Title : Starter Generator, NiCad Battery, Bonding Test Continuity, Fire Sensor

Objectives :
To check the starter generator and examine the size of brush wear.
To know how to read the micro-ohmmeter model 6250 and how using it.
To identify the battery condition in the selected aircraft is serviceable or not.
To check continuity of the fire sensing unit in the selected aircraft using
appropriate instrument. .

Tools and Instrument :

Set of sockets Masking tape

Set of ratchets Metal ruler (inch)
Sets of spanners Torch light
Wire twisters Torque wrench
Wire cutters C spanner
Multimeter Analog Philip & slotted screw driver
Locking wire Step down socket adapter
Micro-ohmmeter Model 6250

References :
HS-125 Aircraft Maintenance Manual Chapter 24
HS-125 Aircraft Maintenance Manual Chapter 26

STARTER GENERATOR
Description :
The Lear Siegler starter/generator provides torque for engine starting from a 24 or 48
volts DC supply, and in the generating mode, when driven within its speed range,
supplies 28 volts DC, 300 amps, to the aircraft DC bus-bar system. The
starter/generator is a self-excited, compound-wound machine, and its stator
incorporates a shunt field, compensating windings and four interpoles in relation to its
four main poles.

Starter Generator

The stator houses an armature supported by two ball bearings, one at each end of the
housing. Four sets of brushes are fitted in brush holders; brush contact pressure on
armature commutator is maintained by coil springs. The brush assembly is secured to
an end bell plate. Also secured at commutator end of the housing, is an integral
cooling fan on the drive shaft. The machine is also cooled when airborne, by ram air
passing through the inlet and being exhausted at the drive end quick attach/detach
adaptor.

Operation :
When engine start is initiated, the starter/generator control unit is operative. Its
generator voltage regulator function is locked-out, and the field-weakening regulator
maintains a full field condition on the starter. Initially, starter current is high, and as
the engine accelerates the armature current will tend to fall. The generator control unit
senses this fall in current at the interpole windings. The field weakening regulator
reduces the field excitation and armature current tends to rise. Starter current is
maintained during the starting cycle and provides optimum acceleration for the
engine. When the starter reaches a predetermined speed, the starter speed pick-up
sensor signal to the generator control unit terminates the starting cycle. The field-
weakening regulator is de-energized, the generator voltage regulator regains control of
the field excitation and promotes build-up of generator voltage. When the quality of
electrical power-as monitored by the generator control unit is correct, the generator
will come 'on-line' automatically to supply the aircraft DC bus-bar system.

Inspection of Brush Wear :

1. Remove starter/generator from engine gearbox
2. Using a clean cloth moistened with white spirit, or other suitable fluid,
thoroughly clean exterior of unit and dry with clean cloth.
3. Remove brush cover and at each brush position
4. Remove brush lead tag connecting screw.
5. Raise brush spring and withdraw brush, noting its position in holder.
6. Examine all brushes for satisfactory seating and evaluate life expectancy.
7. Refit brushes in their original positions under spring Loading, checking for
freedom of movement in brush holder, and secure brush lead tag to holder
with screw.
8. Ensure that brush Leads are positioned so that they are clear of brush holder.
9. Fit and secure brush cover
 Figure 1: Brush seating and brush wear

Result :

Starter
Startergenerator
generator
Carbon
CarbonbrushReading
brushReading
No.1
No.11.0
1.0
No.2
No.21.1
1.1
We also perceive the commutator is in a deplorable state because of wear of
commutator and also having corrosions. So this unit have to send to suitable
workshop for overhaul and replacement component of the starter generator.
NICAD BATTERY

Description
- The SAFT nickel-cadmium battery, consists of the twenty individual cells
linked in series and assembled in a steel case with a detachable lid. Each cell
vent plug incorporates a safety valve set to avoid internal pressure built-up
beyond the limit of the cell. Each cell positive terminal stud is identified by a
dimple with additional terminal identification, provided by coloured polarity
washers.
- Inside battery case, the cell are held tightly packed by wedges and spacers.
Vertical movement of the cell is further restrained by a rubber gasket attached
to the inside of the lid assembly. The lid assembly also includes a non-return
valve and an integral hold down bar and strap which accept hold down
securing attachments. The non-return valve, in conjunction with ventilation
pipes fitted at the sides of the battery case, provide a passage for cooling air
and the extraction of battery gases, the valve preventing gaseous flow-back
into the aircraft. The vent pipes can be adjusted through 360 degrees, to suit
battery installation in the aircraft.
- Battery temperature sensing is provided by two thermostat connecting link
assemblies. The thermostat are colour coded, a hot condition (57 deg.C) will
operates the black top thermostat and a overheat condition ( 71 deg.C) will
operate the red top thermostat.
- Electrical connection to supply battery power to the aircraft system, is
provided by an Elcon quick-release connector, and a six-pin connector on the
battery case front face connects to the temperature sensing thermostat to their
warning indicators.
Remove Battery

1. Ensure battery switch is off, and weather aircraft electrically safe

2. Disconnect the venting pipes.
3. Disconnect the battery connectors.
4. Release the wing bolt securing battery mounting tray assembly to battery
shelf.
5. Ease the battery forward until clear of dowels, and remove battery complete
with mounting tray assembly from aircraft.
6. Remove the wing bolts locking nuts securing battery to ,mounting tray and
withdraw battery from drip tray in mounting assembly.
7. Examine battery mounting tray assembly for alkali contamination/spillage.

Checks/Tests before installation

1. Ensure the battery serviceable.

2. Check the battery vent tubes and pipes are not obstructed.
3. Check insulation of battery by connecting a 250 volt insulation tester between
either terminal of the main battery terminals and one of the vent tubes. The
insulation reading should not be less than 2 Megaohms.
 4. Ensure that battery trays are clean, and drip tray blocks and pads are securely
bonded in position.

Install battery

1. Locate battery on drip tray assembly, fit and tighten wings bolts and locking
nuts to secure battery to tray assembly.
2. Position battery complete with mounting tray assembly in aircraft, ensuring
that mounting tray is fully engaged with slideway aft panel anchorage. Tighten
wing bolt to secure battery mounting tray assembly to slideway support
structure and wirelock wing bolt.
3. Connect and secure the battery connector.
4. Fit and secure battery vent pipes.
5. Functionally test battery supply circuit.

Inspection

Capacity check (bench check)

1. Examine battery carefully for signs of electrolyte leakage, cracks, corrosion or

holes
2. Examine connected link and connector carefully for sign of arcing or
overheating.
3. Check the cell to case insulation resistance. The value measured must be a
minimum of 10megaohms at 240 volts.
4. Check the upper cell nut torque setting. This should be 87 lbs. in. plus minus
8 lbs. in.
5. Discharge residual capacity at constant current of 23 amps down to a voltage
of 20 volt at the battery terminals. Note the discharge time between stall of
discharge and reaching 20 volts. Also check individual cell voltages at the
beginning and end of discharge with the current flowing.
6. Check the discharge time is greater than 48 minutes and individual cell
voltages are greater than 1 volt before the end of discharge to 20 volt. Failure
to meet these requirement indicates faulty cell.
7. Continue the discharge by connecting across each cell a resistance of
approximately 1 ohms 2 watts. These resistance may have crocodile clips
attached to their leads which allows them to be easily applied to the cell
terminals.
 8. Leave the resistance In place overnight and check that cell voltages at the end
of this period are less than 50mV
9. Remove resistance and clean battery as required
10. Recharge and adjust electrolyte level.

Schematic diagram of Ni-Cad Battery

BONDING TEST CONTINUITY

Procedure :

1. The earth impedance was checked using Micro-ohmmeter.

2. The test current must be 10 Ampere.
3. The resistance was measured and recorded in the table below.
4. At the end, the range selector was switched OFF.
5. The nuts on the binding posts were loosened and spaded plugs were removed.
6. The cables and equipment were stowed.

NO MEASURE BETWEEN TO MAX ACTUAL

VALUE VALUE
(m) (m)
1 Battery earth path Negative 5 ERROR
external power
receptacle
2 Negative external power receptacle Right wing 5 3.7978
station
3 Negative external power receptacle Left wing 5 4.38
station
4 Right wing station Left wing 5 1.02
station

Result :
 Micro-ohmmeter

FIRE SENSOR

Description :
The Systron-Donner P/N 3001 is a continuous-length thermal fire/overheat
detector. Each detector consists of a stainless steel housed responder assembly with a
length of stainless steel sensor element permanently attached. The entire assembly is
welded, brazed and hermetically sealed. Enclosed in the sealed responder housing is a
5-pin electrical connector and two pressure sensitive switches insulated in ceramic.
The sensor is a braze sealed tube containing a special core material and pressurized
inert gas. The detector operates on the pneumatic principle.
When the gas pressure in the sensor element exceeds a preset value, a snap
action pressure switch in the responder assembly closes, and + 28V D.C. is connected
directly to the alarm system. The increased gas pressure due to heating may be either
by the averaging inert gas or by a small portion of the sensor being heated to a
temperature where the core will outgas. The core outgassing is reversible and will
return to its original state, clearing the alarm, when the temperature is reduced below
the set trigger temperature. The detector can then be-re-used repeatedly.
A second pressure switch within the responder housing serves as the integrity
switch for the detector. It is held in the closed mode by factory set internal gas
pressure. If the internal gas pressure is lost through a leak or other damage to the
assembly which causes loss of pressure, this switch will open. The status of the
integrity switch may be continuously checked by push to test means.
Operation :
The sensor element contains a gas-saturated metallic core, which is capable of
releasing a large quantity of gas within the sealed detector assembly whenever the
detector is heated above the discrete setting temperature. The discrete function of this
heat sensitive core is to react to localized flame/heat, thus providing the internal gas
pressure to close the alarm switch in the responder. This function is called the
"discrete" heat sensing capability of even a small portion of the sensor. The area
around the centre core within the sensor tube is also precharged with an inert gas. This
second and free gas causes the arithmetic average response alarm. It follows the gas
laws, i.e., a rise in temperature causes a corresponding rise in pressure. Thus, when an
overall temperature rise above the detector's factory set-point is experienced, it causes
the pressure switch to snap closed and operate the alarm system. This function is
independent of the "discrete" feature; but the result of overheating the sensor under
"averaging" or "discrete" conditions produces. The same result by activating the
detector alarm switch. This switch when closed allows 28 VDC to the system warning
and control circuits.
Location of Sensor Detector on Aircraft HS 125
Result :
The reading for the fire sensor test is 32.9 ohms by using the multimeter. The reading
of the continuity test stated in the AMM HS 125 is between 23 38 ohms, so the test
that we had been conducted is passed.

Safety Precautions:

1. Wear the proper personel protecive equipments in the working area or during
inspection.
2. Ensure all the switch are in off position.
3. Always refer to AMM for correct procedure in any inspection carried out.
4. Avoid bring any flammable substance into the working area likes ciggarates
and lighter.
5. Make sure, fire extinguisher always prepared near the aircraft in case of
emergency.
6. Use the proper tools and equipment to diassembly and assemble back to the
aircraft.

Conclusion
 The inspection of NiCad battery, DC Starter generators and Fire sensing unit
have been carried out according to AMM HS-125.The result of the inspections and
multimeter reading has been attached in this report. Bonding testing was done using a
Micro-Ohmmeter Model 6250 with guidance from instructor. We can conclude that
the entire objective was successful for this practical workshop.