QR codes
These are the QR codes used in this project. Each item had different pattern of code to make it unique. Only one code is generated per item so when we scan it, it will only opens the specified tool/part/component information on the internet. Here are the QR codes that is used in this project :
Diagonal cutter
These long-handled, short-jaw cutters allow you to get into close quarters and clip twisted safety wire. Diagonals or dikes are available in extremely small sizes for delicate electronic and instrument work as well as large sizes up to about nine inches in length.
A special form of cutter, quite similar to diagonals is the flush cutter. These cutters leave a perfectly smooth edge on the part they cut and are often used for cutting the stem off friction-lock rivets or for cutting electrical wire flush with its solder joint. See figure 1 for example.
A special form of cutter, quite similar to diagonals is the flush cutter. These cutters leave a perfectly smooth edge on the part they cut and are often used for cutting the stem off friction-lock rivets or for cutting electrical wire flush with its solder joint. See figure 1 for example.
(Figure 1)
Aviation Snips
(Figure 1)
Duckbill Pliers
A special type pliers used in aviation is the duckbill pliers. These long-handled flat-nose pliers are typically used to twist and help remove safety wire. The jaws of duckbill pliers have serrations to grip safety wire, while the handles are long enough to provide a good tight grip on the wire while it is being twisted.
See figure 1 for example.
See figure 1 for example.
(Figure 1)
Duckbill pliers are an excellent tool for twisting safety wire because they have serrations that grip the wire and their handles are long enough to provide a tight grip.
G-clamps
A G-clamps name comes from its shape. It can hold parts together while they're being assembled, or maybe drilled or welded. It can reach around awkwardly shaped pieces that won't fit in a vice. And it’s portable so it can be taken to the work. See figure 1 for example of g-clamp.
(Figure 1)
Figure 2 shows the g-clamp is used to hold sheet metal together before they were permanently fastened together.
(Figure 2)
Ball Peen Hammer
The ball peen hammer ranges in weight from one ounce to two or three pounds. One hammer face is always flat while the other is formed into the shape of a ball. The flat hammer face is used for pounding, but should not be used to drive a nail. The ball end of the hammer is typically used to peen over rivets in commercial sheet metal work. However this is not the method used for securing rivets in aircraft sheet metal work. Figure 1 shows the example of the a ball peen hammer.
(Figure 1)
Flat head screwdriver
The tool used to drive a slotted screw head is called a flat-blade screwdriver. This last usage can sometimes be confusing, because the term "flat-head" is also used to describe a screw with a flat top, designed to be installed in a countersunk hole. Such a flat-headed screw may have a slotted, cross, square recessed, or combination head, causing further confusion about the terminology.
Among slotted screw drivers, there are a couple of major variations at the blade or bit end involving the profile of the blade as viewed face-on (from the side of the tool). The more common type is sometimes referred to as keystone, where the blade profile is slightly flared before tapering off at the end. To maximize access in space-restricted applications, the cabinet variant screwdriver blade sides are straight and parallel, reaching the end of the blade at a right angle. See figure 1 for example.
(Figure 1)
Solid Shank Rivets
The solid shank rivet has been used since sheet metal was first utilized in aircraft and remains the single most commonly used aircraft fastener today. Unlike other types of fasteners, rivets change in dimension to fit the size of a hole. When a rivet is driven, its cross sectional area increases along with its bearing and shearing strengths. Solid shank rivets are available in a variety of materials, head designs and sizes to accommodate different applications.
Figure 1 shows the marking on its head as the identification for each rivet types.
Rivets with no head markings are soft 1100 (pure) aluminum, and not used in structural applications. "B" rivets, alloyed with magnesium is identified with a cross on its head. The most common rivet for AME's is the "AD" rivet with a single dimple in its head, which can be installed without any additional handling. This makes the center of the rivet easier to locate when drilling off the head. Double-dimples on the head (and a heavy silver color) will indicate a monel rivet, usually found in high strength locations or in firewalls where temperature may be a consideration. "D" and "DD" rivets are commonly called icebox rivets because they must be heat treated before use. Following heat treating they must be kept in a freezer for no longer than 20 minutes prior to driving.
A rule of thumb for repair of aircraft structure states that AME's should use the same size and head style of rivet as seen in nearby structure. If this is not available, consult the manufacturer's structural repair manual (SRM). Generally, the choice is simplified to universal head or countersunk head AD 2117 rivets.
In selecting the diameter of the rivet, use a guideline of at least 3 (three) times the thickness of the thickest sheet. If the repair is being made to an existing aircraft structure, it is common practice to use the same diameter of rivets in adjacent fasteners, preferrably referring to rows inboard or forward on the fuselage. Length is gauged by using the formula of 1.5 times the diameter protruding through the structure. That is to say, if we are riveting two skins of 0.040", then our rivet diameter would be at least 0.120" (or 1/8"), and the length would be estimated at 0.267". We can calculate this length by adding the two skins (.040 x 2) to the diameter-and-a-half of the rivet (0.187") to achieve a length of 0.267". The nearest size to this length is a 1/4" grip length rivet (a -4). See figure 2 for example.
Figure 1 shows the marking on its head as the identification for each rivet types.
(Figure 1)
Rivets with no head markings are soft 1100 (pure) aluminum, and not used in structural applications. "B" rivets, alloyed with magnesium is identified with a cross on its head. The most common rivet for AME's is the "AD" rivet with a single dimple in its head, which can be installed without any additional handling. This makes the center of the rivet easier to locate when drilling off the head. Double-dimples on the head (and a heavy silver color) will indicate a monel rivet, usually found in high strength locations or in firewalls where temperature may be a consideration. "D" and "DD" rivets are commonly called icebox rivets because they must be heat treated before use. Following heat treating they must be kept in a freezer for no longer than 20 minutes prior to driving.
A rule of thumb for repair of aircraft structure states that AME's should use the same size and head style of rivet as seen in nearby structure. If this is not available, consult the manufacturer's structural repair manual (SRM). Generally, the choice is simplified to universal head or countersunk head AD 2117 rivets.
In selecting the diameter of the rivet, use a guideline of at least 3 (three) times the thickness of the thickest sheet. If the repair is being made to an existing aircraft structure, it is common practice to use the same diameter of rivets in adjacent fasteners, preferrably referring to rows inboard or forward on the fuselage. Length is gauged by using the formula of 1.5 times the diameter protruding through the structure. That is to say, if we are riveting two skins of 0.040", then our rivet diameter would be at least 0.120" (or 1/8"), and the length would be estimated at 0.267". We can calculate this length by adding the two skins (.040 x 2) to the diameter-and-a-half of the rivet (0.187") to achieve a length of 0.267". The nearest size to this length is a 1/4" grip length rivet (a -4). See figure 2 for example.
(Figure 2)
After driving the solid rivet, we should inspect the shop head (also called the "formed" head) for dimensions of .5 x D in height, and 1.5 x D in width. See figure 3.
(Figure 3)
Scribes
Dimension layout on metal parts, regardless of the accuracy is typically accomplished by using layout dye and a marking tool called a scribe. Scribes have needle-sharp points and are usually made of hard steel or are carbide tipped. To use a scribe, a layout dye is typically applied to the metal first and the scribe used to scratch through the dye. However, this procedure will cause stress concentration on the surface of a bend and therefore it is not acceptable to use this method to indicate bend lines. Instead bend lines should be marked with a soft tipped marker. See figure 1 for example.
Plain Washers
An AN960 plain washer provides a smooth surface between a nut and the material being clamped. These washers are made of cadmium-plated steel, commercial brass (B), corrosion-resistant steel (C) and 2024 aluminum alloy (D). They are available in sizes that range from those that fit a number two machine screw to those that fit a one-inch bolt.
If a thin washer is needed, a light series washer that is one-half the thickness of a regular washer is available. An example of where a light series washer should be used is if the castellations of an AN310 nut do not line up with a cotter pin hole when the nut is properly torqued. In this situation a light series washer can be substituted for the regular washer to align the holes. A light series washer is identified by the letter "L" added to the code. For example, the code AN960L identifies a light series washer. When working with wood or composite structures, washers with a large surface area are used to spread the fastener load over a wider area. These large are washers carry the code of AN970 and are all made of cadmium-plated steel with inside diameters from 3/16 to 1/2 inch.. See figure 1 for types of washers.
This is the example of plain washer AN960. see figure 2.
If a thin washer is needed, a light series washer that is one-half the thickness of a regular washer is available. An example of where a light series washer should be used is if the castellations of an AN310 nut do not line up with a cotter pin hole when the nut is properly torqued. In this situation a light series washer can be substituted for the regular washer to align the holes. A light series washer is identified by the letter "L" added to the code. For example, the code AN960L identifies a light series washer. When working with wood or composite structures, washers with a large surface area are used to spread the fastener load over a wider area. These large are washers carry the code of AN970 and are all made of cadmium-plated steel with inside diameters from 3/16 to 1/2 inch.. See figure 1 for types of washers.
(Figure 1 )
This is the example of plain washer AN960. see figure 2.
(Figure 2)
Slip-Joint Pliers
One of the most commonly used tools in aviation is the slip-joint pliers. These pliers come in lengths from approximately four inches to more than nine inches. The six inch size is the most commonly used. Slip-joint pliers gets their name from the double hole used at the pivot. This double hole design allows the jaws to work in either of two positions, increasing the range of material that can be gripped.
Slip-joint pliers are exceptionally versatile tools. However they should only be used for their specific intended purpose, which is to hold things. You should never use slip-joint pliers to turn a nut as they will invariably round off nut corners. This is especially true of tubing nuts which are made of a soft aluminium or brass.
See figure 1 for example.
Slip-joint pliers are exceptionally versatile tools. However they should only be used for their specific intended purpose, which is to hold things. You should never use slip-joint pliers to turn a nut as they will invariably round off nut corners. This is especially true of tubing nuts which are made of a soft aluminium or brass.
See figure 1 for example.
(Figure 1)
Self-locking nuts.
Self-locking nuts or lock nuts employ a locking device in their design to keep them from coming loose. However because there are several different types of lock nuts, you must be certain that the proper locknut is used in a given application. Failure to do so could result in failure of the locking provision. The two general types of self-locking nuts used in aviation are the fiber or nylon type and the all metal type. Figure below shows examples of self-locking nuts.
(Figure 1)
Rivet Cutter
A hand tool, similar to a cold-cut but with edge sharpened on a more obtuse angle, used for cutting off the heads of driven rivets. Figure 1 shows the example of a rivet cutter
(Figure 1)
Open-End Wrench
Open-end wrenches have an opening in each end that fits a bolt head or nut. The opening in each end that fits a bolt head or nut. The openings of an open-end wrench which are parallel to each other and are normally angled at 15 degrees to the handle. This angle allows you to turn a nut even when the space for the handle is severely restricted. However while the 15 degree head angle is standard, there are many other angles available. For example, one type of open-end wrench has the same size opening on both ends with one opening angled at 30 degrees and the opposite opening at 60 degrees. Figure 1 shows the example of open-end wrench.
(Figure 1)
Standard Aircraft Nuts
All nuts used in aircraft construction must have some sort of locking device to prevent them from loosening and falling off. Many nuts are held on a bolt by passing a cotter pin through a hole in the bolt shank and through slots or castellations in the nut. Others have some form of locking insert that grips a bolt's threads or relies on the tension of a spring-type lock-washer to hold the nut tight enough against the threads to keep it from vibrating loose. There are 2 basic types of nuts, self-locking and non self-locking.As the name implies, a self-locking nut locks onto a bolt on its own while a non self-locking nut relies on either a cotter pin, check nut or lock washer to hold it in place.
Aircraft nuts usually have no identification on them but they are made from the same material as bolts. Due to the vibration of aircraft, nuts must have some form of a locking device to keep them in place. The most common ways of locking are cotter pins used in castle nuts, fiber inserts, lockwashers, and safety wire. The aircraft nuts you will most likely encounter are castle nuts, self-locking nuts, and plain nuts. Wing nuts and anchor nuts are also used.
Castle nuts
AN310 and AN320 castle nuts are the most commonly used. See Figure 4. Castle nuts are fabricated from steel and are cadmium plated. Corrosion resistant castle nuts are also manufactured ( AN310C & AN320C—remember when you encounter a "C" it will designate stainless). Castle nuts are used with drilled shank bolts, clevis bolts, and eye bolts. The slots in the nut accommodate a cotter pin for safetying purposes. The thinner AN320 castellated shear nut has half the tensile strength of the AN310 and is used with clevis bolts which are subject to shear stress only. The dash number following the AN310 or AN320 indicates the size bolt that the nut fits. In other words, an AN310-4 would fit a ¼ inch bolt. See figure 1 for example of nut.
Plain Aircraft nuts
Plain nuts require a locking device such as a check nut or lockwasher. They are not widely used in most aircraft. AN315 is the designation used for a plain hex nut. These nuts are also manufactured with a right hand thread and a left hand thread. The check nut used to hold a plain nut in place is an AN316. If a lockwasher is used a plain washer must be under the lockwasher to prevent damage to the surface.
Basics of Aircraft Nut Installation
Aircraft nuts usually have no identification on them but they are made from the same material as bolts. Due to the vibration of aircraft, nuts must have some form of a locking device to keep them in place. The most common ways of locking are cotter pins used in castle nuts, fiber inserts, lockwashers, and safety wire. The aircraft nuts you will most likely encounter are castle nuts, self-locking nuts, and plain nuts. Wing nuts and anchor nuts are also used.
Castle nuts
AN310 and AN320 castle nuts are the most commonly used. See Figure 4. Castle nuts are fabricated from steel and are cadmium plated. Corrosion resistant castle nuts are also manufactured ( AN310C & AN320C—remember when you encounter a "C" it will designate stainless). Castle nuts are used with drilled shank bolts, clevis bolts, and eye bolts. The slots in the nut accommodate a cotter pin for safetying purposes. The thinner AN320 castellated shear nut has half the tensile strength of the AN310 and is used with clevis bolts which are subject to shear stress only. The dash number following the AN310 or AN320 indicates the size bolt that the nut fits. In other words, an AN310-4 would fit a ¼ inch bolt. See figure 1 for example of nut.
(Figure 1 )
Plain Aircraft nuts
Plain nuts require a locking device such as a check nut or lockwasher. They are not widely used in most aircraft. AN315 is the designation used for a plain hex nut. These nuts are also manufactured with a right hand thread and a left hand thread. The check nut used to hold a plain nut in place is an AN316. If a lockwasher is used a plain washer must be under the lockwasher to prevent damage to the surface.
Basics of Aircraft Nut Installation
- When using a castle nut, the cotter pin hole may not line up with the slots on the nut. The Mechanics General Handbook states "except in cases of highly stressed engine parts, the nut may be over tightened to permit lining up the next slot with the cotter pin hole." Common sense should prevail. Do not over tighten to an extreme, instead, remove the nut and use a different washer and then try to line the holes again.
- A fiber nut may be reused if you are unable to tighten by hand.
- At least 1 thread should be projecting past the fiber on a fiber nut installation.
- No self-locking nuts on moving part installations.
- Do not use AN364 or AN365 fiber nuts in areas of high temperature—above 250 degrees F.
- Shear nuts are to be used only in shear loads ( not tension ).
- Plain nuts require a locking device such as a lockwasher or a check nut.
- When using a lockwasher, place a plain washer between the surface of the airplane part and the lockwasher.
- Shear nuts and standard nuts have different torque values.
- Use wing nuts only where hand tightness is adequate.
Standard Aircraft Bolts
A bolt is designed to hold two or more items together. Bolts that are typically used for airframe structural applications have hex heads and range in size from AN3 to AN20. Bolts are identified by their diameter and length. A diameter represents the shank diameter while the length represents the distance from the bottom of the head to the end of the bolt. A bolt's grip length is the length of the unthreaded portion. See figure 1 for example.
(Figure 1)
Aircraft bolts are available in cadmium-plated nickel steel, corrosion resistant steel and in 2024 aluminium alloy. Unless specified, a bolt is made of cadmium-plated nickel steel. A corrosion resistant bolt on the other hand is identified by letter "C" inserted between the diameter and the length designations. Aluminium alloy bolts are identified by letters "DD". For example, a bolt that is 1/4 inch in diameter, 3/4 inch long and made of cadmium-plated nickel steel is identified by the code AN4-6. However if the same bolt is made of corrosion resistant steel it carries the code AN4C6, whereas an aluminium alloy bolt would be AN4DD6.
In addition to the designation code, most aircraft bolts have a marking on their head identifying what the bolt is made of and in many cases, the manufacturer. The FAA forbids the use of aluminium alloy bolts and alloy steel bolts smaller than AN3 on structural components. Furthermore, since repeated tightening and loosening of aluminium alloy bolts eventually will ruin their threads, they are not used in areas where they must be removed and installed frequently. Aluminium alloy nuts can be used with cadmium-plated steel bolts loaded in shear but only on land aircraft. However since exposure to moist air increases the possibility of dissimilar metal corrosion, they cannot be used on seaplanes. See figure 2 for different types of bolt head.
(Figure 2)
Types of bolt head
Some AN bolts such as those used to fasten a propeller into flanged shaft must be safetied by passing safety wire through holes drilled through the bolts head. A bolt drilled for this type of safetying has the letter "H" following the number indicating its diameter. For example, the part number AN6H34A identifies a bolt that is 3/8 inch in diameter, made of nickel-steel has a drilled head, is 3 1/2 inches long and has an undrilled shank.
Cleco Fastener
A cleco, is a fastener developed by the Cleveland Pneumatic Tool Company. Widely used in the manufacture and repair of aluminum-skinned aircraft, it is used to temporarily fasten multiple sheets of material together before the pieces are permanently joined. The basic type consists of a steel cylinder body, a plunger on the top, a spring, a pair of step-cut locks, and a spreader bar. Figure 1 shows the example of Cleco fastener.
(Figure 1)
Phillips Screwdriver
Phillips screwdrivers come in several standard sizes, ranging from tiny "jeweler's" to those used for automobile frame assembly, or #00 to #3 respectively. This number is usually stamped onto the shank (shaft) or handle for identification. Each bit size can fit a range of screw sizes, more or less well. Each Phillips screwdriver size also has a related shank diameter. The driver has a 57° point and tapered, unsharp (rounded) flutes. By far the most commonly found size around the household, automobile, and office is the #2, —which fits computers, printers and photocopiers, light switches, carburetors, furniture, household appliances, door hinges, and so forth. The second most commonly seen household Phillips screw is the #1, which fits calculators, cameras, smaller toys, and cell phone sized devices. The #1 and smaller bits come to a blunt point, but the #2 and above have no point, but rather a nearly squared-off tip, making each size incompatible with the other. A "#2 x 6 Phillips screwdriver" designation as commonly seen in the tool catalogs describes a Number Two bit with a six-inch-long shank. See figure 1 for example.
(Figure 1)
Screw
Screw are probably the most commonly used threaded fastener in aircraft. They differ from bolts in that they are generally made of lower strength materials. Screws are typically installed with a loose-fitting thread and the head shapes are made to engage a screwdriver or wrench. Some screws have a clearly defined grip length while the others are threaded along their entire length. There are three basic classifications of screws used in aircraft construction : machine screws which are most widely used, structural screws which have the same strength as bolts and self tapping screws which are typically used to join light weight materials.
Figure 1 shows the example of types of screws used on aircraft.
Figure 1 shows the example of types of screws used on aircraft.
(Figure 1)
Types of screws used on aircraft.
Cleco Plier
A special type of pliers are used to push in the spring-loaded plunger. This pushes down on the step-cut locks, which pushes them away from the spreader bars and allows them to come together. This allows the user to slip the locking jaws through a hole made through multiple sheets of material. When the plunger is released the spring pulls the locking jaws back towards the spreader bar, which separates the two jaws. The material sheets are then squeezed in between the step-cut area and the steel cylinder. This keeps the holes in the separate sheets aligned. Figure 1 shows how it is look like.
(Figure 1)
Countersunk Rivets
Solid shank rivets are available in two standard head styles, universal and countersunk/flush. AN 426 countersunk rivets were developed to streamline airfoils and permit a smooth flow over an aircraft's wings or control surfaces. However, before a countersunk rivet can be installed, the metal must be countersunk or dimpled.
Countersinking : a process in which the metal in the top sheet is cut away in the shape of the rivet head.
Dimpling : a process that mechanically "dents" the sheets being joined to accommodate the rivet head.
Sheet thickness and rivet size determine which method is best suited for a particular application.
Joints utilizing countersunk rivets generally lack the strength of protruding head rivet joints. One reason is that a portion of the material being riveted is cut away to allow for the countersunk head. Another reason is that when riveted, the gunset may not make direct contact with the rivet head if the rivet hole was not countersunk or dimpled correctly, resulting in the rivet not expanding to fill the entire hole. To ensure head-to-gunset contact, it is recommended that countersunk heads be installed with the manufacturer head protruding above the skin's surface about .005 to .007 of an inch. This ensures that the gunset makes direct contact with the rivet head. To provide a smooth finish after the rivet is driven, the protruding rivet head is removed using a microshaver. This rotary cutter shaves the rivet head flush with the skin, leaving an aerodynamically clean surface.
Here is the example of what an AN426 countersunk rivet would look like,refer to figure 1 :
This figure (figure 2) explains the meaning of the rivet numbers :
Countersinking : a process in which the metal in the top sheet is cut away in the shape of the rivet head.
Dimpling : a process that mechanically "dents" the sheets being joined to accommodate the rivet head.
Sheet thickness and rivet size determine which method is best suited for a particular application.
Joints utilizing countersunk rivets generally lack the strength of protruding head rivet joints. One reason is that a portion of the material being riveted is cut away to allow for the countersunk head. Another reason is that when riveted, the gunset may not make direct contact with the rivet head if the rivet hole was not countersunk or dimpled correctly, resulting in the rivet not expanding to fill the entire hole. To ensure head-to-gunset contact, it is recommended that countersunk heads be installed with the manufacturer head protruding above the skin's surface about .005 to .007 of an inch. This ensures that the gunset makes direct contact with the rivet head. To provide a smooth finish after the rivet is driven, the protruding rivet head is removed using a microshaver. This rotary cutter shaves the rivet head flush with the skin, leaving an aerodynamically clean surface.
Here is the example of what an AN426 countersunk rivet would look like,refer to figure 1 :
Figure 1
Figure 2
And this photo shows the finish product of a riveted countersunk on a sheet metal (figure 3) :
Figure 3
Aircraft Parts & Component
Aircraft Maintenance is a complex task whereby it needs to be performed
by professional skilled maintenance crew, its parts and tools should be managed
systematically and the coorperation between the management and the technical
crews that keeps the accident and error from occuring. But even with the most
experienced crews and the most systematically organized management, people
would still make mistakes because there arent any system which can guarentee
100% that it can prevent errors from happening.
Thus, an
idea of assisting the maintenance crew by using the QR code system on
tools and aircraft parts was created. Barcodes and quick response codes (QR)
has been widely used during this modern digital age.
Whether
we see in on a food wrapper or on the glass display at the shops and buses.
Just by a quick scan, we can retrieve the information we need by using QR
scanner or even the smallest smartphones. By implying this technology in the
aviation industry, we would elimanate a lot of errors occured in the
maintenance division. The maintenance personnel will get all the necessary
information regarding the tools they are using on the aircraft and also the
parts that they will soon replace so they wont be using the wrong tools or even
install the wrong parts at the wrong section of the aircraft. All they need to
do is just scan the item QR codes and they will straight away find the
information about the tools and parts on a website database. This system will
be user friendly,easy to use,effective,easy to maintain and cheap.
- Countersunk Rivets
- Diagonal cutter
- Slip-joint pliers
- Solid Shank Rivets
- Aviation snips
- Scribe
- Plain washer
- Duckbill Pliers
- G-clamps
- Ball peen Hammer
- Standard aircraft nuts
- Open-end Wrench
- Standard Aircraft Bolt
- Screw
- Flat head screwdriver
- Cleco Plier
- Phillips screwdriver
- Cleco fastener
- Rivet Cutter
- Self-locking nuts
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