Airworthiness Division

Civil Aviation :Authority

Civil Aircraft
Inspection Procedures
Part I -- Basic

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 CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

Issue 33

Junel986

PART I - BASIC
LIST OF LEAFLETS

Check List of References .. .. .'. .. .. .. .. .. .. '.. .. .. .. .. .. .. .. .. .. Issue 10, June, 1986

Foreword .. .. .. .. . . .. .. .. .. .. .. .. .. .. .; .. Issue 20, January, 1981

AIRWORTHINESS PROCEDURES

BL/1-4 Engineering Drawings .............. ~- ................ Issue 3, 16th May, 1975

BL/1-5 Concessions During Manufacture .. .. .. .. . .. .. .. ;. .. .. .. '.. Issue 3, December, 1983
BL/1-7 Storage Conditions for Aeronautical Supplies ........ ;..... Issue 3, December, 1983
BL/1-11 Weight and Balance ofAircraft ........................... Issue 2, June, 1986
BL/1-12 Clean Rooms .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Issue 2, December, 1983
BL/1-16 Condition Monitored maintenance .. .. .. .. .. .. .. .. .. .. .. .. Tssue 1, December, 1981

IDENTIFICATION MARKING

BL/2-3 Bolts and Screws of British Manufacture-.. .. .. . . .. .. .. .. .. Issue 4, 24th February, 1971
BL/2-4 Identification Markings' on Meta.lie Materials .. .. .. .. .. .. .. .. Issue 2, December, 1979
BL/2-6 Nuts ofBritish Manufacture ............................ Issue 3, 24th February, 1971
BL/2-7 Standard Fasteners of American Manufacture .. .; .. .. .. .. .. Issue 1,. 3rd December, 1976

METROLOGY

BL/3-1 Measurement of British Association and

Whitworth Form Threads ........................ Issue 1, 1st July. )957
(Received January, 1981)
BL/3-2 Measurement of Unified Threads .. .. .. .. .. .. .. .. .. .. .. .. .. Issue 2, 24th February, 1971
1 BL/3-3 Surface Te~Measurement .......................... Issue 2.14thMay, 1976
BL/3-4. Measuring Instruments Based on the Vernier Principle .......... Issue 1, 1st November, 1964
. (Received January, 1981)
BLt3-5 Measuring Instruments - Micrometers.. .............. Issue 1, 30th April, 1966
(Received January, 198J)

I
 MATERIALS

BL/4-1 Corrosion - Its Nature and Control.. .. .. .. .. .. .. .. .. .. .. Issue 4, June, 1982

BU4-2 Corrosion - Removal and rectification .. .. .. .. .. .. .. .. .. .. Issue 3, June, 1982
. BL/4-3 Corrosion - Methods of Protection .. .. .. .. .. .. .. .. ' .. .. .. Issue 3, June, 1982
. BL/4-10 Mercury Contamination of Aircraft Structures.~ ............ Issue 1, 15thNovember, 1974

ENGINEERING PRACTICES AND PROCESSS

BL/(;'~f .Soft Soldering.. .. .................................. Issue 3, 1st February, 1974

BL/6-2 /Brazing .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Issue 3, 1st Febri;lary. 1974
BL/64 Ox.y-Acetylene Welding.. .. .................. ! .. .. Issue 4, June, 1980

BLJ6.;5 Arc Welding .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Issue 3, June, ] 980 .

BL/6-6 Timber Conversion :-: &pru~e .. .. . .. .. .. .. .. .. .. .. .. .. .. Issue 1. 1st August, 19~O
., ., {ReviewedJanuary, 1981)
BL/6-7 Synthetic Resin Adhesives.. .. .. .. .. .. .. .. .. .. .. .. .. .. Issue 3, December. 1979
BL/6-8 Degreasing - Trichloroethylene .. .. ... .. .. .. .. .. .. . .. .. .. Issue 3, 15th June, 1970 :
BL/6-12 Resistance Welding-Spot Welding.. .................... Issue 3, December, 1985
BL/6-13 Locking and Retaining_Devices .. .. .... .. .. .. .. .. .. .. .. Issue 1, 1st February, 1974
"BL/6-14 BaUand Rollet Bearings.. .. .......................... Issue 1. 11th June, 1974
Bl16-15 Manufacture of~gid Pipes.. .. ........................ Issue 2, 1st April. 1973
BL/6-16 Re~istance Welding.- Seam Welding Procedure.. .. .. .. .. .. Issue 2, December, 1984
BL/6-18 Machining of Titanium and Titanium Alloys.. .............. Issue 2, 1st April, 1973
BL/6-19 Cl~iness of Aircraft .. .. .. .. .. .. .. .. .. ... .. .. .. .. .. .. Issue 3. December, 1982
BL/6-20 PpintFinishingofMetalAircraft ........................ Issue2.14thNovember, 1975
BL/6-22 thread Inserts .. .. .. .. .. .. . . .. .. .. .. .. .. .. .. .. .. .. .. Issue_ 2, January, 1981
BL/6-24 Cable -Splicing.and Swaging.. .. ............ :......... Issue 2, 16th May. 1975
BL/6-25 Fabric Cdvering .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Issue 3, 18th May, 1978
BL/6-26 ])oping .:. . . . . .. .. .. . . .. . . .. .. .. .. .. .. . . .. .. .. . . .. .. Issue 2, June, 1984
Bl16-27 _Solid Rivets.. .. .......... : ......................... Issue 1, 1st April, 1972
BL/6-28 -,Hollow Rivets and Special Fasteners.. .. . .. .. .. .. .. .. .. .. Issue 1, 1st April, 1972
BL/6-29 Riveting .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .-. .. .. .. .. .. Issue 1, 1st April, 1972
BL/6-30 Torque Loading .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Issue 1, 1st October, 1972

PROTECTIVE TREATMENTS

BL/7-1 Anodic Oxidation .. .... : ............................ Issue 3; 16thDecember, 1968

BL/7-2. Cadmium Plating .................................. .. -Issue 7, December, 1984
BL/7-3 Chromate Treatment of Magnesium Alloys ................ Issue 3, 23rd June, 1969
(Reviewed December. 1984)
.BL/7-4 Phosphating of Steels .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Issue 2. June, 1985
. BL/7-5 . 1 Protection of Magnesium Alloys.. .. .................... Issue 2. June, 1985
. I. ..

2
 NON-DESTRUCTIVE .EXAMINATIONS. \

BL/8-L Oil and Chalk Processes .. .. .. .. .. .. .. . . . . .. . . .. .. . . .. Issue 3, 15th June, 1962

(Reviewed January, 1981)
BL/8-2 Pen--tbye Processes .. .. .. .. . . . . .. . . .. . . .. .. .. .. .. Issue 2, 1st Novembe,;, 1964
(ReviewedDecember, 1983)
BL/8-3 Ultrasonic Flaw Detel.-~d Thickness Measurement .. . . . .. Issue 2, 28th June. 1971
(Reviewed December, 1983
BL/8-4 Radiological Examination of Aircraft Structw:.~ .. - . . . _ ........ lssu~ 3, 28th June .. 1971
. - -~ ---
(Reviewed December. 1983)
BL/8-5 Magnetic Flaw Detection.. .............................- Issue i.Jlth June, 1974 ,
BL/8-7 FbiQrescent Penetrant Processes .. .. .: .. . . . . .. . . .. .. . . .. Issue], 15th April, 1965
- - (Reviewed December, 1983)
~-8: 'Eddy Current~ods ....................,, ............ Issue 1, 1st April, 1973'
BL/8-9 . Ettd.Q$oope Inspections .. "-~- .... .. .. .. .. .. .. .. .. .. .. Issue 1, December, 1982

HEAT-TREATMENTS

BL/9-1. Wrought Aluminium Alloys .. .. '-, .... . ......... . .. Issue 3, I st December, 1958

TESTlNG OF MATERIALS ANllCHEMICALS SOLUTIONS

BL/10-3 Testing ofMetallic Materials ................ :. ~- -~~- : .. .. Issue 2; 15thJune, 1970"'

BL/10-9 Performance Testing of Penetrant Testing Materials .. ."'- :--- ..
Issue 1, 15th April, 196
(Review.ed IJecember, 1983)
--~<~ -

3
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

Issue 10

June, 1986

CHECK LIST OF REFERENCES

Because the numbers of some Leaflets were changed when CAIP was divided into Parts I and II,
cross-references to them in other Leaflets became incorrect. It was not considered practical to
re-issue a large number of Leaflets solely for the sake of altering cross7references and information
on the change of numbers was therefore included in the List of Leaflets.
Subsequent re-issues of Leaflets have considerably reduced the number of incorrect cross-
references and those that remain are shown in the following Table. The Table will Be amended as
further Leaflets are re-issued with corrected cross-references.

Reference Is Made In To Should Now Be To

BL/ 6-15, 1.2 AL/4-1 AL/3-21

BL/6-15, 1.2 AL/5-1 AL/3-22
BL/6-29, 1 and 7 AL/9-1 AL/7-14
BL/ 6-30, 3.4 BL/S-1 BL/6-13
BL/7-3, 1.4 BL/ 16-20 BL/6-20
BL/9-1, 5.7 AL/7-5 BL/6-27
AL/3-2, 1.3 AL/3-1 and AL/3-4 AL/ 3-7 in both instances
AL/3-2, 7 BL/5-2 BL/6-14
AL/3-6, 1.1 ,AL/4-1 AL/3-21
AL/3-9, 1 EEL/2-1 EEL/ 1-7
AL/3-19, 1.1 AL/4-1 AL/3-21
AL/3-19, 1.1 and 4.4.1 AL/S-1 AL/ 3-22
AL/3-23, 11.1.2 EEL/4-1 EEL/ 1-6
AL/ 3-24, 10.9.4 AL/5-1 AL/3-22
AL/7-l, 1.2 AL/9-1 AL/7-14
AL77-8, 1.3 BL/5-1 BL/6-13
AL/7-8, 6 BL/5-1 BL/6-13
.... _AL/7-12, 3.2 NOTE AL/ 3-1 and AL/ 3-5 AL/ 3-7. in both instances
ALj-7-12, 3.4.5 AL/3-1 AL/3-7
" " BL/5-1 BL/6-13
AL/7-13, 8.1.4 NOTE AL/9-1 AL/7-l4
EL/3-1, 1.3 EL/5-3 EL/5-2
PL/ 1-3, 3 NOTE EEL/4-1 EEL/ f-6
*EEL/ 1-6, 1.2 EEL/ 1-5 EEL/ 1-3
" " EEL/2-1 EEL/L-7
RL/3-1, 3.1 RL/3-2 RL/ 3-2 is cancelled
GOL/ 1-1, 7.7 AL/ 11-13 AL/11-3

*Some copies only

 CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

Issue 20.

January, 1981.

FOREWORD

INTRODUCTION Civil Aircraft Inspection Procedures, hereinafter referred to as

the 'Inspection Procedures' or 'Leaflets' are published by the Civil Aviation Authority
(CAA). The Leaflets give information on a variety of matters concerned with the inspec-
tion of civil aircraft during manufacture, overhaul, repair and maintenance. Leaflets
which may assist and increase the knowledge of the reader on fundamental subjects such
as workshop methods and processes are also included.

1.1 The information is essentially of a general nature which does not include detail on
specific types of aircraft and engines, specialised equipment and component parts fitted
to civil aircraft. Manuals, published by the appropriate constructors and manufacturers,
should be consulted for detailed information.

1.2 The interpretation of. the Leaflets and the application of the information is greatly
dependent on the background knowledge of the reader. In preparing the Leaflets it is
assumed that the reader is familiar with the general engineering practices and working
procedures of the civil aircraft industry. Nevertheless, a certain amount of background
information is provided where this is considered necessary for the understanding of the
text, exceptions being where a Leaflet deals with a specialised subject (e.g~ Leaflet RL/2-1,
ADF Loop Aerials, where it is assumed that the reader will be familiar with radio theory
and practice) or where it is known that adequate text books are readily available.

2 LAYOUT The Inspection Procedures are presented as numbered Leaflets contained

in two separate Parts:-
(a) Part I. This is the Basic Part of the Civil Aircraft Inspection Procedures and contains
Leaflets on airworthiness procedures and general aeronautical engineering practices.
All Leaflet numbers in the Basic Part are prefixed by the letters 'BL'. This Part may
be used without a:q.y reference to Part ll.
(b) Part II. This Pa'rt contains Leaflets on technical matters connected with aircraft,
. aircraft systems and equipment, engines, propellers and radio.. The Leaflets are
grouped into sub-sections and each Leaflet number is prefixed by letters according to
its particular sub-section. Part II is dependent on Part I for information on administra-
tive procedures and basic engineering practices and references are made in Part II
Leaflets to Part I subject matter.

2.1 As a result of the division of CAIP into two Parts, Leaflets which have been re-
positioned do not follow the sequence of letters and numbers of the Section as listed, and
in some cases the titles of Leaflets do not agree with those printed in the Lists of Leaflets.
The information in the right hand columns of the Lists gives the actual letters/numbers
printed on the Leaflets. The new letters/numbers, and titles where applicable, will be
printed on the next issues of the particular Leaflets.
NOTE; Reference to. the List of Leaflets.should be made in every case for information on the number
and title of a Leaflet and its position in the volume.

I AMENDMENTS Leaflets are reviewed periodically to eJ}sure that the information

3 contained in them remains valid. Leaflets which require amertdment are re-issued under
 a raised issue number and marginal lines are used to indicate material differences between
issues. Those Leaflets which are reviewed and found not to require amendment are
retained, and a statement indicating the date of the review is added against the entry in the
appropriate List of Leaflets.

4 PUBLICATION AND DISTRIBUTION Subscribers may hold Part I only or both

Parts I and II. Part II is not issued separately because of the essential cross-references
to procedures in Part I.

4.1 Further copies of CAIP may be obtained from the CAA, Printing and Publication
Services, Greville House, 37 Gratton Road, Cheltenham, Glos. GL50 2BN. Details
of all Airworthiness Publications published by the CAA together with prices, subscrip-
tion rates and. the address to which applications should be made, are contained in
. Airworthiness Notice No. 6. Unless other arrangements have been made, a remittance
should accompany the order.

5 ENQUIRIES Any enquiries regarding the technical content of the Leaflets should
be addressed to the Civil Aviation Authority, Airworthiness Division, Brabazon House,
Redhill, Surrey RHl lSQ. In countries other than the United Kingdom, the airworthiness
authority of the country concerned should be approached in all cases where it is recom-
mended in the Leaflets that the CAA should be consulted.

6 COPYRIGHT Civil Aircraft Inspection Procedures are copyright and may not be
reproduce<l: without permission of the CAA.

2.
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPIECTION PROCEDURES

BL/1-4
Issue 3.
16th May, 1975.
BASIC
AIRWORTHINESS PROCEDURES
ENGINEERING DRAWINGS

INTRODUCTION The purpose of an engineering drawing is to record and convey

the designer's requirements. The drawing must, therefore, include sufficient information
to enable production planning, manufacture, assembly, testing and inspection of the
particular component or assembly to be carried out. So that there can be no misinterpret-
ation of drawings, it is essential that both the person preparing the drawing and the person
using the drawing should have a knowledge of the terms, symbols, abbreviations, and
methods of presentation. This Leaflet gives general guidance on the various aspects of
engineering drawings, and should be considered in conjunction with any special methods
used by the design office responsible for a particular drawing. This Leaflet is not intended
as a standard for drawing offices, but should be regarded as a general guide to drawing
procedures and interpretation.
NOTE: This Leaflet deals with general engineering drawing procedures, and does not. include information
on specialised subjects, such as electrical or electronic drawing practice, computer produced lofting, or
numerically controlled tapes.

1.1 . Drawing practice in the United Kingdom generally conforms to British Standard
(BS) 308. The particular requirements for companies within the aerospace industry in
the UK, are covered in the recommendations contained in the.Society of British Aero-
space Companies' (SBAC) Technical Specification (TS) 88. Design organisations amend
both the BS and SBAC drawing systems to suit their own particular requirements, and
generally produce their own Drawing Office Standards.

1.2 For current projects the International Organisation for Standardisation (ISO)
system for dimensioning and tolerancing of drawings is used, but, at the present time,
Imperial units, terms,. and tolerances, may be found on many Qrawings.

1.3 The abbreviations listed in Table 3, and the conventional representations of some
standard features shown in Figures 10 and 15, are in accordance with BS 308, and will:
befound on most drawings. The terms and symbols used for tolerances in accordance
with ISO recommendations, are shown in Table 5.

2 THE- AUTHORITY OF THE DRAWING Civil aircraft manufactured in -the

United Kingdom are constructed from parts and components which have been manu-
factured to approved drawings. Design drawings and associated documents are, normally,
produced by an organisation which has been approved by the Civil Aviation Au~hority,
in accordance with British Civil Airworthiness Requirements (BCAR).

2.1 BCA~ prescribes that all calculations on which the airworthiness of an aircraft
depends, must be independently checked. Thus the design drawing itself is subject to
a system of inspection, as are the parts produced to its requirements.

3
BL/1-4
2.2 Drawings are used by Purchasing Departments, Production Engineers, Planners,
Inspectors, and personnel engaged on the manufacture and assembly of componen.ts.
A drawing must, therefore, contain all the necessary dimensions, limits of accuracy,
classes of fit, material specifications, and any other information likely to be required by
any of the departments concerned, so that they may carry out their respective responsi-
bilities without referellce back to the Design Department.

2.3 Any deviation from .the approved drawings or associated documents during manu-
facture, must be covered by a Concession, the procedures for which .are described in
Leaflet BL/1-S. During overhaul, modification, maintenance and repair, the approved
Organisation, or the appropriately licensed engineer, should ensure that all replacement
parts, or repairs carried out, are in accordance with the approved drawings and associated
documents.

3 TYPES OF DRAWINGS There are four types of drawings recommended in

BS 308; single-part (unique parts or assemblies), collective (parts or assemblies of essentially
similar shape, but of different dimensions), combined (a comp,ete assembly including all
individual parts on a single drawing), and constructional (an assembly drawing with
sufficient dimensional and other information to describe the component parts of a con-
struction). A complete set of drawings for an aircraft, and any documents or specifications
referenced on the drawings, present a complete record of the information required to
manufacture and assemble that aircraft, and they also form part of the inspection records.
The manner in which a set of aircraft drawings is arranged, enables any particular com-
ponent, dimension, procedure or operation, to be traced.

3.1 A main 'general arrangement' drawing of the aircraft, and 'general arrangement'
drawings of the main assemblies and systems, are provided. These drawings usually
contain overall profile particulars only, with locations and references of the associated
main assembly and installation drawings; they provide a guide to the identification of
drawing groups used by the particular design organisation.

3.2 Main assembly drawings may also contain profile particulars only, but will include
the information required for the assembly of individual parts of sub-assemblies. The
sequence of assembly is given where appropriate, but the information contained in single
part or sub-assembly drawings, is not repeated. Parts as such are referenced, but, in
the case of sub-assemblies, only the sub-assembly will be referenced and not its individual
parts.

3.3 Installation drawings are issued to clarify the details of external dimensions and
attitudes of components, locations,, adjustments, clearances, settings, connections,
adaptors, and locking methods between components and assemblies.

3.4 Sub-assembly drawings aie issued to convey specific information on the assembly
of component parts. When .the method of assembly. entails welding, or a similar
process, the drawing will include details of any heat treatment or anti-corrosive treatment
that may be necessary. Sub-assembly drawings are sometimes issued in connection with
spares provisioning, and also in cases where assembly would be difficult without special
tools, jigs or techniques.
'
3.5 Drawings of individual parts contain all the. information necessary to enable the
parts to be manufactured to design requirements. The material specification, djmensions
and tolerances, machining details and surface finish, and any treatment required, will
'.111 be specified on the drawings.

4
 1
THIS DRAWING IS THE PROPERTY OF BLANK A.C. LTD. AND DRAWING TO BS 308
6-c J-r )n;y MAY NOT BE COPIED OR USED FOR ANY PURPOSE OTHlR THAN FITS TO BS 4SOO 1 PROJECTION
THAT FOR WHICH IT IS SUPPLllD. WITHOUT PERMISSION OF 8.A.L. DIMENSIONS IN MILLIMETRES -@~-El-
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BL/1-4
4 DRAWING SYSTEMS Section A of BCAR, prescribes that each drawing must
bear a descriptive title, drawing number, issue number, and the date of issue, it also
prescribes that all .alterations to drawings shall be made in accordance with a drawing_
amendment system which will ensure amendment to design records. If an alteration is
made, a new issue number and date must be allocated to the drawing. To comply with
the requirements, procedures must be introduced to progressively amend the total definition
of the product in terms of its associated list of drawings at specific issues. Each particular
variant of a product, and its state of modification, must be identifiable in relation to the
appropriate list of drawings. The following paragraphs amplify these procedures, and
explain the purposes of various parts of a drawing, together with the systems used and the
meJhods of presentation. A typical drawing which illustrates many of the features with
which this Leaflet is concerned, is shown in Figure 1.

4.1 The Drawing Number. No two drawings should bear identical numbers, and a
design office should maintain a register of all drawings issued. The drawing number
has three features, the project identity (A2 in Figure 1) the group breakdown (21 in
Figure 1), and an individual register number (29 in Figure 1). TS 88 describes an
acceptable numbering method, but considerable discretion is allowed for particular
design office requirements. In Figure 1, A2 indicates the aircraft type: R indicates a
repair, 21 indicates the front fuselage, and 29 indicates the register number in this group
of drawings. Except for repair drawings, the drawing number is also, generally, the
part number of the item.

4.1.1 Handed Parts. Drawings of handed parts usually have the left hand (port),
upper, inner, or forward part drawn, this item taking the odd number, and the opposite
hand the consecutive even number. Parts which are not handed have an odd drawing
number. The drawing sheet bears the legend 'AS DRAWN' and 'OPP HAND' in
the item quantity column. Where necessary the handed condition is indicated by a
local scrap view or annotation.

4.1.2 Sheet Numbers. Where a complete drawing cannot be contained on a single

sheet, successive sheets are used. The first sheet is identified as 'SHEET 1 of X
SHEETS', as applicable, and subsequent sheets by the appropriate sheet number.
Where a schedule of parts applicable to all sheets, is required, it appears on Sheet 1.

4.2 Drawing Changes. Any change to a design drawing, other than the correction of
minor clerical errors, must be accompanied by a new issue number and date. New
parts added to the drawing, or 'drawn on' parts affected by the change, take the new
issue number, and parts which are not affected retain the original issue number. In all
cases where interchangeability is affected, a new drawing number and part number are
allocated.

4.2.1 Details of the drawing changes are recorded in the appropriate column on the
drawing, or recorded separately on an 'Alteration Sheet', which is referenced on the
drawing. Changes are related to the change number quoted in the change of issue
columns on the drawing, and the marginal grid reference is given to identify the altered
features.

4.2.2 The issue 'number' m~y sometimes be represented by a letter. Some organisa-
tions use alphabetical issues for prototype aircraft drawings, and numerical issues for
production aircraft drawings; thus all drawings of a prototype aircraft become
'Issue 1' when production commences.

6
 BL/1-4
4.2~3 An alteration to a single part drawing may also result. in changes to. associated
drawings; in addition, it may be necessary to halt manufacture or assembly of the
product. The drawing office system usuatly makes provision for the proper recording
of drawing changes, by publishing, concurrently with the re-issued drawing, an
instruction detailing the effects these will have on other drawings, on work in progress,
and on existing stock. As a further safeguard, some organisations publish Drawing
Master Reference Lists, which give details of the current issues of all drawings which
are associated with a particular component or assembly.

4.3 Part Referencing. Every item called up on a drawing is given an item number,
which is shown in a 'balloon' on the face of the drawing, as illustrated in Figure 1. No
other information is given in or adjacent to the balloon, with the exception of information
necessary for manufacture or assembly, such as 'equally spaced', 'snap head inside',
or the symbol 'ND', which indicates that no separate drawing exists for the part.
4.3.1 A schedule of parts is usually given in the manner shown in Figure 1, or. on a
separate sheet of the drawing (see paragraph 4.1.2).
4.3.2 As an alternative to the system described above, grid references may be given in
the list of parts; in such instances the actual part numbers appear in the balloons.
Where a part occurs a number of times on a drawing, e.g. as may be the case with
rivets, bolts, etc., it may be impractical to list all grid references, in which case this
column is left blank.
4.3.3 In instances where ND parts are shown as items on a drawing, the part number
of such items may be that drawing number, followed by the drawing item number.
Alternatively the part may be given its own p~rt number, but will be identified as an
ND part, e.g. 'Al 31 101 ND'. The information required for the manufacture of an
ND part is contained in the description. and material columns of the drawing, but
reference may also be made to other drawings, where necessary.
4.3.4 Materials such as locking wire and shimming, which are available in rolls and
sheets, will be detailed by specification number in the 'Part No' column, and the
quantity will be entered as 'As Required', or 'A/R'. Standard parts to BS and SBAC
Specifications will be detailed by the appropriate part numbers, but will not be drawn
separately.

4.4 Drawing Queries. Drawing queries may arise through mistakes in draftsmanship,
through ~mbiguity or through inability to purchase, manufacture, or assemble the items
as drawn. Design Office procedures must be introduced which cater both for raising
qeries~ and for providing satisfactory answers to those queries.
4.4.l Drawing queries are usually raised on a Drawing Query Form, which is passed
to the Design Office for action. The answer to the query may be an immediate
provisional one, detailed on the query form; a temporary, fully approved answer,
issued by means of a Drawing Office Instruction, and having the same autl,lority as
the drawing to which it refers; or a permanent answer provided by means of a new
or re-issued drawing.
4.4.2 Drawing Query Forms and Drawing Office Instructions should be suitably
identified, and should be referenced on the amended drawing. The effects on otheJ'
drawings, on existing stock, and on work in progress, should be included in the
answer to the query.
4.4.3 The number of Drawing Query Forms or Drawing Office Instructions permitted
on a drawing, should be limited, and a new or re-issued drawing should be completed
as soon as possible.

7
BL/1-4
5 INTERPRETATION OF DRAWINGS The following paragraphs indicate some of
the general drawing practices used on aircraft drawings. These practices are in accordance
with the recommendations contained in BS 308 and TS 88, but many drawings will have
been issued to previous British or foreign standards, and some degree of interpretation
may be necessary. In cases of doubt the Drawing Office Handbook, or similar publication
issued by the relevant Design Organisation should be consulted.

5.1 Scale. Drawings are normally drawn to a uniform scale, and this is normalJy shown
in the 'ORIGINAL SCALE' box on the drawing, in the form of a ratio, e.g. 1: 2 (i.e~ half
size). Where details or views are drawn to a different scale, this should be clearly stated
on the drawing. Aircraft drawings are often full size, i.e. I : 1, but no drawing should
be measured to obtain a particular dimension which is not shown; the omission should
be referred to the Design Office. On earlier drawings the scale may be represented by
a fraction, e.g. !, which is 1 :4.

5.2 Lines. The types and thicknesses of lines recom111-ended in BS 308 are shown in
Table I. Drawings are often completed in pencil, however, and line thickness may,
in practice, vary considerably, especially after the drawing is reproduced.

TABLE 1
TYPES OF LINES

Example. Description Width Application

(mm)

Continuous (thick) 07 Visible outlines and edges.

Continuous (thin) 03 Fictitious outlines and edges,

dimensions and leader
lines, hatching, outlines
of adjacent parts and re-
- volved sections.
--
Continuous irregu]ar 03 Limits of partial views or
~ (thin) sections when the line is
not on axis.

---------- -- Short dashes (thin) 03 Hidden outlines and edges.

Chain (thin) 03 Centre lines and extreme

-- -,. --- positions of moveable
parts.c,

07
-- -- Chain (thick at ends
and changes of di-
rection, thin eJse-
where). 03
Cutting planes.

Chain (thick) 07. Indicates surfaces which

-- -- have to meit special re-

quirements.

8
 BL/1-4
5.3 Projectiom. The majority of drawings produced for aircraft purposes show the
parts 'in third angle orthographic projection (paragraph 5.3.1), but a number of older
drawings may have been produced in first angle orthographic projection (paragraph
5.3.2). Both systems show objects as they actually are, both in size (unless for con-
venience the drawing is scaled up or down) and shape, when viewed in the vertical and
horizontal planes. The projection used for a drawing must be clearly stated, and the
appropriate international projection symbol must be placed in a prominent position on
the drawing. Any views not complying with the projection stipulated, e.g. a view
showing the true shape of an inclined face, are generally marked with an arrow, and
suitably annotated. .
5.3. l Third Angle Projection. The principle of third angle projection is shown in
Figure 2. Each view represents the s~de of the object nearest to it in the adjacent view ..
\
I

SYMBOL

FRONT VIEW B
SIDE VIEW C FRONT VIEW B.
SIDE VIEW C

Figure 2 THIRD-ANGLE PROJECTION

5.3.2 First .Agle Projection. The principle of first angle projection is shown in
Figure 3. _'-ach view represents the side of the object remote from it in the adjacent
view.
5.3.3 Isometri~ Projections. These are pictorial views of an object, which are drawn
with the thtee axes inclined, usually at an angle of 30, to the plane of projection.
The central-drawing in Figure 2 and in Figure 3, is an isometric projection. Isometric
views are sometimes iJ5ed in drawings to indicate the position that the component
occupies in the aircraft, or as a guide to understanding a complicated drawing.
5.4 Views. In general, all principal elevations are drawn looking at the left side of the
aircraft, and the left hand item of handed parts is drawn. Other views are clearly
annotated, e.g. 'view looking forward on frame'. The number of views shown on a
drawing will depend on the complexity of the part, although two views may often be
sufficient. In some cases the three main vi~ws (Figures 2 and 3) may be insufficient to
a
clarify all the details necessary, and number of sectional or auxiliary views may be
necessary.
B-L/1-4

SYMBOL
A

FRONT VIEW B SIDE VIEW C A

FRONT VIEW B SIDE VIEW C

PLANA

PLAN A

Figure 3 FIRST-ANGLE PROJECTION

Figure 5 -HALF SECTION

5.4. l Sectional Views. A sectional view may show a plan or elevation in complete
section, the plane of the section being along one of the main centre lines. Where full
sectioning is_ considered unnecessary, a part or half section may be used, and staggered
sections are often used to illustrate particular features. Typical sectional views are
illustrated in Figures 4, 5 and 6.
(a) Hatching lines are normally used to indicate the exposed section, but these may
be omitted if the drawing is clearly _understandable without them.- Hatching
lines are usually drawn at 45 to the axis of the section, and adjacent parts are
hatched in different directions.
(b) Bolts, rivets, shafts, ribs, and similar features are not normally shown in longi-
tudinal section.
10
 BL/1-4

-----A SECTION A-A

Figure 6 STAGGERED_SECTION

-5.4.2 Auxiliary Views. Neither a plan nor an elevation will show the true shape of a
s1,irface .inclined to the plane of proj~on. The true shape of such a surface is shown
by means of an auxiliary view, the. au~iary plane being imagined as being parallel
to the surface being illustrated, as shown in Figure 7.

VIEW IN DIRECTtON
OF ARROW

4:
I

r- -~

Figure 1 AUXILIARY VIEW Figure 8 SYMMETRICAL PARTS

5.4.3 _Symmetrical Parts. Parts which aresymmetrical, or nearly so,.may not be fully
drawn. Sufficient information is normally provided by drawing one half or segment
of the part; any asymmetry being identified' by a note. Figure 8 shows a symmetrical
part, and illustrates the method of defining the line of symmetry. -

11
BL/1~4
5.4A- Repetitive Information. Where several features are repeated in a regular pattern,
such as rivets, bolts, or slots, only the number required to establish the pattern may
be shown, by marking thei~ centrelines. Any further information will be given in a
note. Figure 9 show~ a typical skin joint which could be drawn in this manner.

Figure 9 REPETITIVE FEATURES

ROUND BAR RECTANGULAR

ROUND TUBE RECTANGULAR (WOOD)

Figure 10 BREAK LINES

SAS Break Lines. Break_ lines are used where it would be inconvenient (because of
limited space) to drawlong lengths of standard section. The types of break lines used
for various components are shown in Figure 10.
12
 BL/1-4
5.5 Dimemioning. All dimensions necessary for the manufacture of the part or assembly
are given on the drawing; it should not be necessary to deduce any dimension from other
dimensions. To avoid confusion, dimensions are normally given once only. The units
of measurement used are usually stated on the drawing, to avoid repetition, but any
dimension to which this general statement does not apply will be suitably annotated.
Dimensions are placed so that they may be rel,ld from the bottom or right hand side
of the drawing.

5.5. l When dimensions are given from a common datum, one of the methods shown
in Figure 11 is normally used. Chain dimensioning, i.e. dimensioning between adjacent
holes, is not often used, since it allows a build up of tolerances, which may not be
acceptable. An alternative method, used with riveted joints, is to locate the end holes
and add a note such as '11 rivets equally spaced'; this method is useful on curved
surfaces.

75
55
.35

20

--+--i-4--~
I

-1 ~
0

-
U)
N .....

I ..
-+ I
I -+-
Figure 11 DIMENSIONING FROM A COMMON DATUM

, 5.5.2 Machined components are usually measured by a system of functional and

non-functional dimensions. The functional dimensions are those which directly affect
the function of the component, e.g. the length of the plain portion of a shouldered
bolt. A non-functional dimension w,ould be the depth of the bolt head, .and other
dimensions chosen to suit production or inspection. Auxiliary dimensions niay also
be given, without tolerances, for information.

13
BL/1-4

Figure 12 DIMENSIONING PROFILES BY RADII

_J_
I J

V
'
'

T ~ ............
- - ~ ......._____ V
-
~ ,____ V
a
-~
I
-
-
.
-
-

Figure 13 DIMENSIONING PROFILES BY ORDINATE.,

5.5.3 Dimensioning of Carved Prolles. ltelllS the profiles of which are curved, are
where practicable, dimensioned by means of radii, as shown in Figure 12. Where a

I radius is very large, and the centre of the arc could not be shown on the drawing, the
method shown for the .RISO dimension in Figure 12 may be used; the portion of the
radius which touches the arc being in line with the true centre. Where this niethod
cannot be employed, a systeJ'.ll of ordinates may be used, u shown in Figure 13. The
radii method is usually preferred, since accurate arcs can be produced; whereas with
the ordinate system, deviations from the required curve .may occur as a result of
connecting the plotted points.
14
 BL/1-4
5.6 Dimemional and Angular Tolerances. A general tolerance is usually given for all
dimensions on a drawing, and may be found in the appropriate box on the printed
layout. Where the general tolerance is inadequate or restrictive, an individual tolerance
may be given to a dimension.

5.6.1 Tolerances may be expressed by quoting the upper and lower limits, or by
quoting the nominal dimension and the limits of tolerance above and below that
dimension. Examples of both linear and angular tolerances are shown in Figure 14.
G~ometric tolerances are dealt with in paragraph 5.11.

I
132,81I33.6 33-0,4
0
125 01

R 3, 1 0,5

28
26
~
A. 2930
2750'

1 s0 1 o 3.0'

Figure 14 DIMENSIONAL TOLERANCES

5. 7 Machi~ing and Surface Finish. \Vhen a m.achining operation is required on a

particular surface, the symbol y is used, and is located normal to that surface. When
the component is to be machined all over, the symbolv" ALL OVI;R is used, and, in
some cases, the type of machining is indicated with a note such a s ~

5. 7.1 The machining symbol is also used to indicate the surface. finish required; the
maximum roughness figure being added to the symbol thus: v( The surface finish
quoted, on a particular drawing depends on the system being used. The relationship
between the various systems is included for reference in Table 2 .. The centre-line
average (CLA) method of surface.finish meas~rement is generally used (Leaflet BL/3-3).

15
BL/1-4
TABLE2
.. SURFACE TEXTURE EQUIVALENTS

~5~~~~~ ~~
Nominal micrometre 0025 125
.-----
Values microinch l 2 4 8 16 32 63 12S 2SO 500 1000 2000
Roughness Number NI N2 NJ N4 NS N6 N7 N8 N9 NIO Nl1 NJ2

5.8 Abbreviations and Symbols. In ord~r to save time and drawing space when com-
piling a drawing, a number of abbreviations and symbols are used. Table 3 lists the
main abbreviations and symbols which will be found on both currently produced and
older drawings. ,

5.9 Conventional Representations. Common features, which may appear several times
on a drawing, are seldom drawn in full, since this would take up space, and drawing
time, unnecessarily. These features are shown by conventfonal representations, some
examples of which are illustrated in Figure 15.

EXTERNAL THREAD INTERNAL THREAD THREAD INSERT SPLINED SHAFT

-E:00-
SPRING BEARING KNURLING SQUARED SHAFT

Figure l 5 CONVENTIONAL REPRESENTA TIO NS

5.10 Process and Identification Markings. Drawings will often call for identification
m2rkings on parts, and will indicate both the position of the markings and the method of
application, e.g. rubber stamp. In addition, it is sometimes necessary to mark the
component to show that a particular process has been carried out, and this will also be
s~cified on the drawing. Symbols are normally used for this purpose, and some of the
more common ones are shown in Table 4. Some Design Organisations may use
different symbols or code letters, .which should be obtained from the Drawing Office
Handboqk, or similar publication, produced by the organisation concerned.

5. l .l Geometric Tolerances. It is sometime~ necessary to .place tolerances on bo~

r~ometric features and dimensions, in order to adequately control the shape of a par{
C. , older drawings this was done by annotating the feature to be toleranced, e.g. POSi(
TOL, and by adding notes to the drawing, in order to specify the tolerance and tl~t
method of checking. On newer drawings, the' international .system recommend~c;l :' <
BS 308 is used, and this rnethod is outlined in the following paragraphs.
16
 BL/1-4
TABLE 3
/
ABBREVIATIONS AND SYMBOLS,

-X:erm Abbreviation Tenn Abbreviation

\
Across Flats I

I
\ .A/F Pattern nwnber PATINO
As.!embly ASSY Pitch circle diameter PCD
Briiish Standard BS Pneumatic PNEU
Centres CRS Pound (weight) LB
Centre line CL or C. Radius RADorR
Chamfered CHAM Reference REF
Cheese Head CHHD Required REQD
Counterbore C'BORE Revolutions per minute RPM
or.REV/MIN
Countersunk CSK
Right hand RH
Cylinder or cylindrical CYL
Round head RDHD
Degree (or an_ale)
Screw threads:
Diameter-in a note DIA
-as dimension 0 British Association BA
Figure FIG British Standard Fine BSF
Full indicated movement FIM B;itish Standard Pipe BSP
Hardness-Brinell HB British Standard Whitworth BSW
-Rockwell HR
(+scale letter) Unified Coarse UNC
-Vickers HV . Unified fine UNF
Hexagon HEX Unified special UNS
Hexagon head HEXHD Screwed SCR
Hydraulic HYD Second (of angle) "
Inch IN or" Sheet SR
Insulated INSUL Sketch sK
Internal diameter 1/D Specification SPEC
Left Hand LH Spherical diameter SPHERE 0
Long LG Spherical radius SPHERER
Machine M/C Spotface S'FACE
Machined M/CH Square SQ
Material MATL Square inch SQIN
Maximum MAX or IN 3

Max material condition Standard STD

MMCo~@
Millimetre MM Standard wire gauge SWG

Minimum MIN Taper [::::-=-

Minute (of angle) Threads per inch TPI
Not to scale NTS Undercut U'CUT
Number NO Volume VOL
Outside diameter 0/D Weight WT

NOTE: Capital letters are normally used on a drawing. for clarity, but lower case letters may be used
else":'here as appropriate.

17
BL/1-4
TABLE 4

PROCESS AND TREATMENT SYMBOLS

Process or Treatment Symbol

Solution treated and not requiring precipitation............................... :.. 0 .

Solution treated and requiring precipitation . .. .. .. .. .. .. .. .. ... . .... .. .. . . ... .. .. .. .. .. .. .. @
Precipitation treatment .. .. .. . .. .. . .. . .. .. . . .. . .. .. .. .... . .... .. .. .. .. .. ..... . .. . . .. . . 0
Solution treated and precipitated ................................ .......... ........ ..... .. 8
Annealed . .. .. .. . . .. . . . . .. . . .. . . . .. . .. . .. .. . .. .. .. .. ................................. 0
Hardened and tempered ........................................... "" ............ " .... ".... 8
Mechanical test .. .. .. . .. .. .. . .. .. .. . .. .. . : ..................... " ............ ...... 0
Dye penetrant check .................... :.; ....................................................... 8
Ultra-sonic test ................................................, ....................... 8
Anodic flaw detected ...........................................................................
. ' {AC\
8
Cleaned (pipes) ........ , ....................... ~ .................. W
Repaired and reconditioned ............................. " ...... "" .. ................. .... 0
Normalised steel parts ............................................................... 0
G
Proof loaded ............................ .. .... .. ........ ........ " .. " .. .. " """ ......

Stress relieved ....... ,. ... .......... ............. .. .. .. .. .. ........ ..

Pressure test .......................................... , ............................................
e@
X-~ay flaw detected .................................................................. @
Salvaged ........ : .......... ... ... , .... ....................................... .... ............ 0
Electro-ma8Jleticflaw detection ................................................... 8
Welding .............................................................................................. CD
Etch inspection of steel ......................................... " .......... " .. " 0
18
 BL/1-4
5.11.1 Information relating to a particular geometric tolerance is enclosed within a
rectangular frame on the drawing, an arrow from the frame indicating the location of
the feature to which the tolerance applies. If the tolerance is related to a particular
datum, a leader line is drawn from the frame to the datum position, or the datum is
referenced s'eparately, and identified by a letter in the frame. Unless the datum is a
dimension, it is defined by a solid equilateral triangle. Examples of the methods of
indicatipg geometric tolerances are shown in Figure 16, and the symbols used to
ideatify the characteristic to which the tolerance is applicable are listed in Table 5.
Detail (f) in Figure 16 shows a completely dimensioned component.

(a) PARALLELISM (b) PERPENDICULARITY (c) POSITION

_1__-
I -------,
0
025-0.2 I
---1@l~0.2IA!
0
6-0,2

-r
120.5

' ., . .Q
06-0,1

(d) CONCENTRICITY (e) SYMMETRY (f) COMPLETELY

DIMENSIONED PART

Figure l 6 GEOMETRIC TOLERANCES

5..11.2 .As a guide to the/ interpretation of a geometric tolerance, reference may be

made to detail (e) of Fig~1re 16. This indicates that a symmetry tolerance of O 3 mm
is required, with respect ,to datum features A and B. This tolerance indicates that the
axis of the hole must be between two parallel planes, O 3 mm apart, which are sym-
metrically disposed about the common median plane of the slots in the end of the
part. The hole could also, if necessary, be marked to indicate a symmetry tolerance
at 90 to the plane ~pecified, and the tolerance for this could be different.

5.11.3 The symbol (M) in detail (f) of Figure 16, indicates that the tolerance applies
only to the maximum material condition of the dimension or datum feature, and may
be greater at the actual finished size.

19
BL/1-4
TABLE 5
GEOMETRIC TOLERANCE SYMBOLS

Feature Type of tolerance Characteristic Symbol

Straightness
Flatness
Single Form Roundness
Cylindricity
Profile of a line
Profile of a surface

Parallelism II
Attitude Squareness _J_
Angularity .L:..

Related
Location
Position
-$-
Concentricity
Symmetry

Composite Run-out

Maximum material condition

Dimension which defines a true position
D
Tolerance Frame
Datum feature

Symbol for
characteristic '
to be toleranced
I@o I
.
/
)(.I ,
, .
I . 1/
. . - -....~ - - - - -.....-'---..
n( 21 4 A .M

Used where
tolerance applies
to the MMC of the
feature

Used where tolerance Total tolerance

is circular or cylindrical

20
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

BL/1-5
Issue 3

December, .1983
BASIC

AIRWORTHINESS PROCEDURES

CONCESSIONS DURING MANUFACTURE

1 INTRODUCTION This Leaflet gives guidance on the application, authorisation and

. recording of concessions. The procedures described are acceptable to the CAA and are
recommended for use where appropriate.
NOTE: It is common for operators of aircraftto use the word 'concession when referring to dispensations
from CAA requiremef\tS for aircraft maintenance; for exa.mple, temporary extensions of overhaul lives or
maintenance check cycles. Special procedures apply to these dispensations which are not related to the
concession procedures described in this Leaflet.

2 DEFINITIONS The following definitions relate to terms used in this Leaflet.

2.1 Concession. A concession is an authorisation to accept a limited quantity of
materials, parts, assemblies and equipment which may not be strictly in-accordance
with the relevant drawings, specifications or other documents that define the design.
2.2 Responsible Design Organisation. An Organisation acceptable to the CAA for
the raising of designs for aircraft, engines, controlled items of. equipment or
modification of such products. The Organisation would normally have been
approved to the appropriate paragraphs of British Civil Airworthiness Requirements
(BCAR), Sub-section AS.

3 GENERAL For an aircraft to qualify for the issue or renewal of a Certificate of

Airworthiness, it is essential for all materials, parts, assemblies and equipment to have
been inspected and accepted as conforming to the. appropriate drawings and
specifications. It is possible that some materials or items may not have been
manufactured in accordance with the requirements of the drawings or specifications.
These may, nevertheless, be acceptable provided that in the opinion ofthe Responsible
Design Organisation having responsibility for the design and the quality standard the
items will fulfil the design purpose, and the divergence from the relevantdrawings and
specifications is properly authorised and recorded.

BASIC PRINCIPLES All concessions must be authorised by the Responsible Design

Organisation. In this matter the main .responsibility is to establish an acceptable'
standard of quality for the products compatible with the design requirements. To
achieve ibis, concessions should be authorised with discretion and kept to a minimum.
4.1 When a. concession is authorised by the Responsible Design Organisation, it is
implicit that the divergence from standard does not reduce the airworthiness level
below the specified design minimum.
4.2 A copy ofeach concession must be retained by the authorising Responsible Design
1
Organisation. ,

21
 BL/1-5
4.3 Concessions are not approved by the CAA, but in exceptional cases the advice of
the CAA is sought. In the course of their supervisory duties the CAA Surveyors
review the records of concessions, particularly before the issue of Certificates of
Airworthiness.

5 CONCESSION PROCEDURE The Responsible Design Organisation should devise

I. an application form with a title which indicates its function in relation to concessions.
The same form also serves as 'Authority to Accept' when signed by the qualified
representative of the Organisation. 'The form normally contains provision for the
following informati,on:-
(a) . Name of firm. (Additionally, provision should be made for a sub-contractor
using the form to enter his name.)
(b) Design Department Reference Number of concession authorisation.
(c) Date of application for the concession.
(d) Identity of the material, or part(s), which are the subject of the application, i.e.
serial, part or drawing numbers.
(e) Quantity of material affected.
(f) Details of the divergence from the drawings or specifications.
(g) Effect on interchangeability.
(h) Concession(s) previously granted on these items.
(j) Authorised recovery action ..

.I (k) Signature and observations of the responsible design personnel.

(I) Date of authorisation.
NOTE: Where necessary, adequate sketches should be provided to define precisely the divergence from
drawings or specifications and the authorised recovery action.

5.1 Although requirements for ccmcessions are often initiated by production

.departments, it is normally the responsibility of the quality assurance or inspection
department to decide whether a concession should be sought.
5.2 After submission of the application the appropriate person(s) of the Responsible
Desigi,Organisatiori and quality assurance/inspection department(s), should declare
on th~tform whether or not the particular concession is acceptable. It is essential that
sufficient information is given, if necessary by appendices. to the form, to leave no
doubt about the standard to which the material or parts may be accepted.
5.3 A suitable reference numbering system should be in operation to provide
identification for the authorisation of the particular concession..
5.4 It is the responsibility of the Responsible Design Organisation to d_ecide which
.,,-- concessions should be recorded in the inspection record~. of particular components,
assemblies or parts. In the case of components or assemblies which have serial
numbers, any applicable concession reference numbers should be recorded in the
relevant history .record card or its equivalent.

22
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

BL/1-7
Issue 3
December, 1983
BASIC

AIRWORTHINESS PROCEDURES

STORAGE CONDITIONS FOR AERONAUTICAL SUPPLIES

1 INTRODUCTION This Leaflet gives guidance on acceptable conditions of storage

for aeronautical supplies. Generally, the Leaflet deals with the specific aeronautical
materials and parts in alphabetical order, which may be used in the absence of any
specific manufacturer's recommendations:-
Paragraph
Ball and Roller Bearings 3.1
Aircraft Batteries 3.2
Braided Rubber Cord 3.3
Compressed Gas Cylinders 3.4
Electrical Cables 3.5
Fabric 3.6
Forgings, Castings and Extrusions 3.7
Instruments 3.8
Oil Coolers and Radiators 3.9
Paints and Dopes 3.10
Pipes 3.11
Pyrotechnics 3.12
Rubber Parts and Components Containing Rubber 3.13
Sheet, Bar and Tube Metal 3.14
Sparking Plugs 3.15
Survival Equipment 3.16
Tanks (Flexible) 3.17
Tanks (Rigid) 3.18
Timber 3.19
Transparent Acrylic Panels 3.20
Windscreen Assemblies 3.21
Wire Rope 3.22
1.1 Le~flet BL/1-6 contains general information on procedural matters related to
storage. Guidance on the identification marking of aircraft parts is given in Leaflet
BL/2-1 and on the standard colour schemes for metallic materials in Leaflet
BL/2-2. Additional information on storage conditions may also be found in
66
individual Leaflets of the Part II - Aircraft" Series.
1.2 The correct handling of materials, especially the high strength aluminium aUoys,
is of extreme importance. Great care is necessary during loading and unloading and
storage at the consignee's works to ensure that the material is not damaged by
chafing, scratching, bruising or indentation, and that it is not excessively strained by
bending, otherwise the mechanical properties of the material may be seriously
affected. Heavy forgings, extrusions and castings should be carried and stored singly,
ensuring that there is adequate support to maintain the material in its intended shape
without strain.

23
BL/1-7
2 GENERAL STORAGE CONDITIONS The conditions of storage of aircraft supplies
are important. The premises should be cltan, well ventilated (see paragraph '3.13) and
maintained at an even ~ry temperature \o minimise the effects of condensation. In
many instances the manufacturer will spedfy the temperature and relative humidity in
which the products should be stored. To ensure that these conditions are maintained
within the specified range, instruments are used which measure the tempdrature and
relative humidity of the store room.

2.1 Temperature and Relative Humidity. When required, the temperature and
humidity should be checked at regular interv~ls by means of a hygrometer which
measures the amount of humidity in the atmosphere. The wall-type of hygrometer
is normally used and consists of wet and dry1 . .'bulbs'; the dry bulb r~cords1 the actual
temperature, and a comparison between this1:.re~ding and that registered by the wet
bulb, when read in conjunction with a table, '1will indicate the percentage of relative
humidity present in the atmosphere.

2.2 Protective Materials for Storage Purposes

2.2. l Vapour Phase lnhibit~r (VPI). This is a method of protection against

corrosion often used for stored articles made of ferrous metals.
(a) VPI protects by its vapour, which entirel~ covers any article ie an enclosed
space. Direct contact of the solid VPI with the metal is not require~t Although
moisture and oxygen are necessary for con-osion to take place,; VPI doe~ not
react with or remove either of them, but operates by inhibiting.their corrosive"
action.
(b) The method most commonly used is treated paper or board, the article to be
protected being wrapped in paper wh~ch has been treated with VPI or,
alternatively, enclosed in a box made of VPI treated board, or lined with
treated paper.
NOTE: Protection of parts by the VPI process should only be used where it is approved by the
manufacturer of the part.

2.2.2 Protective Oils, Fluids, Compounds. Where oils, fluids or compounds are
used as a temporary protection on metal articles, it should be ascertained that the
material and the method of application is approved by the manufacturer of the
article. Where protective oils, fluids or compounds have been used, deterioration
of such fluids ~r ~ompounds by handling can be minimised by wrapping in a non-
absorbent material (e.g. polyth~ne, waxed paper), which will normally increase the
life of such temporary protectives by inhibiting drying out. When parts or
components are stored for long periods they should be inspected at intervals to
ensure that the condition of the coating is satisfactory.

2.2.3 Desiccants. The desiccants most commonly used in the protection of

stored parts or components are silica-gel and activated alumina. Because of their
. hygroscopic . nature these desiccants are capable of absorbing moisture either
inside a. packaging container or a component, thereby preventing corrosion.
(a) Desiccantsshould be inspected and/or renewed at specified_periods or when
.an air-tight container has been open~. It is importanf-:when inspecting or
changing a desiccant that the prescribed method is used to avoid the entry of
moisture into a dry container.
24
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(b) Tell-Tale Desiccant. This indicating type of desiccant is prepared with a
chemical which changes colour according to its moisture content. The .
following table gives guidance on the relative humidity of the surrounding air.

Colour Surrounding Moisture Content

Relative of Silica-Gel
Humidity (%)
(%)
Deep Blue 0-5 02
Blue 10 55
Pale Blue 20 75
Pinkish Blue 30 120
Bluish Pink 40 202
Pink 50 270

(c) Silica-gel and activated alumina can be reactivated by a simple heat treatment
process. The time and temperature required to effectively dry the desiccant
should be verified with the manufacturer, but a general guide is 135 C for at
least two hours for silica-gel and 250C for four hours for activated alumina.
The desiccant should then be placed in a sealed container until it has cooled,
after which it should be completely reactivated.

2.3 Racks and Bins. Open racks allow a free circulation of air and are preferable
when the nature of the stock permits their use. The painted metal type of bins is more
suitable than the wooden type, since with the latter there is a risk of corrosion due
to mould or dampness. Polyethylene, rigid PVC, corrugated plastics or cardboard
bins may also be used. Many moulded plastics bins can also be fitted with removable
dividers which will allow for the segregation of small parts whilst making economic
use of the space.

2.4 Rotation of Issue. Methods of storage should be such that batches of materials
or parts are issued in strict rotation, i.e. old stock should be issued before new stock.
This is of particular importance for perishable goods, instruments and other
components which have definite storage limiting periods.

2.5 Storage Limiting Period. The manufacturers of certain aircraft units impose
storage limiting periods after which time they will not guarantee the efficient
functioning of the equipment. On expiry of recommended storage periods the parts
should be withdrawn from stores for checking or overhaul as recommended by the
manufacturer. The effective storage limiting periods of some equipment may be
considerably reduced.if suitable conditions of storage are not provided. Therefore,
storage limiting periods quoted by manufacturers can only be applicable if the
prescribed conditions of storage are in operation, and users should develop suitable
limiting periods from their own experience.

2.6 Flammable Materials. All materials of a flammable nature, such as dope,

thinners, paint, etc., should be kept in a store isolated from the main buildings. The
precautions to be taken vary with the quantity and volatility of the materials, and
such stores should comply with the requirements of HM ln_spector of _Factorie$ and
the Area Fire Authority.
25
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2. 7 Segregation of Stock. Care should be taken to segregate materials which may
have deleterious effects on other materials, e.g. carboys of acid should not be placed
in a store where escaping fumes may affect raw materials or finished parts; phenolic
plastics should be segregated from cadmium-plated steel parts to prevent corrosion
of the steel parts; magnesium alloys should not be stored in the vicinity offlammable
materials.

2.8 Packaging of Stock. Stock should n<?rmally be packaged from the following:
(a) Materials: Plastics film, "Jiffy" bags, lanolin grease impregnated cloth, plastics
film lined paper envelopes, etc.
(b) Methods: Oiling and placing in jars or plastics bags, individual packaging of
seals, etc.
NOTE: Magnesium fittings should not normally be kept in sacks, as the materials used in making the
sacks may cause corrosion of the fittings; '

2.9 Materials in Long Lengths. It is particularly important that long lengths of

material, such as extrusions, tubes, bars, etc., should generally be stored vertically,
which tends to reduce problems caused by bow and handling damage. Care should
also be taken when placing the material in the storage racks to prevent indentations
and scratches, especially when handling the high strength aluminium alloys.

3 STORAGE CONDITIONS FOR SPECIFIC MATERIALS AND PARTS This paragraph

gives guidance on recommended methods of storage for various materials and parts.

3.1 Ball and Roller Bearings. Ball and roller. bearings should be stored in their
original wrappings in dry, clean conditions with sufficient heating to prevent
condensation caused by significant temperature changes.
3.1.1 If the wrapping has become damaged or ifit is removed for inspection of the
bearings, the bearing (providing it does not incorporate rubber seals) should be
soaked and swilled in white spirit to remove storage grease and/or dirt. It is
permissible to oscillate or turn the races slowly to ensure thorough cleaning, but
the bearing should not be spun in this unlubricated condition because the working
surfaces may become damaged. A forced jet of white spirit may be used to
advantage but an efficient filter should be provided in the cleaning system.
3.1.2 In certain cases it may be preferable to clean very small bearings with
benzeite, but if this fluid is used, consideration should be given to the fire hazard
and possible toxic effects.
NOTES: ( 1) There are certain proprietary li~t white spirits which are suitable for use with very
small bearings and which eliminate some of the dangers associated with the use of
benzene.
(2) Miniature steel balls and special high precision balls are immersed in instrument oil
contained in plastics phials with screw-on caps.

3.1.3 After cleaning, the bearings should be inspected for signs of corrosion and
then re-protected with a compound of mineral oil and lanolin and wrapped in
greaseproof paper. Many miniature bearings, especially those used in instruments,
are susceptible to brinelling. When such bearings have become suspect or
contaminated they should be discarded.
NOTE: In many instances orders for bearin$5 are endorsed with a requirement that special grease
should be applied by the manufacturer. If this grease is removed for any reason, it is essential that
grease of the correct specification is re-applied._

26
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3.2 Aircraft Batteries
3.2.1 Lead-Acid Batteries. A charged battery which is to be stored for any length
of time should be in the 'fully charged' condition. Before storing, the electrolyte
levels should be checked and the battery bench-charged in accordance with
manufacturer's instructions. When fully charged, the battery should be stored in
a cool, dry, well ventilated store on an acid-resistant tray. Batteries may also be
stored in the dry, uncharged state. Additional points to note are as follows:
(a) Every four to six weeks (depending on manufacturer's instructions) the
battery should be removed from storage and fully recharged, i.e. until voltage
and specific gravity readings cease to rise.
NOTE: Damage to the battery will occur if it is allowed to stand idle beyond the period for
charging specified by the manufacturer.

(b) Regardless of periodic check charges, the battery should be given a complete
charge and capacity check immediately before being put into service.
(c) For new batteries, a complete capacity test to the manufacturer's instructions
should be made every six months, but if the battery has been in service this
test ~hould be made every three months.
(d) Every 12 months, or earlier if a leak is suspected, an insulation resistance test
should be carried out to the manufacturer's instructions~
(e) If the conditions mentioned in the previous paragraphs are observed, a battery
may remain in storage up to 18 months. A battery should not be allowed t9_
stand in a discharged condition, and electrolyte temperatures should not
exceed 48.8C.
NOTE: Trickle charging at low rates is not recommended as damage will occur if idle batteries are
subjected to this form of charging. Further information on lead-acid batteries is given in Leaflet
EEL/1-1.

3.2.2 Silver-Zinc Batteries and Silver-Cadmium Batteries. These. batteries

should be stored in clean, dry, cool and well ventilated surroundings, not exposed
to direct sunlight or .stored near radiators.
(a) New batteries will normally be supplied in the dry condition with the
electrolyte contained in polythene ampoules. If possible, new batteries should
be stored in their original packaging together with the related ampoules of
electrolyte. For storage periods of more than two years, special instructions
should be requested from the manufacturers.
(b) Filled and formed batteries required for use at very short notice may be stored
in the charged condition. Manufacturers normally recommend that such
batteries should be discharged and recharged every four to six weeks. The
manufacturer's schedule of maintenance should be applied to batteries stored
in the charged condition.
(c) Batteries to be stored out of use for protracted periods should be discharged
at the 40-hour rate until the voltage level, measured while discharging, falls
below the equivalent of o:g volt per c.en.
(d) Before storing batteries, the electrolyte level should be adjusted to near the
maximum specified by topping up, usirig-a potassium hydroxide solution .of
1300 s.g.
27
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(e) The need for care in handling potassium hydroxide, because of its caustic
content, is stressed. After topping up or filling, the top of the batteries should
be cleaned and the connections and terminals lightly smeared with white
petroleum jelly. In no circumstances should sulphuric acid or acid
contaminated utensils be used in close proximity to silver-zinc or silver-
cadmium batteries.

3.2.3 Nickel-Cadmium Batteries. This type of battery. can be stored for long
periods without damage, in any state of charge, provided the storage place is clean
and dry and the battery is correctly filled.
(a) For the battery to be ready for use in the shortest possible time, it should be
fully charged, correctly topped up, and then discharged at normal rate for a
period of one hour before storage.
(b) The battery should be cleaned and dried and the terminals and connectors
lightly smeared with pure mineral jelly.
(c) The battery should be inspected at intervals of six to nine months and topped
up if necessary.
(d) Before going into service, the battery should be given a double charge and
capacity check as recommended by the manufacturer of the particular type of
battery.
(e) The battery should be stored on a shelf or rack, protectedfrom dirt or dust,
and where metallic object~ such as bolts, hand-tools, etc., cannot drop onto
the battery or touch the cell sides.
NOTE: The above refers to pocket plate nickel-cadmium cells and not to sintered plate nickel-
cadmium cells, for which reference should be made to the manufacturer's instructions.

3.2.4 Precautions. It should be noted that sulphuric acid will destroy alkaline
batteries; therefore, utensils which have been used for this acid should not be used
with such batteries. It is also important io avoid any contamination from the
fumes of lead-acid types of batteries. (See Leaflet EEL/2-1.)

3.3 Braided Rubber Cord. Braided rubber cord should be stored in a cool, dark place
with an even temperature preferably not exceeding l 8C with relative humidity of
approximately 65%. The cord should not come in contact with any radiant heat,
grease, oil, water, organic solvents or corrosive materials.
NOTE: Storage at elevated temperatures may cause permanent deterioration of the rubber, and
prolonged storage at low temperatures will cause temporary stiffening of the rubber.

3.3. l Storage Limiting Period. Braided rubber cord'has a storage limiting period
of four years if stored in good conditions. Cord which has been issued from stores
within the four year period from the date of manufacture may remain in service
until the expiry of five years from that date.
(a) The date of manufacture of cordage can be determined by the colour of the
threads in the cotton outer casing; light blue 1966; black 1967; mid-green
1968; heliotrope (purple) 1969; and yellow 1970. After 1970 the colours are
repeated in the same sequence for a further five years and subsequently until
further notice.
(b) The number of coloured threads indicate the quarter of the year in which the
cord was manufactured, e.g. one thread indicates the cord was made between
. 1st January and 31st March inclusive.
NOTE: Details are given in British Standard Specification F51, Light Duty Braided Rubber
Cord for Aeronautical Purposes.

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3.4 Compressed Gas Cylinders. Stores which are used for storage of compressed gas
cylinders should be well ventilated. The cylinders should not be exposed to the direct
rays of the sun and no covering should be used which is in direct contact with. the
cylinders. Cylinders should not be laid on damp ground or exposed to any conditions
liable to cause corrosion. Gas storage cylinders should normally be fitted with a
transportation/storage cap over the shut-off valve to help prevent handling damage
and contamination of parts which could cause a risk of explosion or fire. Portable
gas cylinders (e.g. therapeutic oxygen, fire extinguishers) should be stored on racks
and, where appropriate, control heads and gauges should be protected against
impact.

3.4.1 No heating is required in stores where compressed gas cylinders are kept,
unless specified by the manufacturer.

3.4.2 Lighting for stores containing combustible gas cylinders (i.e. acetylene)
should be flameproof, or installed outside the building, lighting the interior
through fixed windows.

3.4.3 Store rooms should be constructed of fireproof materials and the cylinders
so placed to be easily removable in the event of fire. The store should be at a
distance from corrosive influences, e.g. battery charging rooms.

3.4.4 Full and empty cylinders should be stored in separate rooms, and
appropriate notices displayed to prevent confusion.

3.4.5 Oxygen and combustible gases such as acetylene should not be stored
together. Acetylene cylinders should be stored in the upright position.

3.4.6 Oxygen cylinders are generally rounded at the bottom, thereby making it
. unsafe to store in an upright position without suitable support. If cylinders are
stacked horizontally special wedges should be used to prevent the cylinders
rolling, and the stack of cylinders should not be more than four high.

3.4. 7 Breathing oxygen and welding oxygen should be segregated and properly
labelled to avoid confusion. In some cases welding oxygen may be used for testing
oxygen components not installed in the aircraft, but welding oxygen should not
be used in aircraft Qxygen systems.

3.4.8 Precautions. If cylinders are exposed to heat, the gas pressure will increase
and the cylinder walls may be weakened, causing a dangerous condition. Cylinders
should be stored at some distance from sources of heat such as furnaces, stoves,
boilers, radiators, etc.
(a) Oil or grease will ignite in the presence of oxygen, and if the latter is under
pressure an explosion may result. Cylinders should be kept away from sources
of contamination, such as oil barrels, overhead shafting, hydraulic
components or any container or component that may contain oil or grease.
(b) Smoking, exposed lights or fires should not be allowed in any room where
compressed gases are stored, and oily or greasy clothes or hands should be
avoided when handling the cy!inders.
(c) Grit, dirt, oil and water should be prevented from entering the cylinder valves.
(d) When returning any cylinder that may have been accidentally damaged or
overheated, the supplier should be notified so that any necessary action n:iay
be taken before refilling.

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3.5 Electrical Cables. Where electrical cables are stored in large reels it is necessary
that the axis of the reels are in a horizontal position. If stored with the axis vertical
there is a possibility that the cable in the lowest side of the reel will become crushed.
3.6 Fabric. Fabric and fabric covering materials (e.g. strips and thread) should be
stored in dry conditions at a temperature of about 21 C away from direct sunlight.
Discoloration, such as iron mould, is sufficient to cause rejection of the material and
this may be caused by unsuitable storage conditions. Most synthetic fibre fabrics
should be stored away from heat sources. Rubber proofed fabrics should be stored
away from plasticised materials such as PVC as it is known, in some cases, for
plasticisers to leach frnm some plastics and have an adverse affect on rubbers.
3. 7 Forgings, Castings and Extrusions. All large forgings, castings and extrusions
should be carefully and separately stored on racks to avoid superficial damage.
NOTE: The high strength aluminium alloys are susceptible to stress corrosion when in the solution
treated condition, and it is important that parts so treated should be coated with a temporary protective
such as lanolin.
3.7.l Aluminium alloy forgings which are anodised normally need no protection
in a heated store. Finished details should be protected in accordance with DEF
STAN 03-2.
3. 7.2 Aluminium alloy castings in store should not be contained in sacks or
absorbent packages. It is not normally necessary to protect castings before
machining, but finished details should be protected as for forgings in paragraph
3.7.1.
3. 7.3 Aluminium alloy extrusions should be protected in store with a lanolin and
mineral oil solution (DEF STAN 80-34) and as finished details with DEF STAN
03-2 as in paragraph 3. 7.1.
3.8 Instruments. The smaller types of instruments are usually delivered in plastic
envelopes and these should be used during storage to minimise the possible effects
of condensation. The transit containers of the larger instruments contain bags of
silica-gel (paragraph 2.2.3) to absorb moisture which may enter. The gel should be
examined periodically, and if its colour has changed from blue to pink it should be
removed, dried out and replaced, or renewed. It is essential that all instruments
should be stored in a dry, even temperature, and that the storage limiting period
recommended by the manufacturer is not exceeded.
NOTE: Whenever possible instruments should be kept in transit or similar cushioned containers until
required for fitment to an aircraft.
3.8. l In the absence of any specific recommendation by the manufacturer the
storage limiting period for instruments should not exceed three years and on
completion of this time the item should be re-certified in accordance with the
relevant Overhaul Manual. Additionally, any equipment containing gyro
assemblies should be exercised and gyro wheels run for a period of24 hours at the
completion of periods not exceeding each 12 months of storage.
3. 9 Oil Coolers and Radiators. Oil coolers and radiators are normally filled with an
inhibiting fluid during storage; the fluid used should be in accordance with the
manufacturer's instructions. The components should not be stored on the floor, but
placed on raised wooden supports to permit a free circulation of air and minimise
the possibility of damage to the matrices.
3.10 Paints and Dopes. . For the storage of paint and related materials (Le. all low flash
point materials) it may be necessary . to obtain a licence to comply with the
requirements of the Petroleum Act. Paints should be kept in a dry store at a
controlled temperature between 7 and 23C~ ,..,

30
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3.10.1 Paint containers should be marked with the date of receipt so that the oldest
batches may be used first, as pigments tend to 'settle our when paint is stored. A
simple method of avoiding settlement is to invert containers at regular intervals,
e.g. once a month.

3.10.2 Toxicity of Solvents. If paints are handled or mixed in a confined space it

is important to ensure adequate ventilation during such operations as the fumes
from volatile liquids are harmful if inhaled in sufficient concentration.
NOTE: A point frequently overlooked in ventilating a paint store is that most solvents are heavier
than air, so that ventilation is more efficient downwards than upwards.

3.10.3 Provided paints and dopes are suitably stored in their original sealed
containers, the storage limiting period is normally 12 months in the United
Kingdom, but this may vary elsewhere; for example, in tropical conditions the
period is normally six months.

3.11 Pipes. Rigid pipes should be adequately supported during storage to prevent
distortion. Flexible pipes should,. unless otherwise stated by the manufacturer, be
suitably wrapped, for example, in a sealed plastics sleeve before being stored in a
darkened room, maintained at a temperature of approximately 15C. In hot
climates, flexible pipes should be stored in cool places where air circulates freely,
since high temperatures tend to accelerate surface hardening of the outer cover.

3.11.1 Flexible pipes should be stored in a completely unstressed condition and,

where possible; should be suspended vertically (see also paragraph 3.13.14).

3.11.2 The ends_of all pipes should be blanked, using a type of blank which does
not allow it to be left in position when the pipes are fitted. The use of rags or paper
for this purpose is prohibited. The blanks should not be removed until just prior
to fitting the pipe.

3.12 Pyrotechnics. Pyrotechnics should be stored in a dry, well ventilated building

and kept at constant room temperature. The building should conform to the local
by-laws laid down by the Local Authority.

3.12.1 At the periods specified by the manufacturer, pyrotechnics should be

examined for any signs of damp or other external damage .

. 3.12.2 With paper-cased items, such .as signal cartridges, the effect of damp is
usually indicated by softening or bulging of the outer case and evidence of
staining.

3.12.3 With metal-casep items, the effects of damp may often be indicated by traces
of corrosion or tarnishing of the case and/or staining of the instructions label.

3.12.4 All pyrotechnics gradually deteriorate in time, although such deterioration

will vary with factors such as qualiiy or type of composition, degree of protection
afforded by the containers, etc. For this reason a proportion of the items should
be proof-tested at regular intervals as specified by the manufacturer; the items will
also have a maximum serviceable life, regardless of proof testing, which should
no.t be exceeded.
NOTE: The most likely effect of storage deterioration is a loss of brightness and range.

31 ,
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3.13 Rubber Parts and Components Containing Rubber. The following storage
conditions are generally acceptable for a wide range of components containing
rubber in their construction or parts made of rubber. In many cases manufacturers
make special recommendations and these should also be observed. {Further
information can also be found in BS F68 and F69.)
3.13.1 Temperatures. The storage temperature should be controlled between 10
and 21 C and sources of heat should be at least three feet from the stored article
(unless screened) to minimise exposure to radiant heat. Some special rubber
materials (e.g. neoprene) may withstand a wider range of temperature
satisfactorily, i.e. -12 to 26C, but before any rubber part is exposed to these
temperatures the manufacturer's recommendations should be verified. This
particularly applies to any special precautions necessary when thawing parts which
have bee~ subjected to the lower temperatures.
3.13.2 Humidity. The relative humidity in the store room should be about 75%.
Very moist or very dry conditions should be avoided.
3.13.3 Light. Rubber parts should not be exposed to direct daylight or sunlight.
Unless the articles are packed in opaque containers, store room windows or
skylights should be screened or covered with a suitable transparent red or amber
coating. Store rooms should be kept as dark as practicable. Use of artificial light
which has a high ultra-violet level should be avoided.
3.13.4 Oxygen. Isolation from atmospheric oxygen greatly increases the storage
limiting period of rubber parts. Where possible, parts should be packed in airtight
containers or wrappings using talc or french chalk. Where parts are packed in
airtight tins, the tins should.be lined with wax paper or polythene to avoid direct
contact with the metal.
3.13.5 Ozone. Exposure to air containing ozone even in minute quantities should
be avoided. Storage rooms should not contain any apparatus liable to generate
ozone, such as high voltage electrical equipment, electric motors or other plant
which may give rise to electrical sparks. Free access to outdoor air, which in
temperate climates always contains ozone, should be avoided. Still indoor air is
normally ozone-free because wall and ceiling coverings and organic materials
rapidly destroy ozone.
3.13.6 Deformation. Rubber parts should be stored in a 'relaxed' position free
from compression or distortion, with the least possible deformation. Deformation
greatly aggravates the action of ozone and also leads to permanent changes in
shape and dimensions. Articles received prepacked in a strain-free condition can,
with advantage, be stored in their original packing,. as long as they are clearly
identified and labelled.
3.13. 7 Contamination. Rubber parts should not come in contact with liquids or
vapour concentrations during storage even though they may be subsequently used
in contact with a similar fluid. Contact with copper, brass or corroded iron or steel,
or with any compounds of manganese, should be avoided.
NOTE: If deterioration of seals is suspected, it can/usually be verified by stretching the seals to 20%
of their internal diameter. If cracks are visible under x IO magnification, the seals should be rejected.

3.13.8 Hydraulic and Pneumatic System Components. Hydraulic and pneumatic

components generally have a nominal seven year shelf life which may usually be
extended for periods of two years by inspections.
NOTE: The maximum service life of seals is usually to be found in the approval Maintenance
Schedule.
32
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3.13. 9 In many instances, hydraulic components are stored filled with hydraulic fluid
which may leak slightly from the component; it is therefore important to ensure that
fluid will not come into contact with other stored items.

3.13.10 If the stored component is filled with a fluid other than that usedJn the aircraft
system (e.g. DTD 5540 is a hydraulic component storage fluid only) the component
should be clearly labelled to ensure the removal of all traces of storage fluid prior to
installation in the hydraulic system.

3.13.11 To avoid adhesion and to exercise the seals, in some cases it is recommended
that the component should he operated several times at three-monthly intervals. If
the seals are square or rectangular, special care should be used in the initial
operation as experience has shown that there is a tendency for seal stiction on its
bearing surface and, if the part incorporating the seal is moved rapidly, the seal may
tend to rotate and be damaged. This applies also where spring-loaded seals are
concerned; growth of the rubber may result in damage to the sealing lip.

3.13.12 Tyres. Tyres should be stored vertically in special racks embodying support
tubes, so that each tyre is supported at two points. Two-thirds of the tyre should be
above the support tubes and one-third below. By this method the weight of the tyre
is taken by the tread and distortion is reduced to a minimum. The tyres should be
turned to a new position every two or three months. Where tyres are delivered in
bituminised hessian wrappers, the wrappers should be left on during storage.

3.13.13 Inner Tubes. Inner tubes should be stored in the cartons in which they were
received, but where this is not possible the tubes should be lightly inflated and stored
inside covers of appropriate sizes to prevent damage. Tubes should not be secured
in a fixed position (such as a tight roll) by rqbber bands or tapes as this may cause
the rubber to crack.

3.13.14 Storage of Rubber Hose and Hose Assemblies. Unless otherwise specified by
the manufacturer, rubber hoses should be inspected and tested every two years; they
should also be inspecte~ and tested immediately pri~r to installation.
(a) Storage Conditions. Hose and hose assemblies should be stored uncoiled and
supported to relieve stresses. Air should circulate freely about the hoses unless
they are contained in plastics envelopes. Temperatures in the store should be
controlled as detailed in paragraph 3.13.1.
NOTE: Care should be taken to ensure that the plastics envelopes selected are compatible with the
hose material, since some, including PVC, can have a deleterious effect on rubber.
(b) Sealing Blanks. The correct sealing blanks should always be fitted to items in
store. Plugs and caps conforming with AGS specifications are suitable but, where
standard blanks cannot be fitted, the blanks used must be so designed that they
cannot enter the pipe or be left in position when the assembly is coupled up. It
is also important that the material used for blanking purposes will not 'pick-up'
or leave small partfles inside a coupling after long periods of storage. Tape, rag
or paper should nqt be used.
(c) Bore Protection. /in some special cases, to prevent deterioration of the bore or
inner lining of the hose, it may have to be stored filled with the liquid which it
is intended to contain in service and instructions concerning this procedure are
normally attached to the assembly. If a hose assembly is enclosed in an airtight
plastics envelope, this should not be removed until the hose assembly is to be
fitted. If this envelope becomes damaged during handling, it should be resealed
or renewed after any desiccant inside has been checked for condition.
33
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(d) Markings on Hose. Various methods are employed to mark the date of
manufacture on hoses. It is sometimes stencilled on the external surface, or
impressed on a tab or band secured to the hose. In instances where the external
surface is of cotton braid, some of the 'picks' are woven in black and some
in colour which indicates the month and year of manufacture, as required by
the appropriate Specification.

3.13.15 Cleaning. Any cleaning ofrubber parts and components containing rubber,
after storage, should be done with water, soap solution or methylated spirits. If
synthetic detergents are used, care should be taken to select those that are not
harmful to rubber. Petrol (or other petroleum spirit), benzene, turpentine, etc.,
should not be used, nor may cleaning be carried out with sharp or abrasive objects
such as wire brushes or emery cloth. Disinfectants should not be used. After
deaning, articles should be rinsed in water and dried at a distance from any direct
heat.

3.14 Sheet, Bar and Tube Metal. It is recommended that sheet material should be
stored on edge in racks; care being necessary to prevent the bending of single sheets.
Flat stacking is not recommended (unless suction pads are used to lift the sheets)
since sheets are almost invariably slid from. the stack, often resulting in detrimental
scratches on the sheet removed and on the adjacent sheet. Where vertical storage is
employed, the material should be kept clear of the floor to prevent possible damage
by scraping, splashing from disinfectants used for floor cleaning (which may cause
corrosion) and the possibility of edge corrosion, which can occur with light alloy
materials when in contact with composition floors. Temporary protectives, such as
grease, paper or plastics coating, should be left in position until the material is
required for use. If the temporary protective becomes damaged or partially removed,
it should be restored without delay, and a periodic inspection of stock should be
made.

3.14.1 There may be some merit in storing the sheet material in the transit cases.
After the initial checking of the sheets, the case should be closed to eliminate dust/
dirt which can cause surface scratching during handling operations.

3.14.2 Metal bars should be stored in racks either horizontally or vertically, well
supported along the length when stored horizontally to prevent bending under
weight. Metal tubing is normally stored in racks, well supported, the smaller
diameter tubing being wired along the length, in bundles, to prevent damage.
NOTE: Floor cleaning fluids containing chlorides should not be allowed to contact metallic materials,
particularly austenetic steel as a brittle fracture may eventually result.

3.15 Sparking Plugs. The plugs should be treated with light oil or other suitable
corrosion inhibitor. The inhibitor should not come into contact with the plug screen,
but the electrode end of the plug may be filled with oil and then emptied prior to
fitting the caps. Plugs receiving this treatment should be washed out with
tricloroethylene or carbon tetrachloride before use. Protector caps should be screwed
on both ends of the plugs to prevent the ingress of moisture or foreign matter. The
plugs should be stored in a warm dry place, preferably in a heated cupboard, as an
additional precaution against the ingress of moisture.

3.16 Survival Equipment. Survival equipment should be stored in a room which can
be maintained at a temperature between 15 and 21 C, and which is free from strong
light and any concentration of ozone.
34
 BL/1-7
3.16. l Preparation for Storage. The manufacturer's instructions should be
carefully followed when preparing survival equipment for storage. These
instructions normally include: ensuring that the component is completely
deflated; removing easily detachable components; fitting protection blanks or pads
to inflation valves and other connections; dusting the component with french
chalk and folding it loosely; wrapping in waterproof paper; and placing it on a shelf
above the floor.

3.16.2 A tie-on label should be attached to the wrapping stating:

(a) The type, serial number and part number of the equipment.
(b) Date of inspection and inflation tests.
(c) Date oroverhaul.
(d) Date of component overhaul.
(e) Date of next inspection and/or test.
NOTE: The components should be stored with the equipment but it is preferable that any CO2
cylinders be fitted.with a transit cap and stored separately.

3.16.3 Under no circumstances. should life-jackets or liferafts be stored one on top

of the other without a separation of corrugated paper or similar shock absorbing
material.
(a) In the case of liferafts, not more than three should be stored on top of each
other. --
(b) In the case of life-jackets, up to ten may be stored on top of each other.
(c). Owing to the light texture oflife-jackets, it is important that they should be
handled with care to avoid damage.

3.16.4 Storage Limiting Period. The period is normally six months if packed and
stored in accordance with the manufacturer's instructions. At the end of this
-period survival equipment should normally be:
(a) Opened up and inspected before further storage.
(b) Inspected, tested and overhauled prior to being operationally packed for
stowage in aircraft.

3.16. 5 Liferafts and life-jackets not operationally packed and placed in storage for
more than ten days after the last test should be re-tested before installation in an
'" aircraft.

3.17 Tanks (Flexible). The precautions to be taken during storage will depend on the
type of tank and the packaging method (if any) used. Some manufacturers of flexible
tanks specify that the tanks should be coated with a special preparation if they are
to remain empty for more than two or three days, and that this preparation should
be removed before the tanks are put into service.

3.17.l Manufacturers also specify a 'long term' or 'short t~rm' storage procedure
contingent upon special requirements.
. . .

3.17.2 'Short term' storage is the period between transport of the. tanks from the
manufacturer's works and delivery for immediate installation by the aircraft firm.
35
BL/1-7
3.17.3 'Long term' storage covers the period during which the tanks are held
following receiptby the aircraft firm before instaliation, or shipment to locations
at home or abroad, involving an extended period of storage prior to installation.

3.17.4 Flexible tanks can be divided into two categories for packaging and storage
purposes:
(a) Tanks that can be folded, e.g. those not fitted with rigid internal members,
heavy coverings or fittings which would preclude satisfactory folding.
(b) Tanks with heavy protective coverings, or fitted with rigid internal members,
anti-surge valves, gauge units, etc.

3.17.5 Folding and Packing. When packing a tank for storage purposes it is
important to fold it in such a way that no strain or creasing is imposed on the
folded areas, and in many instances folding diagrams are provided. All openings
should be sealed with the specified blanks and corrugated cardboard interposed
between the folds.
(a) After folding, the tank should be encased in an airtight wrapping, such as a
polythene bag, and sealed.
(b) The tank in its airtight envelope should then be placed in a cardboard box
which should also be sealed.
I

(c) Flexible tanks which are unsuitable for folding because of internal or external
fittings, etc., are often packed in an air-inflated state suitably supported in
sealed cases. This method. of packing is used only for short term storage. For
long term storage of this type of tank, the manufacturer's instructions should
be followed which will vary with the shape and type of tank concerned.

3.17.6 Storage' Conditions. Generally, flexible tanks should be stored in the

original airtight containers supplied by the manufacturer and if this is not possible
a similar airtight storage container should be used. The manufacturer's
instructions should be observed closely. The tanks should be stored in cool, dry,
draught-proof conditions, at a temperature not exceeding 25C and preferably
below l5C. .

3.18 Tanks (Rigid). Rigid tanks should be carefully cleaned and any moisture dried
out before storage. All apertures should be sealed with closely-fitting blanks. A silica-
gel cartridge attached to a blank and placed inside the tank assists in preventing
internal condensation and subsequent corrosion.

J.~ 19 Timber. Plywood panels should be stored flat, away from all sources of heat or
damp. Other timber sections should be stacked with spacers between each section
to permit the free circulation of air. The timber should be checked periodically for
moisture content (see Leaflet BL/6-6).

3.20 Transparent Acrylic Panels. Acrylic sheets should be stored on edge, with the
protective paper left in position as this will help to prevent particles of grit, etc.,
becoming embedded in the surfaces of the sheets. When this is not possible, the
sheets should be stored on solid shelves, and soft packing, such as cotton wool,
should be plac~d between each sheet. The pile of sheets should be kept to a minimum
and not exceed 12 sheets:

3.20. l Curved panels should be stored singly with their edges supported by stops
to prevent 'spreading'.
36
 BL/1-7
3.20.2 There are several proprietary lacquers available for the protection of acrylic
panels and shapings during handling and storage, including those complying with
specifications DTD 900/5592. Protective paper may also be used and, to prevent
deterioration of the adhesive between the protective paper and the sheet, store
rooms should be well ventilated, cool and dry. The material should not be placed
near steam pipes or radiators as hot conditions will cause the adhesive to liarden
and make the subsequent removal of the paper difficult.

3.20.3 Material in storage should not be exposed to strong sunlight, particularly

when the light shines through a glass window. This could cause a 'lens' formation
resulting in local over-heating to the detriment of the material.

3.20.4 Acrylic materials should not be stored with certain other materials because
of the adverse effects which may arise from the vapours given off. A typical 11st
of these materials is as follows:
Acetone Dopes
Ammonia Vapour Ethyl Alcohol
Amyl Acetate Glacial Acetic Acj_d
Aviation Gasoline Methyl Alcohol
Aviation Turbine Fuel Nicotine
Benzene Rust Remover
.Butyl Acetate Skydrol 500, and similar fluids
Carbon Tetrachloride Synthetic Finishes
Cellulose Paints Thinners
Cresol Trichloroethylene
Deoxidine Materials

3.20.5 When sheets are handled or moved they should be lifted off(not drawn from)
the adjacent sheet. The vulnerability of transparent plastics to surface damage by
scratching and bruising should be impressed on all personnel handling the
material.

3.21 Windscreen Assemblies. All types of windscreen panels should be carefully

protected from scratches, abrasions or other damage as small scratches or abrasions
may considerably weaken the panels and impair their optical qualiti~s. The
manufacturer's recommendations relating to packaging or protective wrapping for
storage purposes should be carefully followed.

3.21.1 Glass Panels and Windscreen Assemblies. All types of glass panels should
be carefully protected from scratches, abrasions or other external damage.

3.21.2 Sandwich Type Windows. Sandwich type windows should be stored

vertically in dry conditions, each window having its own desiccant cartridge
attached, which should be inspected and renewed at specified periods. Spare
windows are usually despatched with desiccant cartridges attached and these
should not be removed until the window is to be connected to the aircraft
desiccation system.
(a) Windows in transit should be allowed to 'breathe', this being particularly
important when windows are transported by air, as considerable atmospheric
pressure variations may be encountered.
37
BL/1-7
(b) In addition to desiccant breathing cartridges, some manufacturers build into
each window airspace another desiccator which consists of small discs of
activated alumina strung on wire a,,nd encased in a cylindrical fabric stocking.
Normally the desiccator does not require renewing.

3.21.3 Electrically Heated Windscreens. Extreme care is necessary in handling

and storing windscreens. It is generally recommended that windscreens are stored
in the manufacturer's packing, which usually consists of protecting both surfaces
with adhesive polythene, wrapping in acid-free paper and cellulose wadding and
storing in reinforced cartons.
(a) The panels should be stored separately in their cartons on racks, away from
any str~ng light at a controlled temperature of approximately 10 to 21 C in
well ventilated conditions.
(b) It is important that during handling or storage the thick glass laminate is kept
uppermost to prevent delamination and that the polythene film is not
removed until the panel is fitted to the aircraft.
3.22 Wire Rope. Wire rope should be stored in dry, reasonably well ventilated and
temperature controlled conditions to prevent condensation. Wire ropes should not
be stored where they might be exposed to the corrosive influence of acid fumes, steam
or other corrosive agents, and should never be placed on a stone or concrete floor.

3.22.1 Wire rope in store should be inspected periodically for signs of corrosion or
other damage and, where a wire rope dressing has been used, this sh ~.mld be
renewed when necessary.

3.22.2 Wire rope should be wound on a reel, the diameter of which will be specified
by the manufacturer according to the size and type of rope (usually 40 to 50 times
the diameter of the rope).

3.223 If reels are made locally, it is important that oak, chestnut or western red
cedar are not used in their construction as these timbers may corrode the wire
rope. The inside of the reel should be lined with waterproof paper.

3.22.4 When unwinding wire rope, a spindle should be placed through the ~entre
of the reel and fixed so that the reel is free to rotate and the free end of the cable
can be pulled out in direct line with the reel. The cable should not be unwound
by paying off loose coils, or by pulling the wire away from a stationary reel laid
on its side. When cut-off lengths of wire rope are hand. coiled, the coils should be
of a diameter not less than 50 times the diameter of the wire rope concerned, with
a minimum of 152 mm (6 in) diameter. When hand coils are unwound, the coil
should be rotated so that the wire rope is paid out in a straight line. If the wire
rope forms a loop on itself, this indicates a localisation of turn and should be
eliminated by taking the turn out and not by pulling straight.

3.22.5 Before cutting the cable to length; it should be bound either side of the
proposed cut to prevent loss of tension from the woven strands.

38
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

BL/1-11
Issue 2
June, 1986
BASIC
AIRWORTHINESS PROCEDURES
WEIGHT AND BALANCE OF AIRCRAFT

1 INTRODUCTION

1.1 General. The purpose of this Leaflet is to prnvide guidance on the weighing of aircraft
to determine the Basic Weight and corresponding centre of gravity (e.g.). The need for
accuracy when weighing aircraft is extremely important, as incorrect data could cause
subsequent overloading of the aircraft resulting in an increase of structural loads, and a
reduction in performance. The topics discussed in the Leaflet are as follows:-
Paragraph Topic
Introduction
2 Requirements
3 The Principles of Aircraft Weight and Balance
4 Weighing Equipment
5 Determination of Basic Weight and Centre of Gravity
6 Change in Basic Weight
7 Loading of Aircraft
Appendix Typical Weight and Centre-of-Gravity Schedule

1.2 Defi"itions. The following is a list of definitions of the terms used in this Leaflet:-
(a) Basic Equipment. Basic Equipment is the unconsumable fluids (e.g. coolant and
hydraulic fluid) and equipment which is common to all roles for which the operator
intends to use the aircraft.
(b). Basic Wei~ht. Basic Weight is the weight of the aircraft and all its Basic Equipment,
plus that of the declared quantity of unusable fuel and unusable oil. In the case of
turbine-engined aircraft and aircraft the Maximum Total Weight Authorised
(MTW A) of which does not exceed 5700 kg ( 12 500 lb), it may also include the weight
of usable oil.
(c) Variable Load. Variable Load is the weight of the crew and of items such as crew
baggage, removeable units, and other equipment the cardag0-of which depends upon
the role for which the operator intends to use the aircraft for a particular flight.
(d) Disposable Load. Disposable Load is the weight of all persons (e.g. passengers}
and items of load, including fuel and other consumable Quids carried in the aircraft,
other than the Basic .Equipment and Variable Load. ' 1.

39
BL/1-11
(e) Maximum Total Weight Authorised (MTWA) is the Maximum Total Weight
Authorised for the aircraft and its contents, at which the aircraft may take off
anywhere in the world, in the most favourable circumstances in accordance with the
Certificate of Airworthiness. or Flight Manual.
(f) Reaction. The load at each separate weighing point.

2 REQUIREMENTS

2.1 The requirements relating to the weighing of aircraft and the establishment of a Weight
and Balance Schedule are prescribed in British Civil Airworthiness Requirements
(BCAR) Section ~' Chapter AS-1. An interpretation of those parts of Chapter AS-1
which are pertinerjit to this Leaflet is given below.
2.2 Aircraft must be weighed to determine the Basic Weight and the corresponding e.g.
position when all the manufacturing processes have been completed. Aircraft, the
MTW A of which exceeds 5700 kg ( 12 500 lb) must be re-weighed within two years after
the date of manufacture and, after this, a check weighing must be carried out at intervals
not exceeding five years and at such times as the CAA may require. Aircraft, the MTW A
of which does not exceed 5700 kg ( 12 500 lb) must be re-weighed as required by the CAA.
2.3 In making decisions on weighing, the CAA considers the history of the aircraft, its
flying performance, and the probable effect on the weight after a major overhaul, or
embodiment of a modification, repair or replacement.
2A Certain types of aircraft may be weighed on a sampling basis (i.e. a representative
aircraft, as weighed, would be acceptable for others of the same standard) by agreement
with the CAA.
2.5 An alternative arrangement to the periodical check weighing of individual aircraft is
for the operator to establish a fleet mean weight (i.e. Basic Weight) and fleet mean
centre-of-gravity position. The initial fleet mean weight is based on the mean of the
weights of all the aircraft of the same type in the fleet which is revised annually by sample
weighing (see BCAR Section A, Chapter AS-1, Appendix No 1).
2.6 When an aircraft is weighed, the equipment and other items ofload such as fluid in the
tanks must be recorded. This recorded load should not differ significantly from the Basic
Equipment List associated with the Weight and Centre-of-Gravity Schedule (see
paragraph 2.9). In circumstances where there is a significant difference between the Basic
Weight of the aircraft and the operating weight (i.e. Basic Weight plus the Variable Load)
not accountable to structural changes brought about by modifications/repairs, the CAA
may require that the actual weights of the Variable Load items be ascertained.
2i7 All records of the weighing, including the calculations involved, must be available to
the CAA. The records are retained by the aircraft manufacturer, overhauler or operator,
and when the aircraft is weighed again, the previous weighing records must not be
destroyed but retained with the aircraft JeC<>Jds. Operators must maintain _records of all
known weight and e.g. changes which occur after the aircraft has been weighed.
2.8 Weight and Balance Report
2.8. l Before the issue of a Certificate of Airworthiness for a prototype, prototype
(modified) or series aircraft, where the MTWA exceeds 5700 kg (12 500 lb), a Weight
arid Balance Report must be prepared by a CAAApproved Organi.sation.

40
 BL/1-11
2.8.2 The Weight and Balance Report is intended to record the essential loading data to
enable a particular aircraft to be correctly loaded, and to include sufficient information
for an operator to produce written loading instructions in accordance with the
provisions of the Air Navigation Order (ANO). The Weight and Balance Report
applies to the aircraft in the condition in which it is to be delivered from the constructor
to the operator.
2.8.3 The Weight and Balance Report must include the following items:-
(a) Reference number and date.
(b) Designation, constructor's number, nationality and registration marks of the
aircraft.
(c) A copy of the Weighing Record.
(d) A copy of the Weight and Centre-of-Gravity Schedule (see paragraph 2.9)
including the Basic Equipment List if this is separate from Part A of the Schedule.
(e) Acli~,gram and a description of the datum points which are used for weighing and
loading, and an explanation of the relationship of these points to the fuselage frame
numbering systems and, where applicable, to the Standard Mean Chor.d (SMC).
NOTE: SMC is also referred to as the Mean Aerodynamic Chord (MAC).
(f) lriform.ation on the lever arms appropriate to items of Disposable Load. This will
include the lever arms of fuel, oil and other consumable fluids or substances in
the various tanks (including agricultural material in hoppers), which, if
neo.essary, should be shown by means of diagrams or graphs, lever arms of all
passengers ins.tats appropriate._to the various seating layouts, mean lever arms of
the various baggage holds or compartments.
(g) Details of any significant effect on the aircraft e.g., of any change in
"I-
'
configuration, such as retraction of the landing gear.
2.9 Weight and Centre-of~GravitySchedule
2.9.1 A Weight and Centre"'.of.Gravity Schedule details the Basic Weight and e.g.
po~ition of the aircraft, arid the weight and lever arms of the various items of load,
including fuel, oil and other fluids. The Schedule is normally divided into Part A -
Basic Weight, Part B - Variable Load and Part C - Loading Information
(Disposable Load).
(a) A Weight and Centre-of-Gravity Schedule shall be provided for each aircraft, the
MTW A of which exceeds 2730 kg.
(b) For aircraft not exceeding 2730 kg MTWA, either a Weight and Centre-of-
GravitySchedule shall be provided or alternatively a Load and Distribution
Schedule which complies with BCAR Section A, Chapter A5-l, paragraph 6.1.
(c) For new aircraft which exceed 2730 kg, but do not exceed 5700 kg, the
information contained in Parts B and C of the Schedule may be given as part of
the Weight and Balance Report.
2.9.2 A Weight and Centre-of-Gravity Schedule must provide the following. Each
Schedule must be identified by the aircraft designation, the nationality and registration
marks, or if these are not known, by the constructor's serial number. The date of issue
must be on the Schedule and it must be signed by an authorised representative of a
CAA Approved Organisation or a person suitably qualified and acceptable to the
CAA, and if applicable, a statement shall be included indicating that the Schedule
supersedes all earlier issues'. It is also necessary to refer to the date or reference number
(or both) of the Weight and Balance Report, or other acceptable information upon
which the Schedule is based.

41
BL/1-11
2.9.3 Operators must also issue a revised Weight and Centre-of-Gravity Schedule when
it is known that the weight and e.g. has changed in excess of the maximum figure
agreed by the CAA as applicable to a particular aircraft type. If the aircraft has not
been re-weighed, the revised Weight and Centre-of-Gravity Schedule must state that it
has been calculated on the basis of the last Weight and Balance Report and the known
weight and e.g. changes. A record of the calculations involved should be retained for
future reference.
2. 9 .4 A copy of the Schedule is to be retained by the operator with a further copy sent to
the CAA Airworthiness Division which shall include any related list of Basic
Equipment. Furthermore, for aircraft the MTW A of which does not exceed 5700 kg
02 500 lb) a C<f>PY of the Weight and Centre-of-Gravity Schedule must be included in
the Flight Manual. If a Flight Manual is not a requirement the Schedule must be
displayed or retained in a stowage which is identified in the aircraft. A similar
arrangement is often used for larger types of aircraft.
2.9.5 A typical Weight and Centre-of-Gravity Schedule for an aircraft the MTW A of
which does not exceed 2730 kg is shown in the Appendix to this Leaflet.

3 THE PRINCIPLES OF AIRCRAFT WEIGHT AND BALANCE

3.1 Principles of Balance
3.1.1 The theoretical principle of the weight and balance of aircraft is basically very
simple, and can be compared with that of the famiFar scale (as depicted in Figure I)
which, when in balance will rest horizontally on the fulcrum in perfect equilibrium
provided that the two pans suspended from the beam are of equal weight and distance
from the fulcrum.
3.1.2 In aeronautical terms the fulcrum can be equated to the aircraft e.g., and the
weights, with the loads imposed thereof on the structure.
3.1.3 Because of the design tolerances built into aircraft, the Weight and Balance is not
as critical as that of the scales in Figure I, although it is important that they remain
with~n those tolerances for reasons of safety, performance, and economy.
3.1.4 .From Figure I it can be understood that the influence of weight, in relation to
balance, is directly dependent upon the distance of the weight from the fulcrum.

FULCRUM

BALANCE MARK

Figure 1 SIMPLE SCALE

42
 BL/1-11

STOPS BALANCE MARK

BEAM

FULCRUM

Figure 2 STEELY ARD

3.1.5 Unlike the scales in Figure 1, aircraft, (apart from some helicopters) cannot
practicably be suspended in such a way as to determine the ,relative weight, balance,
and e.g. However, it can be achieved mathematically.
3.1.6 The steelyard shown in Figure 2 has a known weight "D" and, a known weight "C"-
set at a specific distance "c". Under normal circumstances to determine the distance
required to balance "C", the known weight "D" is moved along the beam until the
weight of"D" and its accompanying lever arm are equal to the weight of"C"therefore
aligning the beam with the balance mark. Once achieved the distance "d" can then be
read from the graduated scale.
3.1. 7 Mathematically the distance can be found as follows:-

d = Cc
D

Where C = 50 lb
C = 10 inches
D = 20 lb
cc - 50 X 10
D - 20

d = 25 in.
43
BL/1-11
3.2 Moments
3.2. l The distance from the fulcrum is called the 'arm' and this distance, multipliedby
the weight, is the turning effect or 'moment' about the fulcrum. The e.g. of the balanced
system is the position at which the weight resting on the fulcrum may be taken to act,
and will lie in a plane drawn vertically through the fulcrum. The conventional signs
which are applied to arms and moments in relation to their direction from the e.g.
datum are as follows:-
. ( a) Horizontal (-) forward and (+) aft of the datum.
(b) Vertical (-) below and (+) above the datum.
(c) Transver~e (-) right and (+) left of the datum.
3.2.2 In a similar way to the balancing of weights, the horizontal e.g. of a system oL
weights can be found by calculating the moment of each weight from a selected
position (e.g. reference datum) and dividing the total moment by the total weight.
NOTE: In aeronautical terms all arms forward of the reference datum are designated negative(-) and all
arms aft of the datum are designated positive (+).
3.2.3 Illustr~ted in Figure 3 is a constant cross-section beam 80 in long and weig~ing
8 lb, upon which have been placed 5 loads weighing 2 lb, 6 lb, I lb, 4 lb and J lb
respectively, which are 5 in, 20 in, 30 in, 60 in, 70 in, from the left-hand end of the beam,
which in this example is the e.g. reference datum. It should be noted however, that
although any plane normal (i.e. perpendicular) to the beam's horizontal axis could
have been selected as the refere nee datum, the position chosen is one of convenience,
and therefore all moment arms in this example are positive ( +). As the beam is of a
constant cross-section, the e.g. of the loaded beam in Figure 3 can be found as follows
by:-
(a) calculating the moment of each load, i.e. multiplying the weight by arm(distance
from the reference datum),
(b) cakulating the total weight by adding together the weight of each load,
(c) adding together the moment of each load, and
(d) dividing the total moment by the total weight.
80in
- 70in -
- 60in - ...
- 30in
i+-- 20in -

--
I

5in
,.._.
-- --
'

'2,J 61b n,bl 41b 31b

I
40in L,. Sib (WEIGHT OF BEAM)
'
- 38.75in .. .

C.G. REFERENCE DATUM C.G.

Figure 3 CENTRE OF GRAVITY OF BEAM

44
 .BL/1-11
Item Weight (lb) Arm (in) Mo'-8ent (lb in)
Beam 8 40 320
1st load 2 5 1,0

2nd load 6 20 120

3rd load 30 30
4th load 4 60 240
5th load 3 70 210
TOTALS 24 930

930 lb in = 38 .75 in
24 lb
the e.g. of the loaded beam is 38 75 in from the reference datum.
NOTES: (I) The arm of the beam is taken as half its length.
(2) The units of weight, arm and moment used in this and subsequent paragraphs are the pound
(lb), inch (in) and pound inch (lb in) respectively. Other units, such as the kilogramme (kg) and
metre (rn) may be used where this is more convenient for the operator but, whichever units are
used, it is essential that the same units are used throughout the calculations.

3.3 Aircraft Weight and Centre of Gravity

3.3.1 The weight and e.g. of an aircraft is calculated in the same way as for the loaded
beam in Figure 3. The Basic Weight and e.g. of the aircraft corresponds to the weight
and e.g. of the beam, and the Variable and Disposable Loads correspond to the beam
loads. Furthermore before each flight the total weight and moment of these items must
be determined, and the e.g. of the aircraft calculated to ensure the aircraft remains
within the approved limits. If for example, the e.g. was too far forward, it would result
in a nose-heavy condition which could be potentially dangerous (particularly during
take-off and landing), cause a general reduction in the performance of the aeroplane,
and effect an increase in fuel consumption as a result of the drag caused by excessive
bah.11cing of the elevator trim. Where rotorcraft are concerned, a e.g. too far forward
could result in excessive strain on the main rotor shaft and a general lack of control.
The e.g. too far aft results in a tail-heavy condition which, with the tendency of the
aeroplane to stall, makes landing more difficult, may result in a reduction in
performance, and cause an increase in fuel consumption. In the case of rotorcraft it will
reduce the forward speed and also the range of effective control.
3.3.2 The operational limitations for the fore and aft positions of the e.g. are defined in
the aircraft Flight Manual or other document associated with the Certificate of
Airworthiness, such as the Owner's Manual. Where no such document exists, the
limitations are specified in the Certificate of Airworthiness.
3.3.3 Fortunately it is not necessary for an aircraft tc Je perfectly balanced to achieve
stable flight, i.e. to an exact e.g. position. The permissible variation is called the
Centre-of-Gravity Range. This is specified by the manufacturer for each aircraft type
and is determined by the need to comply with various airworthiness design
requirements.

45
 BL/1-11

\ 4 WEIGHING EQUIPMENT

4.1 General
4.1. l There are four main types of weighing equipment which may be used for weighing
aircraft, weighbridge scales, hydrostatic weighing, units, electrical and electronic
weighing equipment based on the strain gauge principle. Since considerable errors can
arise if small loads are checked with equipment designed for heavy loads, and scales
may be calibrated in increments too coarse for accurate calculation, the capacity of the
weighing equipment should be compatible with the load.
4.1.2 All weighing apparatus should be checked, adjusted and certified by a competent
authority at periods not exceeding one year and, in addition, the zero indication should
be checked for accuracy before any weighing is commenced.

4.2 Weighbridge Scales. This equipment consists of a separate weighing platform for
each wheel or bogey on the aircraft, the weight at each reaction point being recorded
directly on the balance arm. On some equipment a dial indicator is also provided. Large
aircraft are normally weighed in a hangar, using either portable weighbridge scales or
weigh bridges set permanently into the floor at appropriate positions with their platforms
level with the floor. The aircraft may then be rolled directly onto the platforms without
the need for special equipment.
NOTES: (I) Care should be taken when moving portable weighbridge scales to prevent them becoming out
of balance.
(2) It is advisable to set the approximat~_ load on each balance arm before relea:ing it. Failure to do
this could cause damage to the knife edge.

4.3 Hydrostatic Weighing Units

4.3. l The operation of these units is based on the hydraulic principle that the fluid
pressure in a cylinder in which a piston is working depends on the area of the piston and
the load applied to it. The units are interposed between the liftingjacks and the aircraft
jacking points, the weight at each position being recorded on a pressure indicator. The
indicator may record directly in units of weight or may be a multi-rotational type
where the readings are converted to weight by means of a conversion table peculiar to
each particular unit.
4.3.2 It is important that the lifting jacks are exactly vertical and the units correctly
positioned, otherwise side loads may be imposed on the weighing units and may affect
the accuracy of the readings.

4.4 Electrical Weighing Equipment. Equipment of this type incorporates three or more
weighing cells, each of which contains a metallic element of known electrical resistance.
Aircraft load is measured with the variation in resistance with elastic strain by means of a
galvanometer, the scale of which is calibrated in units of weight. As with the hydrostatic
weighing units, the weighing cells are interposed between the liftingjacks and the aircraft
jacking points and similarly care is necessary to ensure that no side loads are imposed
upon them (see paragraph 4.3.2).

4.5 Electronic Weighing Equipment

4.5.1 This type of weighing equipment combines elastic strain load cells as described in
paragraph 4.4 into weighbridge-type platforms which are placed either as a single unit
or combination of units beneath the wheels of the aircraft undercarriage.

46
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4.5.2 Each platform, is electrically connected to an instrumentation unit, which digitally
displays the selected platform load. The number of platforms required to weigh an
aircraft by this method is determined by the size of the aircraft. For example, a very
large transport aircraft may require as many as 18 or more platforms to accommodate
the wheel multiples of the undercarriage. The number of units that can be used is,
however, limited by the terminal facility of the instrumentation unit.
4.5.3 As there is generally a requirement for aircraft weighing equipment to be portable,
the platforms are normally constructed of high strength lightweight materials, with the
load cells interposed between the platform table, and the base unit. Where a platform is
unevenly loaded (because of structural movement or undercarriage positioning), a
greater load imposed on one side of the platform will be automatically compensated
for by the lesser load on the other side.
NOTE: The displayed load (or reaction) on the instrumentation unit for each platform, is a dedicated
computation of all load cell inputs from that particular platform.
4.5.4 The positioning of aircraft onto electronic weighbridge platforms may be
accomplished by one of the following methods:-
(a) by towing the aircraft directly onto platforms permanently set into the hangar
floor (sometimes in specific appropriate positions),
(b) by supporting the aircraft on jacks and, where facilities allow, lowering the
hangar floor, positioning the platforms below the extended undercarriage and
then raising the hangar floor until all the weight of the aircraft is supported by the
platforms, or
(c) by towing the aircraft up purpose-made ramps, ( approx 6%) onto the
platforms.
4.5.5 The function of the instrumentation unit is to:-
(a) compute and display the loads imposed upon on each platform,
(b) provide a facility for the fine calibration of the platforms to a zero datum,
(c) record and print out the indicated data.
NOTE: Some instrumentation units (subject to the necessary inputs) also have the capability to compute
both the total weight and the relative e.g. of the aircraft.

5 DETi::!=tMINATION OF THE BASIC WEIGHT AND CENTRE OF GRAVITY

5.1 General. Modern aircraft may be weighed using any of the equipment described in
paragraph 4. Arms from the e.g. datum are predetermined distances and therefore
physical measurement is seldom required. However, when weighing certain types of
aircraft on their wheels, it may be necessary to take measurements due to the possibility of
landing gear compression or deflection altering the length of the lever arm. Furthermore
before weighing is commenced, reference should be made to the manufacturer's
recommended weighing procedures.
NOTE: It is important for large fixed-wi::ig transport aircraft to be level in both the longitudinal and lateral
planes when being weighed. However, for light fixed-wing aeroplanes the emphasis is normally on the
longitudinal plane.

5.2 Preparation for Weighing

5.2.1 The aircraft should be in the condition described in the Weight and Centre-of-
Gravity Schedule, fluids such as engine oil, or fuel being partially or completely
drained in accordance with the manufacturer's requirements, and equip~ent
positioned at its normal operational location.

47
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5.2.2 It is important to carry out the weighing of aircraft inside a closed hangar, and
where possible, it is.recommended that the aircraft is positioned in the hangar several
hours before weighing so that it can assume an even teinperature and be free from
moisture. If weighingin the open is unavoidable, it should'lJ'e carrie,9 out on a firm level
site when wind forceis at a minimum with the aircraft completely d-ry (i.e. not aff:!cted
by frost or dew) and several readings should be taken at eachreaction point-to obtain a
reliable average figure. Also particular care should be exercised if plumbbobs aret<J be
used for taking .measurements.
5.2.3 In order to obtain consistent results from different weighings it is essential that an
aircraft is placed in the 'rigging' position (i.e. with the longitUQi11~faxi~:parallel to the
floor). Jigged positions are normally built into an aircraft structure for levelling
purposes and these may be used in conjunction with a spirit level or plumb bob and
scale. Instructions supplie<J by the relevant aircraft manufacturer onlevening proce-
dures aud the positioning-Of equipment should be carefullyfollowed and adhered to.
5.2.4 It should be noted, however, that some light aeroplanes with tail-wheel landing
gear, have a negative load on the tail when in the rigging.'p:osi~ion as a result of the e.g.
being forward of the main wheel centres. In such cases, and where i.fls riot possible to
use a jack at the nose 9f the aeroplane, a spring balance should be anchoreJ.i securely to
the ground and atta,ched to the tail wheel axle to determine the extent of die negative
reaction. Since thisis a minus load, it should be deducted from the totahveight, and
must be treated as a minus quantity when calculating the e.g. position.
NOTES: (1) The weight of the spring balance, and any rope used to secure it to the aircraft, must be
acf(!ed, tq the spring balance reading.
(2) Two positions weighings, i.e. datum horizontal an.d nose up or down, are sometimes used
when it is necessatyto determine the vertical e.g. position, but this is not normally carried
out by operatol's.
5.3 Weighing on Weighbriclge.~~a:l~s or Platforms
5.3.1 This is normally carriecF{)ut with the aircraft resting on its wheels, but is often
necessary to jack the air~rnft at either the nose or tail to level it longitudinally. In the
circumstances where thenonnal aircraft attitude is almost level, the manufacturer may
recommend that the tytesoroleo struts are partially deflated to obtain the corrected
position. The weight of any t!quipment used for levelling must be deducted from the
weight recorded at the particular scale. The example given in Figure 4 is a nosewheel
aircraft on which, because of landing gear deflection, it is required to measure the
distance between reaction points.
5.3.2 Electronic Platform Weighing Equipment. To achieve the degree of accuracy
possible with this type of equipment careful preparation is im:portant and this will
include:- _
(a) checking and adjusting the platforms to a horizontal level in the lm\gi!udinal and
lateral planes, :
(b) switching on the instrumentation unit prior to weighing to allow for temperau1re
stabilisation of electronic circuits as specified by the. relevant eqO.ipment
manufacturer,
(c) adjusting and setting each platform to zero datum point through the
instrumentation unit,
(d) correcting the aircraft's longitudinal level,
(e) ensuring the hangar is free from destabilising draughts e.g. hangar doors ajar,
warm/ cold air blowers, etc.
NOTE: After the aircraft has .been weighed and removed from the platforms, a platform zero datum check
at the instrumentation unit should be repeated.

48
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5.3.3 With the main wheels located centrally on the weighbridge pl~tforms and wheels
checked, the wheel brakes should be released and the nose raiseddfloWereq. until the
fuselage is longitudinally level. Plumb bobs should be suspended from the;centrelines
of the main wheel axles on the inner side of the wheels, and the two positions marked
on the floor (see Figure 5). The midway point between these two l'!larks represents the
rear reactio1JJloip.t. A plumb bob suspended from the centrelines of the nose-jacking
point will eg,ab.l; the distance between the front and rear reaction points to be
measured (seeFigures 4 and 5).
MAIN WHEEL REACTION
q_

NOSE WH.E{StFRJ;ACTION
( 2+b ]
q_ i' /C~:

. '

"
'

( 19~1b )

I
FigY:fe 4 LIGHT AIRCRAFT

REFERENCE DATUM
MAIN WHEEL REACTION

NOSE Wr1EEL REACTION

A

( f
cp
B
~-------------------------~---------------------
C

NOTE: The distance C between the front and rear reaction is a mean of the distances A and B, i.e. C = A; B

Figure 5 HEAVY AIRCRAFT

49
BL/1-11
-
5.3.4 The e.g. can then be found by the following formula:-
A xB
C
Where A = distance between front and rear reactions
B = weight at the nose or tail wheel
C = Basic Weight.
For example:-
MAIN WHEEL REACTION

Q. I

( 200: lb )
NOSE WHEEL REACTION

,
150in

$ I

A = 150 in
B = 220 lb
C - 4220 lb (i.e. 220 + 1995 + 2005)

Figure 6 CENTRE OF GRAVITY RELATIVE TO THE MAIN WHEELS

Thus: AxB 150 X 220

- --
c 4220 lb
33 000 lb in
=
4220 lb
= 7-82 in
:. the e.g. is 7,82 in forward of main wheel centreline.
5.4 Reference Datums
5.4.1 Whenever a e.g. distance is reference to the main wheel centreline it should always
be corrected to relate to the reference datum, and its asociated moment calculated.
The purposes of this correction are twofold. Firstly, in terms of measurement, it relates
the e.g. to the reference datum. Secondly, in terms of total moment (and Basic Weight),
it establishes the necessary mathematical datum point for subsequent calculations with
regard to the operation and maintenance of the aircraft.

50
 BL/1-11
5.4.2 Centre of gravity correction to the reference datum is achieved by:
(a) suspending a plumb- bob from the reference datum,
(b) measuring the distance, parallel to the aircraft's longitudinal centreline, from the
reference datum to the main wheel reaction point centreline and,
(c) either adding or subtracting this measurement to or from the distance of the e.g.
from the main wheel centreline.

Example 1:

REFERENCE DATUM MAIN WHEEL

STATION 0 <t_ ! CG

I
I

A = 626 in forward of the main wheel reaction

B = 50 in aft of the main wheel reaction

C = A+B

:. the c;g. is 676 in aft of the reference datum

Figure 7 CENTRE OF GRAVITY CORRECTION TO THE REFERENCE

DATUM

51
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Example 2:

REFERENCE DATUM CG MAIN WHEEL

STATION600
I

t ji
I

A = 2(?.Q in forward of the main wheel reaction

B = 1db~in forward of the main wheel reaction
C = A-B
:. the e.g. is 160 in.aft of the reference datum

Figure 8 CENTRE OF GRAVITY CORRECTION TO THE

REFERENCE DATUM

5.4.3 Total moment canthen be found by the following calculation:-

Arm of the e.g. from the reference datum x Basic Weight.
For example, if a hypothetical Basic Weight of 84 000 lb is attached to the aircraft
shown in Figure 7, t~jj:,Jalculation would be as follows:-
Arm of th~ e.g. from:'r~ference datum = 676 in
Basic Weight = 84 000 lb
= 84 000 X 676
Total Moment = 56 784 000 lb in

Accordingly the Weight and Centre-of-Gravity Schedule will state:-

Basic Weight 84 000 lb
Centre of Gravity : 676 in aft of the reference datum
Total Moment about the datum : . 567 840 lb in/ 100
NOTE: Once the e.g. and its related moment have been established any subsequent changes to the aircraft in
terms of loading, fuel uplift or modification etc. can be re-calculated from the original Basic Weight and
moment (see paragraph 6 for further details).

52
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5.4A The most commonly<used reference datum acfQpted by;;the majority of aircraft
manufacturers is, at, orJorward, of, the nose of:tlie aire'ra{t\~e.g. fuselage station zero);
therefore the following will
apply:-
(a) all items of equipment whether basic or additiop.:al, will be preceded by a "+"sign
(i.e. aft of the datum) thereby simplifyin1fweight and balance computations;
(b) the moment of any item can be easily calculated by its weight and distance
relative to its fuselage station;
(c) it also offers an accessiqle.point for the purposes of measurement and,
(d) will remain a common locatio1rfor future "series" aircraft, of the type.
5.5 Tail-wheel Aircraft
5.5.1 Illustrated in Figure 9 is a typicaltail-wheel aircraft positioned in a level attitude
on weighbridge type platforms, with a reference datum aft of the main wheel
centreline.
NOTE: When it is not possible to suspen,q.'a>Jl!i1:mb bob from the nose-jacking point, due, for example, to the
jack or the trestle being in the way, a measuring poiQct should be found by suspending the plumb bob at a
predetermined distance from the jacking point, thisdistance being used to determine the distance between
the reaction points.

CG REFE'RENC[; DATUM

MAIN WHEEL I I
~i-'
,jl

I
.. 1
250in

The weight at the right main wheel reaction 698 lb

The weight at the left main wheel reaction 702 lb
The weight at the tail wheel reaction ~
TOTAL WEIGHT 1480i'b

Figure 9 TAIL-WHEEL AIRCRAFT

53
BL/1-11
5.S.2 To locate the e.g. of this type of aircraft the formula described in paragraph 5.2.4
can be adopted, i.e. tail-wheel distance A is multiplied by the tail-wheel weight, the
result of which is divided by the basic weight as follows:-
Ax B
e.g.=
C
Where A = 250 in
B = 80 lb (weight at the tail wheel)
C = 1480 lb
250 X 80
=
1480

2000
=
1480
= 13.513 in
:. the e.g. is 13-513 in aft of the main wheel reaction, or alternatively 18-487 in forward
of the reference datum (i.e. 32 in minus 13.513 in).

Or alternatively (see paragraph 5.6),

Total Moment (TM)
e.g.=
Total Weight (TW)

Weight (lb) Arm (in) Moment (lb in)

Right main wheel 698 X (-) 32 = (-) 22 336
Left main wheel 702 X (-) 32 = (-) 22 464
SUBTOTAL 1400 (-) 44 800

Tail wheel 80 X (+) 218 = (+) 17 440

= (-) 44 800
(+) 17 440
TOTAL 1480 (-) 27 360
TM 27 360
e.g.= TW - 1480

= (-) 18-487 in
:. the e.g. is 18487 in forward of the reference dat~m.

5.6 . An Alternative Method of Weight ~d Balance Calculation

5.6.1 There are various alternative methods to calculate the e.g. and moment of aircraft
to that prescribed in the preceding paragraphs, once the basic weights and
measurements have been established.

54
 BL/1-11
5.6.2 In the following example, the aircraft graphically described in Figure 10, is
identical to that shown in Figure 6 except for the added reference datum. The method
of calculation is the same as that used in paragraph 5. 7, except that the subject aircraft
has, as appropriate to this section, been weighed on platforms as opposed to aircraft
jacks.

MAIN WHEEL REACTION

REFERENCE DATUM q_
(____J
NOSE WHEEL REACTION

SO in

100 in

( )
I
Figure JO CENTRE OF GRAVITY RELATIVE TO THE REFERENCE DATUM
Total Moment (TM)
e.g.=
Total Weight (TW)
Weight (lb) Arm (in) Moment (lb in)
Left main wheel 1995 X (+) 100 = (+) 199 500
Right main wheel 2005 X (+) 100 = (+) 200 500

SUBTOTAL 4000 (+) 400 000

Nose wheel 220 X (-) 50 = (-) 11 000

TOTALS 4220 (+)389 000

TM 389 000 lb in
-
TW 4220 lb
= (+) 92-180 in aft of the reference datum.
Accordingly, the Weight and Centre-of-Gravity Schedule will state:-
Basic Weight 4220 lb
Centre of Gravity 92-180 in aft of the reference datum
Total Moment about the datum : 3890 lb in/ 100.

55
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5.7 Weighing on Aircraft-Jacks
5.7.1 It is importannvhen weighing aircraft on jacks to strictly observe the procedures
specified by the rel.evant aircraft manufacturer. Reference sp.ould also be made to
CAIP Leaflet GOL/1-1- Aircraft Handling. Suitable adapters should be fitted to
the aeroplane jacking points and the weighing units of adequate capacity fitted to
jacks. The jacks should then be positioned under each jacking point, and the zero
indication of the weighing units verified. The attitude of the aeroplane should then be
checked by means oflevels or plumb bobs as appropriate. The aeroplane wheel brakes
should then be released and the jack situated at the lowest jacking point raised until the
aeroplane is 'level. The remaining jacks may then be raised to contact their respective
jacking points. All jacks should then be raised slowly together (maintaining a level
attitude)_until the aircraft wheels are clear of the ground. When final adjustments have
been ma~e toJevel the aircraft, readings should be taken from each weighing unit, after
which the aifcraft may then slowly be lowered to the ground. To ensure that
representative readings are obtained when using hydrostatic units or load cells, it is
essential that a second weighing is carried out.
NOTE: When electrical weighing cells are being used it is often recommended that they should be switched
on 30 minutes beforei commencing weighing operations, in order that the circuits have time to stabilise.
5.7.2 The weight and e.g. of the aeroplane can then be calculated as in the example give1:1:
below, for an aircraft whose e.g. reference datum is quoted as fuselage station.z~ro and ,
on which the jacking points are situated at 50 and 180 in aft of the datum.
Total Moment (TM)
e.g.=
Total Weight (TW)
Weight (lb) Arm (in) Moment (lb in)
(a) Left jack reactioh 199f X (+) 50 = (+) 99 750
(b) Right jack reaction 2005 X (+) 50 = (+) 100 250
(c) Tailjackreaction 900 X (+) 180 = (+) 162 000

TOTAL 4900 (+) 362 000

Total Moment (TM) 362 000 lb

e.g.= =
Total Weight (TW) 4900 lb
= 73-88 in
Accordingly, the Weight and Centre-of-Gravity Schedule will state:-
Basic Weight 4900 lb
Centre of Gravity 73-88 in aft of the reference datum
Total Moment about the datum 3620 lb in/ 100.
5.8 Weighing Rotorcraft
5.8.1 Rotorcraft are normally weighed in a similar way to fixed-wing aircraft, four
jacking points being located in the fuselage near the wheels. The e.g. datum is,
however, normally located on the vertical line through the centroid of the main rotor
and is marked on the side of the fuselage. Moments may therefore be either positive or
negative and the permissible .e.g. range extends either side of the datum.
56
 BL/1-11
5.8.2 The hydrostatic weighing of rotorcraft by the single point method can be used
when permitted by the manufacturer. The process consists of suspending the craft from
a single hydrostatic weighing unit at the rotor head. The e.g. is determined by
measuring defined angles, and then entering the results into tables supplied by the
manu:facturer.
5.8.3 To ensure that the rotor blades are symmetrically located about the rotor axis it is
usually necessary to fit locks to the rotor head. The weight of these locks must be taken
into account when calculating the e.g. position.
5.8.4 On some rotorcraft it may also be necessary to determine the vertical and
transverse positions of the e.g., and the manufacturer's instructions regarding the
method of calculation should be followed.
5.9 Standard Mean Chord. Since the e.g. is an aerodynamic consideration, its position is
sometimes additionally specified as a percentage of the Standard Mean Chord (SMC) of
the wing, measured aft from the leading edge (see NOTE to paragraph 2.8.3). The
percentage SMC may be calculated as follows:

A-B
X 100
C
Where A = distance of the e.g. from the reference datum
B = distance of the SMC leading edge from the reference datum
C = the length of the SMC.

For. example:

B = 180 in C = 120in

SMC----

A= 200 in

A-B 200 - 180

- - x 100 = X 100
C 120
20
= - - x 100
120
= 16-6%

Figure 11 STANDARD MEAN CHORD

57
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6 CHANGE IN BASIC WEIGHT

6.1 General. When an item of Basic Equipment is added, removed or repositioned in an

aircraft, calculations must be made to determine the effect on both Basic Weight and e.g.
This information should then be used to prepare a revised Weight and Centre-of-Gravity
Schedule (Pc;trt A) (see paragraph 2.9).

6.2 Modifications. Where the total weight and moment for additional equipment is not
quoted in the appropriate Modification Leaflet, the equipment, and any parts used for
att~chment pujrpos_e~, such as brack~t~, nuts, bolts.' rivets, sealant, etc., must ~e accurat~ly
weighed. The I pos1t10n of the add1t1onal material must then be determmed, and its
moment calculated relative to the e.g. datum.

6.3 In order to find the new Basic Weight and moment of the aircraft, the weight and
moment of the equipment added or removed must be considered in relation to the original
Basic Weight as follows:-
(a) When equipment has been added the weight must be added to the original Basic
Weight; if the arm of the new equipment is positive (i.e. aft of the e.g. reference
datum) then the moment must be added to the original moment, whereas if the arm
is negative (i.e. forward of the e.g. reference datum) then the moment must be
subtracted from the original moment.
(b) When equipment has been removed the weight must be deducted from the original
weight; if the arm 9ftheequipment was positive then the moment must be deducted
from the original moment whereas if the arm was negative then the moment must be
added to the original moment.
(c) The new e.g. position is calculated by dividing the new total moment by the new
basic weight.
NOTE: It may be found convenient to use mathematical signs to confirm the final action in the above
calculations. ~For example, if equipment is added "+" and its arm is positive (+), since
+ x + = +, then its moment must be added to the original moment, but if equipment is removed "-" and its arm
was positive (+), since - x + = -, then its moment must be subtracted from the original moment.

6.4 Examples of Alterations to Basic Weight

6.4. l The following examples are for an aeroplane whose:
(a) Basic Weight is 15 700 lb,
(b) e.g. reference datum is at fuselage station I05, i.e. 105 in aft of fuselage station zero,
(c) e.g. is at station 130 i.e.+ 25 in aft of the reference datum.
6.4;2 Example 1. A radar system is installed in the aeroplane which comprises:-
(a) a radar set which weighs 32 lb andis located aft of the reference datum at fuselage
station 125, with
(b) a controller which weighs 2 lb and is located at fuselage station 65, forward of the
reference datum, plus
(c) a scanner which weighs 2~ lb and is located at fuselage station 12, forward of the
reference datum.

58
 BL/1-11
Weight (lb) Arm (in) Moment (lb in)
Original aircraft 15 700 (+) 25 (+) 392 500
Added items (a) + 32 (+) 20 (+) 640
(b) +2 (-) 40 (-) 80
(c) + 25 (-) 93 (-) 2 3i5
Revised Basic Weight and moment + 15 759 (+) 390 735
With the revised Basic Weight and moment the e.g. can be calculated as follows:
TM
e.g.= -
TW
390 735
=
15 759
= 24,79 in.

Accordingly, the revised Weight and Centre-of-Gravity Schedule will state:-

Basic Weight 15 759 lb
Centre of Gravity 24, 79 in aft of the reference datum
Total Moment about the datum : 3096 lb in/ 100.
6.4.3 Example 2. The aeroplane's heating and air_ conditioning unit is removed from
fuselage station 65 to fuselage station 180.
Weight (lb) Arm (in) Moment (lb in)
Original aircraft 15 700 (+) 25 (+) 392 500
Item removed -120 (-) 40 (+) 4800
Item replaced + 120 (+) 75 (+) 9000
Revised Basic Weight and moment +15 700 (+) 406 300

With the Basic Weight unchanged and a revised moment the calculations are as
follows:
TM
e.g.=
TW
406 300
=
15 700
= 25,87 in.
Accordingly the revised Weight and Centre-of-Gravity Schedule will state:-
Basic Weight 15 700 lb
Centre of Gravity . 25,87 in aft of the reference datum
Total Moment about the datum : 4063 lb in/ 100.

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7 LOADING OF AIRCRAFT

7.1 General. In accordance with the Air Navigation Order, the Commander of an aircraft
registered in the United Kingdom must satisfy himself, before the aircraft takes off, that
the load carried is of such weight, and so distributed and secured, that it may safely be
carried on the intended flight. To ensure this, the Variable and Disposable Loads must be
added to the Basic Weight and e.g. of the aircraft and the total weight and e.g. determined.
If the aircraft exceeds 5700 kg MTW A or has a seating capacity of 12 or more persons, the
loading is based on assumed weights for persons and baggage, otherwise the actual
weights must be used. For further information see Air Navigation Order (General)
Regulations ..
7.2 Small Aircraft
7.2. l On small aircraft the calculations are fairly simple since the only item which alters
appreciably during flight is the fuel quantity. Calculations should include all the
variable and disposable items, at both maximum and minimum fuel states, to ensure
that the e.g. will remain within the limits as fuel is used up.
NOTE: To minimise the calculations involved, some aircraft Operating Manuals include a graph of the e.g.
limitations in the form of a weight/ moment envelope.
7.2.2 On some aircraft the loadings which will give the maximum forward and aft e.g.
positions are included in the weight and balance data. For example, on most four seat
aircraft the maximum forward e.g. position is reached with the pilot only, no baggage
and minimum fuel, and the.maximum aft e.g. is normally obtained with pilot and two
rear seat passengers, maximum baggage and maximum fuel. Provided these loadings
are within limits it will not normally be necessary to calculate weights and moments
before each flight. However, in the fully laden condition the maximum weight or aft
c.g~ limits may be exceeded, therefore, it may be necessary to offload passengers,
baggage or fuel, depending upon requir-ements of a particular flight.
7.3 Large Passenger and Caugo Aircraft
7.3. l With large aircraft the moment of items such as fuel, passengers and cargo are
considerable and the procedures for determining a particular loading become
complicated. In addition to the longitudinal'c.g. calculation itis also usually necessary
to ensure that distributi<;m of fuel and cargo is satisfactory in a transverse (lateral)
direction~ Most airlines employ a specialist section dealing with loading calculatio.ns,
whose responsibility it is to produce a load sheet for each flight.
7.3.2 The main item of variable moment during flight is the fuel, and although correct
management of the fuel system will minimise e.g. movement, some variations will
remain due to the impracticability of locating all fuel near the e.g. on modern swept-
wing aircraft. The critical points in the e.g. envelope ar~ caused by fuel usage and
variations in specific gravity, these variations are calculated and applied to the
envelope to curtail its boundaries.
7.3.3 The e.g. limitations are further curtailed by fixed allowances for other variable
items such as the following:
(a) Seating allowance, which is calculated to provide for out-of-balance seating
loads resulting from empty seats or passenger weight variation.
(b) Flight allowance, which is provided to allow for the normal movement of crew
and passengers during flight.
(c) Moment changes due to operation of the landing gear or flaps.

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 BL/1-11
7.3.4 Weights and moments of passengers and cargo are then calculated, the cargo being
arranged within the fuselage or holds in such a way that the total weight and moment of
the loaded aircraft fall within the curtailed limitations. The heavier pieces of cargo or
pallets are normally located close to the e.g. to restrict their effect, due attention being
paid to floor loading limitations, strength, and number of lashing points, etc.
7.3.5 On some aircraft it is also necessary to predetermine the order of loading fuel,
cargo and passengers, in order to ensure that the structural limits are not exceeded, by
excessive out-of-balance forces tending to tip the aircraft on its tail.
7.3.6 A Load Sheet, similar to the one shown, is prepared for each flight, the weights
and moments with zero fuel and maximum fuel being entered in the e.g. envelope to
ensure satisfactory balance and performance throughout all phases of flight, i.e.
take-off, climb, cruise and landing.
TYPICAL LOAD SHEET
Weight (lb) Arm (in) Moment CG
(lb in/ 1000) (% SMC*)
Basic Weight 100 000 210 21 000-00 292
Variable Load
Pilot 165 100 16-50
Navigator 165 100 16-50
Engineer 165 120 19-50
Steward 165 300 49-50
Crew baggage 100 110 1100
Passenger seats, 50 1st class 450 170 76-50
100 tourist 600 280 168-00
Drinking water 250 130 32-50
Liferaft 300 410 123-00
Emergency transmitter .. 30 120 3-60
Service equipment (food etc.) 200 400 8000
Operating Weight 102 590 211 21 596-60 300
Disposable Load
Passengers, 1st class (35) 5 775 160 924-00
Tourist (83) 13 695 270 3 697-65
Cargo No 1 hold 500 100 5000
No 2 hold 450 200 9000
No 3 hold 500 280 14000
No 4 hold 400 350 14000
Zero Fuel Weight 123 910 215 26 638-55 33.3
Fuel Nos 2 and 4 tanks .. 10 000 150 1 50000
Nos 1 and 3 tanks .. 10000 200 2 00000
Reserve tanks .. 5000 240 1 20000
Take-off Weight 148 910 210 31 338-55 29~2

*SMC is explained in paragraph 5.9. In this example% SMC is derived from the formula (e.g. arm-t 75) x IOO
(i.e. length of the SMC is 120 in and its leading edge is 175 in aft of fuselage station zero). 120

61
BL/1-11

APPENDIX

TYPICAL WEIGHT AND CENTRE-OF-GRAVITY SCHEDULE FOR

AIRCRAFT MTWA EXCEED1NG2730 kg

Reference NAL/286
Produced by Loose Aviation Ltd
Aircraft Designation Flynow 2E
Nationality and Registration Marks G-BZZZ
Constructor FLY Co Ltd
Constructor's Serial 44
Maximum Total Weight
Authorised (MTW A) 7300 lb
Centre-of-Gravity Limits Refer to Flight Manual
Reference Number 90 / 946

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 BL/1-11
PART 'A' BASIC WEIGHT

The Basic Weight of the aircraft (as caJculated from Weight

and Balance Report/Weighing Record NAL/W /95* dated
31 August 1977) is 55161b.

The e.g. of the aircraft (in the same condition at this weight
and with the landing gear extended) is 127 in aft of datum

The total moment about the datum in this condition is 7015 lb in/100.
NOTE: The datum is at fuselage station Osituated 114 in forward of the wing leading edge. This is the datum defined in
the Flight Manual. All lever arms are distances in inches aft of datum.

The Basic Weight includes the weight of 5 gallons of unusable fuel and I gallon of unusable oil
and the weight of the following items which comprise the list of Basic Equipment:-

Item Weight (lb) Lever Arm (in)

2 Marzell propellers type BL-H3Z30 127 each 76

2 engine driven 100 ampere alternators 27 each Il7

1 13 Ah Ni-Cd battery CB-_7 etc. 31 etc 153 etc

PART 'B' VARIABLE LOAD

The weight and lever arms of the Variable Load are shown below. The Variable Load depend~
upon the equipment carried for the particular role.

Item Weight (lb) Lever Arm (in) Moment (lb in/100)

Pilot (one) 108

De-icing fluid 1V2 gal 12 140 17

Life-jackets (seven) 14 135 19

Row 1 passenger seats (two) 60 173 104

Row 2 passenger seats (two) 60 215 129

Row 3 passenger seats (two) 60 248 149

Table 8 256 20

One stretcher and attachments

(in place of seat rows 2 and 3) 45 223 100

Medical stores 15 250 37

*Delete as appropriate

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PART 'C' LOADING INFORMATION (DISPOSABLE LOAD)

The total moment change when the landing gear is retracted in lb in/ 100 1s: -18. The
appropriate lever arms are:-

Item Weight (lb) Lever Arm (in) Capacity (imp gal)

Fuel in tanks 1 and 2 1368* 145 190

Engine oil 50* 70 5.5

Forward baggage 21

Rear baggage 261

Passengers in Row 1 seats 171

Passengers in Row 2 seats 213

Passengers i_n Row 3 seats 246

Patient in stretcher 223

*Densities - Petrol 7.2 ib/imp gal; kerosene: 81 lb/imp gal; Oil: 9.0 lb/imp gal.

. NOTE: To obtain the total loaded weight of the aircraft, add to the Basic Weight and the weights of the Variable and
Disposable Load items to be carried for the particular role.

This Schedule was prepared (date) and supersedes all previous issues.

Signed ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspector/ Engineer

on behalf of ........................................................................................

Approval reference ........................................................................ ~ ..... .

NOTE: (Not part of the Example Schedule). In Part 'B'Variable Load of this Schedule, the actual weight of the pilot is
required in accordance with the Air Navigation (General) Regulations for aircraft the (MTW A) of which does not exceed
5700 kg or with less than 12 persons seating capacity. Hence the pilot's weight and moment are omitted in the example.

64
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

BL/1-12
Issue 2
December, 1983
BASIC

AIRWORTHINESS PROCEDURES

CLEAN ROOMS

1 INTRODUCTION The higher reliability requirements specified for aircraft system

components and, in particular, those associated with complex electronic (see Leaflet
MMC/1-4), instrumentation and mechanical systems, necessitated the development of
techniques for controlling contamination which in various forms is a common cause
of component failure. It also became necessary to apply these techniques to selected
areas of manufacturing and aircraft operating organisations in which the various
processes of manufacture, overhaul and testing can be carried out under controlled
environmental conditions. Such selected areas are referred to as Clean RoQms, the
design and construction of which form part of an independent and highly specialised
field of work to British Standard BS 5295 Parts 1, 2 and 3.

1.1 The information given in this Leaflet is intended purely as a guide to the subject
of Clean Rooms. The following general aspects are covered:
Paragraph
Sources of Contamination 2
Control of Contamination 3
Size of Contaminants 4
Classification of Air Cleanliness 5
Classification of Clean Rooms 6
Environment and Comfort Control 7
Air Handling Systems 8
Layout of Clean Rooms 9
Construction of Clean Rooms IO
Clean Room Furnishings 11
Clean Room Garments 12
Clean Work Stations 13
Clean Room Operation 14
Maintenance of Clean Rooms 15

2 SOURCES OF CONTAMINATION Any substance that causes failure or malfunction-

ing of a component is a contaminant, the particles of which may take a variety of forms
and stem from many sources.

2.1 Air. The air which continually surrounds the components may be considered as
a contamination storehouse containing dirt and dust particles, organic and inorganic
vapours.

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BL/1-12
2.2 Manufacture. Contaminants are produced during all manufacturing processes,
and particles, such as swarf resulting from a machining operation, or particles forced
into the surface of a component during a pressing or heating process, can be of such
a nature that their effect can be immediate or delayed. Depending on the composition
of the particle and component materials, the alloys or compounds formed by
interaction can result in serious loss of a component's structural strength over a
period governed by the rate of diffusion.
2.3 As.sembly. During the assembly process the possibility of introducing
contaminants is probably greatest because of exposure to the highest levels of
contaminant sources. In the soldering process for example, the vaporisation of flux
causes particles to escape into the surrounding air which, on cooling, condense as
droplets on a nearby cold surface of the component. Depending on the location of
the particles and the forces applied to them, they can act as a contaminant with an
immediate or delayed effect.
2.3.1 The use ofjointing adhesives can also produce contamination similar to that
of a soldering process. In addition, vapours can be given off which can migrate to
other portions of an assembly and act as a delayed-action contaminant.
2.3.2 Assembly of components using threaded joint~ can produce fibre-shaped
fragments or flakes as a result of an effect similar to wire drawing. For extremely
close fit or for balancing purposes, it may be necessary to fit individual parts of
a component together by grinding, lapping or honing operations. In any such
operation, contaminant particles can be dispersed in the atmosphere, suspended
in fluids, adhere to the surfaces of component parts, or become embedded into the
surfaces.
2.3.3 Assembly of components in jigs, or while being handled or supported by
tools, may result in deformation of surfaces and production of contaminant
particles. For example, if during tightening of a bolt, slippage of the spanner jaws
occurs, particles are produced from the bolt head. Particles are also produced from
the heads of bolts or screws and component surfaces during final tightening.
2.4 Storage and Transit. During the storage period of assembled components and
of associated independent parts, contamination can occur in several ways
notwithstanding the use of protective. coverings or containers. Particles from the air
may be deposited as a result of gravitational settling and also as a result of
electrostatic effects. Improperly cleaned containers or covers may transfer particles
to components, in particular where padded containers and plastics containers are
used. In the first case, the contours of the container may trap particles which are not
released until the component causes deformation of the padding. In the second case,
plastics containers may pick up particles from the air due to electrostatic charging,
and hold them until transferred to the l?acked component.
2.4.1 Containers which are not hermetically sealed are subject to a 'breathing' cycle
as the temperature of the container varies. During the intake portion of the cycle,
particles in the air surrounding the container may be drawn into a position where
they can contaminate the component.
2.4.2 The movement of packed containers during transit is also a source of
contamination since it may dislodge contaminant particles not previously cleaned
off, or create new particles by abrasion.
2. 5 Component Cleaning Processes. A cleaning process is actually a process of
transforming contamination from a high level of concentrati<;>n to a lower one;
therefore, tolerance levels must be considered relative to the component's function
and required operational accuracy.

66
 BL/1-12
2.5.1 The transfer of contaminant particles is dependent on the methods used in
the cleaning process, i.e. whether wiping or polishing with an absorbent or
collecting material (dry cleaning transfer) or cleaning by means of a liquid (wet
cleaning transfer). Problems exist in each of these processes.
2.5.2 The ways in which dry cleaning can contaminate include the following:
(a) Removal of fibrous particles from the cleaning material.
(b) The material, after use, may have a particle concentration sufficiently high so
that as much contamination is left on the component as is removed.
(c) Wiping or polishing action can cause particle adhesion as a result of
electrostatic charges.
(d) Particles can be moved about on a component surface without necessarily
being lifted from the surfaces.
2.5.3 In the wet cleaning process, the contapiinated surfaces are exposed to clean
fluid which will wet the particles and the surfaces. The fluid or the component is
then agitated so as to pull particles from the surfaces. After a specified period the
component is withdrawn and the surfaces are dried. The ways in which wet
cleaning can contaminate include the following:
(a) It is often difficult to obtain clean fluid and to keep it clean when handling it.
(b) Agitation of.the fluid is normally done by ultrasonic means, but there is a
possibility of re-contamination if the amplitude of agitation is not large
enough to remove particles an appreciable distance from the surface of the
component.
(c) Often a wet surface may have particles in the liquid layer that can easily be
moved laterally over the surface but are removed from the liquid layer only
with great difficulty.
(d) Until the component is dried, any airborne particles will collect on the wet
surface and remain.

2.6 Personnel Activity. The activity of personnel is probably the greatest single cause
of contamination which arises from several sources. The act of walking, or other
movements required at a work bench, produces transient air currents which re-
distribute airborne particles and the brushing off of particles from many surfaces.
Another contaminant source is the shedding of skin and q,arr particles. The outer
layers of skin flake off almost continuously, the flake rate and size depending on the
amount of abrasion to which the skin is exposed and its condition.
2.6.1. Exhaled air is another source or contamination since it contains moisture-
retaining solid particles and is usually acidic in nature. Perspiration from the skin
is a similar hazard.

3 CONTROL OF CONTAMINATION Control of contamination is effected in two

ways: by establishing a clean room, which will provide a clean atmosphere and working
conditions, and by rigid routines adopted by personnel to prevent process, transfer and
associated sources of contamination while working within the area of the clean room.
3.1 The construction of a clean room and its air handling system (see paragraph 8)
must be designed to control airborne particles over a range of sizes and suited to the
nature of the work performed in the room. Control is accomplished by filtration of
the air entering the room, changing the air to remove generated particles, designing
walls, floors and furnishings to be resistant to particle generation and retention,
protecting components from impact and settling of particles and providing
additional areas for cleaning of parts and personnel.
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BL/1-12
4 SIZE OF CONTAMINANTS The degree to which contaminants are effectively
controlled is determined by measurements of the size of particles and the number in
a given volume. The conventional unit of measurement is the micrometre (m). In
general, the filtration systems of clean areas are designed to control particles of O 5 m
and larger in size.
5 CLASSIFICATION OF AIR CLEANLINESS In addition to all principles of air-
conditioni~g, certain specialised cleanliness requirements 11re defined by standards
whiGh establish classes of contamination level to be achieved in the design of a clean
room for a specific task. Classifications relate to- the number of contaminant particles
05 m and larger in size, present in one cubic metre of air. Four classes of
contamination level are generally adopted and these are shown in descending order of
cleanliness in Table 1. Special classifications may be used for particle count levels
where special conditions dictate their use. A summary of the cleanliness requirements
for some typical products is given in Table 2.

TABLE 1
Controlled Recommended Air Recommended Max. Permitted Number of Particles per mi Final
Environment Aow Configurations Periodicitfi for (equal to, or greater than, stated size)
(Oean room, Air..,.Samp ing and Filter
work .station Particle Counting Efficiency
or clean box) I m lOm 25m
05 m 5m %

Class I Unidirectional Daily or continuous 3,000* Not Nil Nil Nil 99.995
by automatic applicable
equipment

Class 2 Unidirectional Weekly 300,000 Not 2,000 30 Nil 99.95

applicable

Class 3 Unidirectional or Monthly 1,000,000 20,000 4,000 300 9500

conventional

aass4 Conventional 3-monthly 200,000 40,000 4,000 7000

Controlled
Area
Normal
ventilation
- - - - - - -
Contained Unidirectional To suit required class 99.997
Work and application
Station

Portable As selected To suit required class To suit required class To suit

Clean and application o:quired
Boxes class

* Subject to maximum particle size of 5 m

6 CLASSIFICATION OF CLEAN ROOMS The cleanliness achieved by a clean room is

dependent on the air-handling system's capacity to purge the room of contaminant
particles. This includes not only effectiveness of the filters and the number of air
changes per hour but also the distribution of the air within the room. There are two
main methods of distributing air into clean rooms namely, conventional clean rooms
and unidirectional-flow clean rooms, and these also serve as the basis of clean room
classification.
6.1 Conventional Clean Rooms. Conventional clean rooms are based on recognised
air-conditioning techniques. The conditioned air is highly filtered and distributed
through ceiling-mounted diffuser outlets, and then exhausted from return airducts
located near the floor around the periphery of the room (see Figure 1). In addition
to direct emission from the diffuser outlets, spreading of conditioned air throughout
the room is obtained by secondary mixing of the air caused by thermal effects of
warm and cool air currents. This is an advantage from the point of view of
maintaining conformity of room temperature conditions, but the turbulence created
giyes rise to the problem of contaminant particles being re-introduced to the
airstream.
68
 BL/1 .. 12
TABLE 2

Class Particles/m 3 Product

Air bearings
Miniature ball bearings
Miniature contacts
Floated gyros
2 05 m to 10 m
. Hydraulic and pneumatic systems
Optics
Semi-conductor networks
Miniature timing devices
Hydraulic and pneumatic systems
Precision timing devices
3 I mto 25 m
Stable platforms
Gyros
Ball bearil)gs
Electronic components
Engine pumps
Aerospace instruments
4 5 m to 25 m
Printed circuits
Valves
Hydraulic and pneumatic systems
Precision measuring equipment
NOTE: Class l is outside the scope of this Leaflet and would not normally be used.

FIL TEAED DIFFUSERS RETURN DUCT

------~-?--

OUTLET
\ \\ OUTLET

EXHAUST GRILL EXHAUST GRILL

Figu,re 1 CONVENTIONAL FLOW SYSTEM

69
BL/1-12
6.2 Unidirectional-flow Clean Rooms. These rooms have been developed from the
conventional type of clean room and are designed to overcome three primary
deficiencies associated with it; lack of self clean-up capabilities to effect
contamination brought in by personnel and equipment, non-uniformity of airflow
patterns and the requirement for rigid control of personnel. The major differences
between the layout and operation of the two types of clean room result from the
method of air distribution adopted. In a unidirectional-flow room air is introduced
through a large filtered diffuser area, moves through the room and is exhausted
through an outlet opposite to the diffuser and of equally large area. Such an
arrangement ensures that the air moves in a straight or unidirectional-flow. The
outlet is connected to, return air ducts thus permitting re-cycling of the air. Two
alternative airflow systems exist and are illustrated diagrammatically in Figure 2. In
the vertical unidirectional-flow (down-flow room) system, the diffuser forms the
complete ceiling of the room and the floor is grated to provide the outlet to return
ducts. The diffuser of a horizontal flow (cross-flow room) system forms one of the
1

end walls of the room. After passin~ through the room and then through an exhaust
grill, the air is deflected upwards in.to the return ducts.

6.2.1 In some designs the use of separate return ducting may be eliminated by
adopting the twin cross-flow tecf.nique of air distribution as shown in Figure 3.
The total clean room area requi ed is divided in half by a wall, with flow in one
direction on one side of the wal, and flow in the opposite direction on the other
side. The end walls are made up of filtered diffusers and exhaust grills, and are
disposed so that the clean room itself acts as a return duct

7 ENVIRONMENT AND COMFORT CONTROL The temperature, humidity and

pressure characteristics of the air passing through the air handling system (see paragraph
8) should be controlled to establish an environment suitable for work processes to be
carried out in a clean. room and for the comfort of clean room personnel.

7.1 Temperature and Humidity. Theselection of temperature and humidity ranges

to be controlled are dependent on the design of the component or system and the
effects on their functional accuracy under varying environmental conditions.
Normally .a suitable temperature for working conditions is 20 2C. Humidity
should be controlled and maintained at a relative humidity of35 to 50% for all classes
of clean rooms, contained work stations and clean boxes.

7.2 Pressure. Clean rooms are always slightly pressurised in order to maintain the
required outward flow of air under closed working conditions and to prevent the
entry of contaminant airborne particles when entryways or doors are opened.

7.2.1 Unidirectional-flow rooms should normally have an air velocity of 045

O l m/s for horizontal flow rooms and O 30 005 mts for vertical flow rooms.
Air pressure for conventional flow rooms should be such that the number of air
changes, including re-circulated air, should not normally be less than 20 per hour
.except .for Class 4 rooms where not less than 10 changes per hour may be
acceptable.
70
 BL/1-12

FAN CEILING OF TERMINAL FILTERS

r 1 EXHAUST
GRILL

RETURN~
DUCT

FLOOR (GRATED)
~
RETURN DUCT

VERTICAL FLOW

RETURN DUCT

I
EXHAUST GRILL WALL OF TERMINAL FILTERS
HORIZONTAL FLOW

Figure 2 UNIDIRECTIONAL-FLOW SYSTEMS

71
-BL/1-12

EXHAUST GRILL FILTER

~ ~


DIVIDING WALL
~
~
~






5
~
~

FILTER EXHAUST GRILL

Figure 3 TWIN UNIDIRECTIONAL CROSS-FLOW SYSTEM

7.2.2 Arrangements should also be made to ensure that excessive turbulence is not
produced, and every precaution should be taken to obviate the possibility of
contaminated air being carried back to the work stations. Contained work stations
and portable work boxes should normally conform to the requirements of the type
of air flow selected. Air pressure and graduations between successive pressure
areas should not normally be less than 15 Pa ( l 5 mm water gauge).
NOTE: 25 Pa (25 mm water gauge) is normally regarded as adequate but, when selecting the actual
pressure, care should be taken to ensure that in-leakage is prevented;

8 AIR HANDLING SYSTEMS The primary function of an air handling system for any
type ofclean room is to control the level of airborne contaminant particles by constantly
filtering and re-circulating the air. The arrangement of a system depends on whether it
is to be a conventional clean room, unidirectional vertical or horizontal flow clean
room. In the basic form, however, it consists of a fan, ducting for inlet and exhaust air
and an air filtration system. In some instances, the use of ducting may be minimised
by adopting a false ceiling arrangement and by blowing air through the plenum chamber
formed between two ceilings, and also by adopting a twin cross-flow system (see
paragraph 6.2. l ). The air is conditioned to the required temperature and humidity
values (see paragraph 7. l) by adopting recognised air-conditioning principles and by the
integration of an appropriate air-conditioning plant.
72
 BL/1-12
8.1 Fans. Fans are usually of the electrically-operated type designed to deliver a
constant airflow rate through the clean room as the filter pressure drop increases.
They should be mqunted external to the ducting, where possible, to avoid heat
loading of the air and introduction of further contamination. Care should also be
taken to avoid contamination of the atmosphere by gaseous effluents.
8.2 Ducting. Ducting is constructed from materials which are non-flaking and
corrosion-resistant, stainless-steel and aluminium being commonly used, or should
normally be treated to prevent the introduction of contaminants from the duct.
8.3 Filtration System. Filtration ofairborne contaminant particles is selected onJhe.
basis of cleanliness level required and, generally, a system is niade up of two princ'it5'al
stages: pre-filter stage and final filter stage. Pre-filtering is carried out at the inlet to
the air handling system and at one or more points upstream of the clean room, and
final filtering directly at the inlet to the clean roo.,rn. The filters are specifically
designed for clean room systems and are graded at each stage, thus providing control
of diminishing size particles. Filtering action d~pends on the particles contacting and
adhering to the fibres or collecting surface of the filter medium which is ma~ie from
such materials as glass-fibre and asbestos. The filters utilised for final filtering are
variously known as super-inception, absolute ;or high.:efficiency particulate air
(HEPA) filters, and may be used as individual units or assembled to form a filter bank
or module. In the latter case, each unit is connected to a cortrmon-p1enum chamber
incorporating its own fan. The number of individual units in a bank is governed by
design requirements for the air handling system.
9 LAYOUT OF CLEAN ROOMS The layout of a clean room is governed by many
factors arising principally from the manufacturing processes and test procedures to be
carried out on specific types of equipment. As a result there are a variety of design ana
layout specifications to meet _the requirements of individual manufacturers and
operators of equipment. In their basic form, however, layouts are directly related to the
accepted methods of air distribution, i.e. unidirectional-flow and conventional.

'I 9.r Unidirectional Clean Rooms. The layout of-a typical clean room facrlity is
illustrated in Figure 4. The area devoted to the facility is arranged in accordance with
the operating practices common to all clean rooms, i.e. component~ and personnel
flow progressively from an uncontrolled or 'dirty' environment to ope in which the
desired level of cleanliness is maintained. "'
9. LI Personnel <;Jeaning. Entrance to the clean room is via ~fchange room the
purpose of wbith is to decontaminate personnel without infroducing removed
contaminant particles into the clean room. A changewom is di';idedinto three
distinct areas; an uncontrolled or 'dirty' area, a wash-up (semi-contaminated) area
and a change (uncontaminated) area. These areas are. arranged so that personnel
must follow a definite path for entry into the clean room.
(a) ln the uncontrolled area lockers are provided for housing outdoor clothing
such as overcoats and raincoats, and also shoe cleaning machines. From the
uncontrolled area, entry to the wash-up area is made via an air shower
compartment the purpose of which istoremovegross contaminant particles
from personnel. The size of the compartment may be 1arge enough to
accommodate only one person or a group of persons depending on the
number that must enter the clean room_ in a given length of time. The design
of the air shower may vary but, in general, it consists of an air inlet system
and an exhaust system operated by independent fans. Air flows through the
compartment from air inlet nozzles or louvres mounted in the ceiling or
in one wall of the compartment. The entrance and exit doors of the

73
BL/1-12
compartment are interlocked so that only one of them can be opened at a time.
The closing of the entrance door starts the fan and, until the cleaning cycle is
completed, the exit door remains locked. The cycle may, in some cases, be
interrupted by a safety override system in the event of an emergency. Air
velocities are sufficiently high to cause 'flapping' of clothing but without
discomfort to personnel.

r- WASH-UP AREA
0
0
A 'TACKY'
m
JJ AIR MAT
cn SHOWER

C
z ~
0
0 CONTROLLED WORK AREA
z
-I
JJ
0
+-- ---
r-
r-
m
0
)>
JJ
m PASS-THROUGH BOX
)>

~
PARTS CLEANING

- -... ENTRY
---+EXIT

Figure 4 LAYOUT OF A UNIDIRECTIONAL CLEAN ROOM

(b) On leaving the air shower, personnel proceed to the change area via the semi-
contaminated area in which washing and toilet facilities are located. These
facilities include foot-controlled washstands, liquid-soap dispensing units and
heated air hand-drying machines to prevent contamination from towelling. A
section of the change area is provided for changing into special clean room
garments (see paragraph 12) stored in racks or lockers. The entrance to this
section is guarded with a tacky or sticky mat designed to remove residual
contaminant particles from the undersurfaces of shoes. Entrance to the clean
room after changing is made via another air shower compartment.
9.1.2 Parts Cleaning. Prior to entry into a clean room, all parts, tools,
equipment, and material must also be decontaminated and it is therefore
necessary to provide an additional area adjacent to the clean room. The layout of
a parts cleaning room depends largely on the types of component and the number
of work processes involved. Similarly, the cleaning methods adopted depend on
the type of contaminant, the materials used in the construction of components,

74
 BL/1-12
and the level of cleanliness required. In general, the room is equipped with the
required number of work tables, specialised equipment, cleaning machines and
washing facilities for personnel.
(a) The transfer of cleaned components to the clean room is effected by means
ofa 'pass-through' box forming an air lock in the wall dividing the appropriate
areas. Boxes are provided with double windows and doors; an interlock
system ensures that only one door can be opened at a time. In some clean
room facilities a 'pass-through' box may be of the circular type with a single
op,ening so that the box must be rotated through 180 to insert or remove a
component. Since the boxes are designed to prevent a direct opening between
rooms, a means of verbal communication between relevant pe_rsonnel must
be provided adjacent to the box. This can be an intercommunication system,
a voice diaphragm, or a speaking tube.
9.1.3 Additional Support Rooms. Since unidirectional clean rooms require more
rigid control to prevent contamination entering, it is usual to make provision for
additional support rooms such as offices, lunch rooms, rest rooms, etc. The
construction of these rooms follows a similar pattern to that of a clean room (see
paragraph 10) although the air handling system is usually not so elaborate.
9.2 Conventional Clean Rooms. The use of conventional flow clean rooms
eliminates the necessity for support areas such as air showers and special changing
rooms and, as may be seen from the typical conventional layout illustrated in Figure
5, increased working area is available and entry procedures are much simpler. The
main entrance is situated at the air outlet or 'dirty' end of the room and personnel
can pass through this directly from a locker room and change area. Work benches
and equipment are disposed so that the cleanest operations are carried out closest
to the filter bank forming the end wall, while dirty operations such as soldering,
cleaning, etc., are performed toward the outlet end of the room. Parts cleaning and
preparation may be performed in a manner similar to that adopted for a
unidirectional clean room (see paragraph 9.1.2) or carried out in a parts cleaning
room situated within the clean room itself.

10 CONSTRUCTION OF CLEAN ROOMS The construction of clean rooms involves the

application of specifically developed building techniques, air-conditioning installation
practices and careful selection of construction materials. This is normally undertaken
by a specialist organisation working to the detailed BS 5295 Parts 1, 2 and 3 and the
specification of a user organisation. The details given "in the following paragraphs are
therefore intended as a guide to the factors related to general constructional features.
10.1 Noise and Vibration. Careful consideration must be given to clean room location
in relation to other ,work areas and the effects of noise and localised ground
vibrations. Noise and vibration generated by equipment, machinery, support and
administrative areas must also be considered. If vibration insulation devices are to
be employed these must not generate or collect dust. Special attention must be given
to the framing system of super-structures in order to prevent vibration transmission
through ceilings, walls and floors into the main structure. The maximum noise level
of the room, work station or clean air device, in an operational but unmanned state
should not normally exceed 65 dB.
10.2 Floors. Floors should have long life and be highly resistant to breakdown under
the shear forces created when personnel walk across them. Vinyl is particularly
suitable for floors since it is tough and resilient. Floors should have a smooth surface
which is easy to clean and will not collect dust. Thejunction between floors and walls
should be radiused to facilitate cleaning operations~ Joints between floor sections
should be tight and sealed.

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LOCKER
ROOM PARTS CLEANING

l:~ I' PASS-THROUGH BOX FILTER BANK

~
WASH~UP
AND AIR
CHANGE ANDLING
AREA AIR FLOW PLANT

Figure 5 LAYOUT OF A TYPICAL CONVENTIONAL CLEAN ROOM

10.3 Walls. Walls should be covered with materials which wiH produce a smooth,
durable surface which does not chip or flake. Stainless steel, vinyl coating, high-gloss
paint, melamine decorative laminate, painted hardboard and tiles are some of the
materials which are suitable. Window frames, doors and door frames may be
constructed of steel, aluminium or other highly durable material, and should be set
flush with the interior of the walls. The use of timber in structural elements is
discouraged because it is unstable in areas where there is a change in humidity. The
introduction of large volumes of console type equipment can increase the heat load
of a clean room and provide' possible collection and sources of contamination. Such
equipment may be built into a wall thus placing the heat load outside the room and
also permitting maintenance of the equipment without the necessity of entering the
clean room. Gaskets should be fitted around the equipment to prevent excess loss
of room air.

10.4 Ceilings. Since ceilings are not subjected to potential impact, they may be
surfaced with any materialthat is easily cleaned and does not produce or coUect dust.
Ceiling panels should be provided with gaskets and clamped to ensure adequate
sealing, allowance being made for subsequent removal and replacement.

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10.5 Lighting. Lighting fixtures of the fluorescent type should be used and of ratings
which will provide adequate light intensity at bench level of not less than 3,000 lux.
Fixtures may be installed to permit servicing from within the dean room, or
supported in tracks above the ceiling so that they can be slid out for servicing without
entering the clean room.
10.6 Utilities. The distribu.tion of utilities such as water, electrical power, vacuum
and compressed air supplies must be properly planned to ensure that all required
work locations are served without interference with room air distribution and work
flow.
11 CLEAN ROOM FURNISHINGS Furnishings such as work benches, chairs and
containers for component parts require careful selection, design and choice of materials
for their construction. The main structure of work benches and chairs should be of
metal and designed in such a way that contaminant particles cannot accumulate. Items
that can expect to be bumped, knocked, abraded, etc., by personnel should possess a
tough, resilient, low-particle generating surface such as stainless steel, melamine
decorative laminate type material, or material of equivalent surface qualities.
12 CLEAN ROOM GARMENTS Clean room products can be readily contaminated by
particles from clothing and it is therefore necessary to make provision for the wearing
of protective garments. These take the form of smocks, overalls, caps and hoods. In
addition, 'boottee' type shoe covers, separate clean room shoes and gloves must also
be provided. The extent to which all the garments are used depends on the type of clean
room, dass of cleanliness to be achievid and the work processes carried out.
12. l Design. The garments are of Ispecial design to prevent the transfer of
contaminant particles from personne' and at the same time to provide the maximum
of comfort. The materials from whiq~h they are fabricated are usually selected from
the. -range of available man-made fibres which exhibit such properties as non-
flammability, limited lititing, and negligible electrostatic generation. These materials
are available under a variety of trade names. Typical design -requirements for clean
room garments are given in the following paragraphs.
12.1.l Smocks. Smocks should be of simple design, with no pockets and with as
few seams as possible. Seams should leave no open end of material which might
become frayed and give off lint or loose strands. In addition, seams should be
double-stitched with thread of the same fibre as the garment. Adjustable neck
bands and cuffs should be provided in preference to collars and loose sleeves and
must p(ovide a snug fit when worn.
12.1.2 Overalls. Ov~ralls should have a full-length zip fastener with flap front and
be provided with adjqstable neck bands and cuffs. If overalls are to be used with
shoe covers, the overa~ls,should fit inside the covers. Overalls to be used with clean
room shoes should be\designed so that the legs of the overalls meet and slightly
overlap the shoes. , ,,

12.1.3 Caps. These should be of the style worn in hospital operating rooms. They
should fit snugly around the head, covering the hair to prevent hair particles and
dandruff falling into the clean room area.
12.1.4 Hoods. Hoods should be designed to confine all hair under them to
eliminate contamination by hair particles and dandruff, and to fit snugly inside
overalls to provide complete coverage of personnel; if beards are permitted, masks
must also be provided.
NOTE: Garments are usually white although in some cases a sea green colour may be chosen to minimise
glare. As a means of identifying selected personnel, e.g., supervisors or personnel in charge of certain work
processes, smocks and overalls may be provided with distinctively coloured neckbands. Coloured caps may
also be used as a means of identification.

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BL/1-12
12. l. 5 Shoe Covers and Shoes. Covers should be worn over normal shoes and
should be high enough to hold the legs of overalls. Covers should have a reinforced
sole and be of a type which will prevent personnel from slipping and falling on
smooth floors and, for reasons of durability and economy, nylon is recommended
as the material. To provide proper fit and comfort, and to achieve optimum
cleanliness, covers should be provided with snap fasteners, and laces which can
be tied around the legs and above the ankles. As an alternative to shoe covers,
shoes can be issued to personnel for exclusive wear in the clean room. They should
be simply designed, comfortable, washable and fabricated from materials which
will not shed particles due to abrasion and wear.

12.1.6 Gloves. When there is a risk of contamination from contact with 'the hands
or fingers~ gloves or finger stalls must be used. Such coverings should be
comfortable and should enable the user to maintain a delicate finger to_uch. If
plastics is necessary for the 'touch' portion of gloves the remainder should be
made of a material that will allow 'breathing' thus preventing overheating of the
hands.

12.2 Garment Storage and Cleaning. When not in use, clean room garments should
not be allowed to come into contact with any possible contaminant. They should
always be stored on individual. hangers in the lockers provided in changing rooms.
Three sets of garments per person should normally be provided: one set in use, one
s~t being cleaned, and one set in reserve.

12.2.1 Cleaning of garments is a specialised technique based on conventional

laundering and <;try-cleaning processes. Ideally, a laundry should be established as
a specialised unit supporting clean room operations, and functioning under
similar conditions of decontamination as a clean room. A typical unit is divided
into three distinct areas: soiled garment receiving area~ washing and dry-cleaning
area, and an inspection and packaging area. Soiled garments are placed in
polythene bags and transferred to the receiving area through an air lock. The
garments are then emptied into specially built tubs and transported to the washing
and dry-cleaning area equipped with the appropriate machines. After cleaning and
drying, the garments are transferred to the third area for inspection, sampling of
contamination level, and packaging and sealing in polythene bags.

13 CLEAN WORK ST A TIONS These stations are work benches specifically designed
to incorporate their own filtered air supply system. They may be utilised in a clean
room, in addition to benches or tables based on conventional patterns, or in an
. uncontrolled environment.

13.1 The design of work stations has been developed from bench- mounted 'dust-free'
cabinets, typical examples of which are illustrated in Figure 6. Although these
cabinets .provide low contamination levels, depending on the type of filter, the
problem of contamination while operations are performed inside arises.
Contaminants move about in turbulent airand find their way out of the cabinet only
at random intervals. Another design, commonly referred to as a 'glove box' is also
illustratec;l in Figure 6. It utilises a recirculating air system. and although it produces
lower contamination levels than other forms of cabinet, it has the disadvantage of
requiring an operator to work through arm ports and the attached gloves.

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 BL/1-1?

FAN FAN

GLASS PANEL

VERTICAL FLOW HORIZONTAL FLOW

FILTER
FAN

//
/( EXHAUST GRILL

'GLOVE eox

Figure 6 CLEAN WORK BOXES

13.1 Work stations overcome the deficiencies of 'dust-free' cabinets by incorporating

an air distribution system which operates on principles similar to those employed
in a undirectional-flow clean room (see also paragraph 6.2). The air distribution
system consists of a fan and a pre-filter mounted below the work surface, and an
outlet with a super-interception filter, mounted so as to produce either a horizontal
flow or a vertical flow over the work surface. Figure 7 illustrates both airflow
techniques as they are applied to a typical console type of work station. Glass panels
form the sides of the work area which, on account of the undirectional-flow
technique, is open at the front thus permitting unrestricted movement at the work
surface. Illumination of the work area is provided by lighting units enclosed in the
canopy above the work surface. Individual switches for lighting units and fans are
located at convenient points as also are the controls for the various services required
for relevant work processes.
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BL/1-12

SUPER INTERCEPTION FILTER

SUPER INTERCEPTION FILTER

l11
FAN PRE-FILTER FAN PRE-FILTER

HORIZONTAL Fl.iOW VERTICAL FLOW

Figure 7 CLEAN WORK STATIONS

13.3 The selection of a work station best suited to a specific application involves such
factors as type of airflow, size of work area, space available, and- design and
performance of the air distribution system. Units. employing horizontal flow are
generally less costly than vertical flow units for .equal size of work area and can
usually be provided with lower overall heights thus making them more suitable when
vertical space is a critical factor. When work processes require the exhausting of
fumes from the work area, or when recirculation of the air is required, vertical flow
units provide for these functions more easily than horizontal flow units. Horizontal
flow units, on the other hand, provide better 'clean-up' of a work area than vertical
flow units of equal size.
13.4 The most important consideration in selecting a particular size of work station is
to ensure that it will provide undirectional-flow over a work area of sufficient width,
depth and height to accommodate the component being assembled or tested, and the
necessary associated equipment. If several items of equipment must be sited around
a component, a vertical flow unit tends to produce less turbulence and moves clean
air in the most direct fashion from the filter to the component. The filters are of a
type similar to those used in unidirectional dean rooms (see paragraph 8.3).
14 CLEAN ROOM OPERATION In addition to the air handling system, the
contamination level in a clean room is kept at an acceptable level by two other methods,
namely limiting the contamination entering the room and limiting the contamination
generated within the room. Both these methods are controlled to a large extent by the

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personnel selected for clean room operations. The contamination entering the room
is limited by the wearing of proper garments (see paragraph 12), personnel cleaning,
parts and equipment cleaning, etc. The contamination generated is limited by
restricting movement, proper work techniques, etc. It is therefore necessary to
establish routines and disciplines related to personnel selection, personal hygiene,
entry procedures, and control of working activities. The extent to which certain of
these routines and disciplines are applicable depends on the type of clean room; for
example, a undirectional-flow clean room requires more rigid control of entry and
clothing procedures than a conventional clean room due to the air handling system
used (see paragraphs 9.J and 9.2).

14.1 Personnel Selection. The selection of. personnel for clean room duties
involves consideration of both _physical and human factors, including manual
dexterity, visual acuity, patience, concern for detail, attitude toward repetitive
operations, and reaction to the rigid disciplines that accompany confinement in
a controlled environment. Certain physiological problems must also be
considered and some examples which are detrimental to clean room operations
are: allergies to synthetic fabrics; allergies to solvents used in cleaning processes;
profuse nasal discharge; skin conditions that result in above normal skin shedding
or flaking and dandruff; high amounts of acid found in the hands; severe nervous
conditions such .as itching, scratching or claustrophobia.

14.2 Personal Hygiene. The development of personal hygiene is of great

importance in clean room operations, not only to limit contamination of vital
components but also to maintain a healthy working environment. Personnel with
colds, temporary coughing arid sneezing, should be assigned to temporary jobs
outside the clean room until they are sufficiently recovered. This also applies to
. personnel ha'\l.i.ng received severe sunburn, to prevent peeling skin from
contaminating a component or the surrounding area.

14.3 Entry Procedures. Clean rooms are necessarily restricted areas.and entry must
only be allowed to personnel assigned to them. The procedure to be adopted is
governed by the type of clean room. Typical activities associated with entry
procedures are as follows:
(a) Removal of outdoor clothing such as overcoats and raincoats and stowage in
the lockers provided in the 'dirty' or uncontrolled area.
(b) Checking clothes and shoes for visible contamination such as mud, dirt, sand,
etc. Removal of such contamination.
(c) Washing of face and hands using foot-controlled washstands, liquid soap
dispensers and air driers.
(d) Passing through air showers and airlocks to ensure adequate air scrubbing.
(e) Walking over sticky or tacky mats.
(f) Changing into the requisite clean room garments. In connection with
undirectional-flow clean room operations, changing is done in the
uncontaminated section of the change room adjacent to the clean room. In
conventional clean rooms changing is done in an area located at the 'dirty' end
of the clean room.

14.4 General Rules for Operation. The following are general rules which should be
.enforced to assist in the successful operation of clean rooms.

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BL/1-12
14.4.1 Personal Activities
(a) Hands should be washed often and fingernails kept clean.
(b) The specified clothing should always be worn in the approved manner.
(c) Personal items such as keys, coins, cigarettes, matches, pencils,
handkerchiefs and combs should 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.
(d) Foodstuff should not be taken into a clean room.
(e) Smoking is strictly forbidden.
(f) The wearing ofjewellery such as large rings, bracelets, watches, necklaces,
earrings, lockets, etc., should be avoided.
(g) Nervous mannerisms such as scratching the head, rubbing of hands or
similar actions should be avoided.
(h) Movement of personnel should be restricted as much as possible to
prevent stirring settled particles on the clean room floor. This applies
particularly to conventional clean rooms.
(j) Solvent contact with hands should be avoided as many solvents remove
natural skin oils causing excessive skin 'peeling' or flaking.
(k) Female personn.el should not wear or apply fingernail polish or cosmetics
in a clean room.
(I) Visitors or clean room maintenance personnel must be authorised to enter
a clean room and must follow the specified entry procedures.

14.4.2 Work Activities

(a) All tools including personal tool kits should be kept clean and in good
condition and should undergo cleaning processes in. accordance with a
periodic cleaning schedule. Tools not essential to specific work processes
should be excluded from tool kits.
(b) Paper materials should not be allowed in a clean room unless the paper
is plastic-coated or covered, sprayed to prevent linting or is a special
limited-linting paper. Papers should not be subjected to excessive
shuffling, handling, rolling or bending as they can generate excessive
amounts of small particles. under these conditions.
(c) Pencils and erasers are not allowed. All writing should be with ball-point
pens.
(d) Parts of components should be kept in their individual containers until
ready for assembly. They should not be left exposed on a work bench or
station.
(e) Containers and any component parts su~lus to requirements should
always be returned to a parts cl~aning area for cleaning and re-issue.
(f) Metal objects such as wire clippings and solder splashes should be
deposited in waste boxes at the end of each process.
(g) Where cleaning of parts is to be carried put inside a clean room, the type
of. cleaning equipment and its location within the room should be
carefully selected.

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15 MAINTENANCE OF CLEAN ROOMS In order to maintain clean rooms to the
necessary standards, good housekeeping practices and monitoring of the air handling
system are of prime importance. The frequency of cleaning is usually determined by
taking into account the change in contamination level that can occur due to the cleaning
operation, and the number of air changes per hour. Monitoring of the air handling
system should be carried out at the time a clean room is put into initial operation and
at regular periods thereafter, when filters have been changed, and when it is evident that
down-grading of its operating level is taking place (see Table 3).

TABLE 3
Controlled Sampling for Temperature Humidity Air Pressure
Environment Particulate Contamination

Class 1 Daily or continuous by Continuous Continuous Continuous

automatic equipment
Class2 Weekly Continuous Continuous Continuous
Class 3 Monthly 4-hourly 4-hourly Continuous
Class 4 3-monthly .12-hourly 12-hourly Continuous
Contained Daily or to suit the prnduct Dependent on use Not applicable
Work Station or as Class 2
Controlled Area Dependent on use To meet requirements of Not applicable
personnel and product

15.1 Cleaning. Rooms sh~uld be cleaned when no work processes are being
performed. Minor dry floor and bench vacuuming can be done, if necessary, during
normal room operation if the equipment and procedures used ensure a minimum
of disturbance to settled partides.

15.1.1 -Cellulose mops and sponges can be used with water which meets specific
particle-count requirements. High-grade plastics buckets which are not subject to
flaking should be .used. If ladders are required, they should preferably be of the
anodised aluminium type. The use of detergents should be restricted to those
which produce the minimum amount of residue after drying. For vacuum
cleaning, a central vacuum cleaning system or a specially designed portable
vacuum cleaner should be employed.

15.1.2 Cleaning apparatus and utensils are prevalent sources of contamination and
their movement in and out of clean rooms should be carefully scheduled. They
should be thoroughly cleaned and vacuumed prior to their entry.

15.1.3 The responsibility for cleaning work benches or stations should be delegated
to personnel assigned to the benches to prevent improper handling of components
and equipment by room maintenance personnel.
C

15.1.4 Inspection, maintenance and testing of air handling system components

should be carried out in accordance with the relevant maintenance instructions,
at periods determined by the type of clean room operations, and when
downgrading of the contamination level begins to occur.

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15.2 Monitoring of Clean Rooms. Monitoring refers to the procedures adopted for
checking the factors influencing clean room environment. Such factors are the level
of contamination, temperature, humidity and pressure. The exact requirements for
monitoring and methods to be employed depend on the type of clean room and
classification of cleanliness level, and are therefore determined on an individual basis
(see Table 3).

15.2.1 Contamination Monitoring~ This is the most difficult monitoring problem

of clean room operation owing to the variations in contamination level
throughout a room and also to the many factors which must be considered in
selecting a specific monitoring te~hnique. Some of the factors, causing v.ariations
.in contamination level are: filtered air entering a room at one or mo~e locations;
contaminatiqn being generated in various amounts throughout a room;
contaminate~ air exhausted from a room at one or more locations. The highest
level of contamination is not necessarily at the air exhaust locations, since air from
a highly contaminated area may be diluted with filtered air prior to. its being
exhausted. Higher and lower levels of contamination can thus readily exist within
a given room. The areas of most concern are those immediately surrounding the
component on which work processes are to be carried out.
(a) The locations within a clean room at which sampling of the air is to be taken
should be carefully considered in order to obtain a representative
contamination level. Samples should be taken at identical times or as near
as possible, since ~ontamination levels of areas vary at different periods.

(b) Various techniques may be applied to contamination monitoring and some

of those most widely accepted, together with details of principles, are listed
in BS 5295 Parts 1, 2 and 3.

15.2.2 Humidity Monitoring. This may be achieved by the use of conventional wet
and dry bulb thermometers and psychrometric charts. The thermometers may be
supplemented, if necessary, by automatic recording devices. Humidity can
become troublesqme if it is allowed to reach a level where static charges are
generated by personnel or where corrosion may be a. problem. In .general, a
humidity level of not less than 40% is desired..For those components where
humidity tolerance is critical, special control measures should be employed.

15.2.3 Pressure Monitoring. A clean room should always be slightly pressurised and
it is therefore necessary to monitor the pressure difference between the room and
its outside surroundings. Monitoring may be achieved by a simple U-tube
manometer, or a differential pressure gauge calibrated in mm water gauge.

84
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

BL/1-16
Issue I.
December, 1981.

BASIC
AIRWORTHINESS PROCEDURES
CONDITIONED MONITORED MAINTENANCE

INTRODUCTION

1.1 This Leaflet gives general information on the concepts .and practices of aircraft
maintenance control by the use of Condition Monitored Maintenance, and is derived
directly from Civil Aviation Publication CAP 418. Definitions of the terms and abbrevi- ~
ations used in this Leaflet are given in paragraph 5.
NOTE: Defined terms are given an initial capital letter in the text.

1.2 Confidence in continued airworthiness has long been based on the traditional method
of maintaining safety margins by the prescription of fixed component lives and by
aircraft 'strip-down' policies. The call for changes to the basic philosophy of aircraft
maintenance has been greatly influenced by the present day economic state ofth:e industry
as well as by changes in. aircraft design philosophy allied to progress in engineering
technology. These changes have, in turn, resulted in the necessity for the management
and conttol of expensive engineering activities to take a new and more effectiveform.

1.3 Jt is from this background that a maintenance process known as Condition Moni
toring has evolved. Condition Monitoring is not a separate activity but a complete
process which cannot be separated from the complete maintenance programme. It is
not just an identification of a single maintenance action but is a basic maintenance
philosophy.

IA Maximum use can be made of the Condition Monitoring process (which includes a
statistical reliability element, see paragraph 3.3), when it is.applied to aircraft meeting
the following criteria:-
(a) Modern, multi-engined, Transport Category aircraft which incorporate in their
design safeguards against the complete loss of the function which a system is intended
to perform .
. NOTE: These safeguards are provided by the provision of either Active Redundancy or Standby
Redundancy. In simple terms the safeguards take the form of more than one means of accomplishing
a given function. Systems (or functions within systems) beyond those necessary for immediate
requirements are installed.. These are so designed that with an Active Redundancy philosophy all the
redundant Items are operating simultaneously and, in simple terms, sharing the load to meet the
demand. Thus in the event offailure of one of the redundant Items,the demand will continue to be met
by the remaiQ.ing serviceable redundant Items; this process continues up to the extent of the Redun-
dancy provided. The extent of the Redundancy provided, within practical limits, is related to the con-
sequences of complete loss of the system function. (The term 'multiplicity of system function' is
sometimes used in this context.) With a Standby Redundancy philosophy only one redundant
system is funct~oning at a time.. If a function loss occurs, it is necessary to select (or activate) the
functions provided by the 'standby" system(s). The principle is the same as for Active Redundancy
and the term 'system redundancy' is sometimes used in this context.

85
BL/1-16
(b) Aircraft for which the initial scheduled maintenance programme has been specified
by a Maintenance Review Board and to which a Maintenance Steering Group
Logic Analysis* has been applied.
NOTE: For an aircraft type introduced into service by Maintenance Review Board and Maintenance
Steering Group procedures and where Condition Monitoring tasks are prescribed, a Condition
Monitored Maintenance Programme (the Programme) will have to be established, even for a single
aircraft.

1.5 Items which are not directly controlled by Condition Monitoring may be maintained
by the traditional Hard Time or On-Condition processes, but the statistical reliability
element of Condition Monitoring may, nevertheless, be applied for the purpose of
monitoring their performance (but not be prescribed in the Maintenance Schedule as
a primary maintenance process).
NOTE: For a statistical reliability element of a programme to be effectively used, a fleet minimum of
five aircraft is normally necessary, but this can vary dependent upon the aircraft type and utilisation.
1.6 Further,,intormation on the maintenance of aircraft is given in Leaflet BL/1-8.

2 PRIMARY MAINTENANCE
2.1 The CAA recognises three primary maintenance processes. They are Hard Time,
On-Condition and Condition Monitoring. In general terms, Hard Time and On-Con-
dition both involve actions directly concerned with preventing failure, whereas Condition
Monitoring does not. However the Condition Monitoring process is such that any
need for subsequent preventative actions would be generated from the process.

2.2 The Processes

2.2.1 Hard Time. This is a preventative process in which known. deterioration of an
Item is limited to an acceptable level by the maintenance actions which are carried
out at periods related to time in service (e.g. calendar time, number of cycles, riumber
of landings). The prescribed actions normally include Servicing and such other actions
as Overhaul, Partial Overhaul, Replacement, in accordance with instructions in the
relevant manuals so that the Item concerned is either replaced or restored to such a
condition that it can he released for service for a further specified period.

2.2.2 On Condition. This also is a preventative process but one in which the Item is
inspected or tested, at specified periods, to an appropriate standard in order to
determine whether it can continue in service (such an inspection or test may reveal
a need for Servicing actions). The fundamental purpose of On-Condition is to
remove an Item before its failure in service. It is not a philosophy of 'fit until failure'
or 'fit and forget it'.

2.2.3 Condition Monitoring. This is not a preventative process, having neither Hard
Time nor On-Condition elements, but one in which information on Items gained from
operational experience is collected, analysed and interpreted .on a continuing basis
a,s a means of implementing corrective procedures.

2.3 Where a Maintenance Steering Group Logic Analysis has not been applied to a
particular aircraft to establish and allocate the primary maintenance processes for each
Item, the considerations of (a}, (b) and'(c) ,}Vill be applied separately to all Items to
determine the acceptability of the primary maintenance process ..
*Should fuller details of the current Maintenance Steering Group process, or the process used in respect of a
specific aircraft be required, these would have to be obtained from the regulatory authority tesponsible for
the initial certification of that aircraft, or responsible for any subsequent Maintenance Review Board
revisions employing a logic process.. .

86
 BL/1-16
(a) Hard Time
(i) Where the failure of the Item has a direct adverse effect on airworthiness and
where evidence indicates that the Item is subject to wear or deterioration.
(ii) Where there is a Hidden Function which cannot be checked with the Item
in-situ.
(iii) Wher~ wear or deterioration exists to such an extent as to make a time limit
economically desirable.
(iv) Where component condition or 'life' progression sampling is practised.
(v) Where limitations are prescribed in a Manufacturer's Warranty.
(b) On-Condition. Where an inspection or test of an Item to a prescribed standard
(frequently in-situ) will determine the extent of deterioration, and hence the 'condi-
tion', i.e. any reduction in failure resistance.
(c) Condition Monitoring. Where a failure of an Item does not have a direct adverse
effect on operatirg safety, and where (a) and (b) are not prescribed and no adverse
age reliability re1ationship has been identified as the result of analysis of the data
arising from a formalised monitoring procedure or programme.

3 CONDITION MONITORED MAINTENANCE

3.1 Introduction. Condition Monitored Maintenance, as a programme, is the

formalised application of the maintenance processes Hard Time, On-Condition and
Condition Monitoring to specific Items as prescribed in the Approved Maintenance
Schedule. The controlling activity of Condition Monitored Maintenance is Condition
Monitoring irrespective of whether Condition M~nitoring is prescribed as a primary
maintenance process in the Approved. Maintenance Schedule or not. Condition
Monitoring is repetitive and continuous, tlie key factor in its use being the introduction
of aircraft embodying failure tolerant designs, which allow for replacement of some
traditional failure preventative maintenance techniques by non-preventative techniques.
Condition Monitoring is not a relaxation of maintenance standards or of airworthiness
control; it is, in fact, more demanding of both management and engineering capabilities
than the traditional preventative maintenance approaches. Each Condition Monitored
Maintenance Programme is required to be approved by the CAA.

3.2 Maintenance Activities

3.2.1 There are three types of maintenance activity:-
(a) Maintenance applied at specified periods of time regardless of condition at that
time. The maintenance actiyity may be a periodic overhaul, a bearing change,
re-work, repaint, calibration, lubrication, etc. These result from Hard Time
reCJ,uirements.
(b) Periodic examinations, mostly at specified periods of time, but sometimes on an
opportunity basis (e.g. when an Item is removed for access) to determine not only
the extent of deterioration but also that the deterioration is within specified
limits. These result from On-Condition requirements.
(c) Actions applied in response to the analysis of condition clues produced by
monitoring in-flight, hangar, workshop and other types of condition information
sources. These result from Condition Monitoring requirements.

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3.2.2 Condition Monitoring uses data on failures as items of condition' information
which are evaluated to establish a.necessity for th~ production or variation of Hard
Time and On-Condition requirements, or for other corrective actions to be prescribed.
Failure rates and effects are. analysed to establish the need for corrective actions.
Condition Monitoring can be used in its own right to identify the effects of deteriora-
tion, in order that steps may be taken to maintain the level of reliability inherent in
the design of the Item. Although Condition Monitoring accepts that failures will
occur, it is necessary to be selective in ifs applidltion. The acceptance of failures
may be governed by the relative unimportance of the function, or by the fact that
the function is safeguarded by system Redundancy.

3.2.3 Maintenance of a particular Item could well be some combination of the three
primary maintenance processes (Hard Time, On-Condition and Condition Monitor-
ing). There is no hierarchy of the three processes; they are applied to the various
Items according to need and feasibility. Maintenance Schedules which are based on
the Maintenance Steering Group principles will have Hard Time, On-Condition, or
Condition Monitoring specified as the primary maintenance process for specific
systems and sub-sy.stems as well as for individual Maintenance Significant Items.
Condition Monitoring can, therefore, be the primary maintenance process prescribed
for an Item, in which case it has also to be used for controlling the availability of those
functions which are not directly controlled by a prescribed On-Condition or Hard
Time process; this control is provided by the statistical reliability element of Condition
Monitored Maintenance. Items for which Hard Time and On-Condition are prescribed
may, however, have the statistical reliability element ofConditiop Monitored Mainten-
ance applied, not as a primary maintenance process, but as a form of Quality
Surveillance.

3.3 Statistical Reliability Element

3.3.1 The assessment of defect/removal/failure rate trend, of age bands at which Items
faif, or the probability of survival to a given life are, in most cases, used to measure
the effect or suitability of the primary maintenance processes applied to Items. The
assessment is made by examination of rates or occurrence of events such as in-
flight defects, incidents, delays, use of Redundancy capability, engine unscheduled
shut-downs, air turn-backs, etc., which are reported in accordanc~ with the procedure
associated with the reliability element of Conqiti.on,
.~ .,,.....
)
Monitored Maintenance .
,t
3.3.2 A statistical reliability programme, as an.element of Condition Monitoring, is, in
practical terms 1 the continuous monitoring, recording and analysing of the functioning
and condition of aircraft components and systems. The results antthen measured or
compared against established normal behaviour levels so that the need for corrective
action may be assessed and, where necessary, taken.

3.4 The Condition Monitored Maintenance Programme

3.4. l A maintenance programme which provides for the application of Hard Time,
On-Condition and Condition Monitoring is known as a Condition Monitored Main-
tenanc Programme. A Programme has two basic functions. Firstly, by means of
the st tistical reliability element, to provide a summary of aircraft fleet reliability and
thus effect the effectiveness of the way in which maintenance is being done. Secondly,
to . rovide significant and t~mely technical information by which improvement of
relfaibility may be achieved through changes to the Programme orlto the practices for
implementing it.

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3.4.2 A properly managed Progra,mme will contribute not only to continuing air-
worthiness, but also to improvement of fleet reliability, to better long-term planning,
and to reduced overall costs.

3.4.3 The fundamental factors of a successful Programme are the manner in which it is
organised and the continuous monitoring of it by responsible personnel. Because of
differences in the size and structure of the various airlines, the .organisational side of
any Programme is individual to each operator. Hence, it is necessary to detail the
organisation and responsibilities in the Programme control documentation.

3. 5 Programme Control Committee

3.5.1 Every Programme is required to have a controlling body (usually known as the
Reliability Control Committee) which is responsible for the implementation, decision
making and day-to-day running of the Programme. It is essential that the Reliability
Control Committee should ensure that the Programme establishes not only close
co-operation between all relevant departments and p~onnel within the Operator's
own Organisation, but also liaison with other appropriate Organisations. Lines of
communication are to be defined and fully understood by all concerned. The
Programme objectives and a typical Organisation and Data Flow Chart are shown
in Appendix A.

3.5.2 The Reliabqity Control Committee is responsible for, and will have full authority
to take, the necssary actions to implement the objectives and processes defined in
the Programme. It is normal for the Quality Manager or the Engineering Manager
to head the Committee and to be responsible to the CAA for the operation of the
Programme.
\
3.5.3 The formation of the Committee and the titles of members will vary between
Operators. The structure and detailed terms of reference of the Committee and its
individual members will be fully set out iq the documentation for each Programme.
The Committee will usually comprise the Quality or Engineering Manager, the Relia-
bility Engineer or Co-ordinator, the Chief Development Engineer, and the Chief
Production Engineer.

3.5.4 The Committee should meet frequently to review the progress of the F rogramme
and to d:scuss and, where necessary, resolve current problems. The Committee
should also ascertain that appropriate action is being taken, not only in respect of
normal running of the Programme, but also in respect of corrective actions.

3.5.5 Formal review meetings are' held with the CAA at agreed intervals to assess the
effectiveness of the Programme. An additional function of the formal review meeting
is to consider the policy of, and any proposed c_hanges to, the Programme.

3,6 Data Collection

\,

3.6.1 Data (or more realistically, collected information) will vary in type according
to the needs of each Programme. For example, those parts of the Programme based
on data in respect of systems and sub-systems will utilise inputs from reports by pilots,
reports on engine unscheduled shut-downs and also, perhaps, reports on mechanical
delays and cancellations. Those parts of the Programme based on data in respect
of components will generally rely upon inputs from reports on component unscheduled
removals and on workshop reports. Some of the.larger Programmes embrace both
'_systems' and 'component' based data inputs in the fullest of detail.

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3.6.2 The principle behind the data collection process is that the information to be
collected has to be adequate to ensure that any adverse defect rate, trend, or apparent
reduction in failure resistance, is quickly identified for specialised attention. Some
aircraft systems will function acceptably after specific component or sub-system
failures; reports on such failures in such systems will, nevertheless, act as a source of
data which may be used as the basis of action either to prevent the recurrence of such
failures, or to control the failure rates.

3.6.3 Typical sources of data are reports on delays, in-flight defects, authorised opera-
ations with known defects (i.e. equipment inoperative at a level compatible with the
Minimum Equipment List), flight incidents and accidents, air turn-backs; the findings
1

of line, haingar and workshop investigations. Other typical sources include reports
resulting from On-Condition tasks and in-flight monitoring (Airborne Integrated Data
Systems); Service Bulletins; other Operators' experience, etc. The choice of a source
of data, and the processes for data collection, sifting and presentation (either as
individual events or as rates of occurrence) should be such as to permit adequate
condition assessment to be made relative both to the individual event and to any trend.

3.6.4 Pilot Reports

(a) Pilot Reports, more usually known as "Pireps", are reports of occurrences and
malfunctions entered in the aircraft Technical Log (see Leaflet BL/1-8) by the
flight crew for each flight. Pireps are one .of the most significant sources of
information, since they are a result of operational monitoring by the crew and
are thus a direct indication of aircraft reliability as experienced by the flight crew.
(b) It is usual for the Technical Log entries to be routed to the Reliability Section (or
Engineer/Co-ordinator) at the end of each day, or at some other agreed interval,
wher~upon each entry is extracted and recorded as a count against the appropriate
system. Pireps are thus monitored on a continuous basis, and at the end of the
prescribed reporting period are calculated to a set base as a reliability statistic for
comparison with the established Alert Levels (see paragraph 3.8) e.g. Pirep Rate
per 1,000 hr, Number of Pireps per 100 departures, etc.
(c) Engine performance monitoring can also b~ covered by the Pirep process in a
Programme. Flight crew monitoring of engine operating conditions is, in many
Programmes, a source of.data in the same way as reports on system malfunctions

.3.6.5 Engine Unscheduled Shut-downs

I

(a) These are flight crew reports of engine shut-downs and usually include details of
the indications and symptoms prior to shut-down. When analysed, these
reports provide an overall measure of propulsion system reliability, particularly
when coupled with the investigations and records of engine unscheduled removals.
-(b) As with Pi reps, reports on engine unscheduled shut-downs are calculated to a set
base and produced as a reliability statistic at. the end of each reporting period.
The causes of shut-downs are investigated on a continuing basis, and the findings
are routed via the Reliability Section to the Power-plant Development Engineer.

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3.6.6 Aircraft Mechanical Delays and Cancellations
(a) These are normally daily reports, made by the Operator's line maintenance staff,
of delays and cancellations resulting from mechanical defects. Normally each
report gives the cause of delay and clearly identifies the system or component in
which the defect occurred. The details of any corrective action taken and the
period of the delay are also included.
(b) The reports are monitored by the Reliability Section and are classified (usually in
Air Transport Association of America, Specification 100 (ATA 100) Chapter
sequence), recorded and passed to the appropriate engineering staffs for analysis.
At prescribed periods, recorded delays and cancellations for each system are
plotted, usually as events per 100 departures.

3.6.7 Component Unscheduled Removals and Confirmed Failures. At the end of the
prescribed reporting period the unscheduled removals and/or confirmed failure rates
for each component are calculated to a base of 1,000 hours flying, or, where relevant,
to some other base related to component running hours, cycles, landings, etc.
NOTE: Reports on ugine unscheduled removals, as with reports on engine performance
monitoring, are also a source of data and are reported as ~art of the Programme.
(a) Component Unscheduled Removals. Every component unscheduled removal is
reported to the section which monitors reliability (the 'Reliability Section') and
will normally include the following information:
(i) Identification of component.
(ii) Precise reason for removal.
. (iii) Aircraft registration and component location.
(iv) Date and airframe hours/running hours/landings, etc. at removal.
(v) Component hours since new/repair/overhaul/calibration.
Completed reports are routed daily to the Reliability Section for recording and for
continuous monitoring for significant trends and arisings. Components exhi-
biting abnormal behaviour patterns are brought to the attention of the engineering
staff responsible, so that detailed investigations may be made and corrective
action may be taken.

(b) Component Confirmed Failures

(i) With the exception of self-evident cases, each unscheduled removal report is
followed up by a workshop report in which the reported malfunction or defect
is confirmed or denied. The report is routed to the Reliability Section.
Workshop reports may be compiled from an Operator's own 'in-house'
findings and/or from details supplied by component repair/overhaul con-
tractors.
(ii) Where an unscheduled removal is justified the workshop reports will normaJiy
include details of the cause of the malfunction or defect, the corrective action
taken and, where relevant, a list of replacement items. Many Programmes
utilise the same type of report to highlight structural and general aircraft
defects found during routine maintenance checks.
3.6.8 Miscellaneous Reports. Dependent upon the formation of individual Pro-
a
grammes~ variety of additional reports may be produced on a routine or non-routine
basis. Such reports could range from formal minutes of reliability meetings to
reports on the sample stripping of components, and also include special reports which
.l

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have been requested during the investigation of any item which has been highlighted
by the Programme displays and reports.

37 Statistical Reliability Measurement. To assist in the assessment of reliability,

Alert Levels are established for the ]terns which are to be controlled by the Programme.
The most commonly used data and units of measurement (Pireps per 1,000 hours,
Component Removals/Failures per 1,000 hours, Delays/Cancellations per 100 departures,
etc.) have been mentioned in paragraph 3.6. Too much importance should not be
placed upon the choice of units of measurement, provided that.they are constant through-
out the time the Programme runs and are appropriate to the type and frequency of the
event. The choice of units of measurement will depend on the type of operation, the
preference of the Operator and those required by the equipment manufacturer.

3.8 Relialility Alert Levels

3.8.1 A reliability alert level ( or equivalent title, e.g. Performance Standard, Control
Level, Reliability Index, Upper Limit) hereinafter referred to as an 'Alert Level', is
purely an indicator' which when exceeded indicates that there has been an apparent
deterioration in the normal behaviour pattern of the Item with which it is associated.
When an Alert Level is exceeded the appropriate action has to be taken. It is impor-
tant to realise that Alert Levels are not minimum acceptable airworthiness levels.
When Alert Levels are based on a representative period of safe operation (during
\vhich failures may well have occurred) they may be considered as a form of pro-
tection against erosion of the design aims of the aircraft in terms of system function
availability. In the case of a system designed to a multiple Redundancy philosophy it
has been a common misunderstanding that, as Redundancy exists, an increase in failure
rate can always be tolerated without corrective action being taken.

3.8.2 Alert Levels can range from 000 failure rate per 1,000 hours both for important
components and, where failures in service have been extremely rare, to perhaps as
many as 70 Pireps per 1,000 hours on a systems basis for ATA 100 Chapter 25-
Equipment/Furnishings, or for 20 removals of 1passenger entertainment units in a
like period.

3.8.3 Establishing Alert Levels

(a) Alert Levels should, where possible, be based on the number ofevents which have
occurred during a representative period of safe operation of the aircraft fleet.
They should be up-dated periodically to reflect operating experience, product
improvement, changes in procedures, etc.
(b) ,1W~en establishing Alert Levels based on operating experience, the normal
'period of operation taken is between two and three years dependent on fleet
size and utilisation. The Alert Levels will usually be so calculated as to be
appropriate to events recorded in one-monthly or three-monthly periods of
operation. Large fleets will generate sufficient significant information much
sooner than small fleets.
(c) Where there is insufficient operating experitnce, or when a programme for a new
aircraft type is being established, the following approaches may be used.
(i) For a new aircraft type during the first two years of operation all malfunc-
tions should be considered significant and should be investigated, and
although Alert Levels may not be in use, Programme data will still be
accumulated for future use.

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(ii) For an established aircraft type with a new Operator, the experience of other
Operators may be utilised until the new Operator has himself accumulated
a sufficient period of his own experience. Alternatively, experience gained
from operation of a similar aircraft model may be used.
(iii) A recent concept to be applied in setting Alert Levels for the latest aircraft
aircraft designs, is to use computed values based on the degree of system
and component in-service expected reliability assumed in the design of the
aircraft. These computed values are normally quoted in terms of Mean
Time Between Unscheduled Removal (MTBUR) or Mean Time Between
Failure (MTBF) for both individual components and complete systems.
Although these levels tend to be theoretical, they are, of course, based on a
considerable amount of testing and environmental engineering and design
analysis. Being purely initial predictions they should be replaced when
sufficient in-service experience has been accumulated.
(d) There are several recognised methods of calculating Alert Levels, any one of
which may be used provided that the method chosen is fully defined in the
Operator's Pro 6ramme documentation.
(e) Typical acceptable procedures for establishing Alert Levels are described briefly
in paragraphs (i) to (iii), and some detailed examples of the methods of calculation
are shown in Appendix B. It will be seen that the resultant Alert Levels can
vary according to the method of calculation, but this need not necessarily be
considered to be of significance.
(i) Pilot Reports (Pireps). For the following example calculations, a minimum
of twelve-months' operating data has to be available, and the resultant Alert
Level per 1,000 hours is:
Calculation 1. The three-monthly running average Pirep rate per 1,000
hours for each system (or sub-system), as in the Table of Example 1, is
averaged over the sample operating period and is known as the Mean;
the Mean is multiplied by 130 to produce the Level Alert for the given
system. This is sometimes known as the '1 3 Mean' or 'l 3x' m,thod.
Calculation 2. The Mean, as in'Calculation 1, plus 3 Standard Deviations
of the Mean (as illustrated in Appendix B-Example 1).
Calculation 3. The Mean, as in Calculation 1, plus the Standard Deviation
of the 'Mean of the Means', plus 3 Standard Deviations of the Mean (as
illustrated in Appendix B-Example 2).
(ii) Component Unscheduled Removals. For the following example calculations,
a minimum period of seven quarters' (21 months') operating data has to
be available, and the resultant Alert Level rate for the current quarter may
be set in accordance with any one of the fojlowing:
Calculation 4. The Mean of the individual quarterly Component Un-
scheduled Removal rates for the period of seven quarters, plus 2 Standard
Deviations of the Mean.
Calculation 5. The maximum acceptable number of 'Expected Com-
ponent Unscheduled Removals' in a given quarter, as calculated using a
statistical process in association with the Poisson Distribution of Cumula-
tive Probabilities (as illustrated in Appendix B-Example 3).
Calculation 6. The Number of 'predicted Component Unscheduled
Removals (or failures)' in a given quarter, as determined by the Weibull
or other suitable statistical method.

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BL/1-16
(iii) Component Confirmed Failures. The period of operating experience has to
be as in (ii) and the resultant Alert Level rate for the current quarter is the
'corrected' Mean of the individual quarterly Component Confirmed Failure
rates for the period, plus I Standard Deviation of the Mean (as illustrated
in Appendix B-Example 4).

3.9 Re-calculation of Alert Levels

(a) Both the method used for establishing an Alert Level, and the associated qualifying
period, apply also when the level is re-calculated to reflect current operating experi-
ence. However, if, during the periods between re-calculation of Alert Levels, a
significant change in the reliability of an Item is experienced which may be related
to the int~oduction of a known action (e.g. modification, changes in maintenance
or operating procedures) then the Alert Level applicable to the Item would be
re-assessed and revised on the data subsequent to the change.
(b) All changes in Alert Levels are normally required to be approved by the CAA and
the procedures, periods and conditions for re-calculation are required to be defined
in each Programme.

3.10 Programme Information Displays and Repo~

3.10.1 General. As soon as possible after the end of each defined reporting period of a
Programme, the Operator is required to produce graphical and/or tabular displays.
These displays have to reflect the fleet operating experience for the period under
review. The compilation and production of these displays from the day-to-day
records has to be such that the essential information for each Item is an accordance
with the requirements of the Programme.

3.10.2 The main purpose of displaying the information is to provide the Operator and
the CAA with an indication of aircraft fleet reliability in such a manner that the
necessity for corrective actions may be assessed. The format, frequency of prepara-
tion and the distribution of displays and reports are fully detailed in the Programme
documentation. Typical data displays are described in paragraphs 3.10.3 to 3.10.9
and some examples are illustrated in Appendix C.

3.10.3 Fleet Reliability Summary. This display (see Appendix C, Figure Cl), which
is related to all aircraft of the same type in the fleet, is usually produced in tabular
form, and should contain the following minimum information for the defined report-
ing period:
(a) Number of aircraft in fleet.
(b) Number of aircraft in service.
(c) Number of operating days (less checks).
(d) Total number of flying hours.
(e) Average daily utilisation per aircraft.
(f) Average flight duration.
(g) Total number of landings.
(h) Total number of de]ays/cancellations.
(j) Technical Incidents.

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 BL/1-16
3.10.4 Aircraft Mechanical Delays/Cancellations. The purpose of this type of display
is to indicate the aircraft systems which have caused delay to or cancellation of
flights as a result of mechanical malfunctions. It is normal for each display to show
the delays/cancellations as a total for all systems (to represent fleet overall reliability,
as in Appendix C, Figure C2) as well as separately for the individual systems. The
displays for the separate systems will usually show the delay/cancellation rate for
the defined reporting period, the three-monthly moving average rate and, where
appropriate, the Alert Level, and will present the information for a minimum period
of 12 months.

3.10.5 Engine Unscheduled Shut-downs. This display. (see Appendix C, Figure C3) is
the prime indication of engine in-service reliability and also, to a large degree, of
total power-plant reliability. Because of the high level of reliability of engines and
the consequently relatively low numbers of unscheduled shut-downs per fleet, both
the actual number of shut-downs and the shut-down rate per 1,000 hours for the
defined reporting period as a three monthly running average, shown as a graphical
display, will provide useful information in addition to that of Appendix C, Figure
C3. To be of m< ,t use, where dealing with small numbers of unscheduled shut-downs,
it is usual to present both types of information in such a way as to show the trend over
a two-to-three-year period.
3.10.6 Engine Unscheduled Removals. This display is the supporting primary indication
of engine reliability and is usually presented in a similar manner to unscheduled shut-
downs. Many Operators show scheduled and. unscheduled engine removals and
unscheduled shut-downs on the .same display; this is purely a matter of preference
(see Appendix C, Figure C3).
3.10.7 Pilot Reports (Pireps). Pireps are presented l?Y system or sub-system (normally
identified in accordance with the classifications in ATA 100) in graphical and/or
tabular form as a count, or rate, per 1,000 flight hours or 100 departures for the
defined reporting period, for comparison with the Alert Level (see Appendix C,
Figure CS). Occasionally some Programmes include a Pirep presentation of Fleet
Pilot Reports (see Appendix C, Figure C4). This presentation shows the total nun;iber
of Pireps for all systems and sub-systems and thus gives an overall picture of the
total Pireps for the fleet of one aircraft type.

3.10.8 Component Unscheduled Removals and Confirmed Failures

(a) There are various methods of displaying component information (both graphically
and tabular). The display may be on the basis of each individual component
which has been 1.Jrematurely removed (see Appendix C, Figure C6), or on the
basis of the total number of affected components per system (see Appendix C,
Figure C7). Experience has shown that a tabular presentation of unscheduled
removals and confirmed failures on an individual component basis, preferably
giving both numbers and rates per 1,000 hours, of the de:q.ned reporting period
is the most useful.
(b) The format of any display of component information should be such that:
(i) Both unscheduled removals and confirmed failure rates may be compared
with the Alert Levels so as to identify when the Levels are Jikely to be exceeded.
(ii) Current and past periods of operation may be compared.

3.10.9 Workshop Reports. A summary of the results of defect investigations, based on

the Workshop Reports (see Appendix C, Figure C8) is normally produced by com-
ponent type for assessment by tlie Reliability Committee.

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3.11 Problem Identification. Having collected the information, and having presented
it in a timely manner it should now be possible to identify any problems and to assess
the necessity for corrective actions. The information, having been sifted and categorised
(normally in ATA 100 Chapter order) as individual events and/or rates of occurrence,
can be analysed using engineering and/or statistical methods. The analysis can be made at
various stages in the handling of the data to differing degrees. Initially, reports on
flight defects, delay causes, engine unscheduled shut-downs, workshop and hangar
findings, other operators' experience, etc., should be analysed individually to see if
any immediate action is desirable. This initial individual analysis will highlight any need
for immediate short term actions, e.g. the preparation of Mandatory Occurrence Reports,
safety reports,-fleet campaigns, with the long term corrective actions following after the
later, colJective, stages of analysis.

3.12 Corrective Action

3 .12.1 The effectiveness of corrective action will normally be monitored by the very
process which revealed the need for it-the Condition Monitoring process.

3.12.2 Corrective actions taken to improve the reliability of systems and components,
and ultimately that of the fleet, will vary considerably and may typically include one
or more of the following:
(a) Changes in operational procedures or improvements in fault-finding techniques.
(b) Changes to the scope and frequency of maintenance processes which may involve
Servicing and inspection, system Tests or Checks, Overhaul, Partial Overhaul
or bench testing or the introduction or variation of time limits, etc.
( c) Modification action.
(d) Non-routine inspections or adjustment.
(e) Change of materials. fuels and lubricants.
(f) Use of different repair agencies.
{g) Use of different sources of spares.-
(h) Variations of storage conditions.
(j) Improvements in standards of staff training and technical literature.
(k) Amendme~ts to the policy/procedures of the Programme.

3.13 Threshold Sampling

3.13.1 Threshold sampling is the process whereby a maintenance limitation prescribed in
the Maintenance Schedule (e.g. Hard Time) is varied in the light of experience gained
from any source (e.g. scheduled and unscheduled maintenance, unscheduled removals).
The prescribed maintenance limitation is the 'threshold upper limit', and, dependent
upon the experience gained, can be either substantiated or varied. Maintenance
activities (e.g. time for removal, extent of restoration) are normally related to actual
experience of the Item in service (known as 'the experience age band'). When it is
considered that the prescribed maintenance activity may be varied, threshold sampling
may be used as a means of establishing confidence in the proposal. If when the threshold
upper limit is reached, the condition of the Item is such that a variation is justified,
then a new threshold upper limit may be set.

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3.13.2 In setting the number of samples and any other qualifying conditions, both
engineering assessment of the design and service experience are taken into account.
Evidence derived from other activities (e.g. unscheduled removals or removals scheduled
for other purposes) will supplement scheduled sampling and the removal itself may, if
representative, be substituted for a scheduled sampling removal.
3.13.3 When the optimum period for a particular workshop activity has been determined,
threshold sampling will be discontinued and a Hard Time limitation for workshop
activity (e'.g. Overhaul) will be prescribed.
3.13.4 A typical example of the use of threshold sampling is the control of the 'release for
service' periods of certain gas-turbine engines, where some of the units on the engines
are subject to individual Hard Time limitations (e.g. turbine disc lives, refurbishing
intervals). These individual limitations are, in most cases, established and varied by the
process described in paragraphs 3. I 3.1 to 3.13.3. The outcome is that the engine
release period for installation in the aircraft is then fixed by the expiration of the lowest
unit Hard Time limitation.

3 .14 Quality Management

3.14.1 With the major is~ues of airworthiness and the economical allocation of vast sums
of money being involved, it is essential that Quality Control should be applied as
an overall control of the Maintenance Programme. Each Programme will describe the
managerial responsibilities and procedures for continuous monitoring of the
Programme at progressive and fixed periods. Reviews, to assess the effectiveness
of the Programme, will also be prescribed.
3.14.2 There are various methods, both engineering and statistical, by which the
effectiveness of the Programme may be evaluated, and these include: -'
(a) An assessment of the Programme Document (see paragraph 4) and any subsequent
amendment (e.g. with a view to possible extra activities).
(b) Surveillance of the Programme activities by the Quality Management Departments
(c) Review by the Programme Control Committee to confirm that corrective action
taken are correctly related to the performance trends and to the reports produced.
NOTE: Generally there would be two levels of committee activity, functional and managerial;
the functional activity covering the practicality of corrective actions, and the managerial activity
covering the overall Quality management of the Programme.
(d) Assessment of reports on incidents and accidents, as these could be potential
criticisms of the effectiveness of the Programme.
3.15 Review of the Programme. It is normal for each Operator to review the effectiveness
of his Programme, in conjunction with the CAA, at annual intervals. At this review con-
sideration will be given to any proposed major changes in the Programme structure and
policy so as to obtain the optimum benefits from the operation of the Programme.

4 THE PROGRAMME DOCUMENT

I
4.1 Approval. Approval of the Program!J1e (as id6ntified by the 'Document') will
depend on the results of an assessment as to whetheror-not the stated objectives can
be achieved. The approval of the Document then becomes a recognition of the potential
ability of the Organisation to achieve the stated objectives of the Programme.
NOTE: The Quality Department of the Organisation, together with lhe CAA,. monitors both the per-
formance of the Programme in practice as well as its continuing effectiveness in achieving the stated
objectives.

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4.2 Essential Qualities of the Programme. Condition Monitored Maintenance
Programmes can vary from the very simple to the very complex, and thus it is impractical
to describe their content in detail. However, the Document has to be such that the con-
siderations in (a) to (j) are adequately covered.
(a) It generates a precise, specific and logical Quality assessment by the Operator
of the ability of the Organisation to achieve the stated objectives.
(b) It enables the CAA initially to accept, and, with subsequent continued monitoring,
to have confidence in, the ability of the Organisation to such an extent that the CAA
can renew Certificates of Airworthiness, approve changes to the maintenance
schedules, etc., in accordance with evidence showing that the objectives of the
Programme are being achieved.
(c) It ensu~s that the Operator provides himself with Quality management of his
Organisation.
(d) It provides the Operator with a basis for the discharge of his moral and legal
obligations in respect of the operation of aircraft.
(e) It enables the CAA (as the Airworthiness Authority) to discharge its duties and
legal obligations in respect of the maintenance aspects of airworthiness, and, where
applicable, to delegate certain tasks to the Operator.
(f) The manner of presentation has to be acceptable to the CAA.
(g) With (a) to (f) in mind, it states the objectives of the Programme as precisely as
is possible, e.g. "maintenance of designated components by reliability management
in place of routine overhaul", "Condition Monitoring as a primary maintenance
process".
(h) The depth of description of the details of the Programme is such that:
(i) The details can be understood by a technically qualified person.
(ii) Those factors which require formal CAA acceptance of any changes are
clearly indicated.
(iii) All significant non-self-evident terms are defined.
(j) In respect of individuals or departments within the Organisatio~:
(i) the responsibility for the management of the Document, and
(ii) the procedures for revision of the Document, are clearly stated.

4.3 Compliance with BCAR

(a) The Document is required to contain at least the information prescribed in BCAR,
Section A, Chapter A6-4.

(b) . The Document may either be physically contained within the Approved Maintenance
Schedule, or be identified in the Approved Maintenance Schedule by reference
and issue number, in such a manner that the Approved Maintenance Schedule could
be deemed to contain it by specific statement and cross-reference.

4.4 Assessment of Programme Document. The following questions (not necessarily

definitive) may assist in making a preliminary assessment of the adequacy of the
Programme Document:
(a) Is the Document to be physically contained within the Approved Maintenance
Schedule? If it is to be a separate document, is it satisfactorily linked with, and
identified within the Approved Maintenance Schedule?

98
 BL/1-16
(b) Are the objectives of the Programme clearly defined ?e.g. 'Maintenance of designated
Items by reliability management in place ofroutine overhaul', 'Confidence assessment
of overhaul periods', 'Condition monitoring as a primary maintenance process',
'Airworthiness/economic Quality management of maintenance'.
(c) Does the Approved Maintenance Schedule clearly state to which Items the
Programme is applicable?
(d) Is there a glo-;sary of terms associated with the Programme?
(e) What types of data are to be collected? How? By whom? When? How is this
information to be sifted, grouped, transmitted and displayed?
(f) What reports/displays are provided? By whom? To whom? When? How
soon following data collection? How are delays in publishing controlled?
(g) How is all information and data analysed and interpreted to identify aircraft actual
and potential condition? By whom? When?
{h) Is there provi~;on within the Organisation for implementation of corrective actions
and is this id~utified within the Document? How are implementation time periods,
effects and time for effect manifestation provided for?
G) Is there a requirement that the Approved Maintenance Schedule be amended, and
is the method, of doing so included in the Programme, e.g. variation of time limita-
tions, additional checks?
(k) Is there a requirement that Maintenance Manuals be amended and is the method of
doing so included in the Programme, e.g. maintenance practices, tools and equip-
ment, materials?
(1) Is there a requirement that the Operations Manual/Crew Manual be amended, and
is the method of doing so included in the Programme, e.g. crew drills, check lists,
defect reporting ?
(m) What provision is made for corrective action follow-up and for checks on com-
pliance with original intention,. e.g. those which are not working out in practice~
spares provisioning, timetables for the incorporation of modifications?
(n) Who is responsible for the management of the Document?
(o) Is there a diagram of the relationship between the departments and groups con-
cerned with the Programme and does it show the flow of Condition Monitoring
data, its handling and the prescribed reaction to it?
(p) Are all of the departments involved in the Programme included and are there any
responsibilities not allocated?
(q) What Quality management processes .are contained. within the Programme in
respect of:
(i) Responsibility for the Document itself and the procedure for its amendment?
(ii) Monitoring of the performance of the Programme by statistical reliability and
other methods?
(iii) Committee consideration of Programme implementation and monitoring of
performance?
(iv) Consideration of reports on incidents and accidents and other events which
can effect airworthiness?
(v) Programme managemen_t and discipline?

99
BL/1-16
S DEFINED TERMS AND ABBREVIATIONS

5.1 Introduction. Those terms and abbreviations m the text which have a specific
meaning are defined in this paragraph 5.

5.2 Terms and Abbreviations

5.2.1 Analysis. The MSG Logic Analysis.
5.2.2 ATA 100. Air Transport Association of America, Specification 100.
5.2.3 Check. An examination to determine the functional capability or physical
integrity of an item.
5.2.4 Condition Monitoring. A primary maintenance process under which data on the
whole population of specified items in service is analysed to indicate whether some
allocation of technical resources is required. Not a preventive maintenance process,
condition monitored maintenance allows failures to occur, and relies upon analysis of
operating experience information to indicate the need for appropriate action.
NOTE: Failure modes of condition monitored items do not have a direct adverse effect on operating
safety.
5.2.5 Document. The Condition Monitored Maintenance Programme document.
5;2.6 Failure Mode. The way in which the failure of an item occurs.
5.2.7 Hard Titne Limit. A maximum interval for performing maintenance tasks.
This interval can apply to Overhaul of an Item, and also to removal following the
expiration of life of an Item.
5.2.8 Hidden Function. An Item is considered to have a "hidden function" if either of
the following is applicable:
(a) The_ Item has a function which is normally active whenever the system is in use,
but there is no indication to the flight crew when that function ceases.
(b) The Item has a function which is normally inactive, but there is no prior indication
to the flight crew that the function will not be available when required.
5.2.9 Item. Any level of hardware assembly (i.e. part, sub-system, system, accessory,
component, unit, material, portion of structure, etc.).
5.2.10 Maintenance Significant Items. Maintenance items that are judged to be relatively
the most important from a safety, reliability or economic stand-point.
5.2.11 Minimum Equipment List. An approved list of items which may be inoperative
for flight under_ specified conditions.
5.2.12 On-Condition/On-Condition Maintenance. A primary maintenance process
having repetitive inspections or tests to determine the condition of units, systems, or
portions of structure _with regard'. to continued serviceability (corrective action is
taken when required by item condition).
5.2.13 Overhaul. The restoration of an item in accordance with the instructions defined
in the relevant manual.
5.2.14 Partial Overhaul. The overhaul of a sub-assembly of an item with a time con-
trolled overhaul to permit the longer-lifed item.to achieve its authorised overhaul life.
5.2.15 Pireps. Pilot Reports.
5,2'.16 Programme. Condition Monitored Maintenance Programme.
5.2.17 Quality. The totality of features and characteristics of a p,;oduct. or service that
bear on its ability to satisfy a given need.

100
 BL/1-16
5.2.18 Quality Control. A system of programming and co-ordinating the efforts of the
various groups in an organisation to maintain or improve quality, at an economical
level which allows for customer satisfaction.
5.2.19 Quality Surveillance. Supervision by the customer, his representative, or an
independent organisation of a contractor's quality control organisation and methods.
5.2.20 Redundancy. The existence of more than one means of accomplishing a given
function. Each means of accomplishing the function need not necessarily be identical.
5.2.21 Redundancy, Active. That redundancy wherein all redundant items are operating
simultaneously rather than being activated when needed.
5.2.22 Redundancy, Standby. That redundancy wherein the alternative means of
performing the function is inoperative until needed and is activated upon failure of
the primary means of performing the function.
5.2.23 Replace. The action whereby an item is removed an<l another item is installed
in its place for any reason.
5.2.24 Scheduled Maintenance. That maintenance performed at defined intervals to
retain an item in a serviceable condition by systematic inspection, detection, replace-
ment of wearout items, adjustment, calibration, cleaning, etc. Also known as
"Preventative Maintenance" and "Routine Maintenance".
5.2.25 Servicing. The replenishment of consumables needed to keep an item or aircraft
in operating condition.
5.2.26 Test. An examination of an item in order to ensure that the item meets specified
requirements.

101
BL/1-16
APPENDIX A

Establish Maintenance Programme

Establish Changes to Improve

the Programme

Measure the Results Plan, Direct and

Implement Programme

Remedial Action
Data Collection
and Display

Figure Al PROGRAMME OBJECTIVES

DATA SOURCE TECHNICAL MANAGEMENT REVIEW 4ND ACTION

-
FLIGHT CREW MAINTENANCE DIRECTOR

-
AIRWORTHINESS
and
Pifot Reports rl AUTHORITY (CAA)
ENGINEERING DIRECTOR
Delays/ Cancellations
in-Flight Shut-downs J.. I
RELIABiLITY CONTROL COMMITTEE
CORRECTIVE ACTION MEMBERS
LINE MAINTENANCE
Defects - - Requests for increases
in periods between
Quality Control Manager
Engineering Manager
Component Removals maintenance Development Engineering
~-- ----- -- ---- -- Production Engineering
Reliability Control
Maintenance Procedures
WORKSHOP REPORTS Workshop Procedures
i,...------ -- ---- - -----
Corrective Action
Unjustified Removals
Failure Reports
Sampling Reports
- +-
Flight Procedures
Product Improvement
Provisioning
Training, Publications,
CAA
Others (as required)

etc.
f
AIRCRAFT MANUFACTURER RELIABILITY ANALYSIS SECTION
Service Bulletins
'All Operators' Letter,
etc.
- I--+
Analysis of all incoming data.
Maintenance of data rec(?rds.
Presentation of information to the
Reliability Control Committee.

EG.UIPMENT MANUFACTURERS
Service Bulletins -
Modifications

AIRWORTHINESS AUTHORITIES
Airworthiness Directives,
Foreign Directives,
-
Mandatory Modifications, etc.

Figure A2 TYPICAL ORGANISATION AND DATA FLOW CHART

102
 BL/1-16
APPENDIX B-ALERT LEVEL CALCULATIONS

Example 1-Pilot Reports (Pireps) by Aircraft System per 1,000 Flight Hours
Method: Alert Level per 1,000 flight hours =Mean of the 3 monthly Running Average 'Pirep'
Rates per 1,000 flight hours (for past 12 months) plus 3 Standard Deviations.
System: Aircraft Fuel System (ATA 100, Chapter 28)
1

Month \ Pireps Pireps I Flight Hours Flight Hours I Pirep Rate

I (monthly) i(3 months , (monthly) (3 months / per 1,000 hr
/ cumulative j cumulative \ (3 months running
totals) I totals) avec:t)

--I---_---
1
1

~N-o-v--li---4-2--:j-- - _ - - ; ' ---2-,4-0_0_ _ _ _ _

2
:: 11--:8-
Feb
1

46
--:--1-3-1
I 135
--i---:-: -5:-- --7-,0-7-0--1
2,300 6,970
18
19
Mar 58 1, 162 I 2,560 7,210 22
Apr 26 : 130 I 2,600 7,460 17
May 42 126 2,750 7,910 16
Jun 65 1 133 3,100 8,450 16
Jul 78 185 2,880 8,730 21
Aug 74 217 2,700 8,680 25
Sep 58 1 210 3,000 8,580 24
Oct 54 186 2,650 8,350 22
Nov 35 147 2,610 8,260 18
Dec 46 135 2,330 7,590 18
1

N(months)= 12
~=Totals
(x) (x-x) (x-x)2
Ts ~ 4
19 -1 1
22 2 4
17 ~x -3 9
MEAN(x) = -
16 N -4 16
16 -4 16
21 236 1
25 12 5 25
24 4 16
22 = 1967 (rounded to 20) 2 4
18 -2 4
18 -2 4

236 ~(x-i)_2 104

n
~X=

STANDARD DEVIATION (SD) = J :E(x~i) = = F1 = 2-94

3 SD = 8 82 (rounded to 9)
ALERT LEVEL = Mean+ 3 SD = 20 + 9 = 29

103
BL/1-16 -
Example 2-Pilot Reports (Pireps) by Aircraft System per 1,000 Flight Hours
Method: Alert Level per 1,000 flight hours=The Mean (as in Example 1), plus the Standard
Deviation of the 'Mean of the Means', plus 3 Standard Deviations of the Mean.
Data as in Example 1
System: Aircraft Fuel System (ATA 100, Chapter 28)

Pirep Rate Mean ofx Difference of

per 1,000 hr- XfromX
3 months
running Av.
(x) (X) (D) (02)

18
185 13 l 69
19
205 07 049
22
195 03 009
17
165 33 1069
16
160 38 1444
16
185 l 3 l 69
21
230 32 1024
25
245 47 2209
24
230 32 1024
22
200 02 004
18
180 l 7 :>89
18

2180=~X 237=LD 7479= ~(D2)

- - .
N (months) now= 11 and thus X (the mean of the means) will= NLX = 11
218
= 198
~=Totals

STANDARD DEVIATION OF MEAN OF MEANS

J~-(~Dr =
J 7479 _ (237)2
11 11
= v'680 - 464 = l 47
Therefore ALERT LEVEL=MEAN (x) + STANDARD DEVIATION OF MEAN OF
MEANS (X) 3 SD +
==1967 (as in Example 1) +147+882 (as in Example I)
=2996 (rounded to 30)

104
 BL/1-16
Example 3-Component Unscheduled Removals by Individual Components in a Three-
Monthly Period

Method: Alert Level = 95 % cumulative probability of the Poisson Distribution based on

past 21 months experience* to provide an Alert Level for use as a three-monthly
period of comparison.
(a) Component: Auto-pilot Pitch Amplifier
number of components per aircraft, n=l
number of unscheduled removals in past 21 months, N=62
fleet utilisation hours in past 21 months, H = 36840
number of component running hours in past 21 months, T = (nxH) = 36840
fleet utilisation hours in current 3 months, h = 5895
number of component running hours in current 3 months, t = (nxh) = 5895
number of unscheduled removals in current 3 months, X = 12

N
Mean unscheduled removal rate, "A = T= 000168

Expected number of unscheduled removals

in current 3 months = At
= 000168 X 5895
= 99 (rounded to 10)
Referring to Figure Bl by entering the graph at At = 10 the intersection with 095
(95 % probability) gives the maximum acceptable number of unscheduled component
removals (A value) for the 3 month period as 15.
By comparing the current value of x = 12 one can see that an 'alert' situation does
not exist for this component.

(b) Component: Temperature Control Valve

n =3, N = 31, H = 36840, T = 3 x 36840 = 110520, h = 5895,
t == 3 X 5895 = 17685, X = 9
31
A= == 000028, At= 000028 x 17685 = 501 (ronded to 5)
110520
from graph, acceptable A value = 8. Current value of x === 9, therefore Alert Level
is .exceeded.

*For large fleets the past twelve months experience may be used with a one-monthly period of comparison.

105
 BL/1-16

t'~OBABILITY OF EXACT VALUE OF A. OR SMALLER

0000 0 0 0 0 0 0 0 0
~
0 0 0 0 0 0 0
0 0 0 0 6 ~ w .f.oi ~ ex,
m <.D <.D c.o <.D <.D c.o <.D
(J1 <O <O tO <O tO
0 0 0
~ (0 c.o <O (0
0 ~
8
~
...
0 tO tO
(!)
tO
<O
(0

0
~

0
w
0
.i,.

0
c.n
0
m
9
.....
0
C,.)
0
d)

< <
)>
)>
r r
C C
m m
,,
0
N
,,
0
)>
>'
r+

U1

O>

.....
00
U)

Figure Bl POISSON CUMULATIVE PROBABILITIES

106
 BL/1-16
Example 4-Component Confirmed Failures by Individual Components in 11 Three-Monthly
Period ,

Method: Alert Level = The 'corrected' Mean of the Quarterly Failure Rates plus 1
Standard Deviation of this mean, based on past seven calendar quarters of
confirmed component failure rates per 1,000 hours to provide an Alert Level
for use as a quarterly period of comparison.

Component: Main Generator

Calendar Quarterly Corrected

Quarter Failure Rate
Rate
(u) (C) (C)

2/74 021 063* 0397

3/74 338 038 0144
4/74 042 042 0176
1/75 084 - 084 0706
2/75 059 059 0348
3/75 057 057 0325
4/75 138 063* 0397

439L(u) 406L(C) 2493L(C1)

N (months) = 7
L = Totals

QUARTERLY MEAN FAILURE RATE= L~:> = 4,:9 = 063

4 6
CORRECTED MEAN FAILURE RATE C= ~C = ~ = 058

l:(O) - l ~C)Z
STANDARD DEVIATION, SD N
N-1

2493 - <4 06)2

7 .
6

J 2493 - 2355
6

015

ALERT LEVEL - C + I SD= 058 +015 = 073

'I *Where an.individual Quarterly Failure Rate falls outside plus or minus 50 % of the uncorrected Quarterly
Mean Failure Rate (0-63 in this case), then this Mean is to be used as a Corrected Rate in place of the
uncor.rected Quarterly Failure Rate.

107
 .

AIRCRAFT TYPE: 1976 1977

ACCUM
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC TOTALS
-
NUMBER OF AIRCRAFT IN FLEET 6 6 6 6 6 6 6 6

NUMBER OF AIRCRAFT IN SERVICE 6 5 5 5 6 6 6 6

>
"'C
NO OF OPERATING DAYS (less checks) 1634 153 144 152 160 186 174 969
"'C
~
FLYING HOURS (hr:min) Revenue- 13400:39 907 801 1068 1374 1571 1798 7519
Non Revenue - 39:38 5 4 8 3 0:5 1 21 :5
z
1-1
l Training- 97:24 - 24 25 32 12:5 1 94:5
X
=
TOTAL 13537 :41 912 828 1102 1409 1584 1800 7635
I n
I DAILY UTILIZATION (average/aircraft) (hr :min) 8:17 5:57 6:45 7 :15 8:48 8:31 10:20 7:52

AVERAGE FLIGHT DURATION (hr:min) 2:32 2:52 2:43 2:42 2:36 2:23 2:23 2:36
~
<
I ::s
LANDINGS Revenue- 5277 316 293 395 528 658 752 2942
: Non Revenue - 45 5 2 2 5 2 3 19
n
>
~
Training- 275 3 55 100 104 34 4 300
TOTAL 5597 324 350 497 637 694 759 32.61

TECHNICAL DELAYS- Number of Movements - 5277 316 293 395 528 658 752 2942
>
=
~
REVENUE (more than Number of delays- 134 8 6 9 17 13 16 69 >
2
: 15 mins) Total Delay Time - 31032 38 13 9 27 22 33 142
Average Delay (%) 254 253 204 227 322 1 97 212 235 ~
=
"'C
TECHNICAL CANCELLATIONS - - - - - - - - ~

TECHNICAL Interrupted Flights - 7 Nil Nil Nil Nil Nil Nil Nil
>
<
00
INCIDENTS Engine Shut Downs - Nil Nil Nil Nil Nil Nil Nil Nil
Fire Warnings - Nil Nil Nil Nil Nil Nil Nil Nil
Fire Warnings (false) - Nil Nil Nil Nil Nil Nil Nil Nil
Fuel Dumpings - Nil Nil Nil Nil Nil Nil Nil Nil

REMARKS
AiRCRAFT TYPE:
1976 1977

%, Average JAN FEB MAR APR MAY JUNE JULY AUG SEPT OCT NOV DEC

JI

3:80
3
265
2
.t73 1 98

1
I

BASE NO. OF/MOVEMENTS NO. OF TECH. DELAYS TOTAL DELAY TIME AVERAGE DELAY REMARKS
(hr:min) (%) ~

JAN FEB MAR JAN FEB MAR JAN FEB MAR JAN FEB MAR
---
Gatwick 171 159 174 9 4 4* 9:50 7:20 11 :35 526 234 229 *1 Overseas
Manchester 44 46 17 1 3 0 0:30 2.:51 - 227 652 -

Berlin 127 59 111 3 - 2 13 :19 - 4:21 236 - 180 r

.........
TOTALS 342 264 302 13 7 6 23:39 10 :11 15 :56 380 265 1 98

0
 a
r
' I
c,
AIRCRAFT TYPE: 1976 1977 ACCUM PREVIOUS
TOTALS 12 MONTHS
ENGINE TYPE: JAN FEB MAR APR MAY JUNE JUL AUG SEP OCT NOV DEC 1977 TOTALS

Total Engine Hours 40613 2735 2486 3306 4227 4752 5400 22906 45149
Total Unscheduled Removals 4 - - - - - - 2 4
..J Rate per 1000 Eng. Hours 010 021 018 008 008
< - - - -
>
0 ',
Failure 4 - - - - , 1 2 4
~
w REASON Suspect Failure
a: - - - - - - - - -
0 External Causes - - - - - - - - -
w
..J
::::> 2 - - 1 2
INVEST'N Basic Engine Failure. - - - -
~
:c RESULTS Non Basic Engine Failure - - - - - - - - ' -
u Unsubstantiated 1
V, - - - - - - 1. 2
z
::::>
FOLLOW Rectification 3 - - - - 1 - 1 3
UP H.S.I.* - - - - - - - - -
ACTION Overhaul - - - - - - 1 1 1

0 Total Scheduled Removals 4 2 2 1 1 - - 6 7

~..J H.S.I. Time Expired 1 2 - 2 2
.::,< - - - -
o> Time Expired - Overhaul - 3 - 2t 1 1 - 3 5
wO - .
:c ~ H.S.I. Approved Lif_e 5500 5500 5500 5500 5500 5500 5500 5500 5500
uw
V) a: , Overhaul Approved Life 10500 10500 10500 105.00 10500 10500 10500 10500 10500
0

Total Number Nil Nil Nil Nil Nil Nil Nil Nil Nil
~we
*~ Rate per 1,000 Hours Nil Nil Nil Nil Nil Nil Nil Nil Nil
U~t;
(l)c,_ Accumulative Rate Nil Nil Nil Nil Nil Nil Nil Nil Nil
Zz:I .
::::>wu

t 1 removed for disc mod

*Hot Section Inspection
 BL/1-16

Aircraft Type:
..

300

250
Cl)
cc
:::>
0
:i: 200
...
cc
w
~ 150
....
cc
- -- -- ---- 1--
-- -- -- -- -- -- - -- -- ----------------
Alert

~IT
~I\
0
D.
w
cc 100 JI h
~t ) V
g !J \ r--4 ~
~,,.-
.,.

ii:
50

J FM A'M J JASON DJ FM AM J JASON D

Figure C4 FLEET PILOT REPORTS ,

Aircraft Type:

35

cc 30
Cl)

:::>
0
:i:
-- -- - -- -- - .__
-- -- -- - -- -- - -- 1----------------Alert

25 :,,_

~
cc
w
D.
Cl)
....
cc 20
.....o.. . I \ ./1
'"
0
D.
w
cc
....
0
.J
15
i~---0'" "c
\ ~ I 1~)

a:
10

J F MAM J JASON DJ FM AMJ JASON D

Figure CS PILOT REPORTS ATA 21-AIR CONDITIONING SYSTEM

111
 -
AIRCRAFT TYPE:
-
:::: Air Conditioning/Pressurization {ATA 100. Chapter 21)
~
{j
FLYING HOURS 13408 2495 ACCUMULATIVE COMPONENT
{j
' NO ALERT CONFIRMED FAILURES
0 SCH. PART NUMBER PER COMPONENT PERIOD 1975 1st Otr 1976 LEVEL SINCE 1.1.74
REF. A/0
A* B* C* A* B* C* A*ls*lc* A* B* MTBFt
a:""C
0 30/4 131046-1 1 Manual Pressure Controller
ztT1 - - - 2 080 - X* - 2 006 16000
30/5 102518-3-1 1 Auto Cabin Pressure Controller 4 029 - - - 060 9 028 3555
z
"""':I 30/6 10-3280-5-1 2 Cabin Outflow Valve 9 026 2 1 - 1 ' 050 9 014 7110
C! 51 /1 178040-2-1 4 Heat Exchanger 3 005 - - - 015 5 004 25601
zen 51/2 204050-10-1 2 Air Cycle Machine 2 007 - - - 030 4 006 16000
{j 51/5 129150-2-1 2 35 Thermostat Pack Anti-icing 1 003 - - - 030 1 0015 64020
~ 51 /6 321674-3-1 2 Valve - Pack Shut-Off 5 011 2 - - - 030 5 008 12800
tT1 52/2 541248-2-1 2 Actuator - Ram Air 1 003 - - - 030 2 003 32000
C! 52/7 207562-1 2 Fan Cooling Pack 2 007 - - - 030 8 013 8000
r' 58/3 18801-5 1 Detector - Air Flow Sensor - - - - 1 003 32000
tT1 - - -
o 61 /1 321402-1-1 2 Valve/Actuator - Control Mix - - - 1 020 - 030 5 008 12809
,;:, 61/2 548376-5 1 Controller -Air Temp 1 007 - - - 060 2 006 16000
t'T1 61/9 67321-10-190 3 Temperature Sensor - - 015 1 001 96061
- - - -
a:0 62/2 1638 L501 2 Indicator - Pack Tenip. - - - - - - 030 1 0015 64020
< 30/7 132322-2-1 1 Fan Venturi 2 014 1 040 - 060 4 013 8000
> 6113 54839Z-1-1 2 Cabin Temp. Sensor 1 003 - - - 030 1 0015 64020
r'
en I 42/1 32-2684-002 1 Cargo Outflow Valve - - - 1 040 - 060 2 006 16000
58/8 123266-2-1/ \. 2 Hot Air Check Valve - 1 020 030
, 0015 6402
> - - -
z 123544.1.1 J
0 23/1 500702-4620 2 Gasper Fan - - - - - - OU 4 006 16000
{j
51/3 178050-2-1 2 Water Separator - - - - - - 060 2 003 32001
0
z 51/4 10-60506-4 2 35 Valve Pack Anti-icing Cont - - - - - - 030 - - -
'Tl
:,;:,
- *A - No. of unscheduled rert1ovals *B - Failure Rate per 1,000 hours
~ *C - Non-confirmed Defects *X - Failure Rate above Alert Level
tT1
0 tMTBF -_Mean Time Between Failures
 AIRCRAFT TYPE: JANUARY1971 1970 Fl RST HALF 1970 LAST HALF

ALERT
ATA 100 CHAPTER LEVEL UR* URRt FR; UR.* URRt FR; UR* URRt FRt

21 - Air Conditioning 35 2 53 33 14 34 32 15 36 31
22- Auto-pilot 80 4 1 33 33 16 98 29 19 98 32
23 - Communications 92 2 67 48 10 57 48 8 56 37
)
24 - .Electric Power 20 2 08 02 8 06 02 9 07 03
: 27 - Flight Controls 30 1 20 09 7 12 10 6 10 08
28-Fuel 23 0 00 00 2 64 30 1 09 06
29 - Hydraulic 38 1 42 :1Q. 2 26 18 4 -46 22
1
30 - Ice & Rain Protection 15 0 00 00 Q 14 08 2 14 08
f
31 - Instruments 65 4 63 34 20 61 31 16 57 20
:
32 - Landing Gear 33 1 04 02 7 05 03 9 09 04
l)
j 34 - Navigation 73 3 66 21 20 69 24 24 71 29
:: 35-0xygen 30 2 66 32 11 65 31 9 64 30
36 - Pneumatic 20 0 00 00 2 01 01 4 02 02
4: 38-Water/Waste 24 1 09 06 6 16 15 7 17 16
1 49-APU 48 1 33 32 7 34 4 26 29
34
73 - Engine Fuel & Control 39 0 00 02 4 10 06 2 06 05
. 75 - Engine Air 28 1 17 16 5 16 14 3 12 12
77 - Engine Indicating 30 5 42 17 26 46 18 22 44 17
79-0il 22 0 00 00 2 04 02 3 06 04
80 - Starting 50 1 17 11 6 18 12 3 09 10
;
UR - Unscheduled Removals
tURR- Unscheduled Removal Rate
*FR - Confirmed Failure Rate (3 months cum. av.)
 ......
AIRCRAFT TYPE: I

SERIAL NO. AIRCRAFT & HRS RUN DEFECT RESULTS OF WORKSHOP INVESTIGATION &
POSITION ACTION TAKEN

117010S G- 848 TSR* Losing altitude in turns Test wir:!9.levelling not operative;
9375 TSNt recalibrated.

0290329 G- 11110 TSR Rolls rapidly to right when heading Various internal outputs were drifting
16771 TSN hold engaged. and distorted. Replaced tacho, roll
CT and resolver, servo amp and vRI"~.
amplifier.

0920575 G- 99 TSR Altitude hold sloppy in tums. Roll computer out of calibration limits.
4014 TSN Mod D to Lateral Path Coupler embodied
to improve interface between Sxxxx
equipment and Cxxxx receiver.

1280330 G- 36TSR A/C will not maintain heading - No fault found but extensive investigation
7664 TSN ends up with 30 bank. revealed A3A1A2B output 1 5V-should be
zero vol'ts. ,.

CONCLUSIONS REMEDIAL ACTION

All channel assemblies are now sent to
Manufacturer for investigation.
Histories are reviewed and any channels
which have previous 'NFF'* findings are
being extensively tested ~o isolate
components which may e drifting out of
tolerance. This should result in
improved MTBF, but will probably sh.ow
more confirmed failures for a while.

REPORT REF. NO. PART NO. ITEM

22-10-14/20 Sheet 1 of 1 J 1075-22-2H

. I 2588812-901 IRoll channel assy.. I
Time since repaired ; 'No fault found'
t Time since new Mean Time Between Failures
AIR REGISTRATION BOARD CIVIL AIRCRAFT INSPECTION PROCEDURES

BL/2-3
Issue 4.
24th February, 1971.

BASIC
IDENTIFICATION MARKING
BOLTS AND SCREWS OF BRITIStf MANUFACTURE

INTRODUCTION This Leaflet gives guidance on the identification of bolts and

screws complying with British Standards 'A' Series of Aircraft Materials and Components
and the Society of British Aerospace Companies 'AS' series of specifications. The Leaflet
does not include information on the 'AGS' series since these have been entirely superseded
by other standards. Information on the manufacture and testing of bolts and screws will
be found in British Standards AlOO and AIOI, entitled "General Requirements for Bolts
and Nuts of Tensile Strength not exceeding 180 000 lbf/in 2 (125 hbarr', and "General
Requirements for Titanium Bolts", respectively.

1.1 The identification of bolts and screws located on aircraft may not always be an easy
task since not all are marked to show the standard to which they conform. This ,1
Leaflet sets out to show the features from which positive identification may be made,
but it should be understood that items exist, which although identical in appearance, may
not be interchangeable. It is also important to understand the direction of stress in a
particular bolt since a 'shear' bolt must not be used to replace a 'tension' bolt. If any
doubt exists as to the identity of a particular item the appropriate Parts Catalogue
should be consulted; replacement of an incorrect part may lead to failure in service.
1.2 It will be found that a number of Specifications are either obsolete or obsolescent,
in some instances due to standardisation of a countersunk head of 100 included angle.
The replacements are indicated in the tables.

1.3 Information on the identification of nuts of British manufacture is given in Leaflet

BL/2-6.

!1.4 A list of the abbreviations used in this Leaflet is given in paragraph 5.

2 BRITISH STANDARDS This paragraph is concerned with the identification of

bolts and screws complying with the British Standards 'Aircraft' (A) series. For ease of
reference the paragraph has been divided into two sections, paragraph 2.1 dealing with
bolts and screws having either British Association (BA) or British Standard Fine (BSF)
threads, and paragraph 2.2 dealing with bolts and screws having Unified threads.
2.1 Bolts and Screws with BA or BSF Threads. In this series, BSF threads are used on
bolts of i inch diameter and larger; smaller bolts and all screws have BA threads, except
that grub screws are also supplied in t inch BSF. BA sizes larger than 2 BA,are not
specified. Table 1 gives a list of the relevant Standards, superseding Standards and
identification data appropriate to the series, and Figure 1 illustrates the types of head
used. To find the Standard number of a given item proceed as follows:-
Identify the head from Figure 1, for example '(I)'. Reference to table 1 shows that
'(I)' refers to an A61 bolt. If the illustration applies to more than one specification,
further information contained in the table, such as the type of finish, should enable the
identification to.be completed.

115
BL/2-3
TABLE 1
BA AND BSF BOLTS AND SCREWS
Stan-
dard Description Mate- Finish Head Remarks Thread Normal Size
No. rial (Fig. l)' Range
A17 Hex. hd. bolt AIAI anodic e or f obsolescent BA/BSF 6BA to 1 inBSF
A25 Hex. hd. bolt HTS cad a,b,c replaces A15Y BA/BSF 6 BA to 1 in BSF
or d
A26 Hex. hd. bolt CRS nat a replaces Al5Z BA/BSF 6 BA to 1 in BSF
A28 Hex. hd. bolt AIAI anodic gorh obsolescent BA/BSF 6BA to 1 in BSF
A30 Hex. hd. c/t bolt HTS cad i or j cad h & t BA/BSF 613A to 1 in BSF
A31 Cheese hd. screw LTS cad 0 replaces AGS 247 BA 12 BA to 2 BA
A32 Round hd. screw LTS cad n replaces AGS 245 BA lOBA to 2 BA
A33 90 csk. hd. scr; LTS cad q replaces AGS 249 BA 12 BA to 2 BA
AJ4 Raised csk. hd. rew LTS cad p BA 10 BA to 2 BA
A35 Cheese hd. screw CRS nat 0 replaces AGS 896 BA 12 BA to 2 BA
A36 Round hd. screw CRS nat n replaces AGS 967 BA 10 BA to 2 BA
A37 90 csk. hd. screw CRS nat q replaces AGS 968 BA 12 BA to 2 BA
A38 . Raised csk. hd. screw CRS nat p BA 10 BA to 2 BA
A39 Cheese hd. screw AIAI anodic 0 BA 12 BA to 2 BA
A40 Round hd. screw AIAI anodic n replaces AGS 564 BA 10 BA to 2 BA
A41 90 csk. hd. screw AIAI anodic q BA 12 BA to 2 BA
A42 Raised csic. hd. screw AIAI anodic p BA lOBA tp 2 BA
A43 Cheese hd. screw Brass tinned 0 replaces AGS 246 BA 12 BA to 2 BA
A44 Round hd. screw Brass tinned n replaces AGS 244 BA 10 BA to 2 BA
A45 90 csk. hd. screw Brass tinned q replaces AGS 248 BA 12 BA to 2 BA
A46 Raised csk. hd. screw Brass tinned p BA 10 BA to 2 BA
ASS Grub screw PCS cad none BA/BSF 6BA to i- BSF
A56 Grub screw CRS nat none BA/BSF 6 BA tot BSF
A57 Hex. hd. shear bolt HTS cad k cad h & t only BSF i- to i in BSF
A59 Hex. hd. c/t bolt HTS cad i BA/BSF. 6 BA to 1 in BSF
A60, Hex. hd. shear bolt HTS cad k BSF t tot in BSF
A61 Hex. hd. bolt AIAI anodic lorm replaces A28 I
BA/BSF 6 BA to 1 in BSF

2.1.l In some instances, e.g. A31 to A56 in Table 1, identification can only be effected
from the finish applied (mechanical testing apart), or by the labelling on packages.
2.1.2 Code Systems for Bolts. The code system used for the identification of the
bolts Jisted in Table 1 consists of the standard number followed by the part number .
of the particular bolt. The part number consists of a number indicating the nominal
length of the plairi portion of the shank in tenths of an inch, followed by a letter
indicating the nominal diameter (Table 2). Example: The complete part reference
number for a i inch A57 .bolt of length L = 31 inch isA57 31J.
TABLE 2
.DIAMETER CODE LETTERS

.Code Size Code Size

A 6BA p /a- in BSF

B 4BA Q i in BSF
C 2BA s f inBSF
E 1-in BSF u tin BSF
G ,A inBSF w 1 in BSF
J fin BSF X 12BA
L "!\- in BSF y lOBA
N i in BSF z SBA

116
 BL/2-3 . ,

O.)~ O~)~ OJP

OJP O.JP OJP.
O~ITT O~ITT OJP
om~ OM~ OoITT
OITT CIDP GD I:1
(m) (n) (o)

([) ([b CJD t

(p) . (q)
A
Figure 1 IDENTIFICATION OF BRITISH STANDARDS -
BA/BSF BOLTS AND SCREWS

117
 BL/2-3
(i) All bolts to British Standards A25, A26, A30, A57, A59, A60 and A61 of! inch
nominal diameter and over are marked with the appropriate British Standard on
the upper face of the head. Additionally, bolts of i1r inch nominal size and
larger have the appropriate part number applied to the upper face of the head.
Parcels of bolts have the number of the relevant British Standard and the appro-
priate part number clearly stated on the labels.
(ii) The position~ at which the plain length is measured on hexagon bolts and the
overall lengths on various types of screws are indicated in Figure 2. It should be
noted that with BA and BSF bolts, the plain portion of the shank includes the
thread 'run-out'. A 'washer face' (e.g. Figure 1 Jb)) on the undersurface of a
bolt head is not included in the plain length of the shank.
2.1.3 Code System for Screws (A31 to A46). The code system used for the identifi-
cation of the screws listed in Table 1 consists of the British Standard number followed
by the part number of the particular screw. The part number consists of a number
indicating the nominal length of the screw (in thirty-seconds of an .inch) when
measured as described below (see also Figure 2) preceded by a letter indicating the
nominal diameter (Table 2). Example: The complete part referencing number for a
2 BA A41 countersunk head aluminium alloy screw ! inch long, is A41 C16.
(i) Cheese and Round Heads. The nominal length is the distance measured from
the underside of the head to the extreme end of the shank, including any chamfer
or radius.
(ii) Countersunk Heads. The nominal length is the distance measured from the upper
surface of the head to the extreme end of the shank, including any chamfer or
radius.
(ill) Raised Countersunk Heads. The nominal length is the distance me~~ured from
the upper surface of the head (excluding the raised portion) to the extreme end
of it: shank, including any chamfer or radius.

NOMINAL NOMINAL----f_
...__ LENGTH _., -LENGTH_ I

PAN, CHEESE, ROUND AND RAISED COUNTERSUNK

MUSHROOM SCREWS SCREWS

I NOMINAL~

1
NOMINAL
LENGTH I LENGTH

\ll\\\lll\!

COUNTERSUNK SCREWS HEXAGON BOLTS

Figure 2 LENGTH OF BA/BSF BOLTS AND ALL SCREWS

118
 BL/2-3
2.1.4 Code System for Grob Screws Complying with A5S-AS6. The code system'
used for these screws consists of the British Standard number followed by the part
number of the particular screw. The part number consists of a number indicating
the overall length of the screw in sixteenths of an inch, preceded by a letter indicating
the nominal diameter. Example: The complete part referencing number for a i inch
diameter ASS screw, ! inch long, would be ASS ES.

2.2 Bolts and Screws Having Unffled Threads. Table 3 gives a list of current and obso-
lescent bolts and screws in the Unified range. Figure 3 illustrates the type of head used
in this range and also shows the general 'Unified' symbols, including (h) the cylindrical
extension (dog point) sometimes used on parts not having hexagon shaped heads. It will
be noticed that there are. several sh~pes of hexagon head; these are alternative methods
of manufacture and do not necessarily provide a means of identification, although
Al08 and Al 11 bolts, which have close tolerance shanks, have a cylindrical extension
on top of the head and shear bolts always have thin heads. Bolts and screws of similar
shape may be further identified by the material; aluminium alloy is dyed green, high
tensile steel is cadmium plated and corrosion resistant steel or brass are normally
uncoated. When the British Standard number is not marked on the bolt head, identi-
fication should be made as follows:-

Identify the head from Figure 3, for example (g). Reference to Table 3 shows that the
bolt could be an All3, All4 or A170. Complete identification is possible in this
example from the type of finish; in other instances it may be derived from further
information, such as diameter or thread length, contained in Table 3.

2.2.1 Code System for Unffled Bolts and Screws. The code system used for the
identification of the bolts and screws listed in Table 3 consists of the Standard number
followed by the part number of the particular bolt. The diameter code shown in
Table 4 is used on all parts but the measurement of length varies with different
Standards as follows:-

(i) All bolts from A102 to A212 inclusive, nominal length in tenths of an inch
followed by the diameter, e.g. an A102, 10-32 UNF bolt with plain length of
oneinch = A102-10D.

NOTE: Hexagon and mushroom head bolts are a1so supplied In lengths or o,o, inch In some
apccifications, e.g. an Al 70iD bolt bas a plain length of OOS inch.

fu) All screws from A204 to A221 inclusive, diameter followed by length in thirty
seconds of an inch, e.g. a 4-40 UNC A217 screw 1 inch long == A217-A32.

fm) All bolts from A226 to A232 inclusive, diameter followed by nominal length in
sixteenths of an inch, e.g. a 1 inch UNJF A229 bolt with plain length of one
inch = A229-E16.
NOTE: The position at which the nominal length of bolts fs measured fs shown In Figure 4; screws are
measured as shown in Figure 2. It should be noted that the plain portion of the shank, on bolts with
Unified threads, does not include the thread run-out. .

119
BL/2-3

@[P OMP JJJ

(a)

ftJ O.)~ (!)(Q~

. (d) . .

@)(p J 0U:J
(g)
b
(h)
ru
(I)
! ,----

0~ wro OJ~J
(j)
. ,------
(k)

@D=J O.)~ 011P

(m) (o)

@~ ([) ID=J'
(p) (q)

Figure 3 IDENTIFICATION OF BRITISH STANDARDS

UNIFIED BOLTS AND SCREWS

120
 BL/2-3
TABLE 3
UNIFIED BOLTS .AND SCREWS

/denti-
BS Description Material Finish jication Remarks Thread and Normal
No. (Fig. 3) Class Size Range
A102 Hex. hd. bolt , HTS cad a, bore Unified, 2A 4-40 to l in
A104 Hex. hd. bolt CRS nat a, b or c Unified, '2A 4-40 to l in
A108 Hex. hd. bolt HTS cad I orn 1_cad hd. and Unified, 2A 10-32 tot in
A109 Hex. hd. shear bolt HTS cad d, e or f J thread only Unified, 2A i to i in
Alll Hex. hd. c/t bolt HTS cad I or n U6ified, 2A 10-32 tot in
A112 Hex. hd. shear bolt HTS cad d, e or f Uoified, '2A i to i in
A113 Mush. hd. bolt HTS cad g,h Unified, .2A 6-32 to f6 in
A114 Mush. hd. bolt CRS nat g,h Unified, 2A 6-32 to fir in
A116 Pan Hd. bolt HTS cad i, h Unified,2A 4-40 to fir in
A117 Pan hd. bolt CRS nat i, h Unified, 2A 4-40 to / 6 in
A119 90 csk. hd. bolt HTS cad j obsolescent Unified, 2A t to-!- in
A120 90 csk. hd. bolt CRS I
nat j obsolescent Unified,2A t to.tin
A169 Hex. hd. bolt AIAI green b or c replaces Al06 Unified, 2A 6-32 to i in
Al70 Mush. hd. bolt AIAI green g replaces Al 15 Unified, 2A 6-32 to fa- in
A171 Pan hd. bolt AIAI green i replaces Al 18 Unified, 2A 4-40 to fir in
Al72 90 csk. hd. bolt AIAI green j, h obsolescent Unified, 2A t tot in
A173 100 csk. hd. bolt HTS cad k 8-32 to! in
A174
Al75
100 csk. hd. bolt
100 csk. hd. bolt
CRS
AIAI
nat
green
k
k replaces Al 72
Unified, 2A
Unified, 2A
8-32 to+ in
8-32 to! in
I
A204 100" csk. hd. screw LTS cad j, h Unified, 2A 0-80 to 10-32
A206
A208
100 csk. hd. screw
100 csk. hd. screw
c~s
AI\AI
nat
green
j, h
j, h
Unified, 2A
Unified, 2A
4-40 to 10-32
4-40 to 10-32
I
100 csk. hd. bolt Hts cad m Unified, 2A
I
A211 8-32 to+ in I
A212 Hex.hd. c/t bolt HJtS cad bore special quality Unified, 3A 10-32 to -k in
A217 Pan hd. screw LT~ cad i,h replaces A205 Unified, 2A 0-80 to 10-32
A218 Pan hd. screw CRS nat i,h replaces A207 Unified, 2A 4-40 to 10-32
A219 Pan hd. screw AIAI green i, h replaces A209 unified, 2A 4-40 fo 10-32
A220 100 csk. hd. screw Brass nat j, h Unified, 2A 0-80 to 10-32
A221 Pan hd. screw Brass nat i, h Unified, 2A 0-80 to 10-32
A226 Hex. hd. bolt HTS cad a, bore short thread Unified, 3A 4-40 to 10-32
A227 Pan hd. bolt HTS cad i, h short thread Unified, 3A 4-40 to 10-32
A228 Double hex. hd. I
c/t bolt HTS cad 0 UNJF,3A -! to 1 in
A229 Hex. hd. c/t bolt HTS cad a,borc UNJF,3A 1.0-32 to ! iQ..
A230 Csk. hd. c/t bolt HTS cad q UNJF, 3A 10-32 tot in
A232 Csk. hd. c/t bolt HTS cad p UNJF, 3A 10-32 tot in

2.2.2 Extent of Marking. The markings actually applied to a bolt depend on the
particular specification and whether marking is practical. Adding the code 'A2l7-
Z32' to the head of a 2-64 UNF pan head screw (head diameter 0155 to 0167 in), for
example, would be very difficult, and havingraised characters on a countersunk head
bolt would, in certain circumstances, defeat the object of using that shape of head.
(i) 'Unified' Marking. Most bolts, and screws 4-40 UNC and larger, are marked
with a symbol to show that they have 'Unified' threads. The markings consist
of contiguous circles (hexagon headed bolts only), a recessed head or shank dog
point, and are illustrated in Figure 3.
NOTE: At some future date, to be agreed, the 'Unified' marking of screws will be discontin1;1ed
and identification
.
of these items will be solely from the
.
label on
.
the package.
.
, , . .

(ii) Code Markings. Most hexagon head bolts 10-32 UNF and larger are rilarked
with the full code, i.e. Standard plus size code, but pan and. mushroom head
bolts may only be marked with the bolt length and countersunk head bolts are
not usually marked at all. The code is not applied to. sc,:~w.s,._ ,or bolts_ snwler:
than 10-32 UNF. ..

121
 -BL/2-3
TABLE 4
DiAMETER CODE LETIERS

Code Size Code Size

y 0-80 UNF J tin UNF (UNJF)

z 2-64 UNF L is- in UNF (UNJF)
A 4-40 UNC N i in UNF (UNJF)
B 6-32 UNC p ,A-_ in UNF (UNJF)
C 8-32 UNC Q i in UNF (UNJF)
D 10-32 UNF (UNJF) s i in UNF (UNJF)
B 1 in UNF (UNJF) u i in UNF (UNJF)
0 ,A in UNF (UNJF) w 1 in UNF (UNJF)

I 1
NOMINAL ,..
LENGTH.
_- _
I

MUSHROOM, PAN. CHEESE HEXAGON COUNTERSUNK

AND ROUND HEAD BOLTS BOLTS BOLTS

Figure 4 LENGTH OF BS UNIFIED BOLTS

3 'AS' BOLTS AND SCREWS This_ paragraph is concerned with the identification
of bolts and screws complying with the Society of British Aerospace Companies 'AS'
series of specifications. The specifications provide a range of bolts and screws in sizes
and head shapes not found in British Standards specifications. Bolts manufactured from
special materials (e.g. heat resistant steel) and having Unified threads are also included.
3.1. Table S shows the As specifications for bolts and screws with BA/BSF threads,
together with complete identification details.

122
 BL/2-3
TABLES
'AS' NUMBERS OF BA/BSF BOLTS AND SCREWS

Raised Raised
Round Mus1i- Counter- Counter- Counter- -Counter- hexagon
room sunk sunk SWlk sunk
(900) (90) (120) (120)
. /'120!..,..

1T LI 1f LI LI LI lJ
~to~
Head , ......,,.
Material Finish

Bolts with 1247+ 1249+ 124S+ 1243+ Al Al Anodic

screwdriver 456S --4566 4564 4563 Al Al Blue
slot or
hexagonal 1246 1248 1244+ 1242 4S69t HTS Cad.
head
2922 2923 2921 2920 ss Nat.

2504+ HTS Cad

+ h&t
BoJts with 3078*+ 3079*+
PhiJ1ips
recess 4597 4598** 3295** 3294** 3296** 3297** HTS Cad.
Screws with '
2991 2992 2994 ,2993 2995 2996 Mild Cad.
PhiJlips Steel
recess
*l dot on head + obsolescent
2 dots on head +2BA only
+
3.2 Table 6 shows the AS specifications for 'round head' bolts with a locking flat and
Unified threads. These bolts are manufactured from high tensile steel and are cadmium
plated.

TABLE 6
'AS' NUMBERS OF ROUND HEAD BOLTS WITH FLAT (UNIFIED)

,,-. ,,
\.ac.I [)=]& 11 ~ @- I
~6[1 ~
Small head Largehead

10-32UNF iUNF ,A-UNF fUNF 10-32UNF iUNF }\UNF fUNF

679'to 6895to 7033 to 7171 to 6850to 6985 to. 7123 to 7264 to

6804 6939 7077 7215 6894 7032: : 7170 7308

123
BL/2-3
3.3 Table 7 shows the AS specifications for double hexagon head bolts manufactured
from heat resistant steel and having UNS or UNJF threads. Requirements for protec-
tive. treatment vary between specifications, some bolts being silver plated while others
have a natural finish.

-TABLE 7
'AS' SPECIFICATIONS

HEAD SHAPE

Thread - Type Material ~~ ~~

DTD 5066 13000 - 13399 17000 - 17399

Plain DTD 5026 13400 -13799 17400 - 17799

DTD 5077 13800 -14199 17800 - 18199
DTD 5066 14500 - 14899 18200 -18599
UNS Threads
Externally
(10-32 to l-24 DTD 5026 14900 - 15299 18600 - 18999
Relieved Body
- UNS-3A)
DTD 5077 15300 - 15699 19000 -19399

DTD 5066 19400-19799

Close.
Tolerance DTD 5026 19800- 20199
Shank
DTD 5077 20200 - 20599
DTD 5066 20800 - 21299
Plain
(8-36 to i~24 DTD 5026 21300 - 21799
UNJF)
DTD 5077 21800 -22299
UNJF Threads
DTD 5066 22400 - 22799
Close Toicrance
Shank (10-32 to DTD 5026 22900 - 23299
j-24 UNJF)
1 DTD 5077 23400 - 23 799

NOTE: The UNS bolts listed in the table have reduced diameter threads for use in high temperature applications
and should be fitted with nuts complying with specifications AS20620 to AS 20639.

3.3.l For purposes of standardisation a further series of heat resistant bolts with
UNJF threads is being introduced to replace those with UNS threads. Details of the
AS numbers allocated to these bolts are not, as yet, available, but the method of
identification will be the same as described for the bolts in Table 7.
\
3.4 Table 8 shows _the AS specifications for anchor bolts manufactured from weldable
steel.

3.5 ASl and AS2 -are specifications for titanium bolts having Unified threads, with
hexagon and 100 countersunk heads respectively. Both specifications are obsolescent
butthe bolts may be recognised by the material finish and the marking 'AS1' or 'AS2'
on the head, as appropriate.

124
 ;:BL/2... 3
TABLE 8
'AS' NUMBERS OF ANCHOR BOLTS

BA/BSP Unified

4752 4753 6735 6736

Weldable bolt is AS 4754 Weldable bolt is AS 6737

3.6 Identification Marking. AS l,. AS2 and all the bolts listed in Table 7 are marked
with the AS specification to which they conform. Other AS bolts are unmarked except
for the 'Unified' symbol which is applied to anchor.bolts (recessed head) and the ro'und
head bolts shown in Table 6 (shank dog point).

3.7 Code System. Although a large number of AS bolts and screws are not marked in
any way, codes are necessary for ordering and storage purposes. -

3.7.1 The code system used for the identification of the bolts and screws listed in
Tables 5 and 8, and for ASI and AS2 bolts, is the_ same as that used for British
Standards bolts, i.e. AS number followed by a number indicating length in tenths
of an inch and a letter indicating diameter (Tables 2 or 4 as appropriate). The
length is measured in the same way as for British Standard parts.
NOTE: AS 2504 and 4569 bolts are only manufactured in 2 BA; the diameter code is therefore not
required

.3. 7.2 Reference to Table 6 shows that a batch of AS numbers is allocated to each
diameter of bolt in thi~ series. A separate number whhin each batch is reserved for a
particular length of bolt so that a code system is unnecessary; any particular AS
number in this series applies only to a bolt of specified length and diameter. The
plain length is graduated in steps of 005 inch from 005 inch to 09 inch, and steps
of O l inch thereafter up to 3 4 inch. A 10-32 UNF bolt l 2 in.ch long and having il
small head will therefore be AS6780
3.7.3 The bolts shown in Table 7 also have a batch of AS numbers allocated to each
diameter but in this case the range of available lengths varies between specifications.
The length of the bolt is taken as the whole length of the shank, including the thread
in sixteenths of an inch up to 2 inches long, and eighths thereafter, each particular
size having a unique reference number. It should be noted that this series of bolts
has a threaded length greater than that normally found on aircraft fasteners. A
minimum length of plain portion is also maintained, so that the thread length in the
shorter bolts is reduced below the normal for the particular diameter.

125
BL/l-3
4 FUTURE TRENDS Because of the importance of reducing weight in the construc-
tion of an. aircraft, designers are constantly seeking means of using higher strength or
lighter alloys for structural purposes. This trend applies particularly to fasteners and it ii
apparent that the- use of smaller diameter bolts and miniature anchor nuts will become
more widespread. It will be accompanied by the use of threads of UNJF form.
4.1 In the field of light alloys, specifications for titanium bolts are being prepared and
will probably be drawn up in accordance with existing American practice, within the
framework of British Standard A 101, entitled "General Requirements for Titanium
Bolts".
4.2 Because of the vast experience gained, particularly in America, in the use of both
standard and miniature components, it has been internationally agreed to use Unified
inch threads on fasteners. However, with the introduction of metric dimensions in
other fields, it is probable that a metric thread series will eventually be accepted.
4.3 As far as identification features are concerned it appears likely that the system used
for recent specifications will continue; bolts in the AS series will be marked with a
number which will be unique for a particular diameter and length, and bolts in the BS
series will use the code at present applied to bolts with UNJ threads.
NOTE: There is no symbol used to differentiate between threads of standard unified or UNJ fonn.

S ABBREVIATIONS The following is an alphabetical list of abbreviations used in

this Leaflet:-
AGS Aircraft General Standards
AS Aircraft Standards
Al Al Aluminium. alloy
BA British Association
blue dyed blue over anodic film
BSF British Standard Fine
cad. cadmium plated all over
cad. h & t cadmium plated head and thread only
csk. countersunk
c/t close tolerance
CRS corrosion resisting steel
FCS free-cutting -steel
green dyed green over anodic film
hd. head
hex. hexagon
HTS high tensile steel
LTS low tensile steel
mush. mushroom
nat. natural finish
ss stainless steel
u~-- Unified coarse thread
UNF Unified fine thread
UNS Unified special thread
UNJF Unified fatigue-resistant fine thread ,.

126
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDU9',ES

BL/2-4
Issue 2.
December, 1979.
BASIC
IDENTIFICATION MARKING
IDENTIFICATION MARKINGS ON METALLIC MATERIALS

INTRODUCTION This Leaflet gives guidance on the determination of type and

positioning of mar.kings on metallic materials, for the purpose of identification during
manufacture. This Leaflet should be read in conjunction with .CAIP Leaflet BL/22,
which gives information on standard colour schemes and BL/2-1 which gives information
on the processes for identification marking of aircraft parts.

1.1 Chapter A6-6 of British Civil Airworthiness Requirements specifies that materials
used in parts affected by airworthiness requirements shall comply with one of the
following specifications:-
(a) British Standard Aerospace Series Specifications.
1
(b) DTD Specifications.
(c) Specifications approved by the CAA.
(d) Specifications prepared for a material in accordance with BCAR, Chapter D4-1
for large aeroplanes*, by an Organisation approved for design where the material
is to be used in a part designed within the terms of the design approval.

1.2 British Standards Aerospace Series and DTD Specifications ntake provi~on for the
identification of materials by requiring the mark oftheinspector and such other markings
as may be necessary to ensure full identification. Manufacturers' Specifications (as in
paragraph I.I (d)) normally refer to the inspectionalclauses of the relevant BS or DTD
Specifications and, consequently, similar provision for identification is made.

1.3 To obviate the need for the revision of this Leaflet when new issues of specifications
referred to are published, the prefix of-suffix indicating the issue number of the specifi-
cation has been omitted.

2 METHOD OF MARKING Materials should be identified as early as possible lo

their manufacture.

2.1 Th~ markings most appropriate for materials .such as sheet, bar and castings are""":-
(a) metallic stamp ma.rkings,
(b) markings produced by the die or mould used in shaping the material, and
(c) marking by rubber stamp, hand roller or printing machine.
Whichever method of marking is employed, damage to the material must be avoided
and particular care should be taken when marking stressed parts of materials.

*Chapters K4-1 for light aeroplanes, G4-1 for rotorcraft, C2-2 for eniines.

127
BL/2-4
2:2 The markings most appropriate for parts and semi-finished materials are-
(a) acid etching,
(b) electro-chemical methods,
(c) vibratory percussion,
(d) grit blasting, and
(e) deposition of iron-copper selenite.

2.3 In~ised markings are not recommended for-

(a) stressed parts where the impressions may act as stress raisers and originate cracks,
(b) materials and parts of thin section,
(c) materials or p~rts of such hardness, surface condition or shape that it is impracticable
to a,pply a weH.definecImarking, and
(d} material ordered to exact sizes where no provision is made for the subsequent
removal of the portion containing the incised markings.
NOTE: Electro-engraving of parts is prohibited and metallic stamp and vibratory percussion methods
must not be used at highly stressed locations. If it is necessary to mark a part in a stressed region,
etching or electro-chemical methods should be employed.
2.4 When metallic stamp marking is used, and this method is preferred for stock or
random sizes of material, the marks have to be confined to a minimum arell, in _a suitable
position.

2.5 When marking with ink, enamel or paint is permitted, the marking medium has to
meet the following criteria:-
(a) It. has to be permanent,. except for 'non-immersion' markings used_ with some
aluminium-based materials, where the marking is designed to disappear dudng
solution treatment.
(b) It has to have no corrosive or adverse eft"ect on the material and be compatible with
any material or substance with w.hich it may subsequently be in contact.
NOTE: For stainless steels, the marking medium has to be free from organic compounds to obviate
the possibility of carbon 'pick-up'.
(c) It has to remain legible when any protective process is applied to the material.

2.6 Where material is ordered to sizes which do not permit the identification markings
being removed during production of a part, the purchaser. may state expressly in his
order that the material is to be used in the size as delivered and must not bear any
incised markings. In such circumstances the material may be identified by-
(a) the pieces of material being bundled or parcelled and the marks required being
stamped ~n a metal label securely attached to each bundle or parcel,
(b) marking with paint, enamel or ink (see paragraph 2.5), or
(c) one of the etching or electrochemical methods.

3 IDENTIFICATION OF METALLI.C MATERIALS TO APPROVED SPECIFICATIONS

The Procedure Specifications in the British Stand?,rds Aerospace Series, i.e. HC.100,
H'.R.100, L.100, ,'.L:500; S.100, S.500, T~lOO .and TA.100, contain identification marking
clauses which are applicable to all BS Aerospace Series and OTO Specifications for iron,
nickel, copper and ~efractory base.alloy castings, wrought heat resisting alloys,_ wrought

128
 BL/2-4
aluminium and aluminium alloys, aluminium base and magnesium base ingots and castings,
wrought magnesium alloys, wrought steels and wrought titanium and titanium alloys.
New issues of approved specifications will include references to the identification clauses
of the relevant specification.

3.1 The identification marking of metallic materials other than those covered in para-
graph 3 is governed by the individual Approved Specification.

3.2 The identification markings should consist of the specification reference, the in-
spection stamp (except as indicated in paragraph 4) and such other markings as are
necessary to enable the following details to be established:-
(a) Manufacturer.
(b) Cast number (where cast or cast/heat treatment batching is required by the Speci-
fication).
(c) Batch number.
(d) Test report number.

3.3 The identification mark of the inspector and the manufacturer's trade or identifi-
cation mark may be combined in one symbol. Correlation between the relevant
approved certificate and test report may conveniently be secured by marking the
material with the test report number.

3.4 Additional markings such as those agreed by the supplier and purchaser and stated
on the order or drawing may also be applied.

4 IDENTIFICATION OF MATERIAL FORMS The identification markings which

are generally applicable to various forms of material, ingots, castings, bars, sheets, etc.,
. are giv~n,in this paragraph.

4i 1 Ingots. Each ingot sh9uld be stamped with the marks indicated in paragraph 3.2,
except that the inspection stamp may be omitted if the manufacturer's name or trade
mark is cast on each ingot and the relevant inspection records are signed by the inspector
. a:ccep~ing the ingots.

4.2 Castings; Forgings and Stampings. Each casting, forging and stamping which is
large enough to be -individually marked should bear the marks described in paragraph
3.2 and-such other markings as may be stated on the order.
4.2.1 Marks, such asthe part number and the manufacturer's name, may be incorporated
in the die or mould used in shaping the part. Marks not so applied should be added
by .me3:ns of ~tamps unless some other method of marking is specified. All stamp
markings must be placed where they have the least detrimental effect on the part;
such position .usually being indicated on the drawing.
4.2.2 Where forgings, stampings and precision castings approximate closely to the
finished parts, the. method of identification should follow the requirements for the
marking of the finished parts, as shown on the drawing. Wherever practicable,
compressor and turbine blade forgings should be individually identified, and this is of
particular importance where the blade forgings are of similar shape and size and made
from closely associated alloys, e.g. the alloys of the Nimonic series. Segregation and
identification of stock, 'U$CS' and forgings for blades throughout the various production
and heat treatment stages is necessary.

129
BL/2-4
4.3 Billets and Bars. Each billet and bar, the diameter or width across flats of which is
greater than 19 mm (075 in), should be stamped at one end with the markings detailed
in paragraph 3.2.

4.4 Sheets and Strips. Each sheet and each coil or strip wider than 19 mm (075 in)
should be stamped with the markings detailed in paragraph 3.2.

4.5 Sections. Each extruded and rolled section, the major sectional dimension of which
exceeds 19 mm (075 in), should be stamped at one extreme end with the markings
detailed in paragraph 3.2.

4.6 Wire. Each coil or bundle of wire should bear a metal label stamped with the
markings detdiled in paragraph 3.2 and such additional markings as may be required by
the relevant specification (which may also require colour identification).

4. 7 Tubes. Each tube, the diameter of which exceeds 25 mm (1 in), or in the case of
light alloy and steel tubes exceeds 19 mm (075 in), should be stamped at one end with
the markings detailed in paragraph 3.2 and with any additional markings required by
the relevant specification.

4.8 Items not Requiring Individual Identification. As an alternative to individual

identification, and provided that the material is from the same cast or batch:
(a) ingots, small castings, forgings, stampings and bars, the diameter or width across
flats of which does not exceed 65 mm (025 in);
(b) sheet and flat strips, the width of which does not exceed 19 mm (075 in);
(c) sections, the major sectional dimensions of which do not exceed 19 mm (075 in);
(d) tubes, the diameter of which does not exceed 25 mm (1 in), or in the case of light
alloy and steel tubes does not exceed 19 mm (075 in)
should be either wired together or packed in parcels, as appropriate, and a metal label,
stamped with the markings detailed in paragraph 3.2, should be attached to each
bundle or parcel.

5 ALUMINIUM-BASED MATERIALS The idet!tification marking requirements for

aluminium-based materials are prescribed in British Standards L.100 and L.101, and
castings, extruded bars, sections and sections rolled from strip, wire and tubes should,
unless otherwise specified, be so identified.

5.1 Ingots. Ingots which have a sufficiently clean and smooth face to enable full
legibility to be secured, may, at the discretion of the appropriately authorised person, be
rubber stamped with the specification reference, preferably at each end of the ingot. The
letters and figures should be not less than 13 mm (05 in) high and the ink used should
comply with paragraph 2.5.

5.2 Sheet 2Ptd Strip in Coil Form. In addition to the identification markings detailed in
paragraph 3.2, sheet and strip may be required to be 'all-over' marked by the specification.
Where strip is identified by ink markings, marking the material with the Specification
reference may be omitted. 'AU-over' marking should be_carriedout in accordance with
the relevant clauses of BS L. l 00 and as detailed in paragraphs 5.2.1 to 5.2.4, unless
otherwise agreed between the manufacturer and the purchaser and stated on the order.

130
 BL/2-4
5.2.1 Each sheet and each strip in coil form, the width of which is 152 mm (6 in) or
greater, should be marked in green ink with the Specification reference and the manu-
facturer's symbol in figures and letters 13 mm (05 in) high. The lines of markings
should be at a pitch of 100 mm (4 in). The markings should be arranged in accordance
with (a) or (b).
(a) The specification reference and the manufacturer's -symbol should appear alter-,, -
nately and should be repeated at intervals of approximately 100 mm (4 in) along
each line of marking; the marks being so disposed that the Specification reference
in one line is above the manufacturer's symbol in the line immediately below it
(b) The specification reference and manufacturer's symbol should appear on alternate
lines, the marks in each line being repeated with a gap of approximately 25 mm
{l in) between them.

5.2.2 Each sheet and each strip in coil form, the width of which does not exceed 152 mm
(6 in}(but not less than 50 mm (2 in) wide), should be marked as in 5.2.1 (a) or (b) at
intervals of 100 mm (4 in) approximately along the centre line.

5.2.3 At the option of the manufacturer, each sheet and strip in coil form, the width of
which does not exceed 50 mm (2 in) wide, can be 'all-over' marked, individually
identified as detailed in paragraph 3.2, or, if from the same batch, bundled together.
with the required marks stamped on a metal label attached to each bundle.

5.2.4 Sheet and strip in coil form of material 26 s.w.g. and thinner, in the heat treatment
condition stipulated by the specification and wide enough to be 'all-over' qiarked, may
be hand marked in green ink along two lines only.

5.3 Plate and Extrusions. Plate, not included in the current issue of BS L.100, should,
unless otherwise specified, be marked in accordance with the relevant DTD Specification.
I
5.3.1 For plate fabrication and machining it is advantageous to know both the direction
of rolling (not readily apparent with pieces cut to size) and the results of non-destructive
testing. The user may require appropriate indications to be marked on each plate;
such additional markings should be agreed between the purchaser and manufacturer
and stated on the drawing or order.

5.3.2 Extrusions and plate which have been stretched in accordance with the speci-
fication or other conditions should be marked with the letters CS in a circle. Bars
and sections should be marked at one end and plate should be marked alongside the
specification reference. The marks should be made either by rubber stamp (blue
or black ink) or by metal stamps, at the discretion of the mater~al manufacturer.

NOTE: See also paragraph S.S when the contents of that paragraph are applicable.

i
I
5.4 Forgings. Forgings should, unless otherwise specified, be finally marked required as
by BS L.100. Where individual markings are required, L.100 specifies that the drawing
for the forgings should state the position at which the identification marks are to be
applied; this is particularly important for forgings in high strength alloys.

NOTE: The method of applying the identification markinp should be confirmed where it is not indicat~
on the drawing.

131
BL/2-4
5.5 Annealed, Not Aged, and as-Rolled Material. Material released in other than the ,
heat treatment condition stipulated by the specification should be marked in red by
means of a transfer, paint or ink markings with the appropriate term to denote its con-
dition and Approved Certificates covering such material should be clearly annotated
"annealed", "not aged", etc., as appropriate.

5.5.1 For sheet and strip in coil form, the red markings in letters 13 mm (05 in) high
should be repeated at i.ntervals ofapproximately 101 mm (4 in) in lines midway between
the lines of markings detailed in paragraph 5.2.1 to 5.2.3.

5.5.2 For extruded bars, sections and tubing, the red marking should be applied near
one end of each length but, where lengths greater than 5 m (15 ft) are supplied, the
markings should be applied at each end of each length.

5.5.3 For plate, the red marking should be placed near the specification reference or,
where 'all-over' marking is required by the order, repeated at intervals midway
between the lines of 'all-over' marking.

5.5.4 Material which is to be bundled and labelled should bear the appropriate word-
ing stamped on the attached label.

5.5.5 The following terms are to be used, as appropriate:-

(a) AS ROLLED.. To denote 'as-rolled' material.

(b) ANNEALED. To denote material in the softened condition.
(c) NOT AGED. To denote material solution treated but which requires precipitation
treatment.

5.5.6 The method of applying the red markings is left to the discretion of the manu-
facturer but the medium used should comply with paragraph 2.5.

6 MAGNESIUM-BASED MATERIALS Cast products should, unless otherwise speci-

fied, be identified in accordance with the requirements of BS L.101. Wrought products
should be identified as required to BS L.500, the contents of paragraph 3.2 being taken
into consideration. In general, the guidance given in previous paragraphs is applicable
and the markings should be applied before chromate treatment.

7 TITANIUM-BASED MATERIALS Titanium-based materials should be finally

marked in accordance with BS TA. l 00 and. order requirements, the contents of paragragh
3.2 being taken into consideration. It is preferable not to use metallic stamping unless
otherwise indicated on the order; billets, bars, sheet, etc., may be identified by rubber
stamp markings. Where the cross-section is insufficient to enable full legibility to be
secured, bars, rods, etc., from the same cast or batch and of the same nominal size may be
wired together and the marks required may be stamped on a metal label attached to each
bundle.
132
 BL/2-4
8 FERROUS MATERIALS Steel ingots and wrought products should, unless other-
wise specified, be identified in accordance with the relevant procedure specifications, i.e.
BS S.100, S.500 and T.100; the identification marking requirements for steel castings are
given in the relevant specifications.

NOTE: Leaded steels should be identified with a distinguishing mark "L", "LED" or "LEADED" and
the associated Approved Certificate should be appropriately endorsed.

9 IDENTIFICATION OF METALLIC MATERIALS TO OTHER THAN APPROVED

SPECIFICATIONS Parts for general supplies (i.e. uncontrolled items as specified in
Section A, Chapter A3-3 of British Civil Airworthiness Requirements) may be made
from materials for which identification marking requirements are not specified. In such
cases the appropriate person employed by the materials manufacturer should be guided
by the terms of the order, but it is preferable that some form of marking be carried out by
the manufacturer to correlate the material with its accompanying release documentation.
It is essential, however, that the material is rendered identifiable after delivery to prevent
any possible confusion with other material held by the purchaser.

133

AIR REGISTRATION BOARD CIVIL AIRCRAFT INSPECTION PROCEDURES

BL/2-6
Issue 3.
24th February, 1971.

BASIC
IDENTIFICATION MARKING
NUTS OF BRITISH MANUFACTURE

INTRODUCTION This Leaflet gives guidance on the identification of nuts comply..

ing with British Standards 'A' Series of Aircraft Materials and Components, with, AGS
Specifications and with certain specifications in the Society of British Aerospace Companies
'AS' Series.

1.1 Failure of a fastener through the use of an incorrect nut could cause malfunction
and, in certain circumstances, lead to the jamming of controls. It is most important,
therefore, that engineers and inspectors should be acquainted with the features by which
anyparticular type of nut may be identified. A nut may have the correct type of thread
but it may be unsuitable for some other reasons such as material, temperature classifica-
tion or length of thread; it is also possible to tit a nut of incorrect size, e.g. a 10-32 UNF
nut may fit an 8-32 UNC screw. These dangers may be minimised by constant vigilance
during servicing operations.

1.2 For the benefit of engineers engaged on the maintenance of older types of aircra(t,
information on obsolescent Standards is also included in this Leaflet, together with
details of replacement Standards.
1.3 Information on the identification of bolts and screws of British manufacture is given
in Leaflet BL/2-3.
1.4 A list of abbreviations and terms used in this Leaflet is given in paragraph 7.

2 BRITISH STANDARDS NUTS HAVING BA OR BSF 'THREADS Table 1 gives a

list of relevant Standards and superseding Standards. Identification. details are included
in the table and the different nuts included in this range are illustrated in Figure 1.
2.1 Identification. Identification of a particul3it nut may be effected from its shape and
anti-corrosive treatment; in addition, all nuts l,arger than i inch BSF are marked with
the British Standard number, and parcels of nuts are labelled with the complete part
number.
2.2 Code System for Nuts. The code system used for the identification of the nuts
listed in Table 1 (with the exception of A14) consists of the Standard number followed
by a letter indicating the size of the thread (Table 2), followed by a letter indicating the
type of nut, i.e. P (ordinary nut), S (slotted nut), C (castle nut), and T (thin nut). These
type letters are not, however, applied to the nuts. For example, the complete part
referencing number used on the drawing, or when ordering n; inch ordinary A27 nuts is
A27LP, but the corresponding marking of the nuts will be A27L.
2.2.1 Where nuts have a left-hand thread the letter 'L' is added to the part number,
thus the above example with a left-hand thread would have the part number A27LPL.
.The letter 'L' is marked on one of the hexagonal surfaces of the nut~

135
BL/2-6
TABLE 1
BA AND BSF HEXAGON NUTS

ldenti-
BS Types Material Finish Remarks .fication Size Range
No. (para. 2.2) (Fig. 1)*
--
A14 Pand T Brass cad or obsolescent a orb (i) lOBAtoOBA
I natural (ii) 4 BA to 1-! BSF
I A24 P,T,S HTSS natural , replaces A16 Z
e, f, g 6 BA to 1 in BSF
andC orb
A27 P, T, S HTS cadmium replaces A16 Y e, f, g 6 BA to 1 in BSF
andC or h**
~
A29 Pand S AIAI anodic replaces Al 8 j or k 6 BA to 1 in BSF
A47 p LTS cadmium} order as A27 in a 12 BA to 2 BA
I A48
A49
T
p
LTS
ss
cadmium. 2, 4 and 6 BA b
natural a
8 BA to 2 BA
12 BA to 2 BA
A50 T ss natural b 8 BA to 2 BA
A51 p AIAI anodic a 12 BA to 2 BA
A52 T AIAI anodic b 8 BAto2 BA
A53 p Brass tinned replaces Al 4 P a 12 BA to 2 BA
A54 T Brass tinned replaces Al 4 T, b 8 BA to 2 BA
2and4BA
A58 Tor TS HTS cadmium shear nut I orn !to !in BSF

The BS number is marked on all nuts larger than i i.nch BSF.

a, b, c or d in sizes below -1 inch BSF.

(a) (b) (c) (e) (f)

(g) (h) (j) (k) (I) (n)

NOTE: Shear nuts (I) and (n) are 02 in thick in all sizes.

Figure 1 IDENTIFICATION FEATURES BA/BSF NUTS

136
 B.l/2-6
TABLE 2
DIAMETER CODE LETTERS
Code Size Code Size

A 6BA p fg-inBSF
B 4BA Q iinBSF
C 2BA s !in BSF
E !inBSF u t inBSF
-
G ,A in BSF w 1 in BSF
J iin BSF X 12BA
L ,& inBSF y lOBA
N fin BSF
I z 8BA
I_

2.2.2 Code System for BS Al4 Brass Nuts. In the obsolescent British Standard A14
two ranges ofnu', are covered, viz. 0 BA to 10.BA plain and 4 BA to 1! inch BSF thin.
(i) In tlJ.e former (which is superseded by A53) the diameter is indicated by the BA
number, and the part number consists of the Standard number followed by the
diameter number and the letter 'B'. For example, the complete part reference
number used on the drawing or. when ordering 4 BA plain nuts, is A14 4B.
(ii) In the second range the 4 and 2 BA nuts are $Uperseded by British Standard A54,
but the coding system is similar to that in Table 3, with the exceptions that 'X'
and 'Y' are used to denote ll inch BSF and 1-! inch BSF nuts respectively, and
the letter 'B' is substituted for the usual letter 'T'. For example, at inch thin nut
has a reference numberA14 EB.
(iii) Both ranges include nuts with left-hand threads and the information contained
in para. 2.2.1 applies also to this series.
TABLE 3
UNIFIED HEXAGON NUTS
I I

Type
l
Material Finish
I
Remarks 1dentification
BS Size Range
No. (para. 3.2) (Fig. 2)*

Al03 P, T, Sor C HTS cad a, b, cord 4-40 UNC to-

1 in UNF
A105 P, T, S, or C CRS natural marked with 'Z~ a, b, cord 4-40 UNC to
1 in UNF
A107 PorS AIAI green a ore 4-40 UNCto
1 in UNF
AHO Tor TS HTS cad shear nut e orf ! to i in
UNF
A222 p LTS cad a 0-80 and
2-64 UNF
A223 T LTS cad b 0-80 and
2-64 UNF
A224 p Brass tinned a 0-80 and
2.:.64 UNF
A225 T Brass tinned b 0-80 and
2-64 UNF
* The BS number is marked on all nuts larger than i inch UNF.

137
BL/2-6
3 BRITISH STANDARDS NUTS HAVING UNIFIED THREADS Table 3 gives a
list of the relevant Standards and superseding Standards for ordinary hexagon nuts and
Table 4 gives the Standards applicable to stiffnuts of various types. The nuts are illus-
trated in Figures 2 and 3 respectively.
TABLE 4
UNIFIED STIFFNUTS

Temperature Classification, Nut Material and Coating

-75C to +125C -75C to +200c 1-75C to

+ 42s c0

Basic Type Attach- 1-----1-----1------

ment Al Alt Brass or Steel* CRS** I
plate BrtJnzet t
material---------~----__,.....____ ,_____ .
Anodised Tinned I
Cad plated Silver
Plated

ordinary A129 Al31 A125 A127 Al80

Hexagon thin A130 Al32 A126 A128 A181
cap A214 A213

Clinch A124 A123 A122

Single lug ordinary A161 A163 A157 A159 A200

fixed thin A162 A164 A158 A160 A201
anchor

Double lug ordinary A140 A142 A136 A138 AIR6

fixed thin A141 Al43 A137 A139 A187
anchor cap A216 A215
I

ordinary Al Al A153 A151

thin A154 A152

Double lug ordinary Brass A155

floating thin A156
anchor
ordinary Steel A147
thin A148

ordinary CRS A149 A192

thin A150 A19~

Strip ordinary A167 A165

thin A168 A166

Nut body is made from S 92, S H2, S 113, S 114 or S 117 depending on the size of the nut. Base plate is
made from S 510 or S 511 and attachment plate from S 511 or L 72.
Nut body is made from S 80, base plate and attachment plate from S 521.
t Nut bodY, is made from L 65, base plate and attachment plate from L 72.
tt Nut body is made from B 11, BS 249, BS 250, BS 251 or BS 369. Base plate and attachment plate are made
from BS 267 or BS 409. ,

138
 BL/26
3.1 Identification. Nuts with Unified threads may be identified by their shape, type
of finish and thread size. Additionally, all nuts other than anchor nuts, 8-32 UNC and
larger, are marked with the 'Unified' symbol of contiguous circles. The identification
of smaller nuts may be more difficult, for example, an A222, 2-64 UNF nut is similar to
an A47, 8 BA nut, and it may be necessary to try the nut on a bolt of known thread to
achieve positive identification.
3.1.1 Nuts listed in Table 3, larger than i inch diameter, are marked with the British
Standard number.
3.1.2 Stiffnuts 1 inch UNF and larger which are manufactured from corrosion
resisting steel, are marked with the letter 'Z', either on one flat or on the base plate;
when the nut is also silver plated, the letter 'X' is added to or replaces the 'Z'.
3.1.3 Brass anchor nuts are marked with the letter 'B' and all hexagon brass sti.ffnuts
have a washer face (Figure 3).
NOTE: The shape of the friction element on a stiffnut should not be taken as an identification feature.
These are usually patented devices and depend on the design favoured by theparticular manufacturer.
Nut specifications normally only quote the maximum dimensions of the friction element and the
frictional unscrewi :1g torque required.

(a) (b) (c) (d) (e) (f)

NOTE: Shear nuts {e) and {f) are 02 in thick in all sizes.
Figure 2 UNIFIED NUTS

3.2 Code System. The code system used for the identification of nuts having Unified
threads consists of the British Standard number followed by a letter indicating the size
of thread {Table 5), followed, when appropriate, by a letter indicating the type of nut,
i.e. P (ordinary nut), S (slotted nut), C (castellated nut) and T (thin nut). These letters
are not, however, applied to the nut. For example, the complete part number used on
drawings or when ordering a -jk- inch UNF ordinary A107 nut is Al07 LP but the nut
is only marked 'Al07'. Where sti.ffnuts are concerned the part number is not marked
on nuts of any size, but over i inch diameter a letter indicating thread size is applied.
3.2.1 Clinch Nuts, A122 to A124. A similar coding system to that described in
paragraph 3.2 is used, followed by a number indicating the length of spigot required.
A choice of three spigot lengths is specified for each size of nut, depending on the
thickness or material through which the nut is to be clinched.
3.3. Stiffimts. As mentioned in par~graph 3.1, hexagon, clinch and strip sti.ffnuts a~e
marked with a 'Unified' symbol to show the type of thread used. Anchor nuts (fixed or
floating) are not so marked as the shape of the base plates is considered to be adequate
for recognition purposes; these -are much smaller and less angular than those fitted to
similar stitfnuts with BA or BSF threads in the AGS range of specifications. In the
Unified stiffnuts the base plate is integral with the nut body, but the nut portion of an
a
AGS stiffnut is retained inside- cage. '

139
BL/2-6

cffi
thin ordinary brass

t
[ 'I 8 I Cill)
J t
( rg I I J

HEXAGON CLINCH CAP

SINGLE LUG FIXED ANCHOR DOUBLE LUG FIXED ANCHOR

FLOATING ANCHOR

STRIP

NOTE: The nut body of any anchor stiffnut may be either hexagonal or round

Figure 3 IDENTIFICATION FEATURES, UNIFIED STIFFNUTS

140
 BL/2-6
3.3.1 When it is necessary to differentiate on the drawing or order between metallic
and non-metallic friction element stiffnuts in the steel and corrosion-resisting steel
(-75C to +200C) ranges, the suffix '/66' or '/77' respectively is added to the part
reference. For example, the complete part reference for at inch UNF steel nut with
a metallic friction element is AI25 E/66, and for a nut of the same size with a non-
metallic friction element A125 E/77. A part reference without such a suffix indicates
that either type of nut may be used.
3.3.2 Stiffnuts complying with British Standards Al80, A181, A186, A187, A192,
A193, A200 and A201 may be supplied unplated for use in that condition, or for
subsequent plating by the user for applications where plating other than silver is
required. When ordering such nuts, '/UP' should be added to the reference number.
For example, a -ro
inch UNF corrosion-resisting steel, thin, double-lug, floating
anchor nut unplated, is A193 G/UP.
3.4 Left-Hand Threads. Left-hand threads in nuts are indicated by the use of the suffix
letter 'L'. Thus the reference number for a 4-40 UNC ordinary brass nut complying
with BS A2IO would be A210 APL, i.e. the Standard number + the diameter letter +
the nut type + left-hand thread. The letter 'L' is also applied to one of the hexagon
faces of the nut. fhere is no provision made for left-hand threads in the specifications
relating to stiffnuts.
TABLE 5
DIAMETER CODE LETTERS
UNIFIED THREADS

Code Size Code Size

I
y 0-80 UNF J iin UNF
z 2-64 UNF L * in UNF
A 4-40 UNC N ! in UNF
B 6-32 UNC p -J\ in UNF
C 8-32 UNC Q i in UNF
D 10-32 UNF s i in UNF
E ! in UNF u iin UNF
G -,& in UNF w 1 in UNF

4 'AS' NUTS
4.1 Double Hexagon Stiffnuts. A range of double-hexagon stiffnuts manufactured
from heat resistant steel and having UNJF threads, is provided in the SBAC, AS series
20623 to 20630, representing thread sizes 8-36 UNJF to fo-18 UNJF. These nuts are
specified for use on the AS series of heat resistant bolts with UNJF threads, and may be
identified from the AS number marked on the extended washer portion of the nut.
They are illustrated in Figure 4.
4.2 Ordinary and Anchor Stiffnuts. A series of AS specifications for lightweight hexagon
and anchor stiffnuts has been produced in the range AS 8600 to 8661 (see Table 6).
These nuts are manufactured from high tensile steel and are considerably lighter than
conventional nuts; all are now manufactured with UNJ threads.

141
BL/2-6

Figure 4 'AS' DOUBLE HEXAGON STIFFNUTS

4.2.1 No piarkings are applied to the nuts but they are quite different from either
the BS or jAGS stiffnuts and may be identified purely from their shape (see Figure 5).
For storage and ordering purposes the nuts are identified by the AS number, followed
by a size code letter as shown in Table 5. A further code is necessary for ordering
strip nuts, and this consists of a number representing the distance between nut centres
in eighths of an inch, followed by an additional number representing the number of
nuts required in a strip. A 10-32 UNF strip nut with 0.75 inch nut spacing and having
10 nuts would therefore be, AS 8612/0/6/10.

4.2.2 As with the BS and AGS stiffnuts, the shape of the friction device is optional,
~ the specification merely stating the maximum or minimum limits as appropriate. A
further stipulation with this series of nuts is the maximum permissible weight per
100 units (and weight per inch for strip nut channels).

TABLE 6
'AS' LIGHTWEIGHT STIFFNUTS

AS Numbers

Material HTS CRS CRS

Max. rated temperatures 250c 450c 250c

Finish Cad.~
Silver Natural

Hexagon,flangetype 8600 8623 8650

Bexagon 8601 8624 8651
Double lug anchor 8602 8625 8652
Miniature double lug anchor 8603 8626 8653
Single long lug anchor . 8604 8627 8654
Miniature single long lug anchor 8605 8628 8655
Miniature single short lug anchor 8606 8629 8656
Corner anchor 8607 8630 8657
Miniature comer anchor 8608 8631 8658
Double lug :floating anchor 8609 8632 8659
Miniature double lug :floating anchor 8610 8633 8660
Single large lug floating anchor 8611 8634 8661.
Strip 8612

142
 BL/2-6

(Flange type)

HEXAGON HEXAGON MINIATURE DOUBLE

DOUBLE LUG ANCHOR LUG ANCHOR .

r-
1
I r-
I 1
I I
I I
I

SINGLE LONG LUG ANCHOR MINIATURE SINGLE MINIATURE SINGLE

LONG LUG ANCHOR SHORT LUG ANCHOR

,---
1
I

CORNER ANCHOR STRIP

MINIATURE CORNER DOUBLE LUG MtNIATURE DOUBLE LUG SINGLE LONG LUG
ANCHOR F~OATING ANCHOR FLOATING ANCHOR FLOATING ANCHOR

Figure S TYPICAL 'AS' LIGHTWEIGHT STIFFNUTS

143
BL/2-6
5 AGS NUTS
5 1 Stiffnuts. Table 7 gives a list of the relevant AGS numbers for the various types
of stiffnuts in this series; the nuts are illustrated in Figure 6 to show the differences from
British Standards stiffnuts AGS stiffnuts have BA or BSF threads

TABLE 7
AGS STIFFNUTS

AGS Number
Type
Stan- Thin Csk Cap Csk
dard cap

Hexagon 2001 2002 2003 2021 2024

Single anchor, single fixing 2004* 2005* 2006*
Single anchor, double fixing 2018 2019 2020
Double anchor 2007 2008 2009 2023
Floating 2012 2013 2014
Strip 2015 2016 2017
Clinch 2011

obsolescent.

5.1.1 Code Systems. The part referencing system consists of the AGS number,
followed by a letter indicating the thread size, followed by a number indicating the
material Floating anchor nuts are referenced with two material numbers, the first
for the attachment p]ate and the second for the nut. The complete part number for
a ~ inch BSF countersunk floating anchor nut with mild steel base plate and light
alloy nut would be, AGS 2014/G/13. The diameter code letters are the same as those
shown in Table 2 and the material code is as follows:-
1 Mild steel, cad. plated
2 CRS or monel, cad. plated
3. Light Alloy, anodised and dyed blue
4 Brass or bronze, electro-tinned.

TABLE 8
WING NUTS

Code Size Code Size

A 6 BA (AGS 113 only) D li in BSF (AGS 120 only)

B 4 BA (AGS 113 only) E i in BSF (AGS 120 only)
C 2 BA (AGS 113 only) F ii in BSF (AGS 120 only)
A t in BSF (AGS 120 only) G ,&- in BSF (AGS 120 only)
B ~ in BSF (AGS 120 only) H ! in BS:i:;' (AGS 120 only)
C fa- in BSF (AGS 120 only)

144
 BL/2-6
5.2 AGS Nuts-Various

S.2.1 Wing Nuts AGS 113 and AGS 120 (Brass Cadmium Coated). AGS 113 relates
only to BA sizes, whilst AGS 120 relates only to BSF sizes. The coding system for
these nuts consists of the A.GS number followed by a letter indicating the size of
thread (Table 8). Example: Ai inch BSF brass wing nut would be AGS 120/A.

HEXAGON NUT CLINCH NUT

@
0 0
SINGLE LUG ANCHOR NUT SINGLE LUG ANCHOR NUT
WITH SINGLE RIVET FIXING WITH DOUBLE RIVET FIXING

DOUBLE LUG ANCHOR NUT FLOATING ANCHOR NUT

Figure 6 TYPICAL AGS STIFFNUTS

145
BL/2-6

I
5.2.2 Wing Nuts AGS 3413. These are cadmium coated brass wing nuts with
Unified threads in the sizes 4-40 UNC to-! inch UNF. The coding system consists
of the AGS number followed by a letter indicating the.thread size {Table 5).

5.2.3 BSP Union Lock Nuts, AGS 207 (Mild Steel, cad. plated), AGS 224 (Brass,
cad. plated) and AGS 957 (Al AI anodised). The coding system used for these nuts
consists of the AGS number (which indicates the type of material), followed by a
letter indicating the thread size. The letters A to E are used, representing the sizes
t inch BSP to i inch l3SP in steps of t inch. A ! inch BSP brass lock nut would
therefore be AGS 224/D.

5.2.4 Thin Nuts BSP and Whitworth Form, AGS 1148 (Al AI anodised). The coding
system used for these nuts consists of the AGS number, followed by a letter indicating
the thread size (Table 9). Example: A! inch BSP nut would be AGS 1148/D.

TABLE 9
THIN NUTS

Code Size Code Size

A iinBSP F !inBSP
B tinBSP G iin BSP
BB 19 t.p.i. Whit. Form 0.60 o/d H lOinBSP
C i in BSP J It in BSP
cc 14 t.p.i. Whit. Form0.75 o/d K 1! in BSP
D ! in BSP L 1! in BSP
E iinBSP M 20 in BSP

5.2.5 Union Nuts AGS 1187 (Al AI Anodised), AGS 1216 (Mild Steel, Cadmium
treated) and AGS 1217 (Brass, Cadmium treated). The coding system used for these
nuts consists of the AGS. number, followed by ~a letter indicating the thread size
(Table 9). Example: At inch BSP union nut made of brass would be AGS 1217/B.

S.2.6 L.T. Union Lock Nut, AGS 1710.(Brass, .tinned). This nut is made in one size
only, i.e. ! inch x 26 t.p.i. Whitworth form.

6 FUTl)RE TRENDS
6.1 The need for saving weight on airpraft structures has led to the widespread use of
lightweight fasteners of all types, particularly of self-locking nuts and anchor nuts.
The use of lightweight and miniature stiffnuts was pioneered in the United States and
although these nuts are readily available in this country, very few of British design are,
as yet, manufactured in Great Britain.

146
 BL/2-6
6.2 Aircraft manufacturers are tending to make greater use of the UNJ thread form
because of its high resistance to fatigue. All future specifications for aircraft fasteners
are expected to stipulate this thread and some existing specifications for nuts contain
a clause requiring the thread to be of UNJ form after a specified date. Nuts with
UNJ. threads are fully interchangeable with nuts having standard Unified threads of the
same class, the only difference being a slight increase in the minor diameter to accom-
modate the increased root radius ot the external thread.

6.3 In view of the general acceptance of metric dimensions in other fields, it seems
likely that the metric thread of UNJ form will eventually be used internationally and
result in further specifications for nuts in both the AS and BS series. It is expected
that fasteners having metric threads will be identified by marking with the letter 'M'.

7 ABBREVIATIONS AND TERMS USED

AGS Aircraft General Standards.

Al Al Aluminium Alloy.

AS Aircraft Standards of the SBAC.

Attachment Plate The formed sheet metal plate of a floating anchor nut which is
riveted to the structure. It retains the nut body and base plate,
allowing a specified amount of movement in relation to the
structure.

BA British Association.

Base Plate The plate, normal to the axis of the nut, which forms the riveting
lugs of a fixed anchor nut. In a floating anchor nut it retains the
nut body in the attachment plate.

BS British Standard.

BSF British Standard Fine.

BSP British Standard Pipe.

Cap Nut A stiffnut, the threaded bore of which is sealed by a metal cap to
prevent the leakage o( .fluids.

Clinch Nut A self-retaining stiffnut having a spigot at the bearing face which .
is spread to hold the nut in position.
,..
147
BL/l-6
CRS Corrosjon resisting steel.

Fixed Anchor Nut A stiffnut which is rigidly attached to the structure.

Floating Anchor Nut A stiffnut which has a limited amount of movement in a plane
normal to the axis of the nut for purposes of alignment.

Friction Element The portion of a stiffnut, above the nut body, designed to
impose friction between the nut and the thread on which it is
mounted. The shape of the friction element varies with different
designs but must be contained within the maximum plan form
and height quoted in the appropriate specification.

HTS High Tensile Steel. Norm.ally implying a tensile strength in

excess of 50 tonf/in2, but in some specifications the smaller
fasteners may be manufactured from material with a lower
tensile strength.

HTSS High Tensile Stainless Steel.

LTS Low Tensile Steel. Steel with a tensile strength ofup to approxi-
mately 25 tonf/in2.

MTS Medium Tensile Steel. Steel with a tensile strength between

that of LTS and HTS.

Nut Body The portion of a stiffnut containing the screw thread.

ss Stainless Steel.

Stiffnut A nut body surmounted by a device which imposes friction

between the nut and the thread on which it is mounted so that
no other form of locking is required.

Strip Nuts A row of stiffnuts mounted on a common attachment plate in

the form of a continuous strip.

t.p.i. Threads per inch.

UNC Unified Coarse Thread.

UNF Unified Fine Thread.

148
 BL/2-6
UNJ Unified thread with increased root radius for added fatigue
resistance. Ranges of fine threads (UNJF) and coarse threads
are provided in this series.

UNS Threads of basically Unified form but differing slightly from the
standard Unified series.

Whit. Whitworth.

149
CIVIL AVIATION AUTHORITY CIVIL AIRCRAFT INSPECTION PROCEDURES

BL/2-7
Issue l.

3rd December, 1976.

BASIC
IDENTIFICATION MARKING
STANDARD FASTENERS OF AMERICAN MANUFACTURE

INTRODUCTION This Leaflet gives guidance on the identification and coding of

bolts, nuts, screws and washers which are manufactured to American National Standards
and are used for general aircraft assembly. Many other types of American fasteners are
used on aircraft, particularly in the field of light-weight, self-locking nuts and bolts, and
these are approved for use by the relevant manufacturer or Airworthiness Authority;
these fasteners will not necessarily be marked or identified in accordance with the national
standards, but will comply with information published by the particular manufacturer.

2 SPECIFICATIONS Standard aircraft fasteners in America are manufactured in

accordance with Government, Military and Civil Specifications. The following series of
specifications cover the materials, processes, and component drawings for all standard
fastenern :-
Federal Specifications
Society of Automotive Engineers Specifications (SAE)
Aeronautical Materials Division of SAE Specifications (AMS)
Air Force/Navy Specifications (AN)
Military Standards (MIL and MS)
National Aerospace Standards (NAS)
2.1 These specifications provide for a range of fasteners with Unified threads in the
UNC, UNF and UNJF series (see Leaflet BL/3-2 for full details of Unified threads).
However, whereas for British aircraft, fasteners are manufactured in a selected range of
Unified threads, American fasteners are, in some instances, supplied with both UNC
and UNF threads. Extreme care is necessary when matching up nuts with screws or
bolts in these series. If not properly identified, then thread gauges must be used .to
check the thread. Visual comparison of small threads is not recommended.
2.2 The various standard~ are dealt with separately in this Leaflet, and it should be
noted that the AN series has to a large extent been replaced by MS and NAS components.

3 AN FASTENERS These specifications are in two series. The early series has
numbers from 3 to 9000, with the fasteners occupying a range from 3 to 1000; these
fasteners are of comparatively low strength, and are manufactured in steel or aluminium
alloy. The steel parts are generally manufactured from low-alloy steel, and if non-
corrosion-resistant, are cadmium plated, whilst the aluminium parts are anodised. The
later series parts have six figure numbers commencing with 100000, are of more recent
design and are generally manufactured from higp.er-strength materials.
3.1 Early Series AN Bolt~. Table 1 gives a list of the early series AN Bolts, and Fig. 1
shows the types of heads and the identification marking used to indicate the material
from which the parts are made.

151
BL/2-7
TABLE 1 EARLY SERIES AN BOLTS

AN Type Material Process Nominal Range Thread

Number of Thread
Sizes

3- 20 Bolt, hexagon head Steel Cad. plated No.10 UNF

to 1% in

CRS* Nil

Al.alloy Anodised
..

21 - 36 Bolt, clevis Steel Cad. plated No.6 to 1 in UNF

42- 49 Bolt, eye Steel Cad. plated No.10 to;\ in UNF

73- 81 Bolt, hexagon, driHed Steel Cad. plated No.10to % in UNFor

head UNC
Cad. plated
173-186 BoJt, close-tolerance Steel thread and No.10 UNF
head
to 1 in

CRS* Nil

Al.alloy Anodised

CRS = Corrosion-resistant steel. ** See Leaflet BL/3-2 for details of thread designations.

0
Steel
0
CRS
0
Steel, close-
0
CRS, close-
Drilled
shank

e
tolerance tolerance

0
Aluminium
@@
Drilled head Drilled head Aluminium alloy
alloy '<except AN 73-81) AN 73-81 close-tolerance

HEXAGON-HEAD BOLTS

CLEVIS BOLT EYE BOLT

Figure 1 EARLY SERIES AN BOLTS

152
 BL/2-7
3.1.1 All of the bolts listed in Table I may be identified as to type by reference to the
head marking or position of the locking wire holes. Diameter may be identified by
experience, or by measurement and reference to the specification. Other dimensions
such as grip length, head size and thread length, must be obtained from the.specification.

3.1.2 Coding. For identification purposes the AN number is used to indicate the type
of bolt and its diameter, and a code is used to indicate the material, length and thread
(where these vary) and the position of the locking wire or cotter pin (split pin) hole.

(a) Diameter. The last figure or last two figures of the AN number indicate the
diameter of the thread. 1 = No.6, 2 = No.8, 3 = No.IO, and 4 = ! in, and
subsequent numbers indicate the diameter in i\- in increments; above i in the
.. available sizes are in l in steps, but are still coded in sixteenths. .Thus an AN 4
is a hexagon head bolt with! in thread, an AN 14 is a hexagon head bolt with a
" ! in (H) thread and an AN 182 is a close-tolerance bolt with a ! in (H) thread
(the numbering in this case starting at 173). An exception to this is the eye bolt,
where different diameter pin holes affect the coding; AN 42 is No.IO, AN 43 is
i in, AN 44 is -& in with a i in diameter pin hole, and AN 45 is -h in with a -& in
diameter pin hole.

(b) Length.. The length of a bolt as quoted in the specifications, is the overall length
from under the head to the end of the shank (Lin Fig.. I), but the length is generally
regarded as from under the head to the first full thread (excluding the chamfer)
_and is quoted in l in increments as a 'dash' number. The last figure of the dash
number represents eighths of an inch, and the first figure of the dash number
represents inches. Thus an AN 4-12 is a ! in hexagon-head bolt Ii in
(i.e. 1U long, and an AN 12-24 is a ! in hexagon-head bolt 2! in long. The total
lengths quoted in the specifications for these bolts, is actually 1-a\ in and 2li- in,
respectively. Clevis bolts (AN 21 to 36) do not follow this coding, but the length
is indicated in ttf in increments by the dash number; thus an AN 29-9 is -ls in long.

(c) Position of Drilled Hole. Bolts are normally supplied with a hole drilled in the
threaded part of the shank, but different arrangements may be obtained by use
of the following code:-
Drilled shank = normal coding, e.g. AN 24-15.
Undrilled shank= A added after dash number, e.g. AN 24-lSA.
Drilled head only = H added before dash number (replacing the dash sign) and
A added after dash number, e.g. AN 6HI0A.
Drilled head and shank= H added before dash number, e.g. AN 6HI0.

(d) Material. The standard coding applies to a non-corrosion-resistant, cadmium-

plated steel bolt. Where the bolt is supplied in other materials, letters are placed
after the AN number as follows:-
C = corrosion-resistant steel (CRS)
DD = aluminium alloy, e.g. AN 6DDI0.

(e) Thread. Where the bolt is supplied with either UNF or UNC threads, a UNC
thread is indicated by placing an 'A' in place of the dash, e.g. AN 74A6.

153
 BL/2-7
TABLE 2 EARLY SERIES AN MACHINE SCREWS

AN Type Material Process Head Nominal Range Thread

Number Marking* of Thread Sizes

500 Screw, fillistcr head Steel Cad. plated No.2 tog in UNC
CRS Nil
Brass Nil

501 Screw, fillister head Steel Cad. plated No.Oto j in UNF

CRS Nil
Brass Nil

502 Screw, fillister head Steel Cad. plated xx No.10 to~ in UNF
(drilled)

503 Screw, fillister head Steel Cad. plated xx No.6 to ,i in UNC

(drilled)

505 Screw, flat 82 Steel Cad. plated - - No.2 to i in UNC

CRS Nil
Brass Nil
Al.alloy Anodised
0
507 Screw, flat 19() Steel Cad. plated No.6 to% in UNC
and
CRS Nil - - UNF
Brass Black oxide
Brass Nil
Al.alloy Anodised

509 Screw, flat 100 Steel Cad. plated xx No.8 to ;i in UNF

structural Al.alloy Anodis?.d
Bronze Cad. plated ==
Bronze Nil --
510 Screw, flat 82 Steel Cad. plated No.5 to Y.. in UNF
CRS Nil --
Brass Nil
Al.alloy Anodised

515 Screw, round head Steel Cad. plated No.5 to j in UNC

CRS Nil --
Brass Nil
Al.alloy Anodised

520 Screw, rou.nd head Steel Cad. plated No;5 to% in UNF
CRS Nil --
Brass Nil
Al.alloy Anodised
-
525 Screw, washer head Steel Cad. plated No.8to % in No.8 UNC
&UNF
No.10 UNF
%in UNF

526 Screw, truss head Steel Cad. plated No.6 to% in UNF
and
CRS Nil -- UNC
Al.alloy Anodised

*Only one symbol may be found on some screw heads

154
 BL/2-7
3.2 Early Series AN Machine Screws. Screws, differ from bolts in being made from a
lower strength material, having a looser fit (class 2A thread instead of class 3A) and having
a slotted or a cruciform-recessed head, for totation by a suitably-shaped screwdriver.
The thread is usually continued up to the head, but the shank of 'structural' screws
(i.e. AN 509 and 525) has a plain portion and may be used in locations where shear
loading is present. Some screw heads are marked to indicate the material from which
they are made, and these markings are listed in Table 2. The markings, head shape and
material will enable identification of a particular screw. to be made. Table 2 lists the
AN machine screws, and Fig. 2 illustrates the various head shapes. It should be noted
that some of these screws are obsolescent, and may not be available in the full range
of sizes.

GD ~ CID ~
~
Cl]D lt:r-'2 .r1f'\ lfu---i
\ ~ \Jl)\~
. :,) . Y.

fl=o fp@P@JJ=~
FILLISTER HEAD FILLISTER HEAD,
DRILLED
FLAT, 82 FLAT, 100

t,~u
~ !000--------../

G p
,rip.
_t__
I
Length
'L'
(Il)
w
\2V
p
~
~ \2:)
(]) F=1 (@
~\ f;f-,
Xj----D
@
w f;1h.
x_u-~
~

1--'t.:-i
FLAT HEAD, ROUND HEAD , . TRUSS HEAD WASHER HEAD
STRUCTURAL

Figure 2 EARLY SERIES AN SCREWS

3.2.1 Coding. Screws are coded by the AN number, to indicate the type (e.g. round
head), letters to indicate material (and in some cases the shape of the screwdriver
recess), and two dash numbers indicating diameter and length. In addition, some are
coded to indicate whether the head is drilled or not.
(a) Diameter. The coding for the diameter depends on whether the screw is available
with only fine or coarse threads, or with either type of thread. Diameter is
indicated by the first dash number.
(i) Screws available with only one type of thread are coded by the thread number
or diameter in sixteenths of an inch. For example, No.4 (UNC or UNF)
= -4,No.10 (UNCorUNF) = -10, ! in (UNC or UNF) = -416, fr in
(UNC or UNF) = -516, etc.
(ii) Screws available with both coarse and fine threads (AN 507, AN 525 and
AN 526) are coded by the thread number or diameter in sixteenths ofan inch,
followed by the number of threads per inch. For example, No.6-32 (UNC)
= -632, No.8-36 (UNF) = -"-"836, l-20 (UNC) = -420, l-28 (UNF). _
= -428, etc.
(iii) AN 525 screws are available in only one coarse thread size (No.8) and this is
coded -832. The remaining sizes are coded. in .accordance with (i).

155
BL/2-7
(b) Length. The second dash number indicates the length (L in Fig. 2) of a screw in
sixteenths of an inch. AN 509 screws are an exception to this rule, the actual
n
length of the screw being in longer than the size indicated by the code.
(c) Material. Material is indicated by a letter (or letters) placed after the AN number
as follows:-
Steel = no letter
CRS=C
Brass (unplated), AN 507 = UB, and other screws= B
Brass (black oxide), AN 507 = B
Aluminium alloy, AN 507, 509 and 526 = DD, and other screws= D
Bronze (cad. plated), AN 509 = P
Bronze (unplated), AN 509 = Z
(d) Head Recess. Where a screwdriver slot is required the basic code only is used.
Where a cruciform recess is required, 'R' is added instead of the second dash.
(e) Drilled Head. AN 500 and 501 screws are provided with plain or drilled heads.
The letter A before the first dash number indicates a screw with a drilled head.
(f) Examples of Coding
(i) An AN 500A6-32 is a fillister head screw with a locking wire hole. It is
made of cadmium-plated steel, has a No.6 (UNC) thread, has a slotted head
and is 2 in long.
(ii) An AN 507C832R8 is a 100 flat head screw in corrosion-resistant steel. It has
a No.8-32 (UNC) thread, has a cruciform recessed head and is! in long.
(iii) An AN 509DD416-20 is a 100 flat head, structural screw in aluminium
alloy. It has a l in (UNF) thread, has a slotted head and is 1-s\ in long.
3.3 Early Series AN Nuts. These nuts are ~ade in a variety of different materials, and
should normally be used with early series AN bolts and AN screws. Some nuts are
designed specifically for use in engines, and should not be used in airframe locations;
they are thicker than standard airframe nuts. Early series AN nuts are not marked for
identification purposes, but can be recognized fro.m their shape and surface finish~
Table 3 gives a list of these nuts, and Fig. 3 illustrates the various types. As with the
AN screws, some nuts may be obsolescent, and not available in the full range of sizes.

@B
PLAIN H~XAGON CASTLE WING

@.8
NECK SHEAR,SLOTTED ENGINE, SLOTTED

Figure 3 EARLY SERIES AN NUTS

156
 BL/2-7
3.3.1 Coding. The nuts listed. in Table 3 are coded according to the type and size of
thread, by a dash number placed after the AN number. Those nuts which are intended
for use with AN bolts have the same code as the bolts, i.e. a number indicating thread
diameter in sixteenths of an inch, and No.6, No.8 and No.IO threads being -1, -2
and -3, respectively. Those nuts intended for use with machine screws (AN 340
and 345) are coded according to the code for screws. The code represents the thread
number (-0 to -10) or the diameter in sixteenths of an inch (-416, -516, etc.)
as detailed in paragraph 3.2.1 (a)(i). Wing nuts (AN 350) are coded by the thread
designation (-640, -832, etc.) or thread diameter in the fraction sizes (-4 = ! in,
-5 = fir in, etc.). Material is indicated by 'a letter placed in the code instead of the
dash; C = corrosion-resistant steel, DD = aluminium alloy, machine-screw nuts,
D == other aluminium alloy nuts, B = brass, and the absence of a letter indicates a
non:-corrosion-resistant steel nut. With AN 315 and 316 nuts, 'L' or 'R' is added after
the code to indicate left- or right-hand threads. Examples of this coding are: AN
350B4 is a brass wing nut to fit a! in bolt, and AN 316-6L is a steel check nut to fit
a i in bolt with a left-hand thread.
TABLE 3 EARLY SERIES AN NUTS
AN Type Material Process Nominal Range Thread
Number of Thread Sizes

310 Nut, castle Steel Cad. plated No.10 to 1% in

CRS Nil UNF
Al.alloy Anodised

315 Nu1, plain Steel Cad. plated No.6 to 1% in

CRS Nil (also left-hand UNF
Al.alloy Anodised thread)

316 Nut, check Steel Cad. plated % to 1 in

(a4so left-hand UNF
. thread)

320 Nut, castle, Steel Cad. plated No.6 to 1% in.

shear CRS Nil UNF
Al.alloy Anodised

340 Nut, machine screw, Steel Cad. plated No.2 to% in

hexagon CRS Nil No.2 to% in UNC
Brass Nil No.2 to No.6
Al. alloy Anodised No.6 to iin

345 Nut, machine screw, Steel Cad. plated No.Oto% in

hexagon CRS Nil No.Oto% in UNF
Brass Nil No.O to No.10
Al.alloy Anodised No.10 to% in

350 Nut, wing Steel Cad. plated No.6 to Yz in UNF

. Brass Nil

355 Nut, engine, Steel Cad. ptated No.10 to% in UNF

slotted

360 Nut, engine, Steel Cad. plated No.10 to% in UNF

plain

157
BL/2-7
3.4 Early Series AN Washers. AN Standards include three types of washers, and,
although these have been replaced in later aircraft designs by MS washers, they may
still be found on some older types of aircraft and are included for reference. These
washers are listed and illustrated in Table 4. -

TABLE 4 EARLY SERIES AN WASHERS

AN Type Shape Material Process Material

Number Code

~
washer, Steel fCadmium Nil
935 Bronze plated B

~,
lock,
spring I CRS Nil C

A
Washer,
936 shake- Steel Cadmium Nil
proof B
01 Bronze
plated
Tinned B
C
@~
Steel Cadmium Nil
plated
960 Washer,
plain
(Q) ~ CRS
Brass
Al. alloy \
Nil
Nil
Nil
C
B
D
PD
Al. alloy Anodised

3.4.1 Coding.,'- Washers are identified by the AN number, a dash number to indicate
size, and l~tters to indicate material and finish.
(a) Size. The size .of a washer is related to the size of bolt it is designed to fit, and
the dash number is in accordance with the code outlined in paragraph 3.2.1 (a) (i).
(b) Material. Material is indicated in the code by adding the letters shown in Table 4.
(c) Thickness~ AN 935 and 960 washers may be available in light or regular thickness,
the light washer being indicated by an 'L' at the end of the code. Actual thicknesses
should be obtained from the AN Standard.
(d) Examples
(i) AN 936A416B is a style A regular shakeproof washer designed to fit a 1 in
bolt and is made of bronze.
(ii) AN 960 C-616L is a light plain washer in corrosion-resistant steel, for a
i in bolt.
3.5 Late Series AN Fasteners. These fasteners are all marked to show the material from
which they are made. When ordering a particular fastener, the part number should be
taken from the tables in the appropriate specification, since the size cannot be determined
from a standard coding. Tables 5, 6 and 7 list the various bolts, screws and nuts which
are currently. available in this series of specifications, and give the range of numbers
allocated to each type.
3.5.l Late series AN bolts are li!ited in Table 5 and are available in sizes 10-32, l--28,
J\--24, f-24, -i{,-20, i-20, ,\--18, j-18 and f-16.

158
 BL/2-7 -
TABLE 5 LATE SERIES AN BOLTS

AN Number Type Material ldentificaticn

101001-101900 Bolt, hexagon head Alloy steel

(AMS 6322)
\J 8J1 I I

101901-102800 Bolt, hexagon head,

drilled shank
cadmium
plated (j 8J( ~

102801-103700 Bolt, hexagon head, ,.E,p,.

............
drilled head ( 1 hole)

103701-104600 Bolt, hexagon head,

_drilled head (6 holes) @..
104601-105500
..
Bolt, hexagon head Corrosion-
resistant
steel
(j f3:rc::6'
105501-106400 Bolt, hexagon head,
drilled shank
(AMS 7472)
(j 8::7~
106401-107300 Bolt, hexagon head,
drilled head ( 1 hole) @}
..
107301-10820Q Bolt, hexagon head,
drilled head (6 holes)

3.5.2 Late series AN screws are listed in Table 6, and are available in the sizes shown.

3.5.3 Late series AN nuts are listed in Table 7 and are available in the sizes shown.

3.5.4 A plain washer is also available in the late series AN specifications. This is a
plain steel washer of cadmium plated steel (AMS 6350), made to fit bolts in sizes
N9JO to 1 in, and given a number in the range 122576 to 122600. The washers are
rubber stamped with the mark 'E 23'.

4 MS FASTENERS A wide variety of fasteners is available in the MS range. All of

these fasteners are marked to show the material from which they are made or the MS
specification to which they conform; in addition, most fasteners are marked with the
manufacturer's identification. Bolts and screws are marked on their heads, and nuts are
marked either on the flat (hexagon nuts) or on the top face (other types). To assist in
identification, Fig. 4 illustrates the various types of bolt and screw heads in this series, and
these are referred to .in the appropriate Tables. Nuts are similar to those illustrated in
Table 7.

159
BL/2-7
TABLE6 LATE SERIES AN SCREWS

AN Number Type Material Sizes Identification

116901-116912 Screw, oval fillister Carbon

steel
4a-4Q
8 [p
116913-116924 Screw, oval fillister,
drilled
..
(AMS 5061)
cadmium
4-40 @ ~
116925-116960
i
Screw, oval fillister plated
6-32
8 {p
~
116961-117000 Screw, oval fillister, 6-32
drilled

117001-117040 Screw, oval fillister 8-32

8 {p
117041-117080 Screw, oval fillister,
drilled
8-32
@ ~
11 5401-115600 Screw, flat fillister Alloy steel
(AMS 6322)
UNF
No. 10 8 ~
I in
115601~ 115800 Screw, flat fillister,
drilled shank
cadmium
plated
to
8 ~
115801-116150 Screw, flat fillister, No.10
UNF

ED
drilled head
% to i in
. UNF
% to lin
UNC

TABLE7 LATE SERIES AN NUTS

AN Number Type Material Sizes Identification

121501-121525 Nut, hexagon, plain Alloy steel No. 10 QuJ)

(AMS 6322) to 1 in

~
121551-121575 Nut, hexagon, castle cadmium plated UNF

121526-121550 Nut, hexagon, plain Corrosion- [ycsJ)

resistant

~
121576-121600 Nut, hexagon; castle steel (AMS 7472)

150401-150425 Nut, hexagon, check Alloy steel No.10 (IgJ)

(AMS 6320) to% in
150426-150450 Nut, hexagon, shear, cadmium plated
slotted
UNF
mx,
160
 BL/2-7

A 12 POINT B 12 PCINT, DRILLED C HEXAGON, PLAlrJ

.- (4 HOLES)

@
D HEXAGON, ORI LLED E INTERNAL WRENCHING F lNTERNAL WRENCHING,
(1 HOLE) DRILLED

G HEXAGON, SLOTTED H 100COUNTERSUNK CYLINDRICAL,

(CROSS RECESS) HEXAGON WRENCHING

@PJ~@~
K PAN, CROSS RECESS L HEXAGON, DRILLED
(6 HOLES)
M 12 POINT, EXTENDED WASHER

N 12 POINT, EXTENDED WASHER, 0 12 POINT, EXTENDED WASHER,

CUP-WASHER LOCKED DRILLEI? (4 HOLES)

Figure 4 MS BOLTS AND SCREWS

4.1 MS Bolts. Table 8 lists a wide range of bolts and screws in the MS series. It
should be noted, however, that the term 'bolt' is applied to the whole range of sizes in
which a particular item is supplied. In the specifications, an item with a No. 8 or smaller
thread is generally termed a 'screw', regardless of the fact that it is identical in shape and
material to a larger item, which is termed a 'bolt'. However, in some cases the term
'bolt' is also applied to an item with a No. 8 thread.

4.1. l Coding. For most of the items listed in Table 8,. the MS number relates to an
item of a particular diameter, and a -table provided in the specification details the
range of lengths available in that size. Length is indicated by a dash number~ but the
length indicated by a particular dash number varies with the diameter, so that the
complete part number of a particular item can only be determined by reference to the
specifications.
161
BL/l-7
TABLE 8 MS BOLTS AND SCREWS

MS Number Type Head Head Thread Thread Material* Plating

Shape Marking Size
(Fig. 4) Range

9033-9038 Bolt, 12 point, heat A EH 19 UNF No.10-% in AMS5735 Nil

resistant

9060-9066 Bolt, 12 point, drilled, 0 EH 19 UNF No.10-Y.. in AMS5735 Nil

extended washer head

ooa8-9094 Bolt, 12 point, drilled head B E 11 UNF No.10-/:; in AMS6322 Cad.

9110-9113 Bolt, 12 point, extended M MS No. UNF No.10- l in AMS5731 Nil

washer head

9146-9152 Bolt, 12 point A E 11 UNF No.10-& in AMS6322 Cad.

9157-9163 Bolt, 12 point A E 11 UNF No.10-& in AMS6322. Black oxide

9169-9175 Bolt, 12 point, drilled head B E 11 UNF No.10-;\,in AMS6322 Black oxide

9177 and 9178 Screw, 12 point, extended N EH 19 UNF No.6 & No.8 AMS 5735 Nil
washer head

9183 and 9184 Screw, 12 point, drilled B E 11 UNF No.6& No.8 AMS6322 Cad.
head

9185 and 9186 Screw,.12 point A E 11 UNF No.6& No.a AMS6322 Cad.
9189 ,ind 9190 Screw, 12 point A E 11 UNF No.6& No.8 AMS6322 Black oxide

9191 and 9192 Screw, 12 point, drilled B E 11 UNF No.6& No.8 AMS6322 Black oxide .
head

9206--9214 Bolt, 12 point, extended M MS No. UNJF No.6-& in AMS6304 Diffused nickel
washer head cadmium

9215-9222 Bolt, 12 point, extended () MS No. UNJF No.6-% in AMS6304 Diffused nickel
washer, drilled head cadmium

9224 Bolt, 12 point, heat A EH 19 UNF & in AMS5735 Nil

resistant

9281-9291 Bolt, hexagon head C MS No. UNF No.4-%in AMS6322 Black oxide

9292-9302 Bolt, hexagon head, D MS No. UNF No.4-% in AMS6322 Black oxide
drilled

9438-9448 Bolt, hexagon head, D MS No. UNJF No.6-% in AMS6304 Diffused nickel
drilled cadmium

9449-9459 Bolt, hexagon head C MS No. UNJF No.6-%in AMS6304 Diffused nickel
cadmium

9487-9497 Bolt, hexagon head C MS No. UNJF No.8-* in AMS5731 Nil

9498-9508 Bolt, hexagon head, D MS No. UNJF No.6-% in AMS5731 Nil

drilled

9516-9526 Screw, hexagon head C MS No. UNJF No.4-% in AMS63~ Cad.

9527-9537 . Screw, hexagon head, D MS No. UNJF No.4-% in AMS6322 Cad.
drilled

9554-9562 Bolt, 12 point, extended M MS No. UNJF No.6-,\ in AMS5731 Nil

washer head, PD shank

9563-9571 Bolt, 12 point, ext. washer, 0 MS No. UNJF No.6-,l in AMS5731 Nil
drilled head, PD shank

9572-9580 Bolt, 12 point, extended M MS No. UNJF No.6-,\ in AMS 5731 Silver plated
washer head

9583-9591 Bolt, hexagon head, L MS No. UNJF No.10-% in AMS5731 Nil

drilled

162
 BL/2-7
TABLE 8 (continued)

MS Number Type Head Head Thread Thread Material Plating

Shape Marking Size
(Fig. 4) - Range

9676-9679 Bolt, 12 poi.nt;extended N MS No. UNJF No.10- Jin AMS5731 Nil

washer head, cupwasher
locked

9680-9683 Bolt, -12 point, extended N MS No. UNJF No.10- Jin AMS 6322 Cad.
washer head, cupwasher
locked

9694-9702 Bolt, 12 point, extended M MS No. UNJF No.4- ,1 in AMS 5708 Nil
washer head

9712-9720 Bolt, 12 point, extended 0 MS No. UNJF No.4- ?a in AMS 5708 Silver plated
washer, drilled

9730-9738 Bolt, 12 point, extended M MS No. UNJF No.4- ~ in AMS 5643 Nil
washer, PD shank

9739-9747 Bolt, 12 point, extended 0 MS No. UNJF No.4- ,1 in AMS 5643 Nil
washer, drilled, PD shank

9748-9756 Bolt, 12 point, extended M MS No. UNJF No.4 - ! in Titanium Nil

washer head, PD shank

9757--9765 Bolt, 12 point, extended 0 MS No. UNJF No.4- ,: in TitaniLJ'll Nil

washe_r, dtHled head,
PD shank

9883-9891 Bolt, 12 point, e~tended M MS No. UNJF No.4 - i's in AMS 5616 Nil
washer head

20004-20024 Bolt, internal wrenching E or F MS No. UNF '.-~ - lY, in Alioy steel Cad.

20033-20046 Bolt, hexagon head, C 1200 UNF No.10 - 1 in Corrosion- Nil

1200F and heat-
resisting steel

20073 & 20074 Bolt, hexai1on head, D X -73 = UNF No.10-% in Alloy steel Cad.
drilled -74 = UNC

21095 Bolt, self-locking, 250F,

hexagon head
C - UNF No.10- 1% in CRS Nil

21096 Bolt, self-locking, 250F, K Nil 4;6,8 = No.4- ~ in Alloy steel Cad.
pan head + recess UNC,
larger=
UNF

21097 Bolt, self-locking, 250F, K Nil 4,6,8= No.4-Yz in CRS Nil

pan head + recess UNC,
larger=
UNF

21250 Bolt, 12 point, 180 000 lbf/ AorB MS No. UNF %-1Yzin Alloy steel Cad.
in 2 , drilled or plain

21277-21285 Bolt, 12 point, extended M MS No. MIL-S- No.4-~ in AMS5735 Nil

washer head 8879

21286-21294 Bolt, 12 point, extended 0 MS No. MIL-5- No.4-~ in AMS5735 Nil

washer, drilled 8879

* AMS 6304 and AM~ 6322 are low alloy steels.

Ail other AMS specifications in the Table are corrosion- and heat-resi!ting alloys.

163
BL/2-7
TABLE 9 MS SCREWS

MS Number Type
I
Head
Shape
Head
Marking
Thread
Thread
Size Material Plating
(Fig. 4) Range
9122 and Screw, hex. head, No.10
AMS 6322 Cadmium
9123 slotted G E 11 UNF
and ti
in
Screw, cyl. head, 160 4,6,8 = UNC No.4- Alloy
21262 J Larger= UNF
Cadmium
KSI int. wren. 260F iin ~eel

Screw, cyl. head, 160 4,6,8 = UNC No.4-

21295 J Larger= UNF
CRS Nil
KSI int. wren, 250 F !1n
Sere, flat 100, UNC2A No. 6 -
24693 + rec ss H - UNF2A jin
CRS Nil

24694
Screw, flat 100,
+ recess
H - UNC3A
UNF3A
No.6-
~ in
CRS Nil
~--- Screw, pan head, B 8 = UNC No.8- Bronze NII
K Alloy steel Cadmium
27039 + recess, structural c Larger= UNF
iin CRS Nil

35297
I
Screw, cap, hex. head C
/
I.......... UNC2A i. -1 i. in Carbon
steel
Cad. or
zinc

35299 Screw, cap, hex. head C .,,,,,,

I UNC 2A i. - 1 i. in Carbon
steel Phosphate

35307 Screw, cap, hex. head C I-- UNC 2A i.-1i. in CRS Nil

35308 Screw, cap, hex. head C I-- UNF2A f.-1i. in CRS NII

51095
Screw, cap, hex. head,
drilled D I
...................
UNC2A i- 1 in Carbon
steel Cadmium

51096
Screw, cap, hex. head,
drilled D
I