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S8C2 - GENERAL AIRCRAFT SAFETY
Table of Contents
WARNING - AAP 7001.059 TAREG VERSION
The procedures in AAP7001.059-TAREG support compliance with AAP7001.053-Technical Airworthiness Regulations, which have been superseded.
Procedures supporting compliance with AAP8000.011-Defence Aviation Safety Regulations are contained in AAP 7001.059-TRANSITION
An organisation’s exposition details which 059 version is applicable
1. Workplace health and safety is addressed in Section 8 Chapter 3 - Work Health and Safety.
2. This chapter is intended as a consolidated reference to relevant orders, instructions and publications that deal with common hazards and also prescribes some precautions to be observed at Approved Maintenance Organisations (AMOs).
3. AMOs must ensure all safety precautions detailed in aircraft and aeronautical product authorised maintenance data are adhered to.
4. The following references are given as a guide and must be used in conjunction with other relevant policy instructions:
5. Jewellery (except dog tags secured inside the working dress) must not be worn when performing maintenance on aircraft or aeronautical product. Watches (preferably with a non-metallic wristband) are permitted, except when performing maintenance on, or in the vicinity of canopies, flight controls, or electrical systems.
At the discretion of the SMM or delegate, jewellery restrictions may be relaxed where the potential to induce foreign object hazards or injury to personnel is unlikely or improbable.
6. Maintenance personnel may find it necessary to raise or restrain their hair whilst carrying out maintenance on aircraft or aeronautical product in an aviation maintenance environment in order to remove the potential hazard posed by unrestrained hair. Hair is to be formed into a plait/ponytail and secured neatly with an elastic style band in such a manner that its length does not pose a hazard for that particular working environment. Alternatively, the hair may be restrained with a full covering hairnet. At no time are hair fasteners of a metal or plastic type to be used as a restraint as they constitute a foreign object hazard.
Nickel Cadmium Batteries-Thermal Runaway
Thermal runaway in nickel cadmium batteries can CAUSE an EXPLOSION which could result in death or injury to personnel.
Do not use a CO2 extinguisher to extinguish or cool the battery if flames are not present, as the static discharge from the fire extinguisher nozzle can ignite any explosive gases present. If the battery is on fire and flames are present, a CO2 fire extinguisher may be used to extinguish the fire.
7. Thermal runaway is a regenerative process of heat build–up that can occur in Nickel Cadmium (NiCad) battery/cells, which are subjected to overcharging. Thermal runaway may also result from cell breakdown, where the negative and positive plates make contact with one another and create a ‘hot spot’ which can increase current flow within the batteries and can progressively damage neighbouring cells. Thermal runaway is normally associated with battery/cell charging but may occur with installed batteries.
8. Repeated attempts to start an engine using internal batteries are to be avoided when the ambient temperature is above 300C. Peak current demands significantly increase cell temperatures, and high charging voltages will increase the likelihood of thermal runaway. A period of time is to be allowed after an aborted start to allow the battery to cool.
9. A battery or cell in thermal runaway will exhibit: white fumes (potassium hydroxide), acrid smell, electrolyte boiling and spillage, a fall in cell voltage and/or excessively high battery/cell temperature. A possibility exists that the battery or cell may totally destruct.
10. A potential hazard exists to personnel and equipment from the spewing of hot electrolyte and explosive gases, therefore, installed batteries that exhibit thermal runaway symptoms or which are found in an excessively overheated condition are to be stabilised and handled as follows:
Jacking of Aircraft
11. Unless carefully controlled, damage to aircraft and injury to personnel can easily occur during jacking operations. All aircraft jacking operations are to be supervised and performed by authorised personnel.
12. In addition to the procedures outlined in the aircraft authorised maintenance data, personnel supervising the jacking operation are to:
13. Jacking of Aircraft on Air Capable Ships. The jacking of aircraft on air capable ships is a potentially dangerous operation which is not to be undertaken without due consideration of the operational necessity and the prevailing weather conditions. If possible this requirement is to be deferred until the ship is alongside or at anchor.
14. If a jacking operation is necessary whilst at sea, permission is to be obtained from the Ship’s Commanding Officer prior to jacking the aircraft.
15. Individual jacks are to be lashed securely to the deck independent of the aircraft lashings.
16. Sufficient aircraft lashings are to be fitted to the aircraft and adjusted as necessary during the entire jacking operation. Care is to be taken that the adjustment of the lashings does not oppose the action of the jacks. Only those personnel required for the jacking operation are to be in the immediate vicinity of the aircraft.
Portable Electronic Devices
17. The use of cordless/mobile telephones (including in ‘STANDBY’ mode) is prohibited in any maintenance environment unless specifically authorised by the SMM or delegate.
18. The carriage and/or operation of Portable Electronic Devices (PEDs) in ADF aircraft is defined in AAP 7001.054-Electronic Airworthiness Design Requirements Manual Section 5 Chapter 6 - Role Equipment and Portable Electronic Devices and may require responsible SPO approval.
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