1.

INTRODUCTION

An aircraft could not fly when it is in bad condition. Bad condition is referred as unairworthy which means it is not safe to fly until rectification has been done. This project is carried out to rectify the problems on Cessna 310 aircraft to ensure that it meets the airworthiness requirements.

2.0

PROBLEMS

The Cessna 310 was the first twin-engine aircraft design from Cessna to enter production after World War II. The 310 first flew on January 3, 1953 with deliveries starting in late 1954. The sleek modern lines of the new twin were backed up by innovative features such as engine exhaust thrust augmentor tubes and the storage of all fuel in tip tanks in early models. In 1964, the engine exhaust was changed to flow under the wing instead of the augmentor tubes, which were considered to be noisy. The Cessna 310 was a common charter aircraft for the many air taxi firms that sprang up in the general aviation boom that followed World War II. The advantages to the Cessna 310 over its contemporaries, such as the Piper Aztec, were its speed, operating costs and after market modifications such as the Robertson STOL kits which made it popular world wide for its bush flying characteristics. It could access short fields while at the same time carrying a large useful load of 2000 lb. or more at high speeds for a twin engine piston aircraft.

2.2

Instruments A tachometer indicates a safe range of speeds at which the engine may be operated. Without tachometer, it is possible that the engine is used for a period that exceeds its limit and lead to engine failure. The manifold pressure gauge gives the pilot an approximation of the power the engine is producing. The aircraft flight manual includes charts showing the various combination s of r.p.m. and manifold pressure that produce desired engine performance. Altimeter is calibrated to indicate higher altitude with the decreases in pressure and usually referenced to sea level. Damaged altimeter will cause the instruments to give wrong altitude of aircraft especially if the weather is bad for the pilot will rely on this instrument as guidance. This can lead to engine failure and improper landing. All these three instruments mentioned are the problematic parts and very critical for an aircraft to fly in airworthy condition.

2.2.1

Missing Tachometer For this particular aircraft, the tachometer is missing. This problem is very critical which could cause the pilot unable to know whether the engine has exceeded its operation limit or not. If the engine operation limit has exceeded or used at long period at high speeds, this may causes excessive wear and other damage to engines. At last, the engine fails and aircraft crashes. The missing tachometer will absolutely cause the aircraft to be grounded until a new tachometer is placed. These

consequences cannot be avoided without a tachometer. (Refer to Figure 1)

Figure 1: Missing Tachometer Cases: On 16 June 2002 at 1942 hrs, the aircraft, Robinson R44, GSYTN was on a flight from Denham to a private landing site in

Leicestershire. Approximately 12 minutes after take-off, while cruising at 1,500 feet, the pilot noticed that the engine needle of the dual engine/rotor tachometer was indicating zero. He immediately confirmed that the throttle governor was on before putting the aircraft into what was described as an "urgent precautionary descent", which subsequently developed into an autorotative landing. During the landing, the tail boom was severed by a main rotor blade strike, immediately ahead of the tail rotor assembly. Neither occupant was injured during the event.

2.2.2

Uncalibrated Manifold Pressure Gauge An uncalibrated manifold pressure gauge would result in error when reading the power of the engine developing. This instrument has not been calibrated for a period since it was grounded. The manifold pressure gauge would certainly cause false reading of the engine power.

Figure 2: Uncalibrated Manifold Pressure Gauge Cases: On 24 June 2005, Robinson R22 Beta Helicopter CFQDQ crashed at Courtenay, British Columbia due to engine power loss. The pilot monitors the engine manifold pressure gauge to ascertain the power being produced but it fails to give proper reading and this leads to failure of maintaining the helicopters power.

2.2.3

Damaged Altimeter Without an altimeter, the correct altitude of an aircraft cannot be measured. As for this aircraft, the altimeter is in a error conditions. The glass is broken, the needle is not indicating the proper position of aircraft and the altimeter itself is not properly positioned. (Refer to Figure 2)

Figure 2: Damaged Altimeter Cases: The Ukrainian-built Antonov An-140 aircraft operated by the state-run Azerbaijani carrier crashed soon after takeoff on the evening of 23 December, killing all 18 passengers and five crew on board. The flight recorders have apparently shown that the altimeter failed immediately after takeoff. This meant that the pilots could not establish the aircraft's altitude.

3.0 OBJECTIVES

3.

Objective on Missing Tachometer The missing tachometer has to be replaced as soon as possible in order to help pilot in monitoring the safe range of speeds during flight.

3.

Objective on Uncalibrated Manifold Pressure Gauge For uncalibrated manifold pressure gauge, the uncalibrated gauge has to be replaced with a new calibrated manifold pressure gauge on the aircraft instrument panel

3.

Objective on Damaged Altimeter This particular defective instrument has to be removed and replace with a new altimeter.

4.0 SOLUTIONS 4.1 INSTRUMENTS There are three problems identified for this particular aircraft which is the missing of tachometer, uncalibrated manifold pressure gauge and damaged altimeter.

4.1.1

New Replacement Tachometer A new tachometer has to be replaced for the missing tachometer. The missing tachometer is replaced based on Cessna 310 Maintenance Manual in the aircraft hangar.

4.1.1.1 Removal of Tachometer For removal of missing tachometer, Cessna 310 Manual is referred. All the works are done in the hangar. It takes about half an hour to remove the tachometer. Tools and Equipments VV-P-236 petroleum to lubricate straight threads. JAN-A-669 anti-seize compound to lubricate tapered threads. Rubber washers secured with lockwashers and nuts. Flat Head and Phillip Screwdriver. Torch light for proper lighting during maintenance. Socket and Wrench Set. Procedures of Removal

a.

Remove screws attaching instrument panel section, in which instrument is attached, to angle assembly.

b.

Remove nuts from upper portion of instrument panel section.

c.

Hinge instrument panel section aft on the lower shock mount.

d.

Tag and disconnect electrical wires and hoses from back of instrument being removed.

e.

Plug all hoses and cap fittings to prevent the entry of foreign matter.

f. g. NOTE:

Remove the connectors, nuts, and lockwashers. Remove lower attaching nuts and bolts. If the instrument is to be replaced, remove the hose fittings or electrical connector and install the replacement unit.

4.1.1.2 Installation of Tachometer For installation of missing tachometer, Cessna 310 Manual is referred. All the works are done in the hangar. It takes about half an hour to install the tachometer.

Tools and Equipments

VV-P-236 petroleum to lubricate straight threads. JAN-A-669 anti-seize compound to lubricate tapered threads. Rubber washers secured with lockwashers and nuts. Flat Head and Phillip Screwdriver. Torch light for proper lighting during maintenance. Socket and Wrench Set. Procedures of Installation

NOTE: All straight threads must be lubricated with VV-P-236 petroleum; tapered threads with JAN-A-669 anti-seize compound. Apply lubricant to male threads only, omitting the first two threads. a. Instrument is positioned on back of instrument panel and it is secured with lower attaching bolts and nuts. b. Lighting fixtures and rubber washers are installed; they are secured with lockwashers and nuts. c. Connectors are attached to lighting fixtures. d. Hoses or electrical connecters are connected as tagged at removal. e. Instrument panel section is hinged forward on lower shock mounts and secured to stationary instrument panel with screws.

4.1.1.3 Flowchart

Removal of Tachometer

Installation

4.1.2 New Replacement Manifold Pressure Gauge The manifold pressure gauge for this particular aircraft is not calibrated and defective. It is decided that the safest method is to replace the old gauge with a brand new manifold pressure gauge.

4.1.2.1 Removal of Manifold Pressure Gauge For removal of manifold pressure gauge, Cessna 310 Manual is referred. All the works are done in the hangar. It takes about half an hour to remove the manifold pressure gauge. Tools and Equipments VV-P-236 petroleum to lubricate straight threads. JAN-A-669 anti-seize compound to lubricate tapered threads. Rubber washers secured with lockwashers and nuts. Flat Head and Phillip Screwdriver. Torch light for proper lighting during maintenance. Socket and Wrench Set. Procedures of Removal

a.

Remove screws attaching instrument panel section, in which instrument is attached, to angle assembly.

b.

Remove nuts from upper portion of instrument panel section.

c.

Hinge instrument panel section aft on the lower shock mount.

d.

Tag and disconnect electrical wires and hoses from back of instrument being removed.

e.

Plug all hoses and cap fittings to prevent the entry of foreign matter.

f.

Remove the connectors, nuts, and lockwashers.

g.

Remove lower attaching nuts and bolts. NOTE: If the instrument is to be replaced, remove the hose fittings or electrical connector and install the replacement unit.

4.1.2.2 Send for Calibration For manifold pressure gauge, it is not allowed for a technician to calibrate this device. Therefore it is recommended that this instrument is sent to the manufacturer for calibration or it is

replaced with a new manifold pressure gauge. When comparing between these two options, it is better for the instrument to be replaced for the price is cheap and the instrument has not been replaced since its first operation. 4.1.2.3 Installation of Manifold Pressure Gauge For installation of manifold pressure gauge, Cessna 310 Manual is referred. All the works are done in the hangar. It takes about half an hour to install the manifold pressure gauge.

Tools and Equipments

VV-P-236 petroleum to lubricate straight threads. JAN-A-669 anti-seize compound to lubricate tapered threads. Rubber washers secured with lockwashers and nuts. Flat Head and Phillip Screwdriver. Torch light for proper lighting during maintenance. Socket and Wrench Set. Procedures of Installation

NOTE: All straight threads must be lubricated with VV-P-236 petroleum;

tapered threads with JAN-A-669 antiseize compound. Apply lubricant to male threads only, omitting the first two threads. a. Instrument is positioned on back of instrument panel and it is secured with lower attaching bolts and nuts. b. Lighting fixtures and rubber washers are installed; they are secured with lockwashers and nuts. c. Connectors are attached to lighting fixtures. d. Hoses or electrical connecters are connected as tagged at removal. e. Instrument panel section is hinged forward on lower shock mounts and secured to stationary instrument panel with screws.

4.1.2.4 Flowchart

Removal of Manifold Pressure Gauge

Send for Calibration / New

Installation

4.1.3 New Replacement Altimeter The altimeter is in a very defective condition that the glass is broken, pointer is not functioning and the position of the instrument is not correct. This instrument is replaced according to appropriate procedures.

4.1.3.1 Removal of Altimeter For removal of altimeter, Cessna 310 Manual is referred. All the works are done in the hangar. It takes about half an hour to remove the altimeter. Tools and Equipments VV-P-236 petroleum to lubricate straight threads. JAN-A-669 anti-seize compound to lubricate tapered threads. Rubber washers secured with lockwashers and nuts. Flat Head and Phillip Screwdriver. Torch light for proper lighting during maintenance. Socket and Wrench Set. Procedures of Removal

a.

Remove screws attaching instrument panel section, in which instrument is attached,

to b.

angle assembly. Remove nuts from upper portion of instrument panel section. c. Hinge instrument panel section aft on the lower shock mount. d. Tag and disconnect electrical wires and hoses from back of instrument being e. removed.

Plug all hoses and cap fittings to prevent the entry of foreign matter.

f. g.

Remove the connectors, nuts, and lockwashers. Remove lower attaching nuts and bolts.

NOTE: If the instrument is to be replaced, remove the hose fittings or electrical connector and install the replacement unit.

4.1.3.2 Installation of Altimeter For installation of altimeter, Cessna 310 Manual is referred. All the works are done in the hangar. It takes about half an hour to install the altimeter.

Tools and Equipments VV-P-236 petroleum to lubricate straight threads. JAN-A-669 anti-seize compound to lubricate tapered threads.

Rubber washers secured with lockwashers and nuts. Flat Head and Phillip Screwdriver. Torch light for proper lighting during maintenance. Socket and Wrench Set. Procedures of Installation

NOTE: All straight threads must be lubricated with VV-P-236 petroleum; tapered threads with JAN-A-669 anti-seize compound. Apply lubricant to male threads only, omitting the first two threads. a. Instrument is positioned on back of instrument panel and it is secured with lower attaching bolts and nuts. b. Lighting fixtures and rubber washers are installed; they are secured with lockwashers and nuts. c. d. Connectors are attached to lighting fixtures. Hoses or electrical connecters are connected as tagged at removal. e. Instrument panel section is hinged forward on lower shock mounts and secured to stationary instrument panel with screws. 4.1.3.3 Flowchart

Removal of Altimeter

Installation

5.0 COST 5.1 INSTRUMENTS PRICE LIST ITEMS Cessna Tachometer Cessna Altimeter
Manifold Pressure Gauge

PART NO. C668020 C661611-0105 C668001-0103

DESCRIPTION 1 Unit 1 Unit 1 Unit

COST (RM) 175.44 451.50 300.00

5.4

TOTAL COST

6.0 CONCLUSION