ATA 05-12

Servicing & Ground Handling

 ATA CHAPTERS 05-12

Servicing & Ground Handling

CONTENTS

Page No:

1. ATA 06 DIMENSIONS & AREAS 2

2. ATA 07 LIFTING & SHORING 3

3. ATA 08 LEVELING & WEIGHING 8

4. ATA 09 TOWING & TAXING 12

5. ATA 12 SERVICING 21
ATA 06 DIMENSIONS & AREAS
Please see ATA 53/55 – CHAPTER STRUCTURES for full description.
ATA 07 LIFTING

Aircraft Jacking
WARNING: BEFORE JACKING THE AIRCRAFT OR WORKING ON
ANY ELECTRICAL OR MECHANICAL SYSTEM WHICH INVOLVES
THE SQUAT SWITCHING SYSTEM OR ANY ASSOCIATED SYSTEM
MAKE CERTAIN THE LANDING GEAR LEG OPERATED
ELECTRICAL CIRCUITS ARE ISOLATED BY OPENING AND
SAFETY TAGGING THE FOLLOWING CIRCUIT BREAKERS

PANEL LABEL/SERVICE GRID REF/IDENT

113-11-00 STATIC HTR C4
131-11-00 DRAIN MAST HTR - FLT C9
131-11-00 Q FEEL HTR D5
131-11-00 TAT PROBE 1 HTR D13
131-11-00 TAT PROBE 2 HTR C29
131-12-00 TAT PROBE 3 HTR (IF FITTED) C28
131-12-00 R SCREEN CTRL A L28
211-50-30 L SCREEN HEAT CTRL C25

The main jacking points are:

• both sides of fuselage - frame 26,

• bottom centre of fuselage - frame 45.

All jacking points have a 3/4" spherical radius ball-end pad to fit the
concave spherical socket on the lifting jacks.
Each adaptor at frame 26 is secured to the fuselage by 6 bolts, the
adaptor at frame 45 is a push fit in its socket. (This is a permanent
fixture on the aircraft)

For Jacking specifications (max/ min weight) refer to the

manufacturers Aircraft Maintenance Manual AMM.

All 3 jacking points must be raised/ lowered simultaneously; landing

gear locking pins must be fitted when raising or lowering the a/c.
The main wheels must clear the ground by at least 11.5", and the
nose wheel by at least 21.5" when jacking complete a/c.
When lowering the a/c ensure that the a/c remains level, once the tail
jack is unloaded the jack must be moved clear of the a/c because if
the main jacks have a difference in lowering rate it is possible for the
tail jack to foul the a/c structure thus causing damage.
JACKING COMPLETE AIRCRAFT
Main Wheel Jacking

WARNING: BEFORE RAISING THE AIRCRAFT MAKE CERTAIN THAT

THE C OF G OF THE AIRFRAME IS FORWARD OF THE DATUM
POSITION. IF THE NOSE LEG TENDS TO LIFT WHILST JACKING, ADD
WEIGHT FORWARD OF THE C OF G AND PREVENT PERSONNEL ON
AIRCRAFT MOVING AFT OF C OF G.

This method is restricted to the raising of one main gear at a time and must
not be used in conjunction with any other form of jacking or trestling.

Maximum jacking AUW is the Maximum Ramp Weight.

Jacks must satisfy the requirements listed in the aircraft Maintenance Manual.
.
To jack a main wheel ensure brakes off, all gear locking pins fitted, the nose
wheel and opposite side main wheels chocked fore and aft.

There are two methods of main wheel jacking:

Method 1
Locate a pillar jack or cantilever jack on the jacking pad between the main
wheels at the rear of the wheel lever. Extend the jack until the wheels are off
the ground by about:
Pillar Jack ........................... 1 " (25 mm)
Lever Jack............................ 4" (100mm)
This height allows the outboard main wheel to be removed and rolled forward
clear of the jack under the main gear door link rod.

Method 2
The equipment required for this method is:
- Main wheel jacking adaptor.
- Support chain.
- A pillar jack or cantilever jack.

Fit the support chain between the two lugs on top of the rear end of the lever
and into the end of the direction crank tube, securing both ends with quick
release pins.
Position the jacking adaptor with the hooks under the wheel lever pivot pin
and the pad against the front of the leg, extend the jack until it is in contact
with the jacking pad on the adaptor, continue jacking until the wheels are
about 1" off the ground.
When finished, and lowering the wheels, do not allow the adaptor to fall from
the leg. After servicing completed, ensure brakes off, lower main wheels.
Nose Wheel Jacking

This form of jacking must not be used in conjunction with any other form
of jacking or trestling. The nose wheels can be jacked at weights up to
maximum ramp weight.

Jacks must satisfy the requirements as per the aircraft Maintenance

Manual.

To jack the nose wheel, make sure that the brakes are off, the main
wheels are chocked fore and aft and all gear locking pins are fitted.
Centralise the nose wheel steering.

There are two methods of nose wheel jacking:

Method 1
Locate a pillar jack or cantilever jack on the jacking pad between the
nose wheels at the underside of the shock absorber. Extend the jack
until the wheels are off the ground by about:
Pillar jack ............................1" (25mm)
Lever jack ........................... 4" (100mm)

Method 2
Locate the nose wheel jacking adaptor at the front of the shock absorber
with the hooks engaged under the towing lugs, extend jack to engage
the adaptor jacking pad, continue jacking until wheels are about 1" off
the ground.

When servicing is completed, make sure brakes are off and lower nose
wheel.
ATA 08 Levelling and Weighing

Refer to the Weight and Balance manual and the Aircraft Maintenance
Manual for weight and balance data.

Normal levelling indication is performed by use of the attitude indicator

located on the underside of the pressure floor panel in the right hand
landing gear bay; for more accurate levelling the cabin seat rails are
used.

For major rigging checks a more exact form of levelling indication using
sighting rods and a microptic level must be employed.

Level for normal operations - using the aircraft attitude indicator

Level Aircraft:
• Jack the aircraft on three tripod jacks.
• Level the aircraft by adjusting on one main jack and the tail jack
until the bubble in the attitude indicator is in the centre of the
grid. Each graduation on the face of the indicator is equal to 1/2
degree. Lock the jacks on completion of adjustment.

Level for normal operations - using cabin seat rails:

• Jack complete aircraft.

• Place straight edge across seat rails at frame 29, level aircraft
laterally, using an inclinometer.
• Place straight edge on a seat rail between frames 29 and 32
level longitudinally.
• Check lateral level.
 AIR BUBBLE

ATTITUDE INDICATOR
ATTITUDE INDICATOR

Level for Major Rigging Check

Equipment and Materials as per AMM

ITEM DESIGNATION
Watts SL 120 - or similar Microtopic level
HC 131 H0006-002 Rod, Sighting, Centre
HC 13100005-012 Rod, Sighting, Rear
HC 13100005-002 Rod, Sighting, Wing, Inboard Front (2
off)

Level Aircraft
Ascertain that the aircraft is defuelled.

Jack the aircraft on three tripod jacks.

Fit sighting rod (FUSELAGE CENTRE) to the fuselage keel at frame 29

(F2), and sighting rod (FUSELAGE REAR) at frame 50 (F3).
Fit sighting rods (WING INBOARD FRONT) at the inboard leading edge
position of both wings (WLI and WRI).

Make certain that rods are screwed home so that abutment flanges are
in firm contact with the face of the attachment sockets.
Position a microptic level in front of the aircraft in position shown so that
both wing sighting rods can be viewed.
Level and adjust height of microptic level to the height of the datum mark
on one wing rod. Swing the level in a horizontal plane to sight the other
wing sighting rod.
Adjust on main jack to align the datum mark on this rod with the centre
of graticule on the microptic level. Repeat this procedure until the datum
marks on both wing rods are aligned.

Lock the jacks.

Position the microptic level in front of one wing tip and in line with the
front end of the outboard engine so that fuselage sighting rods can be
viewed.
Level and adjust height of microptic level to height of datum mark on
sighting rod at F2. Swing the level in a horizontal plane to sight rod at
F3. Adjust tail jack to approximately align datum mark on rod at F3 with
centre of graticule on the microptic level, taking into account the relative
movement of the other rod.

Adjust height of microptic level as required and repeat the procedure

until the datum marks on rods at F2 and F3 are aligned. Lock the tail
jack.

Check the lateral level.

Locations of the sighting rods
ATA 09 Towing & Taxiing

TOWBAR INSTALLATION
ATA 09 Towing and Taxiing

The aircraft can be towed or pushed using a specialist towbar.

In an emergency, when the use of a towbar is impracticable, a towing bridle

may be employed to tow the aircraft backwards.

The tractor employed for towing must have a tractive effort of at least 6000 Ib
in normal or wet conditions, and should have fluid transmission.

When ground icing conditions prevail it may be necessary to couple two

tractors in tandem.
The recommended towing speed for the aircraft under normal condition is 5
mph.

A competent operator must be positioned on the flight deck to ride & operate
the aircraft brakes, especially should the shear pin fail.

Efficient liaison between tractor driver and brakes must be established before
the aircraft undergoes any towing operation.

The aircraft battery may be used to supply the low intensity navigation lights.

Recommended Procedure

Tow or push aircraft.

CAUTION: TO AVOID DAMAGE TO THE SELF-CENTERING CAMS
WITHIN THE NOSE GEAR LEG DO NOT TOW IF TOW BAR-MOUNTED
GAUGE, CAN BE INSERTED OR IF NOSE GEAR SHOCK ABSORBER
EXTENSION IS MORE THAN 12 IN. (30.48cm).

Ensure that the nose and main gear locking pins are fitted.

Fit tow bar.

Couple towbar to the tractor and retract towbar wheels by opening the release
valve on the towbar handpump (thus lowering the towbar).

Station a competent brake operator in the flight compartment, in the left hand
seat and fully close passenger and service doors.

Position observers at each wing tip, and at the rear of the aircraft, if it is being
pushed.

CAUTION: ENSURE ADEQUATE OVERHEAD CLEARANCE.

Establish suitable liaison between brake operator and tractor driver.

Energise the aircraft busbars (to operate motorised park break valve).
LANDING GEAR AND LOCKING PINS
Taxi/ Towing Continued:

Release BRAKES selector: - Hold Brakes selector.

• Fully depress the captain's brake pedals.
• Gently lower brakes selector.
• Release Captain's Brake pedals.

Check that the BRK ACC LO PRESS annunciator on the flight deck overhead
panel is off.
Depress brake pedals, and check brakes applied as shown by the yellow
system brake pressure indicators. If necessary, maintain the brake
accumulator pressure by holding the DC PUMP switch to ON until the
annunciator goes off.

Set BEACON and NAV lights switches ON during towing.

Tow the aircraft steadily at a speed not exceeding 5 mph.

CAUTION: LAST FEW FEET OF ANY TAXIING OR TOWING

MANOEUVRE SHOULD BE IN A STRAIGHT LINE TO RELIEVE TWISTING
STRESSES ON TYRES AND MAIN LANDING GEAR BOGIE BEAMS.

On arrival at the parking position, centralise nose-gear.

Ensure brakes selector is to YEL, depress the left hand brake pedals and pull
up to park; and check that the PARK BRK ON annunciator is illuminated.

Check brake pressure and top up as necessary to obtain 3,100 psi on the
brake gauge.

Place chocks to the front and rear of nose and main gear wheels.

Set BEACON and NAV lights switches to OFF, as necessary.

De-energise aircraft busbars.

Lower towbar wheels and remove towbar.

Minimum Turning Radii for RJ 100
Brake controls & indications
De-bog Aircraft

Examine the landing gear, attachments and structure for evidence of

damage that would prohibit aircraft towing.

Defuel aircraft and reduce aircraft weight to a practicable minimum.

Dig out a ramp behind all bogged wheels to form a gradient not greater
than I in 12; reinforce ramp.

Ensure that the flaps are in the raised position.

Fit towing bridle to wheel lever lugs on each main gear leg, as follows:
• Remove quick-release pin.
• Remove pin from link.
• Fit link between each main leg wheel lever lugs, align holes and
insert link pin through lugs and link.
• Insert quick-release pin.

Connect towing bridle to winch or tractor.

Tie two rope bridges between the nylon ropes or bridles to control
whiplash in the event of breakage.

Tow aircraft, observing precautions laid down for normal towing

operations.

Towing After Emergency Lowering of Landing Gear

The aircraft may be towed in the normal way with the ground lock pins
fitted.

The aircraft may be towed in the normal way without the ground lock
pins fitted, provided:
- All three Green gear locked down indicators are ON, or,
- Both main gear Green locked down indicators are ON, and the nose
gear Green backup indicator illuminates when pressed.
Nylon Rope/ bridal installation for towing
Taxiing - Engine, Ground Running

Before starting up the engines, take care in choosing the position of the
aircraft in relation to any adjacent buildings or aircraft.

WARNING: KEEP PERSONNEL AND EQUIPMENT CLEAR OF

DANGER AREAS.

Refer to operator & manufacturer documentation for checklists relating

to engine running.
DANGER AREAS AND ENTRY CORRIDORS
ATA 12 SERVICING
General Servicing – Access Panels
Please note the following diagrams and procedures are for reference
only. Always refer to official and approved maintenance data
Servicing
Refuelling
Fuel is contained in three integral fuel tanks, one in each wing and one in the
fuselage centre section. A refuel/defuel station, situated in the underside of
the right wing leading edge, consists of a standard fuel coupling, an off-load
valve for defuelling and transfer between tanks, and a refuel control panel.

(1) Pressure refuelling is governed from the control panel; automatically by

using the load preselect, or manually by use of the tank refuelling valve
override switches.

In the event of refuel cut-off failure the system is vented to atmosphere via a
NACA duct located in each wing tip.

Overwing gravity refuelling points are provided for each tank.

Magnetic fuel level indicators enable direct tank fuel level readings to be taken
from the wing tanks only.

Defuelling

(1) Selection of the off-load valve to the open position connects the main fuel
feed line to the refuel gallery. Fuel is then off-loaded by selection of the
appropriate common feed and crossfeed valves, and use of the fuel feed
pumps. The centre tank is off-loaded by selecting fuel transfer to the wings
with the relevant wing fuel pumps set to ON.

Fuel transfer

(1) Selection of the off-load valve to the open position enables fuel to be
transferred between tanks by use of the appropriate common feed, refuel and
crossfeed valves, and operation of the fuel feed pumps.

Selection of the TRANSFER switch to either AUTO or OPEN, will allow fuel to
be transferred from the centre tank to the wing tanks. A squat switch inhibits
the use of AUTO TRANSFER on the ground.

Microbiological Contamination

(1) Fuel tanks may be at risk of developing microbiological contamination. For

the procedures to reduce the risk of contamination and to test for the
presence of contamination using the Microbmonitor2 or the Conidia
Bioscience FUELSTAT resinae fuel test kits see (Ref. AMM 28-11-00, page
block 301)
Fuels and additives - approved specifications

British fuel specifications are now controlled by Defence Standards (DEF

STAN), which replace the Director General Research and Development
(DERD), Ministry of Defence, specification. Both the DEF STAN specification
and the equivalent DERD specification are included in the following tables.

Approved kerosene fuels

(1) The kerosene fuels in the following table are approved for use with the
power plant and auxiliary power unit (APU).

Fuel type British American Canadian Russian NATO code

/JSD
Aviation DEF STAN ASTM CAN/CGSB- GOST F35/AVTUR
turbine fuel 91-91 D1655 JET 3. 23 10227
Kerosene (DERD A1 (Grade TS-
type 2494 1)
Aviation DEF STAN MIL-DTL- F44/AVCAT/FSII
turbine fuel 91-86 5624
High flash (DERD (Grade JP-5
type With 2452)
icing
inhibitor
Aviation DEF STAN MIL-DTL- F34/AVTUR/FSII
turbine fuel 91-87 8313 3
Kerosene (DERD (Grade JP-
type With 2453) 8)
icing
inhibitor

Additives

(1) The following additives are approved for use with the system. They may
be used singly or in combination, at the approved concentrations.

Class of additive Designation

ANTI-CORROSION DEF STAN 68-251 (DERD 2461) AL-61

ANTI-ICING AND BIOCIDAL DEF STAN 68-252 (DERD 2451) MIL-

DTL-85470 AL-41
BIOCIDAL BIOBOR JF
ANTI-STATIC STADIS 450

NOTE: Biocides can be used to control the risk of microbiological

contamination of fuel tanks (Ref. AMM 28-11-00, page block 301).
Usable fuel capacities
(1) The following table shows the usable fuel capacities.

Imp.gal. US gal. litre . lb. kg

Wing left 1015 1219 4614 8120 3683

Centre 550 661 2500 4400 1996

Wing right 1015 1219 4614 8120 3683

Total 2580 3099 11 728 20 640 9362

NOTE: These quantities refer to an aircraft fuelled to override cut-off. When

gravity filled, the quantity in each wing tank reduces to 1005 Imp gal. (1027
US gal., 4569 litre, 8040 lb., 3647 kg.) but the centre tank quantity remains
the same.

NOTE: The above mass values of capacity are derived from the volumetric
capacity assuming a Specific Gravity (SG) of 0.8. For other values of specific
gravity, correct the above mass values, as follows, where SG refers to the
actual value for the fuel loaded into the aircraft :-

Actual mass = SG x mass at 0.8 SG

0.8

Limitations

Refuel/defuel limitations

(1) Maximum refuel pressure : 50 p.s.i. (3.45 bar).

(2) Maximum defuel suction : -11 p.s.i. (-0.76 bar).

(3) Maximum refuel rate :-

Imp.Gal./min. US Gal./min. Litre/min. Lb./min. Kg./min.

Individual wing 120 144 545 960 435
Centre tank 60 72 273 480 218
Both wings 225 270 1023 1800 816
All tanks 275 330 1250 2200 998

(4) Do not refuel centre tank unless required load exceeds capacity of wing
tanks.
(5) There are no tank imbalance limitations during normal refuel or defuel
operations.

(6) For refuel/defuel limitations with aircraft on jacks (Ref. AMM 07-00-00,
page block 1).
Hydraulic Servicing
(1) Make certain landing gear is down.

(2) Make certain airbrakes are in.

(3) Make certain flaps are up (zero degrees).

(4) Open hydraulic equipment bay door ( 816).

(5) Position warning notices on flight deck and at hydraulic equipment bay
door, prohibiting operation of Yellow or Green hydraulic system, as applicable.

Replenish Green hydraulic tank

(1) On panel 211-50-20, make certain ENG 3 PUMP switch is set to OFF.

(2) Make certain tank is pressurized to 50 ± 3 p.s.i. (3.45 ± 0.21 bar).

(3) Remove dust cap from filling coupling on low pressure manifold of Green
hydraulic system.

NOTE: The filling coupling is self-sealing.

(4) Connect replenishing gun to filling coupling.

(5) Energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

(6) On panel 211-50-20, set ENG 3 PUMP switch to ON.

(7) Fill tank to top of green band. If tank is overfilled, drain fluid to correct level
(Ref. AMM 29-00-00, page block 301).

(8) On panel 211-50-20, make certain GREEN tank HYD QTY gauge reads F.

(9) On panel 211-50-20, set ENG 3 PUMP switch to OFF.

(10) De-energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

(11) Disconnect replenishing gun and make certain filling coupling is free from
leaks.

(12) Install dust cap to filling coupling.

(13) Make certain blanking plug (1) on high pressure manifold of Green
hydraulic system is secure and free from leaks.
Replenish Yellow hydraulic tank

(1) On panel 211-50-20, make certain ENG 2 PUMP switch is set to OFF.

(2) Make certain tank is pressurized to 50 ± 3 p.s.i. (3.45 ± 0.21 bar).

(3) Remove dust cap from filling coupling on low pressure manifold of Yellow
hydraulic system.

NOTE: The filling coupling is self-sealing.

(4) Connect replenishing gun to filling coupling.

(5) Energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

(6) On panel 211-50-20, set ENG 2 PUMP switch to ON.

(7) Make a note of pressure gauge reading on Yellow hydraulic system

(brake) accumulator, and fill tank to correct level as follows :-

(a) Accumulator pressure 2000 to 3000 p.s.i., fill to bottom of band marked
ACC.

(b) Accumulator pressure 1000 to under 2000 p.s.i., fill to top of band marked
ACC.

(c) If tank is overfilled, drain fluid to correct level (Ref. AMM 29-00-00, page
block 301).

(8) On panel 211-50-20, make certain YELLOW tank HYD QTY gauge reads
between amber coloured band and F.

(9) On panel 211-50-20, set ENG 2 PUMP switch to OFF.

(10) De-energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

(11) Disconnect replenishing gun and make certain filling coupling is free from
leaks.

(12) Install dust cap to filling coupling.

Close up

(1) Remove warning notices from flight deck and hydraulic equipment bay
door.

(2) Make certain work area is clean, and clear of tools and miscellaneous
equipment.

(3) Close and secure hydraulic equipment bay door ( 816).

Depressurize hydraulic systems

Depressurize Yellow and Green main systems

(1) Energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

(2) On panel 211-50-20, make certain ENG 2 PUMP switch (Yellow system)
or ENG 3 PUMP switch (Green system) is set to OFF, as applicable.

(3) On panel 211-50-20, make certain PTU switch (Green system) is set to
OFF.

(4) On panel 211-50-20, make certain AC PUMP switch is set to OFF.

(5) On panel 211-50-20, make certain pressure indicator of applicable

hydraulic system reads zero.

NOTE: The hydraulic pressure in the main systems will decay rapidly when
the pumps are switched off, but can be dissipated more quickly by operating
the rudder pedals where practicable. The Yellow brake system will remain
pressurized by the brake accumulator for approximately 2.5 hours.

(6) Open hydraulic equipment bay door ( 816).

(7) Operate manual air release lever on applicable hydraulic tank until air
ceases to escape; make certain air pressure indicator reads zero.

(8) De-energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

Depressurize brake system

(1) Energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

(2) Chock wheels (if applicable).

(3) On panel 211-50-20, make certain DC PUMP switch is set to OFF.

On aircraft 305

(4) Set BRAKE SELECT switch to YEL.

On aircraft 301-302

(5) Set BRAKES selector to YEL.

On aircraft ALL

(6) Operate brake pedals until Yellow brake pressure indicator, on panel 211-
21-00, reads zero.
(7) Open hydraulic equipment bay door ( 816).

(8) Operate manual air release lever on Yellow and Green hydraulic tanks
until air ceases to escape; make certain air pressure indicators read zero.

(9) Make certain pressure indicator on brake accumulator (Yellow system)

reads 1000 p.s.i.

(10) De-energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

Close up

(1) Make certain work area is clean, and clear of tools and miscellaneous
equipment.

(2) Close and secure hydraulic equipment bay door ( 816).

Accumulator replenishment.
Oxygen Servicing.
When carrying out any work on oxygen systems ensure that no oil or grease
comes into contact with any oxygen equipment.

The chart below is used to determine the oxygen pressure required.

Water Waste Servicing

CAUTION: THE TOILET WATER HEATERS MUST NOT BE SWITCHED ON

UNTIL THE POTABLE WATER SYSTEM HAS BEEN PRESSURIZED AND A
FREE FLOW OF WATER OBTAINED FROM EACH FAUCET.

CAUTION: THE WATER SYSTEM AND TOILETS ARE TO BE DRAINED IF

THE AIRCRAFT IS TO STAND UNPOWERED IN FREEZING
TEMPERATURES FOR LONGER THAN 1 HOUR.

CAUTION: THE DRAINING PROCEDURE IS TO BE PERFORMED EVEN IF

THE SYSTEM WAS PREVIOUSLY EMPTIED IN FLIGHT.
Replenish potable water system

CAUTION: IN FREEZING TEMPERATURES, THE WATER PIPE HEATERS

ARE TO BE SWITCHED ON 30 MINUTES BEFORE, AND LEFT ON
THROUGHOUT, THE FILLING PROCEDURE.

(1) Open hydraulic equipment bay door ( 816).

CAUTION: DO NOT FILL SYSTEM IF TEMPERATURE INDICATOR IS IN

RED SEGMENT.

(2) Check reading on temperature indicator above water tank; if pointer is in

green segment continue with filling.

(3) Remove hoses from stowage, place fill and drain, and overflow hoses
through door aperture and remove blanking caps. Make certain supply from
trolley is turned off, and connect fill and drain hose to supply hose.

CAUTION: SUPPLY PRESSURE FROM TROLLEY MUST NOT EXCEED 50

P.S.I. (3.4 BAR).

(4) Open access door, open fill and drain, and overflow valves, and pump in
water until it flows from overflow hose. Stop pumping and close fill and drain
valve. Allow overflow hose to drain, then close overflow valve.

(5) If a supply trolley is not available, remove hoses from stowage and place
them through door aperture. Open overflow valve only, remove blanking cap
from overflow hose and place end in a small container. Cut and remove
lockwire and remove emergency filling cap from tank. Fill tank until water
overflows. Allow hose to drain. Close overflow valve. Install emergency filling
cap and wire-lock.

(6) Pressurize water system using either of the following methods :-

(a) Run APU (Ref. AMM 49-10-00, page block 1).

(b) Connect a low pressure air supply to air charging valve and pressurize
tank to 8 p.s.i. (0.55 bar) (limited by reducing valve).

(7) Make certain isolating valves in each toilet and galley are open (normal
position).

(8) Open each faucet in turn, in toilet(s) and galley(s), to obtain a free flow of
water. Release faucet.

(9) Disconnect air supply, or shut down APU (Ref. AMM 49-10-00, page block
501), as applicable. Open overflow valve (to vent pressure from tank). If
applicable, cut and remove lockwire and remove emergency filling cap; top up
tank until it overflows, or open fill and drain valve and pump in water until it
overflows.
(10) Close fill and drain valve, if applicable. Allow overflow hose to drain, then
close overflow valve and access panel.

(11) If applicable, disconnect hose from trolley.

(12) If applicable, install tank emergency filling cap and wire-lock.

(13) Install blanking caps to hoses and place in stowage.

(14) Close and secure hydraulic equipment bay door ( 816).

(15) Place container under relevant drain mast. At each galley and toilet,
operate drain valve to empty each basin/sink. Remove container and dispose
of liquid contents.

(16) If necessary, remove safety clips and tags and close circuit breakers :-

PANEL LABEL/SERVICE GRID REF/IDENT

222-10-00 TOILET WATER HEATER - FRONT ML1
222-10-00 TOILET WATER HEATER - REAR LEFT ML2

(17) If necessary, remove warning notice from front flight attendants' panel.
Toilet Servicing
Empty, sluice and replenish toilet

CAUTION: USE ONLY THE RECOMMENDED COUPLINGS. TO USE ANY

OTHER COUPLING CAN RESULT IN AN UNCONTROLLED DISCHARGE
OF FLUID WHICH MAY CONTAMINATE THE OPERATOR AND/OR
AIRCRAFT.

(1) Open relevant toilet servicing point access panel.

(2) Examine servicing point for signs of leakage.

(3) Disengage handle and open hinged cap.

(4) Connect trolley drain hose to drain point with recommended coupling.

(5) Press T-handle in coupling inward to engage drain plug, turn handle
counterclockwise 120 degrees to release plug and pull out to open position,
allowing toilet to drain.

(6) Operate flushing valve to drain reservoir. If necessary, pressurize system

up to 50 p.s.i. (3.4 bar) at ground charging point on services panel in air
conditioning bay.

(7) Operate lever on sluicing cap and remove cap.

(8) Connect sluicing supply hose to sluicing nipple.

(9) Pump approximately 2 Imp. gallons (2.38 US gallons, 9 litres) of water

from trolley to sluice toilet.

(10) While sluicing operation is in progress, push T-handle up and down to

clean plug. Allow water to drain. Push T-handle in to its fullest extent, turn
slightly counterclockwise until plug is correctly seated. Hold plug firmly in
place and rotate handle clockwise through 120 degrees to lock plug in place,
and withdraw handle.

NOTE: If handle is difficult to withdraw, plug is not properly locked; repeat

insertion of plug.

(11) Disconnect drain coupling.

(12) If a three-tank trolley containing prepared fluid is used, select trolley

controls to CHARGE and pump in required quantity (Ref. Table 1).

(13) If a two-tank trolley is used (containing drain and water tanks) :-

(a) Fill toilet to required quantity (Ref. Table 1), through toilet pan, with an
approved germicidal deodorant fluid (Material No. 14-501) prepared to
maker's instruction.

or

(b) Pump in water to required quantity (Ref. Table 1), and add one germicidal
deodorant fluid sachet (Material No. No.14-501). When air pressure is
available, flush toilet.
Table 1.

POSITION QUANTITY
FRONT TOILET 2.27 Imp.gal. (2.7 US gal., 10.3 litre)
REAR LEFT TOILET 1.72 Imp.gal. (2.0 US gal., 7.8 litre)

(14) Make certain plug is free from leaks.

(15) Close hinged cap and secure with handle.

(16) Disconnect sluicing supply hose, allow pipe to drain, install sluicing cap
and secure with lever.

(17) Close and secure toilet servicing point access panel.

Drain toilet

(1) Empty and sluice toilet.

NOTE: Air can be supplied by engines or APU.

(2) Close hinged cap and secure with handle.

(3) Disconnect sluicing supply hose, allow pipe to drain, install sluicing cap
and secure with lever.

(4) Close and secure toilet servicing point access panel.

Close up

(1) Make certain work area is clean, and clear of tools and miscellaneous
equipment.
Toilet flushing system - water drain valves – servicing
APU Oil Repelnishment
NOTE: Filling or topping up the engine sump is by gravity or pressure.
Make certain all equipment is clean and uncontaminated before use.
Wait at least 30 minutes after engine shut down before taking oil level reading.

Capacity

Imp.pint U.S.quart Litre

Engine sump 4.16 2.5 2.36

Approved oils

- TYPE 1 oil (Material No. 03-003)

- BPTO/ESSO/ENCO/HUMBLE 2389
- AVREX - S - TURBO 256 (MOBIL)

- TYPE 2 oil (Material No. 03-002)

- BPTO/ESSO/ENCO/HUMBLE 2380
- MOBIL JET OIL II
- MOBIL 254
- CASTROL 5000
- MOBIL JET 291
- ROYCO 500
- SHELL 500
- AEROSHELL (ASTO)560
- AOSYN II-HULLS AMERICAN

MRB/MPD REF : 49-11A,49-20

Equipment and materials

(1) Oil (Ref. para 1.).
(2) Syringe.
(3) UZ71900-5 Re-oiling gun.

(1) Open APU bay door ( 313AB) and engage door stay.

C. Pressure filling - oil level sight gauge

Garrett SB GTCP36-49-7158

CAUTION: MAKE CERTAIN OVERFILL DRAIN PLUG IS PROPERLY OPENED.

THIS IS TO PREVENT OVERFILLING WITH OIL CAUSING HOT SHUTDOWN.

(1) Open overfill drain plug (1) - push in then turn clockwise.

(2) Remove pressure servicing cap (3).

(3) Connect re-oiling gun to pressure servicing port and fill gearbox until oil is level
with FULL mark in sight gauge (2).
(4) Allow oil level to settle and air to bleed from gearbox; adjust oil level, if
necessary.

(5) Make certain oil flow from overfill drain plug (1) has stopped.

(6) Disconnect re-oiling gun from pressure servicing port: install pressure servicing
cap (3).

CAUTION: MAKE CERTAIN OVERFILL DRAIN PLUG IS PROPERLY CLOSED.

THIS IS TO PREVENT HIGH OIL CONSUMPTION CAUSING LOW OIL
PRESSURE SHUTDOWN.

(7) Close overfill drain plug (1) - push in and turn counterclockwise, then pull out to
close.

Check/replenish oil level (gravity filling)

Pre-Garrett SB.GTCP36-49-7158

(1) Remove dipstick (3) - push in and turn counterclockwise.

(2) Garrett SB.GTCP36-49-6595:

If oil level is below ADD line on dipstick, add oil - minimum level 0.3 in. (7.62 mm.)
(centre hole) above ADD line when dipstick is installed.

(3) Pre-Garrett SB.GTCP36-49-6595:

If oil level is below ADD line on dipstick, add oil - maximum level 0.6 in. (15.24 mm.)
above ADD line when dipstick is installed.
(4) Allow oil level to settle and air to bleed from gearbox; adjust oil level, if
necessary.

(5) Install dipstick (3) - push in and turn clockwise, making certain dipstick is locked
in position.

Pressure filling - oil level dipstick

Pre-Garrett SB.GTCP36-49-7158
(1) Remove dust cap (2) and connect re-oiling gun to adapter (1).

(2) Garrett SB.GTCP36-49-6595:

Remove dipstick (3) to aid venting and add oil - minimum level 0.3 in. (7.62 mm.)
(centre hole) above ADD line when dipstick is installed.

(3) Pre-Garrett SB.GTCP36-49-6595:

Remove dipstick (3) to aid venting and add oil - maximum level 0.6 in. (15.24 mm.)
above ADD line when dipstick is installed.

(4) Install dipstick (3) - push in and turn clockwise, making certain dipstick is locked
in position.

(5) Allow oil level to settle and air to bleed from gearbox; adjust oil level, if
necessary.

(6) Remove re-oiling gun and install dust cap to adapter.

Close up

(1) Make certain work area is clean, and clear of tools and miscellaneous equipment.

(2) Close and secure APU bay door (313AB).

Engine Oil Servicing

IMP. PINT US QUART LITRE

(1) Usable oil 12.79 7.70 7.27
(2) Unusable oil 7.32 4.40 4.16
(3) Maximum permissible
consumption per hour 0.83 0.50 0.47

Approved oils

(1) Type 1 oils (MIL-L-7808)

BPTO/ESSO/ENCO/HUMBLE 2389
AVREX-S-TURBO 256 (Mobil)

(2) Type 2 oils (MIL-L-23699)

BPTO/ESSO/ENCO/HUMBLE 2380
MOBIL JET OIL II/CASTROL 5000
AEROSHELL(ASTO)560
SHELL 500
ROYCO 500
MOBIL 254
MOBIL JET 291

Servicing
Check oil contents

(1) Oil contents indicator :-

(a) Check oil level between 20 minutes and 2 hours after engine shut down.

NOTE: For a consistent record of oil consumption, check must be performed at the
same time after engine shut down on a day to day basis.

(b) Energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

(c) Note individual contents indicator reading.

(d) De-energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

NOTE: Each 1/4 division of the oil contents indicator provides 3 hours endurance of
the engine oil system assuming maximum oil consumption rate.

NOTE: During engine operation, oil is distributed to the engine. Consequently the
indicated contents are reduced by 1/4 at ground/flight idle and by 1/2 at full power.

(2) Dipstick indicator :-

(a) Check oil level between 20 minutes and 2 hours after engine shut down.

(b) Open access panel 412BL, 422BL, 432BL or 442BL, as applicable.

(c) Remove oil filler cap and dipstick from oil tank.

(d) Using a clean, lint-free cloth, wipe dipstick free of oil.

(e) Install oil filler cap with dipstick to oil tank; then remove filler cap with dipstick
and note contents indication.

(f) Install oil filler cap and dipstick to oil tank.

(g) Close and secure access panel 412BL, 422BL, 432BL or 442BL, as applicable.

Oil replenishment

(1) Open access panel 412BL, 422BL, 432BL or 442BL, as applicable.

(2) Remove oil filler cap and dipstick from oil tank.

(3) Using syringe, inject oil into oil tank through oil filler. Check oil level periodically,
using dipstick, until oil is within FULL zone on dipstick.

(4) Install oil filler cap and dipstick to oil tank.

(5) Close and secure access panel 412BL, 422BL, 432BL or 442BL, as applicable.

Close up

(1) Make certain work area is clean, and clear of tools and miscellaneous equipment.

MRB/MPD REF : 79-6

2. Oil quantity indicator and dipstick comparison check

(1) Energize aircraft busbars (Ref. AMM 12-10-24, page block 1).
(2) On 211-22-00, note reading on applicable oil quantity indicator(s).

(3) De-energize aircraft busbars (Ref. AMM 12-10-24, page block 1).

(4) Open access panel 412BL, 422BL, 432BL or 442BL, as applicable.

(5) Remove oil filler cap and dipstick from oil tank.
(6) Using a clean, lint-free cloth, wipe dipstick free of oil.
(7) Install oil filler cap with dipstick to oil tank; then remove filler cap with
dipstick and note contents indication. Indication corresponds to reading noted on oil
quantity indicator(s).
(8) Install oil filler cap and dipstick to oil tank.

Close up

(1) Close and secure access panel 412BL, 422BL, 432BL or 442BL, as applicable.

(2) Make certain work area is clean, and cle