
fuels usually have good oxidative stability and thus do not need antioxidants.
However, hydrotreating, even mild hydrotreating to remove mercaptans, can also
remove these natural antioxidants, possibly resulting in a less stable fuel. For this
reason, antioxidants are sometimes added to hydrotreated fuel. To be most
effective, the chemical should be added to the fuel immediately after it has been
hydrotreated. Antioxidants are required in any fuel or fuel blend component that
has been hydrogen treated under the DEF STAN Jet A-1 and U.S. military
specifications. Antioxidant is optional in non-hydrogen treated fuel under these
specifications and optional for all Jet A fuel. The approved antioxidants for
aviation fuel are hindered phenols. The maximum allowed concentration is 24
mg/L.

6. Metal Deactivator. Metal deactivators are chelating agents – chemical

compounds that form stable complexes with specific metal ions. More active
metals, like copper and zinc, are effective catalysts for oxidation reactions, and
degrade fuel thermal stability. These metals are not used in most jet fuel
distribution systems or turbine engine fuel systems. However, if fuel becomes
contaminated with these metals, metal deactivators inhibit their catalytic activity.
The only approved metal deactivator is N, N'- disalicylidene- 1, 2- propane
diamine.

7. Corrosion Inhibitors/Lubricity Improvers. The tanks and pipelines of

the jet fuel distribution system are constructed primarily of uncoated steel.
Corrosion inhibitors prevent free water and oxygen in the jet fuel from rusting or
corroding these structures. Lubricity additives are used to compensate for the
poor lubricity of severely hydrotreated jet fuel. They contain a polar group that
adheres to metal surfaces, forming a thin surface film of the additive. The film
acts as a boundary lubricant when two metal surfaces come in contact. Both
corrosion and lubricity are surface phenomena. Perhaps it is not too surprising
that corrosion inhibitors also improve lubricity. The common lubricity improver is
a Naphthenic Acid.

8. Electrical-Conductivity Additive. Since the naturally poor electrical

conductivity of jet fuel presents a potential safety hazard in certain
circumstances, additives have been developed that improve the fuel’s
conductivity. Conductivity additives are often referred to as static dissipator
additives (SDA). When the additive is used, the conductivity of the fuel must be
between 50 and 450 CU at the point of delivery into the aircraft. The only additive
currently approved for use in jet fuel is Stadis®450, whose composition is
proprietary.

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9. Leak Detection. Use of Tracer A® has recently been approved for use
in Jet A and Jet A-1 to assist in detecting leaks in fuel handling systems. The
additive is a gas that can be detected at very low concentrations. Tracer A is
mixed with fuel as it is pumped through the distribution system. If any fuel leaks
from the system, it will evolve the Tracer A gas. The presence of this gas outside
of a fuel system can be used to locate a leak.

10. Biocides. Biocides are designed to kill microorganisms, which include

bacteria and fungi (yeasts and molds). Since biocides are toxic, any water
bottoms that contain biocides must be disposed of appropriately.

3011: TEST METHODS

1. ASTM D1655-07 Standard Specification for Aviation Turbine Fuels covers

the use of purchasing agencies in formulating specifications for purchases of
aviation turbine fuel under contract. In all, D 1655 reference more than 30 other
ASTM methods. These methods are the only ones acceptable for determining
compliance with the specification requirements. Their existence allows everyone
testing the product to get the same answers, within the defined precision of the
methods. ASTM will not adopt a new requirement for a product until a standard
test method has been developed to measure it. ASTM reviews each method
every five years, at which time it is reapproved, revised, or canceled. The year of
last review is added to the test method number as a hyphenated suffix. For
example, D 86-99, Standard Test Method for Distillation of Petroleum Products,
was originally published as a tentative method in 1921, and was last reviewed in
1999. Other national and international standards organizations also sanction
methods. In many cases, their methods are very similar to or identical to ASTMs
and yield the same value for the property. Some of the GOST test methods are
significantly different from ASTM methods, so values for these properties may
not be directly comparable. Annexure ‘III’ lists the test methods specified for
each property.

3012: FUEL PROPERTY AND SIGNIFICANCE

1. Composition

(a) Appearance is visually assessed in a qualitative pass/fail test of fuel

cleanliness, to preclude free water, sediment and suspended matter.
(b) Total Acidity of combined organic and inorganic acids indicates the
corrosive potential of fuel to metals. Trace organic acids can affect water
separation properties.
(c) Aromatics Content relates directly to flame radiation, carbon
deposition and smoke. Also affects swelling of elastomers in the fuel
system.

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(d) Hydrogen Content contributes to combustion cleanliness and is

broadly related to Aromatics Content.
(e) Olefins are unsaturated hydrocarbons, which are potential
contributors to instability in storage.
(f) Total Sulphur is controlled because sulphur oxides formed during
combustion can cause corrosion of turbine metal parts.
(g) Mercaptan Sulphur compounds are limited because they have a
very unpleasant odour and attack certain elastomer materials.
(h) Doctor Test detects the presence of reactive sulphur compounds,
and is an alternative method of measuring Mercaptan Sulphur.
(j) Distillation curve defines the kerosine boiling range, which needs to
be appropriate for balanced vaporisation of the whole fuel volume.
(k) Flash Point is related to volatility and therefore affects combustibility.
It is a leading factor determining fire safety in fuel handling.
(l) Density must be known for aircraft weight loading calculations, since
fuel is customarily metered by volume. Also relates to Specific Energy.
(m) Vapour Pressure is significant for wide-cut fuels. Indicates venting
loss of light ends at altitude and in hot climates. Also relates to cold
starting.

2. FLUIDITY

(a) Freezing Point limits higher molecular weight hydrocarbons that

crystallise at low temperatures; it therefore influences low temperature
pumpability during flight.
(b) Viscosity affects fuel pumpability over the operating temperature
range, and relates to droplet size in sprays produced by burner nozzles.

3. COMBUSTION

(a) Specific Energy (Net Heat of Combustion) denotes the amount of

heat energy obtainable from a fuel to provide power (value is calculated).
(b) Smoke Point indicates the tendency of a fuel to form soot, which is
related to the type of hydrocarbons making up its composition.
(c) Naphthalenes are polycyclic aromatics high in carbon content,
exacerbating the problems of carbon formation, flame radiation and
smoke.

4. CORROSION

(a) Copper Strip Corrosion test pass ensures that organic sulphur
compounds will not corrode copper components in the fuel system.

5. STABILITY
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(a) Thermal Stability (JFTOT) measurements relate to the amount of

deposits formed at high temperature in the engine fuel system.

6. CONTAMINANTS

(a) Existent Gum is a non-volatile residue left on evaporation of a fuel.

Also serves as a check for fuel contamination within product distribution
systems.
(b) Particulates such as dirt and rust are undesirable and are detected by
filtration through a membrane filter.
(c) Filtration Time is measured by the same test procedure as
Particulates.
(d) Water Reaction determines the presence of materials that react with
water and affect the stability of the fuel-water interface.
(e) Water Separation (MSEP) index rates the ability of fuel to release
entrained or emulsified water when passed through a fiberglass filter
coalescer.

7. OTHER

(a) Electrical Conductivity needs to be high enough to dissipate any

electrostatic charges generated during fuel handling operations, so as to
prevent fire or explosion hazards.
(b) Lubricity (BOCLE) refers to the effectiveness of lubricating moving
parts in engine fuel system components such as pumps and control units.

3013: FILTRATION

1. Passing a petroleum product through a filter with a pleated paper or

synthetic fiber medium removes solids with particle sizes larger than the pore
size rating of the filter. Typically, filters with a nominal pore size of five
micrometers (microns) are used for avgas and one micron or two microns are
used for jet. These filters are commonly called pre-filters, because they are
typically used before filter/separators, or micronic filters, because they are rated
by the size of particulate removed, e.g., two microns. The filter elements are
hollow cylinders that screw into a base plate in the filter vessel. Clean fuel flows
out of the center of the filter elements into the bottom of the vessel. In most fuel
cleanup systems, particulate removal precedes water removal for cost reasons. If
the particulate matter weren’t removed, it would shorten the life of media used in
the subsequent water removal process. Particulate removal media are less
expensive than water removal media.

2. Particulate filters are designated by a nominal pore size or an absolute

pore size, whichever is smaller. Typically, a filter captures 50 percent (by count)
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of particles the size of its nominal rating but 99 percent of particles the size of its
absolute rating. Always look for filters that offer high efficiency removal and
control of critical clearance size (and larger) particles. Controlling these particles
increases component life and decreases maintenance and repair costs. The Beta
ratio, ßx, is tan indicator of how well a filter controls particulate. It is the ratio of
the number of particles (>x µm) entering the filter to the number (>x µm) that
pass through. If one out of every two of the particles (>x µm) in the fluid pass
through the filter, the filter's Beta ratio at x µm is "2." If only one out of every 200
of the particles (>x µm) pass through the filter, the Beta ratio at x µm is "200."
Therefore, filters with a higher Beta ratio provide better particulate control and
hence better system protection.

3014: QUALITY CONTROL

1. Because of the critical nature of aviation fuel use, the industry has
developed several quality control guidelines. These include: Air Transport
Association of America ATA 103 Standards for Jet Fuel Quality Control at
Airports, IATA Fuel Quality Control and Fueling Service Guidance Material, Joint
Inspection Group (JIG), and other guidelines. These guidelines are designed to
help ensure that only clean, dry, uncontaminated fuel is delivered to aircraft.
They recommend practices for receiving fuel into airport storage and delivering it
to an aircraft. They also recommend equipment for airport fueling facilities, facility
system checks, and quick field tests to detect various forms of contamination.
ASTM has issued a Manual of Aviation Fuel Quality Control Procedure, MNL5.
The manual contains information on many field test methods and operational
procedures designed to assess fuel quality. It also contains general information
on filtration equipment and recommended practices for its use, as well as a
section on microbial contamination. AFO 10/90 comprehensively covers all
aspects of quality control of fuel. Annexure ‘IV’ brings out the Periodicity of
Testing of Aviation Fuel as per the AFO. Annexure ‘V’ brings out the Frequently
Used Aviation Fuel Field Tests as per MNL5.

3015: CHECK LIST

1. A check list is placed at Annexure ‘VI’ which are points from various policy
letters issued from Air HQ. The terms and definitions used in the aviation
industry for aviation fuel and testing are given in Annexure ‘VII’.

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Annexure ‘I’(Article 3005 Para 1 refers)

Requirement for Aviation Turbine Fuels, Kerosene Type,

Jet A-1

Quality Control Specification For Aviation Turbine Fuels, Kerosene Type, Jet A-1 Is No. 1571 : 2001
-7th Revision (Def Stan 91 / 91 Issue 4)
Sl. NO.
Characteristics (2) Requirement (3)
(1)
1. Appearance
Clear, bright and visually free from
solid matter and undissolved water at
normal ambient temperature
2. Composition:
a) Acidity, total, mg KOH/ g, Max. 0.015
25 (22 for Defence & 20 for Defence
b) Aeromatics, percent by volume, Max.
aircrafts with Russian Engines)
c ) Olefins, content, percent by volume, Max 5.0
0.30 (0.25 for Defence aircrafts with
d) Sulphur, total percent by mass, Max.
Russian Engines)
e) Sulphur, mercaptan, percent by mass,
0.003 (0.002 for Defence)Negative
Max.or Doctor Test
f) Refining component at the point of
manufacture

1. Hydroprocessed component, %, v/v  Report

2. Severely Hydroprocessed component,

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%, v/v  Report

3. Volatility

a) Distillation
1) Initial boiling point °C Report
2) Fuel recovered :

 10 percent by volume, at °C, Max  205

 50 percent by volume, at °C  Report
 90 percent by volume, at °C  Report

3) Final boiling point, °C, Max 300

4) Residue percent by volume, Max 1.5
5) Loss, percent by volume, Max 1.5
b) Flash point (Abel), °C, Min. 38
c) Density at 150C; kg/m3 775 to 840
4. Fluidity
a) Freezing point,°C, Max. - 47
b) Kinematic viscosity mm2/S (at - 20 oC)
8.0
Max.
5. Combustion
a) Specific Energy MJ/Kg, Min 42.8
or
Product of API gravity and aniline point, Min. 4800
b) Smoke point, mm, Min 25
or
Smoke point, mm Min & 19
Naphthalenes, percent by volume, Max 3.0
6. Corrosion
a) Copper strip corrosion, for 2 h at 100°C Not worse than No.1
b) Silver strip corrosion, classification, Max '0' at Refinery / '1' at Delivery
7. Stability
Thermal stability (JFTOT) 25.0
1) Filter Pressure differential, mm Hg, Max
Less than 3, No.'PEACOCK' or
2) Tube rating, visual
'ABNORMAL' colour deposits
8. Contaminants
a) Existent gum, mg/100 ml, Max 7
b) Water reaction :

1. Interface rating, Max 1. 1b

2. Separation rating, Max 2. Sharp separation no emulsion
or precipitate, within or upon
either layer

c) Micro separometer rating at point of

manufacture

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MSEP without SDA, Min 85

MSEP with SDA, Min 70
9. Conductivity
Electrical conductivity, ps/m (at the point,
50, Min
time and temperature to delivery to the
450, Max
purchaser)
10. Lubricity, mm, Max
0.85 (0.65 for Defence)

Annexure ‘II’ (Article 3010 Para 2 refers)

List of Approved Additives

Antioxidants

1. An approved antioxidant or mixture of antioxidants shall be added to a fuel

(or a fuel component) which has been hydroprocessed (i.e. manufactured using a
catalytic hydrogen process such as hydrotreating, hydrofining, hydrocracking,
etc). This shall be done immediately after hydroprocessing and prior to the
product or component being passed into storage in order to prevent gum
formation and peroxidation after manufacture. The total concentration of active
material(s) in fuel or that proportion of the fuel blend that has been
hydroprocessed shall not be less than 17.0 mg/l nor exceed 24.0 mg/l. Where a
finished fuel comprises a blend of hydroprocessed and non-hydro-processed
components, the requirements for mandatory addition of antioxidant applies only
to that portion of the blend which has been hydroprocessed. In such cases the
proportion of the blend which has been hydroprocessed shall be reported. For
fuel (fuel component) which has not been hydroprocessed such addition is
optional. The use of antioxidants effectively prevents peroxidation from occurring
and under JFSCL and Def Stan 91-91, 17 to 24 mg/L of an approved antioxidant
must be added to the proportion of the fuel blend that has been hydroprocessed.
All of the additives are approved by chemistry and so there may be any number
of suppliers for each individual antioxidant type. The use of antioxidants is
optional under ASTM D1655. However, the total concentration shall not exceed
24.0 mg/l.

2. The following are some of the approved antioxidants:

(a) 2,6-ditertiary-butyl-4-methyl-phenol;
(b) 2,4-dimethyl-6-tertiary-butyl-phenol;
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(c) 2,6-ditertiary-butyl-phenol;
(d) A mixture consisting of 75 percent minimum of 2,6-ditertiary-butyl-
phenol; and 25 percent maximum of tertiary and tritertiary –butyl-phenols;
(e) A mixture consisting of 55 percent minimum of 2,4-dimethyl-6-tertiary-
butyl-phenol; 15 percent minimum of 4-methyl-2-6-ditertiary-butyl-phenol;
with the remainder,30 percent maximum, a mixture of monomethyl and
dimethyl-tertiary-butyl-phenols;
(f) A mixture consisting of 72 percent minimum of 2, 4-dimethyl-6-tertiary-
butyl-phenol and 28 percent maximum, mixture of tertiary-butyl-methyl-
phenols and tertiary-butyl-dimethyl phenols.

Metal Deactivator Additive (MDA)

3. Metal ions in fuel can catalyze oxidation reactions that contribute to poor
thermal stability. Copper and zinc are the two most common metal contaminants
found in jet fuel. Metal deactivator additive (MDA) is a chelating agent that binds
metal ions and prevents fuel degradation. It has also been observed that MDA
improves thermal stability in the JFTOT test in the absence of metal ions. An
approved metal deactivator, N, N’-disalicylidene 1, 2-propanediamine, may be
added in amount not exceeding 2.0 mg/l on initial batching of the fuel at the
refinery and 5.7 mg/l on cumulative addition when redoping the fuel to counteract
the effects of metals known to be deleterious to thermal stability such as Cu, Cd,
Co, Fe and Zn provided that the nature of the contamination is reported. Where
metallic contamination is unproven, MDA may be used to recover thermal
stability provided that JFTOT Test is determined before and after MDA addition
and reported on the test certificate.

Static Dissipater Additive (SDA)

4. Where ever necessary, a qualified SDA shall be added to the fuel to

impart electrical conductivity. The minimum and maximum fuel conductivity
requirements for Def Stan 91-91, JP-8 and JFSCL are 50 to 450 pS/m. The
addition of static dissipator is not mandatory under ASTM D1655. The following
material is qualified:-

(a) Product Manufacturer -Stadis® 450 Octel Starreon (USA) / The

Associated Octel Company Ltd. (UK)

5. The concentration in which SDA is to be added to the fuel is as follows: -

(a) The concentration of SDA to be used in newly manufactured, or on first

doping of fuel is 3.0mg/l maximum.
b) The cumulative concentration of SDA allowed when redoping fuel to
maintain conductivity is 5.0mg/l maximum.
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Lubricity Improver Additive (LIA)

6. A qualified LIA may be added to the fuel to impart improved lubricity to the
fuel. Because LIA exists in equilibrium with metal surfaces of fuel distribution
systems as well as those of aircraft systems, correct delivery to aircraft can be
assured only by equilibration of the supply system downstream of the LIA
addition or by additive injection at the point of entry to the aircraft.

7. The following materials are qualified at the specified concentrations: -

Product Manufacturer Minimum Maximum

mg/l mg/l
Apollo PRI-19 Apollo Technologies
Intl.Corp 18 23
Hitec 580 Afton Chemical Ltd. 15 23
Octel DCI-4A Octel Starreon LLC 9 23
Octel DCI-6A Octel Starreon LLC 9 9
Nalco 5403 Nalco Chemical Co. 12 23
Tolad 4410 Baker Petrolite 9 23

8. The addition of LIA to the fuel containing an SDA may further affect the
electrical conductivity and MSEP of the fuel. Fuel containing SDA only or both of
these types of additives shall comply with the appropriate requirements for
electrical conductivity and MSEP unless agreed otherwise in writing between the
purchasing authority and supplier. Because of their polar nature, these additives
can have adverse effects on ground-based filtration systems and on fuel/water
seperation characteristic.

Fuel System Icing Inhibitor (FSII)

9. A qualified FSII may be added to the fuel as agreed to between the

purchasing authority and the supplier. Concentrations less than 0.02% by volume
can be considered negligible and do not require agreement/notification. The
assent to allow these small quantities of FSII without agreement/notification is to
facilitate the changeover from fuels containing FSII where the additive may
remain in the fuel system for a limited time. This does not allow the continuous
addition of FSII at these low concentrations.

10. The following material is qualified at the specified concentration and must
comply with Def Stan 68-252:

Product Concentration
Diethylene Glycol Monomethyl Not less than 0.1 percent
Ether ( DIEGME ) and not more 0.15 % by volume
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Ethylene glycol mono methyl ether

11. There is a Standard for Defence for Mixture of Fuel System Icing Inhibitor
and Lubricity Improving Additive known as JSD: AL-48. This Standard specifies
the requirements for a homogeneous mixture of an AL-61 Fuel Soluble Lubricity
Improving Additive (LIA) and AL-41 Fuel System Icing Inhibitor (FSII) for addition
to AVTUR F-35 (Def Stan 91-91) to prepare fuel meeting the requirements of
AVTUR F-34 (Def Stan 91-87). The mixture may also be added to other aviation
turbine fuels where the relevant standard requires the presence of AL-41 and AL-
61 in the fuel. Fuel Soluble Lubricity Improving Additives JSD: AL-61 for
Aviation Turbine Fuels has NATO Code: S-1747.

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Annexure ‘III’(Article 3011 Para 1 refers)

ASTM Test Methods Used for Jet Fuel Specification Testing

Sl Property Standard
No Test Method Description
1 Distillation ASTM D 86 – A 100 ml sample is placed in a round-bottom
Distillation of flask and heated at a rate specified for a
Petroleum sample with its vapor pressure
Products characteristics. Vapor temperatures are
recorded when the first drop of condensate is
collected (initial boiling point) and at
recovered volumes of 5 ml, 10 ml, 15 ml, 20
ml, and every subsequent 10-mL interval to
80 ml, 85 ml, 90 ml, 95 ml, and at the end of
the test (end point). The amount of sample
remaining in the flask at the end of the test
and the amount lost during the test – both in
percent by volume – are, respectively,
recorded and calculated.
2 Thermal Stability ASTM D 3241 – Fuel is pumped over a heated aluminum
Thermal Oxidation alloy tube at a constant flow rate for 2.5
Stability of hours. After contacting the tube, the fuel is
Aviation Turbine filtered to collect any solid decomposition
Fuels (JFTOT products. The pressure drop across the filter
Procedure) is monitored during the test. At the end of the
test, the tube is removed and visually
examined for any stain or discoloration,
which is rated by comparing it to a standard
color scale. This visual tube rating and the
pressure drop across the filter at the end of
the test are reported as the test result.
3 Density ASTM D 1298 – Fuel is transferred to a cylindrical container
Density, Relative and a hydrometer is carefully lowered into
Density (Specific the cylinder and allowed to settle. After the
Gravity), or API temperature of the sample has equilibrated,
Gravity of Crude the value on the hydrometer scale positioned
Petroleum and at the surface of the sample and the sample
Liquid Petroleum temperature are recorded. The hydrometer
Products by value is converted to density at 15.6ºC or API
Hydrometer gravity at 60ºF using standard tables.
Method

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4 ASTM D 4052 – A small volume of a sample is introduced into

Density and an oscillating tube held at constant
Relative Density of temperature. The change in oscillation
Liquids by Digital frequency caused by the change in the mass
Density Meter of the tube is related to the density of the
sample.
5 Viscosity ASTM D 4451 – A sample is placed in a calibrated glass
Kinematic viscometer and held at a closely controlled
Viscosity of temperature. The time required for a specific
Transparent and volume of the sample to flow through the
Opaque Liquids capillary under gravity is measured. This time
is proportional to the kinematic viscosity of
the sample.
6 Vapor Pressure ASTM D 323 – A special cylinder with separate vapor and
Vapor Pressure of liquid chambers that can be joined together is
Petroleum used. The liquid chamber is filled with chilled
Products (Reid sample and then immediately connected to
Method) the vapor chamber, which has been heated
Referee Method to 37.8ºC (100ºF). The assembled apparatus
is immersed in a bath held at 37.8ºC (100ºF)
until a constant pressure is observed. This
pressure includes a contribution from air and
water dissolved in the fuel.
7 ASTM D 5191 – A chilled sample is introduced into an
Vapor Pressure of evacuated, thermostatically controlled
Petroleum chamber. The chamber and sample are
Products (Mini heated to 37.8ºC (100ºF) and the resulting
Method) rise in pressure is measured. The sample
size and chamber volume are chosen to
duplicate the conditions of the Reid Method.
8 Flash Point ASTM D 56 – A sample is placed in a lidded cup and
Flash Point by Tag heated at a slow, constant rate. At regular
Closed Tester intervals, the lid is opened and an ignition
Referee Method source is directed into the cup. The lowest
temperature at which the ignition source
causes the vapor above the sample to ignite
is the flash point.
9 ASTM D 3828 – A sample is placed into a lidded cup and the
Flash Point by cup is heated to a fixed temperature. After a
Small Scale Closed specified time, the cup is opened, a test
Tester flame is applied, and an observation is made
whether or not a flash occurs. The test is
repeated with a fresh sample at other fixed
temperatures until the flash point is
established with the required precision [not
greater than 0.5ºC (1ºF)].
10 Net Heat of ASTM D 3338 – The net heat of combustion of a sample is
Combustion Estimation of Net estimated from its API gravity, aromatics
Heat of content, and distillation profile. The estimate
Combustion of relies on a correlation developed for a wide
Aviation Fuels range of fuels.

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11 ASTM D 4529 – The net heat of combustion of a sample is

Estimation of Net estimated from its aniline point, density, and
Heat of sulfur content. The estimate relies on a
Combustion of correlation developed for a wide range of
Aviation Fuels fuels.
12 ASTM D 4809 – A weighed sample of fuel is placed in an
Heat of oxygen bomb calorimeter under specified
Combustion of conditions. The fuel is ignited and the
Liquid temperature increase of the calorimeter is
Hydrocarbon Fuels used to calculate the heat of combustion.
by Bomb
Calorimeter
Referee Method
13 Freezing ASTM D 2386 – A sample is placed in a special jacketed tube
Point Freezing Point of fitted with a stirring rod and a thermometer.
Aviation Fuels The tube is placed in a low-temperature bath
Referee Method and stirred as the sample cools. When
crystals of hydrocarbon appear, the tube is
removed from the cooling bath and allowed
to warm up slowly with continuous stirring.
The temperature at which the hydrocarbon
crystals completely disappear is the freezing
point.
14 ASTM D 4305 – Fuel is pumped across a metal mesh filter as
Filter Flow of it is being cooled. The pressure drop across
Aviation Fuels at the filter is monitored and when it increases
Low Temperatures above a threshold value, the fuel temperature
is measured and reported as the no-flow
temperature. The fuel is then warmed until
the pressure drop across the filter decreases
below the threshold value, indicating that fuel
is flowing again, and this temperature is
reported as the flow temperature.
15 ASTM D 5901 – Fuel is cooled as it is being stirred constantly
Freezing Point of and monitored optically. When crystal
Aviation Fuels formation is detected by the optical system,
(Automated Optical the fuel is allowed to warm with continuous
Method) stirring until the optical system senses that
the last crystals have melted. This
temperature is reported as the freezing point
of the fuel.
16 ASTM D 5972 – A small portion of fuel is cooled at a constant
Freezing Point of rate and monitored optically. When the
Aviation Fuels formation of hydrocarbon crystals is detected
(Automatic Phase by the optical system, the sample is then
Transition Method) heated at a constant rate until the crystals
redissolve. The temperature of the fuel at this
point is the freezing point
17 Naphthalenes ASTM D 1840 – A sample is dissolved in isooctane at a
Content Naphthalene known concentration and the absorbance of
Hydrocarbons in the solution at 285 nanometers is measured
Aviation Turbine and used to calculate the naphthalenes
Fuels by content.
Ultraviolet
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Spectrophotometry
18 Luminometer ASTM D 1740 – A sample is burned in an ASTM-CRC
Number Luminometer Luminometer lamp to obtain a curve of flame
Numbers of radiation vs. temperature rise across the
Aviation Turbine burner. The Luminometer number is
Fuels calculated from the difference in temperature
rise between the test fuel and tetralin, divided
by the difference in temperature rise between
isooctane and tetralin.
19 Sulfur ASTM D 1266 – A sample is burned in a glass lamp with a
Sulfur in Petroleum cotton wick to oxidize the sulfur to sulfur
Products (Lamp dioxide. The combustion gases are bubbled
Method) though a solution of hydrogen peroxide to
convert the sulfur dioxide to sulfuric acid. The
amount of sulfuric acid formed is measured
either by barium precipitation or titration.
20 ASTM D 1552 – A sample is burned to oxidize the sulfur to
Sulfur in Petroleum sulfur dioxide. The sulfur dioxide is either
Products (High- absorbed by an acidic solution of potassium
Temperature iodide and starch indicator and back titrated
Method) with standard potassium iodate solution, or
collected in a cell where its infrared
absorbance is measured.
21 ASTM D 2622 – A sample is placed in an X-ray beam and the
Sulfur in Petroleum intensity of the sulfur X-ray fluorescence is
Products by X-Ray measured and used to calculate the sulfur
Spectrometry content of the sample.
22 ASTM D 4294 – A sample is placed in an X-ray beam and the
Sulfur in Petroleum resultant characteristic X radiation is
Products by measured and used to calculate the sulfur
Energy-Dispersive content of the sample.
X-Ray
Fluorescence
Spectroscopy
23 ASTM D 5453 – A sample is burned to oxidize the sulfur to
Determination of sulfur dioxide. The combustion gases are
Total Sulfur in irradiated with ultraviolet light and the
Light fluorescence of the sulfur dioxide is
Hydrocarbons, measured.
Motor Fuels, and
Oils by Ultraviolet
Fluorescence
24 Mercaptan Sulfur ASTM D 3227 – A hydrogen sulfide free sample is dissolved
Mercaptan Sulfur in alcoholic sodium acetate and
in Gasoline, potentiometrically titrated with standard silver
Kerosine, Aviation nitrate solution, which precipitates the
Turbine, and mercaptan sulfur as silver mercaptide.
Distillate Fuels
(Potentiometric
Method)
25 Copper Strip ASTM D 130 – A polished copper strip is immersed in a
Corrosion Detection of sample for two hours at 100ºC (212ºF) and
Copper Corrosion then removed and washed. The condition of
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from Petroleum the copper surface is qualitatively evaluated

Products by the by comparing it to standards.
Copper Strip
Tarnish Test
26 Lubricity ASTM D 5001 – A non-rotating steel ball is held against a
Measurement of cylindrical ring. The cylindrical ring is rotated
Lubricity of at a fixed speed while partially immersed in
Aviation Turbine the fuel. At the end of the test, the ball is
Fuels by the Ball- removed and examined for wear. The size of
on-Cylinder the wear scar is related to the lubricity of the
Lubricity Evaluator fuel (a large wear scar means poor lubricity).
(BOCLE)
27 Acidity ASTM D 3242 – A weighed amount of sample is dissolved in
Acidity in Aviation titration solvent and titrated with alcoholic
Turbine Fuel potassium hydroxide to a colorimetric
endpoint. The amount of acidity in the fuel is
expressed as mg KOH/g.
28 Existent Gum ASTM D 381 – A measured quantity of fuel is transferred to
Gum Content in a weighed beaker, placed in a heated bath,
Fuels by Jet and evaporated under a flow of steam. The
Evaporation resulting residue is weighed and reported as
existent gum.
29 Aromatics ASTM D 1319 – A small amount of sample is placed at the
Content Hydrocarbon top of a special glass adsorption column
Types in Liquid packed with activated silica gel. Prior to this,
Petroleum the top layer of gel has been treated with
Products by fluorescent dyes. Isopropyl alcohol is used to
Fluorescent transport the sample and the fluorescent
Indicator dyes down the column. The hydrocarbons
Adsorption separate into bands of aromatics, olefins,
and saturates because of their different
affinities for the gel. The fluorescent dyes,
which also selectively separate, make the
boundaries of the aromatic, olefin, and
saturate zones visible under ultraviolet light.
30 Smoke Point ASTM D 1322 – The sample is burned in a wick-fed lamp.
Smoke Point of The smoke point is the maximum height of
Kerosine and flame that can be achieved without smoking.
Aviation Turbine
Fuel
31 Water Reaction ASTM D 1094 – A sample is shaken with an aqueous buffer
Water Reaction of solution in a clean glass cylinder at ambient
Aviation Fuels temperature and then allowed to stand to let
the mixture separate into hydrocarbon and
aqueous phases. After five minutes of
standing, the change in volume of the
aqueous layer is measured. The appearance
of the hydrocarbon/aqueous interface also is
examined for the presence of bubbles or film.
32 Electrical ASTM D 2624 – A sample is placed in a cell containing two
Conductivity Electrical electrodes. A voltage is applied across the
Conductivity of electrodes and the resulting current is
Aviation and expressed in terms of the conductivity of the
Distillate Fuels sample.
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33 Water ASTM D 3948 – Using a semiautomatic Micro-Separometer

Separability Determining Water instrument, a fuel sample is mixed with
Separation water, forced through a fiberglass coalescing
Characteristics of medium, and rated. The MSEP rating
Aviation Turbine indicates the relative ease of coalescing
Fuels by Portable water from the sample. The instrument is
Separometer calibrated with a water-free fuel sample.
34 Particulate ASTM D 2276 – Fuel from a field sampler is fed through a
Matter Particulate membrane with a pore size of 0.8 micrometers.
Contaminant in The membrane is compared to examples in a
Aviation Fuel by rating booklet to rate its color and color intensity.
Line Sampling
35 ASTM D 5452 – Fuel from a field sampler is fed through a pair of
Particulate matched-weight membranes with a pore size of
Contamination in 0.8 micrometers. The membranes are dried under
Aviation Fuels by standard conditions and weighed. The weight
Laboratory difference between the two membranes is a
Filtration measure of the particulate content of the sample.
36 Visual ASTM D 4176 – The sample is placed in a clean, transparent,
Appearance Test Method for dry glass bottle and the bottle is swirled to
Free Water and create a vortex in the sample. The sample is
Particulate inspected visually against a light background
Contamination in to determine whether its condition is "clear
Distillate Fuels and bright."
37 Water ASTM D 3948 – Using a semiautomatic Micro-Separometer
Separability Determining instrument, a fuel sample is mixed with
Water Separation water, forced through a fiberglass coalescing
Characteristics of medium, and rated. The MSEP rating
Aviation Turbine indicates the relative ease of coalescing
Fuels by Portable water from the sample. The instrument is first
Separometer calibrated with a sample of the fuel to be
tested.

Annexure ‘IV’(Article 3014 Para 1 refers)

PERIODICITY OF TESTING OF AVIATION FUEL

Sl Nature of Test Periodicity Nature of Storage

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No
1 Water On receiptBPI, Refueller, Packed
stock
2 Daily BPI, Refueller, Aircraft
3 Visual On receipt Refueller, Packed Stock
4 Daily BPI, Refueller, Aircraft
5 Density On receipt BPI, Refueller
6 Daily Refueller
7 Weekly BPI
8 Copper Strip Monthly BPI, Refueller, Packed
Stock
9 Sulphide in Water Test Monthly Refueller (If applicable)
10 Silver Strip Fortnightly BPI
11 Particle Count Monthly BPI, Refueller, Aircraft
12 Full Specification Test Quarterly Refueller
13 Half Yearly BPI, Refueller, Packed
Stock
14 Cleaning of Tanks Yearly Refueller, BPI(for non epi-
coated)
15 Two yearly BPI(for epi-coated)

Annexure ‘V’(Article 3014 Para 1 refers)

Frequently Used Aviation Fuel Field Tests

Property Standard Test Description

Method

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Visual White Bucket Test The sample is placed in an 8-liter white porcelain
Appearance enamel bucket and the bucket is swirled to create a
vortex in the sample. (Particulates tend to
concentrate at the center, or foot, of the vortex.) The
sample is inspected visually for clarity and color, and
the bottom of the bucket is inspected for the
presence of solids or water droplets.
ASTM D 4176 – Test The sample is placed in a clean, transparent, dry
Method for Free Water glass bottle and the bottle is swirled to create a
and Particulate vortex in the sample. The sample is inspected
Contamination in visually against a light background to determine
Distillate Fuels whether its condition is "clear and bright."
Density ASTM D 1298 – Density, Fuel is transferred to a cylindrical container and a
Relative Density hydrometer is carefully lowered into the cylinder and
(Specific Gravity), or API allowed to settle. After the temperature of the sample
Gravity of Crude has equilibrated, the value on the hydrometer scale
Petroleum and Liquid positioned at the surface of the sample and the
Petroleum Products by sample temperature are recorded. The hydrometer
Hydrometer Method value can be converted to density at 15ºC using
standard tables.
Particulate ASTM D 2276 – Fuel from a field sampler is fed through a membrane
Matter Particulate Contaminant with a pore size of 0.8 micrometers. The membrane
in Aviation Fuel by Line is compared to examples in a rating booklet to rate its
Sampling color and color intensity.
ASTM D 5452 – Fuel from a field sampler is fed through a pair of
Particulate matched-weight membranes with a pore size of 0.8
Contamination in micrometers. The membranes are dried under
Aviation Fuels by standard conditions and weighed. The weight
Laboratory Filtration difference between the two membranes is a measure
of the particulate content of the sample.
Water ASTM D 3948 – Using a semiautomatic Micro-Separometer
Separability Determining Water instrument, a fuel sample is mixed with water, forced
Separation through a fiberglass coalescing medium, and rated.
Characteristics of The MSEP rating indicates the relative ease of
Aviation Turbine Fuels coalescing water from the sample. The instrument is
by Portable Separometer first calibrated with a sample of the fuel to be tested.
Free Water Test Kits A number of commercial test kits to detect free water
are available.
Electrical ASTM D 2624 – The probe of a portable conductivity meter is
Conductivity Electrical Conductivity of immersed in a fuel sample and the conductivity is
Aviation and Distillate read from a meter or digital display.
Fuels

Annexure ‘VI’(Article 3015 Para 1 refers)

CHECK LIST

1. Turbine fuel can be contaminated by: -

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(a) Particulate matter, including dirt, dust, sand, metallic particles, rust
etc.

(b) Water which can be in two forms; entrained moisture or free water.

(i) Entrained (dissolved) moisture is water that has merged with the
fuel and is held in suspension. The ability to hold this entrained
water in suspension varies with the temperature of the fuel. The
warmer the fuel, the more dissolved water it will hold. As a rule,
turbine fuel will hold one part per million (ppm) of water per degree
F of temperature. When the fuel is cooled, this dissolved water will
precipitate and become free water. Because the free water is
heavier than fuel, it will always settle to the bottom of the tank.
(ii) Free water can also be introduced through leaks in tank covers
or caps, leak in underground plumbing or condensation from moist
air above the fuel in a storage tank.

(c) Microorganisms that can live in the fuel environment. More than
100 different varieties of microorganisms can live in the free water that can
accumulate in sumps and at the bottoms of storage tanks. Many of these
microorganisms are airborne while others are found in the soil, so there
are numerous opportunities for these “bugs” to enter the fuel supply.

(d) Aviation gasoline, solvents, industrial fuels or other chemicals that

may have been introduced through inadequately cleaned vessels or
human error at some point in the delivery chain.

2. Surface active agents, commonly referred to as surfactants, are also a

major concern in ensuring the quality of turbine fuel. Surfactants are soap or
detergent like material that may occur naturally in the fuel, may be introduced
into the fuel with certain additives or may be added from vessels and/ or pipeline
that have not been properly flushed or cleaned after transporting other products.

3. Each of these groups of contaminants can be detected by various tests

and inspections. The proper care and handling of turbine fuel (Jet A-1, or aviation
kerosene) is paramount in maintaining safe aircraft operation. Turbine fuel is
much more susceptible to contamination problems than aviation gasoline.
Although modern technology has developed many devices to minimize
contamination problems, these devices must be used properly to maintain clean
fuel.

4. Although the fuel refiner, supplier and delivery agent are all concerned
with providing turbine fuel that is free of any contamination, the final responsibility
for ensuring that only clean fuel is put into the aircraft rests with the operator.

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This responsibility is often delegated to the maintenance technician, so it is

important to know the methods and procedures to fulfil this responsibility.

Visual Checks

5. Para 25 of AFO 10/90 brings out the importance of visual checks. ATF is
fit for use if the sample is “Clear and Bright”. Fuel should be considered unfit for
use if visual examination shows:-

(a) No trace of sediment and suspended matter.

(b) Globules of water (undissolved water).

(c) Cloudiness.

A product suitably free from these contaminants produces a bright sparkling

appearance. The odor of the fuel shall not be nauseating or irritating. The fuel
should be sent for lab tests once the result of visual check is doubtful.
Brownish/black particles, white flakes, fibrous particles and sand type material
are the type of sediments which can be seen in contaminated fuel. Do not throw
away the first 3 to 5 litres of fuel for washing the sample bottles or bucket.

6. One of the most basic methods of checking fuel for the presence of
contaminants is the “white bucket test”, in the aviation industry. The preferred
container is a 9 Quart white, porcelain bucket. Before drawing a fuel sample, be
sure the drain tap and the bucket are clean. Draw a sample in the bucket to a
depth of about 8 inch (20 cm). If the sample is being taken from a filter vessel,
the system should be under pressure when the sample is drawn. Then do the
following: -

(a) Let the sample settle for the one minute to remove air bubbles.

(b) Place the bucket on a level surface and inspect the bottom for the
water droplets, solid contaminants, a hazy/ cloudy condition and/ or brown
slime.
(c) Drop a shiny copper coin into the bucket to aid in evaluating the
clarity of the fuel. If the features of the coin can be distinguished, the fuel
is neither hazy nor cloudy.
(d) Swirl the fuel in the bucket to create a vortex in the center. This will
concentrate any particulate matter present at the cone of the vortex and
make it more visible. No particulate matter will be visible in an acceptable
sample.
(e) Smell the sample. Turbine fuel has a characteristic odor that should
not be sour or foul smelling. A Sulphurous or “rotten egg” odor indicates
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contamination by microorganisms. Any odor from gasoline or other

solvents are indicative of contamination.
(f) Inspect the fuel. Clean turbine fuel will be bright and tend to
“Sparkle”.

7. A hazy appearance may result from fine droplets of moisture dispersed

throughout the sample. If this persists after one minute, further test for water
content should be performed. A cloudy appearance may be the result of
extremely fine droplets of water dispersed throughout the sample, giving it a
milky appearance. This condition should be investigated further before using the
fuel.

8. Look for water in the form of puddles in the bottom of the bucket or drops
clinging to the sides. If there is any doubt whether these drops are water or
bubbles, a few drops of common food colouring may be added to the sample.
The dye will be attracted to any water present and colour it. If no water is
present, the food colouring will remain in dark drops. Free water can usually be
drained from the sumps of the vessel being tested. After no more water ifs
present in subsequent samples, the fuel may be used.

9. Look for the presence of the surfactants. They may appear as slime at the
bottom of the bucket, at the fuel/ water interface as a dark brown or black layer or
as lacy tendrils of material floating in or on the sample.

Density Checks

10. It is a known fact that any contamination would lead to a variation in

density. Para 26 of AFO 10/90 brings out the periodicity of density checks. All
store received would have a value of the density specified as per the testing
carried out. During each delivery the IOC has to endorse the value of the density
in the documents supplied along with the stock. In BPI’s the measured density
should be within the limit of +/- 0.0025 in comparison with the density specified in
documents during delivery. And the value of the density measured at the
refuellers must lie between the limits of 0.775 kg/lit to 0.830 kg/lit. Permitted
variation is not 0.055(i.e. 0.830-0.775 kg/lit). It is +/- 0.0025.

Differential Pressure

11. Para 4 of Appendix ‘D’ of AFO 10/90 stipulates the recording of differential
pressure across the filter vessel during daily inspection. This measurement of
the pressure drop is to be carried out at the rated flow of the refueller, which is
the maximum flow rate. The differential pressure can be recorded by circulating
the fuel by connecting the pressure coupling. The permissible limits of pressure
differential are

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(a) Minimum limit - 0.5 psi

(b) Maximum limit - 15 psi

Differential pressure reading cannot be zero or low. If pressure differential drops

suddenly then suspend operations immediately or if pressure differential rises
abnormally and reaches the max limit then again supply has to be suspended
and the filters have to be changed. Calibration of these gauges is vital to their
functioning.

Refuelling and De-fuelling Precautions

12. Checks on Refuellers. Read Article 0716 for additional points.

(a) Verify that fire extinguishers are in proper place with unobstructed
access for immediate use.

(b) Check accuracy of pressure gauges monitoring fuel pressure. Replace

or calibrate if found defective.

(c) Fuelling equipment should be clearly marked with the proper type of
fuel being dispensed, flammable/no smoking, emergency shutoff and
other appropriate information and instructions, signs as required.

(d) Tanks, piping, valves, hoses, meters, filters, and other fuel handling
equipment are to be checked for fuel leaks. Any visible leaks must be
immediately reported and repaired.

(e) Check condition of all fuel hoses, swivels and nozzles for wear,
damage and leakage. Check hoses for abrasions, cuts, soft spots,
carcass separation, worn covers, blisters, exposed reinforcement, cracks,
twists and sharp bends that give the appearance of impending failure.
Check tightness of all swivel attachment screws and hose couplings.
Check condition of nose and poppet seals on nozzles for cuts, nicks and
wear. Any item that is defective or is leaking must be replaced or repaired
immediately.

Protection of Fuel System from Condensation

13. There is considerable condensation of water inside a partially filled or

empty fuel tank, particularly under conditions of high humidity. Empty fuel tanks,
if due precautions are not taken, are also likely to collect dust. This may
subsequently lead to malfunctioning of the engine. Rapid condensation is liable
to take place in fuel tanks and refuellers.
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14. In order to avoid accidents due to condensation, keep tanks in refuelled

condition. Aircraft are not to be left overnight with partially filled tanks. Main fuel
filters are to be checked for water condensation during daily inspection.
Refuellers, tankers and storage installations are to be checked for condensation
in accordance with current procedure.

15. Fuel Tanks Installed on Aircraft. To prevent accumulation of water

inside a fuel tank by condensation, fuel tanks are to be topped up at cease work
every day on completion of flying activity. Yearly storage servicing of rubberised
tanks wherever applicable is vital. The tanks need to be air conditioned rooms.

16. Uninstalled Fuel Tanks.

(a) Fuel tanks held for fitting are to have all apertures blanked.

(b) Before any fuel tank is fitted to an aircraft, the interior is to be

thoroughly examined to ensure that no dust or water is present.

(c) Before the fuel system is connected, the tank is to be flushed out
and all the filters cleaned.

17. To avoid condensation in aircraft refuellers AFO 10/90 recommends that

the refuellers should not be left empty or partially filled overnight. If be any
chance the refuellers are left empty or partially empty then the water
contamination checks should be done under strict supervision. The refueller has
to be left stationary for 20 minutes to allow water and contaminants to settle
down.

Blankings

18. All exposed pipe lines and aeroengine aggregates are to be blanked with
blanking plugs.

Drop Tanks

19. Use of drop tanks that have not been flushed thoroughly prior to fitment on
aircraft is a recipe for disaster. Proper preservation, flushing and documentation
of drop tanks in squadrons are vital to flight safety. Drop tank seals are also to
be preserved in air conditioned rooms. External cleanliness, inhibition and
proper covering of the stored D/T’s should be ensured. Storage servicing is
carried out regularly. Blanking of fuel and air connections should be checked
and ensured.

De-Fuelling
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20. Allow the aircraft to be stationary for at least one hour before de-fuelling.
Visual check for contaminants should be carried out. The refueller which would
be partially empty should also be checked for sediments and water. Ensure that
there is no sand or dust storm while defuelling operations are going on. Product
defuelled from an aircraft for purposes other than contamination should be
returned to the aircraft from which it was removed, say after snag rectification.
Defuelled product may not be delivered to another aircraft.

Annexure ‘VII’(Article 3015 Para 2 refers)

Terms & Definitions

Following are the terms and definitions peculiar to the petroleum and aviation
industry in handling jet fuels.

1. Adsorption. A separation method where one component is concentrated

on the surface of a porous solid. Surfactants (surface-active-agents) are
separated from jet fuel by adsorption on clay.

2. API. American Petroleum Institute

3. API Degrees. Units for fuel density measurement.

4. API Gravity. The petroleum industry's scale and method of measuring

density of liquid petroleum products.

5. ASTM. American Society for Testing and Materials.

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6. Coalescence. The property of a coalescer element to bring together very

fine droplets of free and entrained water to form large droplets which are heavy
enough to fall to the bottom (sump) of a filter/separator vessel.

7. Coalescer Element. The first stage cartridge in a filter/separator vessel

that removes solid particles and coalesces free water from jet fuel. It is upstream
of the separator cartridge.

8. Contaminants. Substances either foreign or native which may be present

in jet fuel that detracts from its performance.

9. Cyclone Separator. A device that uses the principal of centrifugal force to

cause the contaminate in jet fuel to settle to the bottom of a vessel without the
use of filtration media.

10. Density. The amount of mass (weight) in a unit volume of material.

11. Differential Pressure (Delta P). The measured difference in pressure

between any two points, generally between inlet and outlet connections on
filtration vessels.

12. Direct Reading Differential Pressure Gauge. A pressure gauge which

automatically displays the differential pressure between the inlet and outlet
connections of filtration vessels.
13. Dissolved Water. Water which is in solution in jet fuel. This water is not
free water and cannot be removed by conventional means.

14. Effluent. Stream of fluid at the outlet of filtration vessels.

15. Elements. A generic term given to different types of decontamination

media installed in various types of filtration vessels.

16. Emulsion. A dispersion of two dissimilar immiscible droplets in a

continuous liquid phase.

17. Entrained Water. Small droplets of free water in suspension which may
make jet fuel appear hazy or cloudy.

18. Filter. A decontamination device to remove solid particles form fuel.

19. Filter Membrane (Millipore) Test. A standard test in which jet fuel is
passed through a small filter membrane housed in a plastic holder. The
cleanliness of the fuel can be determined by measuring the residue or amount of
solid contaminates left on the membrane.

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20. Filter/Separator. A filtration vessel which removes solids and coalesces

free water from jet fuel. All filter/separators are equipped with two types of
cartridges; coalescer elements (first stage) and separator elements (second
stage).

21. Flash Point. The lowest fuel temperature at which the vapor above the
fuel will ignite.

22. Floating Suction. Pump suction piping with floatation capability used to
draw the cleanest product from the upper level of the fuel in a jet fuel storage
tank.

23. Free Water. Water in fuel other than dissolved water. Free water may be
in the form of droplets or haze suspended in fuel (entrained water or an
emulsion) and/or water layered at the bottom of the container holding the fuel.

24. Freeze Point. The coldest fuel temperature at which the last fuel wax
crystals disappear when fuel physically changes from a solid back to a liquid
when warmed.

25. Hydrophilic. Attracts water or is water wetting. Has an affinity for water.
Opposite of hydrophobic.

26. Hydrophobic. Repels water or is non-water wetting. Resists attracting

water. Opposite of hydrophilic.
27. Immiscible. Liquids which are mutually insoluble. Opposite of miscible.

28. Influent. Stream of fluid at the inlet of filtration vessels.

29. Micronic Filter. A filtration vessel equipped with pleated paper cartridges
designed to remove solid particles from aviation fuels.

30. Micron (Micrometer). A unit of linear measurement. One micron is equal

to 0.000039 inches and approximately 25,400 microns equals one inch.

31. Miscible. Liquids which are mutually soluble. Opposite of immiscible.

32. Particulates. Solid contaminates found in jet fuel, i.e., dirt, rust, sand,
fibers.

32. Prefilter. A high dirt holding capacity Micronic Filter with pleated paper
cartridges installed upstream of other filtration units. Prefilters are designed to
extend the useful life of other more expensive filtration media in a fuel distribution
system exposed to high solid levels.
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33. Separator Element. The second stage cartridge or shroud in a

filter/separator vessel that allows passage of jet fuel but repels free water. It is
located downstream of the coalescer cartridge.

34. Settling Time. The time allowed for water or dirt entrained in jet fuel to
drop to the bottom (sump) of the fuel storage tank.

35. Specific Gravity. The ratio of weight of any volume of fuel to the weight of
an equal volume of water.

36. Sump. A chamber or depression installed at the bottom of a fuel storage

tank or filtration vessel to facilitate the collection and removal of contaminates.

37. Surfactants. An acronym for surface-active-agents that are chemical

substances or detergent like compounds frequently found in jet fuels. These
chemicals disarm the water removing capability of coalescer cartridges in
filter/separators. Clay treatment is the primary means in removing surfactants
from jet fuel.

38. Thermohydrometer. A hydrometer with a built-in thermometer used in

determining fuel density and measuring fuel temperature simultaneously.

39. Waste Fuel. Fuel that is contaminated resulting from exposure to

biological activity, surfactants, oil/water separators, chemicals, petroleum product
mixes, surface drains, and from other various water/solid combinations.

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