TECHNICAL REPORT

ON

STUDENT INDUSTRIAL WORK EXPIRENCE SCHEME (SIWES)

AT

NIGERIAN COLLEGE OF AVIATION TECHNOLOGY, ZARIA, KADUNA

STATE

PRESENTED BY

ATTAUR RAHMAN

(U13ME1021)

TO

DEPARTMENT OF MECHANICAL ENGINEERING

AHMADU BELLO UNIVERSITY, ZARIA

IN PARTIAL FULFILLMENT FOR THE AWARD OF BACHELOR DEGREE

(B.ENG) IN MECHANICAL ENGINEERING.

JANUARY, 2018
 DECLARATION

I, ATTAUR RAHMAN, with registration number U13ME1021, hereby declare

that this SIWES report has been carried out by me as part of the requirements
for the award of B.Eng. Mechanical Engineering.

……………………………….. …………………………

ATTAUR RAHMAN Date

(U13ME1021)
 CERTIFICATION

This is to certify that this SIWES report was written by ATTAUR RAHMAN with Matric
Number; U13ME1021, and that it comprises of all work done and experience gained at the
FLIGHT MAINTENANCE DEPARTMENT (F.M.D), Nigerian College of Aviation
Technology, Zaria, (N.C.A.T.), Kaduna State. Nigeria. And that it has been read and seen
worthy of approval having satisfied the requirement of the Department of Mechanical
Engineering, Ahmadu Bello University, Zaria, for the award of Bachelor of engineering (B.
Eng.) degree in Mechanical Engineering.

_______________________________ _______________________

Engr J. MICHEAL DATE

(INSTITUTIONAL SUPERVISOR)

_______________________________ _______________________

DR. UMAR SUMAILA DATE

(SIWES COORDINATOR)

_______________________________ _______________________

Dr A.O. ANAFI DATE

(HEAD OF DEPARTMENT)
 DEDICATION

This SIWES report is dedicated to the glory and mercy of ALMIGHTY GOD, my lovely
parents for their prayers, love, care, and support, and my brothers and sisters and all my friends
who has been there for me in one way or another, may they live long and happy Amen.

I also thank all the staff of Flight Maintenance Department (FMD), Nigerian College of
Aviation Technology, Zaria, for their support, financially and morally, may Almighty God
bless them all.
 ACKNOWLEDGEMENT

The success of this report is accredited to the will of Almighty ALLAH and also
profound gratitude to my supervisor ENGR J. MICHEAL.

My special appreciation goes to my place of industrial training supervisor

ENGR._____________ for his listening ear and effort, and all the staff of the FLIGHT
MAINTENANCE DEPARTMENT (F.M.D) of the NIGERIAN COLLEGE OF AVIATION
TECHNOLOGY (N.C.A.T.) for their love and support.

My greatest sincere gratitude goes to my Parents, siblings for their support morally and
financially and all my friends for their prayers and support throughout my SIWES.

May Almighty Allah reward you All.

 ABSTRACT

This SIWES report contains the background and objectives of SIWES and a brief history
of the organization I did my training, safety practices, experience gained and practical
work carried out during the period of my I.T, some recommendations made based on
the training undergone, conclusion and references. This work is based on the activities
carried out at NCAT. I will briefly explain the experience that relate to mechanical
engineering. This report contains company profile, company activities, and my activities during
the industrial training, conclusion, and recommendations.
 CHAPTER ONE

1.0 INTRODUCTION TO SIWES

The student industrial work experience scheme (SIWES) founded by the Federal Government
of Nigeria through Industrial Training Found (ITF) is a training program which is a part of
requirement needed for awarding Bachelor Degree in higher institutions, adopted by the
Department of Mechanical Engineering, Ahmadu Bello University Zaria. .The purpose of this
SIWES program is to expose the student to equipment, tools, machines, professional work
method and the necessary safety measures needed. This training has been made mandatory
by the Nigerian University Commission (NUC) for all Nigerian University Students to
undertake at least six (6) month industrial training in the years before their graduation
year but only in technical courses.

The Student industrial work experience scheme (SIWES) was established in 1971 as an agency
with the aim of giving the students a more practical approach to the theoretical knowledge
gained by the students. It was ignited by the government degree N0. 47 of the 8th October 1971
as amended.

1.1 AIMS AND OBJECTIVES OF SIWES

The Student Industrial Work Experience Scheme (SIWES) is a skill acquisition programme
which forms an integral part of the academic programme for students in Nigerian tertiary
institutions. It is handled under the auspices of the Industrial Training Fund, ITF. The aims
and objectives of the programme are;

 To provide an avenue for students in tertiary institutions to acquire industrial skills and
experience in their various courses of study;
 To prepare students for work situations likely to be encountered after graduation;
 To expose students to work methods and techniques in handling equipment and
machinery that may not be available in higher institutions;
 To make the transition from the university to the field where work is carried out and
thus enhances a student’s chances of getting a job after graduation
  To provide students with the opportunity to apply their theoretical knowledge in real
working conditions, thereby bridging the gap between lecture rooms and the actual site
of practice;
 To enlist and strengthen employers’ involvement in the entire educational process of
preparing university graduates for employment in industry; and
 To promote cordial relationships between students from various higher institutions.

1.2 ORIENTATION

On arrival at my place of attachment, I was given a group (group C) and was told to resume
work the next day with my safety wares (boot, overall and reflector jacket). After that, I came
back the next day and because I was new, I was then taken round to various sections of the
flight maintenance department (FMD) and was introduced to the staff of the various sections.
I was then introduced to the various parts of an aircraft and their functions flight or on the
ground (taxing) and the three control surfaces (aileron, rudder and elevator) and their function
during flight. I was also introduced to the different types of planes available at the college fleet.
They are;
 Tampico TB-9 trainee aircraft (4-cylinders single piston engine)
 Trinadad TB-20 trainee aircraft (6-cylinder single piston engine)
 Beach Barron aircraft (6-cylinder twin piston engine)
 TBM-850 aircraft (turbo-prop.)
 Bell 206b Helicopter (single Gas turbine engine)
I was also told the type of fuel used by the aircrafts present. TB-9, TB-20 and Beech Barron
aircrafts uses aviation gas (Avgas) as fuel, while TBM-850 and Bell 206b aircrafts uses highly
purified kerosene.
 1.3 TRAINING ORGANIZATION

The Nigerian Collage of Aviation technology, Zaria was established in 1964. It is a unique
civil Aviation Training Institution due to its four schools being co-located.

 Flying school
 Aviation Management School
 Air Traffic Services and Communication School
 Aeronautical Telecommunication Engineering School

The Collage is situated at Zaria Aerodrome 75km from Kaduna city in Kaduna State which is
in the North Central part of Nigeria. Zaria is a University town which accommodates several
educational Institutions.

The primary objectives of the collage are:

 To conduct civil aviation training for use in flight training or airport operations.
 To train approve persons in installation, maintenance and operation of technical
equipment, the use of which is calculated to increase the margin of operational safety
of civil aircraft services.
 To train approve personnel on equipment and necessary facilities for technical research
or normal use.
 1.4 ORGANIZATION STRUCTURE

RECTOR

DEPUTY RECTOR

REGISTRAR

ADMIN FLYING AMES FLIGHT MAINTENANCE

SCHOOL DEPT.

AET SCHOOL WORKS ACCOUNT DEPT. ATS/COM

DEPT

Fig. 1.4 Organizational Structure of NCAT

1.5 FLIGHT MAINTENANCE DEPARTMENT (F. M. D)

The Flight Maintenance Department (F.M.D) comprises of the power plant section, avionic,
aircraft maintenance and related sciences engineers and technicians. The FMD is responsible
for ensuring that aircrafts of the college are in right working order. The Flight Maintenance
department is responsible for maintaining the College’s fleet airworthiness, a standard put in
place by the Nigerian Civil Aviation Authority for both trainer and civil aircrafts. FMD is also
a sub-division of the flying school.
The FMD is also responsible for ensuring that the aircrafts of the Collage are in there right
working order and are always ready and available for flight. The FMD`s most responsibilities
are carried out in the HANGER and FLIGHT LINE.

FMD comprises of many different sections of works which also includes:

A. TECHNICAL SECTION : This section is where all the aircraft spare parts and materials
are stored. It comprises if the following storage compartments;

 Quarantine Store: This is where all the newly supplied aircraft parts are kept
until worthiness is confirmed.
 Bonded Store: This is where other airworthy parts are kept.
 Fuel Dumb Store: This is where aircraft fuel is kept (Aviation Gas) AV.
 Dope Store: This is where aircraft engine oil is stored.

B. PLANNING SECTION: This is a section in charge of keeping of records of aircraft

flying hours or cola rider, time and general aircraft maintenance planning.

C. FLIHT LINE SECTION: This section is responsible for proper packing and refueling, pre-
flight check and marshalling of aircrafts. It also ensures provision for fire cover up
before the engine of an aircraft is started by the pilot in case of fire outbreak.

FLIGHT LINE: This is the area of the airfield where the aircraft are parked during active flying
operations and tied down when not in use to avoid the effect of moving air acting on the
aircraft. This section is responsible for refuelling of aircraft, provides fire cover for an aircraft
during engines start up and marshalling of aircraft to its packing space.
 N.C.A.T. Flight Line

HANGER: The hanger is a closed structural building where all servicing and maintenance
activities are carried out on aircrafts. It has mechanical and avionics workshops. Some of the
facilities in the hanger are the hydraulic jacks, fire extinguishers, tractor, toolboxes, ground
power machines and compressor.

Open Hangar
 1.6 ALPHABETICAL CODES USED IN THE AVIATION INDUSTRY

Alphabetical Codes Used In the Aviation Industry

It is also a worldwide official method of naming any registered aircraft, which is carried out in
a systematic way in such a way that the first two figures of the aircrafts registration number
indicates the country in which the aircraft is registered to. For instance, an aircraft with a
registration number5N-BZA means the aircraft is a Nigerian registered aircraft. ‘5N’ means the
aircraft is registered Nigerian commercial aircrafts.
They are twenty-six English alphabets used for aircrafts code name. This code name helps
aviators to communicate with one-another whether the information is classified or not as it is
used in aviation industry. The figure below shows the twenty-six English alphabets and their
meaning;

A ALPHA N NOVEMBER

B BRAVO O OSCAR

C CHARLIE P PAPA

D DELTA Q QUEBEC

E ECHO R ROMEO

F FOXTROT S SIERRA

G GOLF T TANGO

H HOTEL U UNIFORM

I INDIA V VICTOR

J JULIET W WHISKEY

K KILO X X-RAY

L LIMA Y YANKEE

M MIKE Z ZULU
 CHAPTER TWO

2.0 ACTIVITIES DURING SIWES PERIOD

During the period of industrial training, I gained knowledge in the maintenance of an aircraft,
proper identification of parts of the aircraft, the working principle of the engine. Various
inspections carried out on the aircraft and flight control.

2.1 AIRCRAFT PARTS AND FUNCTIONS

2.1 AIRCRAFT

An aircraft is a machine that is able to fly by gaining support from the air. It counters the
force of gravity by using either static lift or by using the dynamic lift of an aerofoil, or in a
few cases the downward thrust from jet engines. An aircraft is majorly divided into five
sections, they include; Nose, Fuselage, Starboard Wing, Port Wing, and Empennage.

Fig 2.1 Various Part Of an Aircraft

i. Nose: These part of the aircraft in-houses the cockpit or the command center of the
aircraft. That is to say, every controllable part of the aircraft is controlled from this
section of the aircraft.
ii. Fuselage: Also called the body of the aircraft, it in-houses the aircraft’s payload
(passengers, cargos, or both). It is also the section of the aircraft that holds every
other section and parts of the aircraft in place.
iii. Starboard Wing: Also called Right Wing, it generates lift on the right side of the
aircraft, and also in-houses the aircraft’s right fuel tank. It also serves as attachment
points for other parts of the aircraft such as; Aileron, Spoilers, Flaps, Winglet, Slats,
Engines, etc. located on the right side of the aircraft.
iv. Port/Larboard Wing: Also called Left Wing, it generates lift on the left side of the
aircraft, and also in-houses the aircraft’s left fuel tank. It also serves as attachment
points for other parts of the aircraft such as; Aileron, Spoilers, Flaps, Winglet, Slats,
Engines, etc. located on the left side of the aircraft.
v. Empennage: Also called Tail Plane, it is the rear (tail) part of the aircraft. It also
serves as attachment points for the Horizontal Stabilizer which in turn holds the
Elevator and trim tap in place, and the Vertical Stabilizer which in turn holds the
Rudder and also a trim tap in place.

Figure 2.1; Major sections of an aircraft

 2.2 Forces acting on an Aircraft.

There are basically four forces acting on an aircraft, they include;

 Thrust
 Drag
 Lift
 Weight.

Figure 2.2; Forces Acting on an Aircraft

2.2.1 WEIGHT:

The weight of an object is usually taken to be the force on the object due to gravity and it is
perpendicular to the flow direction. The mass of the material use to build the aircraft alongside
the payload of the aircraft acted upon by gravity is called Gross Weight. The weight always
acts downwards towards the earth due to Gravity and hence tends to push the object down.
2.2.2 LIFT:

Lift is mechanical force generated on the surface of an object as it interacts with a fluid. It’s
also the component of this force that is perpendicular to the oncoming flow direction.

 If the gravity tends to push an object downwards, the forces that hold the plane in
air is known as LIFT. As the gravity tends to push an object downwards, the force
that hold the plane in air is known as lift. For an aero plane to be in position of flight
these forces must balance each other. But for takeoff, lift must be greater than the
weight. As the lift increased, there will be an increase in the height of the plane
relative to the ground as well.

2.2.3 THRUST:

Just as Lift Force is required to lift the plane in air, a thrust force is required to counter

the effect of drag force and keep it moving with a particular speed in air.

This is a reaction force described quantitatively by Newton's second and third laws. When a
system expels or accelerates mass in one direction, the accelerated mass will cause a force of
equal magnitude but opposite in direction. It is also the component of the surface
force parallel but opposite to the flow direction.

NOTE: For an aircraft to fly, the two conditions below must be met;

i. Thrust must be greater than or equal to Drag.

ii. Lift must be greater than or equal to Weight.

Whereas, Drag and Weight occur naturally due to the aircraft’s existence, Lift and Thrust on
the other hand are manually generated.
2.2.4 DRAG:

Is a force that opposes the movement of any object such as cars and airplane moving

through a fluid medium. It acts in the direction to the motion of the airplane. It is a frictional
force that tends to reduce speed. Factors that reduce drag include streamline body and the
shape forms.

Drag is a backward force which is caused by the disturbance of the air flow by the wings
and protruding objects. it is called air or fluid resistance, refers to the force acting opposite
to the relative motion of any object moving with respect to a surrounding fluid and is the
component of the surface force parallel and in the same direction to the fluid flow.

2.3.0 CONCEPTS OF BERNOULI`S PRINCIPLES ON AN AIRPLANE

The basic principle of flight is the Bernoulli’s principle, which states that as the velocity of a
moving fluid increases, the pressure within the fluid decreases and vice versa. This principle
is applicable in:
 Aerofoil Lift

 Engine Carburetor of Airplane

 2.3.1 ENGINE COMPONENT

 Crankcase or engine block: It is responsible for housing all the engine component and
the accessories.

 Crankshaft: It is responsible for rotating the engine component and the accessories,
the ratio of revolution of the crankshaft to the camshaft is 1:2,that is the 2revolution of
crankshaft is equal to 1revolution of camshaft and this is because we only need the
camshaft to open and close the valve.

 Camshaft: It is responsible for opening and closing of the valve.

 Connecting rod: This is attached to the crankshaft and it converts the rotary motion of
the crankshaft to linear motion of the piston.

 Piston: This is responsible for the compression of air-fuel mixture, as the piston goes
up it compresses and when there is a power struck it comes down and the piston is
attached to the connecting rod.by using a piston pin or gochion pin.

 Cylinder: This is like a housing where all air-fuel mixture is been compressed and
burned.
 2.4.0 FOUR STROKE INTERNAL COMBUSTION ENGINE

Four stroke engine, also known as Four cycle, is an internal combustion engine in which
piston completes four separate stroke, which includes

 Intake/ Induction

 Compression

 Power

 Exhaust

During two separate revolutions of the engine crankshaft stroke refer to the full travel of the
piston from the top death centre (TDC), to bottom death centre (BDC) and vice versa in the
cylinders (combustion chamber) in two revolution of the crankshaft (𝟕𝟐𝟎° ) which forms a
complete working cycle.

2.4.0; Section through a Spark Ignition Internal Combustion Engine

 2.4.1; THE FOUR STROKES

a. Induction Stroke: Here, in this process, the piston descends or move dawn from
the top dead center of the cylinder to the bottom dead center of the cylinder while
inlet valve is open and the exhaust valve is close. This creates area of low pressure
inside the cylinder. Thus, a mixture of fuel and air is force by atmospheric pressure
into the cylinder through the intake valve till the piston reached the bottom dead
center.

Fig. 2.4.1; Induction Stroke

b. Compression stroke: In this case both the inlet and the exhaust valves are closed.
The piston now moves from the bottom dead center of the cylinder compressing the
air- fuel mixture in the combustion chamber of the cylinder. Due compression, there
will be an excessive increase in pressure in combustion chamber.

Fig. 2.4.2 Compression Stroke

c. Power or the working stroke: while the piston valves are still closed, the
compressed air-fuel mixture is then ignited by the spark plug. As a result of
combustion process taking place in the cylinder, there will be an expansion of the
burning gases. Carbon dioxide produce during combustion process is terms as an
incompressible fluid which does not withstand compression will expand and this
will result in pushing the piston dawn the cylinder. The piston been connected to
the crankshaft by the connecting rod produce the required power by turning shaft
which in turn give rotation to other connected components.

Fig 2.4.3 Power Stroke

d. The exhaust stroke: While the inlet valve is still closed, the exhaust valve now
opens. The piston now start moving from the bottom dead centre BDC in upward
manner discarding burned gases via the exhaust valve till it reaches the top dead
centre TDC and this gives another chance for the next cycle to take place
continuously.

Fig. 2.4.4 Exhaust Stroke

 2.5.1 Horizontally Opposed Engine:

This is an internal combustion engine with horizontally-opposed pistons.

Typically, the layout has cylinders arranged in two banks on each side of a
single crankshaft and is otherwise known as the boxer, or horizontally-opposed
engine.

Figure 2.5.1; An Horizontally Opposed Engine

 2.5.2 Radial Engine:

The radial engine is a reciprocating type internal combustion engine configuration in

which the cylinders "radiate" outward from a central crankcase like the spokes of a
wheel. It resembles a stylized star when viewed from the front, and is called a "star
engine"

Figure 2.5.2; Radial Engine

 2.6 CAUSES OF ENGINE STARTING FAILURE

i. Wrong magneto timing

ii. Drop in battery charge or bad connection
iii. Wrong ignition system
iv. Dead spark plugs
v. Failure from Starter Motor
vi. Failure of ignition switch or connection.

2.6.1 CAUSES OF HIGH RATE OF OIL CONSUMPTION

i. Worn out piston rings

ii. Leakage from other parts such as the fuel pump, seal cover
iii. Broken crankshaft oil seal

2.6.2 POWER PLANT

The power plant comprises the following sections

i. The engine.
ii. An engine mounts.
iii. Silent block assembly.
 2.7 IGNATION

The ignition system is made up of different unit of components that are used to perform certain
required functions at a particular giving time. These can be to produce control and distribution of
electricity to ignite the compressed air-fuel mixtures in the cylinders. The ignition system is made up
of the following subsystems.

The electric generating system is a unit system that is used to produce high voltage
electric current used for the ignition of the air-fuel mixture in the cylinders. This unit
consists of:

a. The magnetos: The magnetos are secured to the engine rear parts. They produce
and distribute a very high voltage current needed for ignition process to start the
combustion.

b. The magneto selector: This selector device is located at the lower part of instrument
panel. It established and proved good magnetos contact with other connections for
proper functioning.

c. Distribution: The part of the system that carries high voltage current from electrical
power source to the spark plugs to ignite the air-fuel mixture is termed as the
distribution units or parts. It is made up of different wires connections. The distribution
is also made up of ignition harnesses which carries the high voltage current and
distribute it to the spark plugs.
 2.8 THE SPARK PLUGS

Fig. 2.8 The Spark Plug

The spark plugs are secured to the head top and bottom of the cylinders. There are two spark
plugs per cylinder head, one at the top and the other at the bottom. Spark plugs generate sparks
which in turn ignites the air-fuel mixture in the combustion chambers.
 2.9 THE ENGINE PROPELLER PART

Fig. 2.9 The Engine Propeller Connection Point

The propeller blade is made up of well treated aluminium metal couples with other speed
controlled instrument. The propeller position or angle can varies in some aircrafts like the TB-
20. According to control position, the governor determines the propeller RPM and thus the
engine driving speed is maintained. Another unique function of the governor is controlling the
supply of the working fluids. The oil pressure allows rotation of the blade forward with high
pitch and low revolution per minute (RPM). When the oil pressure is reduced, the blades rotate
towards the low pitch with high (RPM).
 2.10.1 INSPECTIONS

For effective maintenance of aircraft, there are basically two (2) types of inspections carry out
aircrafts for proper operation conditions. These are:

i. The daily preflight inspection

ii. The time maintenance check (inspection)

DAILY FREPLIGHT INSPECTION

CAUTION: Ensure that the extinguisher is within the vicinity and properly manned during
all operations and that there are no loose grits of equipment and object around.

INTERNAL

Before each preflight(s) have been cleared and certified, check the hours to the next
scheduled check and the expiring dare of C.R.S (Certificate of Release Service). Then,
1. Make sure that the ignition switch is in the “OFF” position.
2. Unlock the control column.
3. Make sure all aircraft document are in their correct places and instruments are in good
conditions.
4. Check light, controls flaps, ailerons, elevator, stabilizer, spinner, propeller, and hinges
for freedom of movement and correct sense of operating conditions.
5. Check engine controls for free movement and general condition. Check for correct
operation of friction lock mechanism.
6. Check seat and safety belt for safety and correct operation. Check ventilation system
control for proper operation.
7. internal Check lights serviceability, security and general condition. Check switches and
circuit breakers for safety conditions and serviceability.
8. Check portable fire extinguisher for serviceability and security.
9. Check aircraft general conditions and windshield.
10. Check the operation of door locking mechanism.
11. Check the air bone radio system.
 EXTERNAL

1. View aircraft generally to make sure that there are not any obvious changes. Ensure all
air scoops are clean and free from obstruction.
2. Check ailerons and flaps for proper extension.
3. Check wings tips for general condition. Check landing light, taxi lights, Navigation
light.
4. Check wing leading edges for cleanliness and obvious damage.
5. Check Pilot tube for obstruction, cleanliness.
6. Test the stall warning system.
7. Check the fuel tanks and vents for leakage, obstruction and filter caps for safety.
8. Drain fuel from tanks sumps and check for water or debris.
9. Check tire creep marks and pressure. Check the tire for wear and breaks system. Check
shock struts for leaks, cleanliness and correct extension.
10. Check engine cowlings and inspection panels for safety, cleanliness and their
conditions.
11. Check air intake horse is connected to the cowling.
12. Check baffles condition and tightness.
13. Check oil and add it if necessary.
14. Re-check and ensure ignition switch is in the “OFF” position.
15. Check static port for obstruction and cleanliness.
16. Check propeller for damage and cleanliness.
17. Check rudder, stabilizer and trim tabs for safety, cleanliness and good condition.
18. Check baggage compartment for proper operation and functioning.
19. Visually check aerials for condition and security.
20. Sign tech log preflight check column.
Inspections are services rendered to the college’s fleets at regular intervals. These inspections
are Mandatory (compulsory) to maintain the airworthiness of the fleets. Such mandatory
inspections include;

Pre-Flight Inspection,

50hrs Inspection,

100hrs Inspection,

Annual Inspection,

NDT Inspection,

Datum Inspection etc.

i. Pre-Flight Inspection: This is a daily routine carried out on the college’s fleets, it
involves among many others;
 Cleaning the aircraft’s windshield, dusting the aircraft’s body, visually scouting the
aircraft’s body for loosed bolts, and screws.
 Checking the aircraft’s electrically controlled parts e.g. Flaps, lights (landing light, taxing
light, strobe light, navigation light, etc.)
 Accessing the aircraft’s fuel system via the wings and central drain ports with the aid of a
sampling cup, and visually assessing the presence of water.
 Checking oil and fuel levels and refilling where necessary.
 Going through the aircraft’s technical log for snags (faults) that the pilots may have notice
during the aircraft’s previous flight and correct if any exist, and finally clear all slag-free
aircrafts for the day’s training (flying) activity.
ii. 50hrs Inspection: This is an inspection done after the aircraft has flown for fifty
flight hours. The sequential steps taken in this inspection are;
 Taking note of all defects (snags) recorded in the aircraft’s technical log.
 Performing an engine ground run, and taking record of all the parameters.
 Removing the upper and lower cowlings and visually inspecting the engine and engine
compartment for cracks, wear and evidence of leaks (oil, fuel, air, and exhaust gas).
 Draining engine oil system, replacing the oil filter, and refilling the oil tank.
 Removing the battery, and checking the battery’s electrolyte level and terminals for
corrosion, cleanliness and general condition.
 Visualizing the tiers, braking system and inflation pressures, checking the condition and
tension of the alternator belt.
 Removing, cleaning and thoroughly inspecting the spark plugs, if the spark plugs are
fouled, clean and adjust gap, also, checking the ignition harness clamps, and magneto
terminals for security and tight connections.
 Visually inspect lubrication lines, inlet pipes, exhaust pipes, heat exchanger manifold,
hoses, and air filter.
 Visually inspect fuel selector, fuel lines (for routing and leaks) and replace filtering
element of the fuel selector.
 Finally, connect the battery, lubricate terminals, install engine cowlings, perform Engine
ground run, record parameters, after engine ground run, remove cowlings and visually
inspect, if optimum performance and conditions are reached, re-install the engine cowlings
and release the aircraft. If not, correct every unwanted condition then finally release.
iii. 100rs Inspection: Is an inspection done 50 hours after a previous 50 hours check.
All the steps taken in the previous 50 hours check are still repeated with the addition of
the following;
 Washing the hinges at wings (flap and aileron), doors, baggage compartment, tail cone,
rudder, joints etc. with the aid of aviation gasoline (Avgas) contained in a spray gun. Oiling
(with engine oil in oil can) and greasing where applicable.
 Removing firewall mounted inspection doors and visually inspect for cracks and security.
 With the aid of a grease gun, grease joints of structural members of both nose and main
landing gears.
 Removing, cleaning and visually inspecting the propeller spinner, watching out for cracks,
slag’s, etc.

iv. Annual Inspection: This is a yearly inspection. In addition to all steps observed in
100 hours inspection, the annual inspection also involves;
 Removal, washing and re-installment of wing tips and propeller spinner. Removal,
cleaning, greasing and re-installment of the wheel compartment.
 Removing and visually inspect tail cone for cracks and security and condition of tail cone’s
electrical wiring.
 Jacking the aircraft up and performing and recording the extension and retraction time of
the landing gear. Also performing an emergency extension and recording its time.
 Measuring and recording each of the cylinder’s compression values.
 Towing the aircraft to a level ground and taking measurements of the aircraft’s weigh
 2.10.2 ENGINE COMPARTMENT INSPECTIONS

Fig.2.10.2 Engine Compartments

1. Firewall: Check the condition of the fire wall for crack or attachment.
2. Air regulation: Check the exchanger and its baffles.
3. Cooling: Repair or replace all damage or missing parts of the cooling system before
returning the aircraft to service.
a. Test the operation of the intake shutter.
b. Inspect the air filter(s) and horse(s

4. Ignition: Remove upper and lower spark plugs and clean the inter-change the upper
within the lower ones.
a. Check that the ignition harness clamps are correctly attached and that the
ignition spark plugs and magneto materials are correctly tightened.
b. Inspect magneto attachment and grounding cables in detail.
c. Ensured that the conditions ceramics are free from corrosion and deposits.
5. Engine control: check movement and inspect attachment and routing of control.
a. Proper governor.
b. Throttle
c. Mixture control
d. Carburetor heating control
6. Exhaust: check for leakage at attachment clamps on cylinder exhaust outlets. If there is
slack, remove the clamps to rectify and install them.
a. Inspect the attachment, pipes and tubes in detail and inspect the pipe and
exchanger to detect crack.
7. Oil system: ensure that the leakage does not exist around oil lines. Detect leaks at the
marking surfaces of the lateral half housings.
8. Starting: inspect the starter attachment, connections condition.
9. Electrical power: inspect the alternator, attachment and belt conditions.
10. Vacuum: inspect vacuum pumps union, attachment and lines.
11. Propeller: inspect the propeller to detect denting and alternation.
a. Inspect the propeller to detect faulty attachments and cracks.
b. Inspect the propeller tightening torque.
c. Inspect propeller governor.
12. Inspect routine to attachment lines and connections of the following elements:
a. Manifold pressure system.
b. Tachometer control system.
c. Oil pressure transmitter
d. Fuel pressure transmitter
e. Cylinder head temperature transmitter.
f. Carburetor temperature transmitter.
g. Electrical wiring: inspect starter relay, the battery relay and the ground
power receptacle relay. Attachment lugs and terminal protectors.

Check all wire connections to engine and accessories (on power plant, engine
mount and fire wall). Replaced damage shielded wires. Replace loose wires and
clamps and check the terminals.

13. Carburetor: inspect the carburetor in detail.

a. Check the seal condition.
b. Check carburetor attachment screws-tightening torque.
 2.10.3 COCKPIT AND FUSELAGEINSPECTION

Fig. 2.10.3 Cockpit Indicating Systems

1. Engine Mount: Inspect the routing of attachments lines and conditions of the elements
as in engine mount inspections.
2. Control instruments: Inspect engine control instruments, flight control instruments
for attachments, connections and markings.
3. Flight controls: Inspect the rotor, the flap support and the cabin sealing bellows in
details to detect the cracks
4. Fuel: Check condition of filter element.
5. Fuselage: Inspect frame in detail, by direct view from outside for the accessible
sections and using mirror for the inside section to detect cracks.
6. Carry out an operational test of cabin access doors and baggage compartment. Check
condition of the gas rods, hinges, seals, and locking systems.
 2.10.4 WING INSPECTION

1. Flight Control: remove and clean left hand flap control and bed crakes, inspect in
detail and lubricate.
2. Fuel: Inspect attachments and hinges.
3. Flap: Inspect attachments and hinges.
4. Aileron: Inspect attachment and hinges.
5. Wing tip: Inspect wing tip attachments.
6. Inspect attachment and check conditions of the static discharges and bounding strips
(if installed).

Fig. 2.10.4 Landing Gear Inspection

Fairing: Inspect the external part of the landing gear and or wheel fairings.

1. Tyres: Inspect the tyre, check the pressure and position if markings and ensure that there

is no irregular wear or cut d traces. Check inflation pressures.

 2.10.5 STABILIZER INSPECTION

1. Inspect the hinges, carry out an operational test of the stabilizer and tab.
2. Inspect the stabilizer hinge fittings in details.
3. Inspect the attachments and check for the conditions of the static dischargers and binding
strips.

2.10.6 FINAL INSPECTION

1. Radio navigation: perform a tightness test of air data systems and a check of associated
instruments. Check the calibration of altimeter.
2. Battery: Reconnect the battery, lubricate terminals and install cover. Make sure cover
is correctly locked.
3. Install upper and lower engine cowlings.
4. Perform a test run-up and record parameters
5. After the ground run-up remove the engine cowlings to detect leaks.
6. If everything is normal, install the cowling.
7. Carry out an operational test of the emergency locator transmitter.
 2.10.7 TOOLS AND EQUIPMENT USED DURING INSPECTIONS

i. Engine Hoist: An engine hoist is used for lifting an engine when mounting and
dismounting.
ii. Jack: It is used to suspend the aircraft to carry out any other check (e.g. to change tier,
retraction test etc.).

Figure 2.10.7; An Aircraft Jack

iii. Spray Gun: Use Aviation gasoline under pressure to wash off old greased and engine
oiled area in the previous check.
iv. Grease Gun: It is used under pressure to force in grease to the greased off areas such
as joints of the structural members of both nose and main landing gears via their nipples.
v. Oil Can: This is used to oil moving parts which include hinges, gimbals joint, controls
etc.
vi. Ground Power Unit: It provides external power to the aircraft in place of the battery
especially during inspections.

Figure 2.10.8; Ground Power Unit

vii. Spanners: It is used to tighten and loosen nuts and bolts, they are of different types and
sizes (elbow spanner, open ended, ring head etc.).
viii. Twisting Pliers: It used to wire lock bolts, nuts and screws to prevent loosening due to
vibration.

Figure 2.10.9; Twisting plier

ix. Ratchets: It provides attachment to sockets for easy access to nuts and bolts.
x. Torque Range: This provides a torque limit for component such as spark plugs (45N-
m), oil filter (35N-m) etc.
xi. Sampling Cup: It is use to assess the aircraft’s fuel system via the wings and central
drain ports for the presence of water.

Figure 2.10.10; Sampling Cup

Other tools include; Side Cutter, Screw Drivers, Pliers, etc.

 CHAPTER THREE

3.1 SOME 0F THE PROBLEMS ENCOUNTERED

i. Some of the problem I encountered is the in ability of collage to have personnel

licensed to carry out ENGINE OVERHAUL which results to sending engines to
France for overhauling there by rendering my appreciation of knowledge.
ii. The inability of the collage to provide a vibration cleaning equipment for the spark
plugs difficult.
iii. The inability of the collage to provide a new inflating machine better than those that
usually result in leakage thereby providing reparations charging, resulting to loss of
unplanned energy.
iv. The inability of the collage to provide a refueling station which make use of just press
pump but the use of crude refueling means like carrying of fuel drum on the wheel
barrow and manual pump which expels more energy than expected.
v. I participated in refueling of the aircraft.
vi. I participated in fire cover for engine start.
 3.2 PROBLEMS ENCOUNTERED

The major problem encountered was the;

i. Lack of licensed personnel to carry out the engine over haul by the college
ii. Inability of the college to provide a refueling station and this made the manual press pump
refueling of aircraft stressful.
iii. The inability of the college to provide a vibration cleaning equipment for the spark plugs.

3.4 SOLUTION

i. The college should renovate the fueling station.

ii. The college should provide all standard working equipment.
iii. The college should provide new inflating machines.
iv. The college should sponsor personnel to obtain License for engine overhaul.
 CHAPTER FOUR

4.1 CONCLUSION

If properly taken, SIWES program is useful for professional students which I believe
one would have no reason to regret for participating in the program. The university should
therefore tale appropriate measures for proper supervision of students during the program.

4.2 Ways of improving The Programme

The program seems already in a well-mannered form, so there is no much to improve.

4.3 Advice for Future Participants

My humble advice to future participants is to take this SIWES programme seriously

and make the best use of it to gain practical knowledge of their respective study field, so as
to have a better understanding of the course.

4.4 Advice for SIWES managers.

My advice to them is to monitor students SIWES programme more often and

motivate them.

REFRENCE

My SIWES Training Log Book.

Aircraft Maintenance Manual.

FMD Library.

Wikipedia dictionary.

www.Google.com