Essential Aircraft Maintenance and Ground Handling Procedures

Posted on Apr 16, 2026 in Architecture

Aircraft Jacking

Jacking an aircraft is a critical maintenance operation requiring strict adherence to the manufacturer’s specified equipment and instructions to ensure safety and prevent structural damage. Always consult the aircraft manual for specific procedures and ensure the aircraft is in the correct configuration with necessary doors closed and stressed panels installed.

Use only the specified jacks and jack pads, which protect the airframe. Most aircraft need 3 or 4 jacks, with jacks placed under the main wing spars and the nose, and possibly the empennage. Light aircraft may use two jacks and an anchored tie-down ring.

Jacking Safety Procedures

  • Raise the aircraft in a level position, ensuring jacks remain flat without side loads and are secured against movement.
  • Use safety collars or lock pins to prevent collapse.
  • For individual landing gear maintenance, use the specific jack points on the gear struts and securely chock the wheels that remain on the ground.
  • When lowering the aircraft, remove any obstructions, ensure the landing gear is down and locked, and lower the aircraft slowly and evenly.
  • Store jacks properly after use and follow the manufacturer’s instructions for hoisting to avoid airframe damage.

Aircraft Towing

The following towing and parking procedures are typical of standard operations:

  1. The towing vehicle driver is responsible for operating the vehicle in a safe manner and obeying emergency stop instructions given by any team member.
  2. The person in charge should assign team personnel as wing walkers.
  3. A qualified person should occupy the pilot’s seat of the towed aircraft to observe and operate the brakes as required.
  4. The person in charge of the towing operation should verify that, on aircraft with a steerable nose wheel, the locking scissors are set to full swivel for towing.
  5. It is prohibited to walk or ride between the nosewheel of an aircraft and the towing vehicle, or ride on the outside of a moving aircraft or on the towing vehicle.
  6. The towing speed of the aircraft should not exceed that of the walking team members. The aircraft’s engines usually are not operated when the aircraft is being towed into position.
  7. The aircraft brake system should be charged before each towing operation.
  8. To avoid possible personal injury and aircraft damage during towing operations, entrance doors should be closed, ladders retracted, and gear downlocks installed.
  9. Prior to towing any aircraft, check all tires and landing gear struts for proper inflation.
  10. When moving aircraft, do not start and stop suddenly.
  11. Aircraft should be parked in specified areas only.
  12. Wheel chocks should be placed before and after the main landing gear of the parked aircraft.
  13. Internal or external control locks (gust locks or blocks) should be used while the aircraft is parked.
  14. Prior to any movement of aircraft across runways or taxiways, contact the airport control tower on the appropriate frequency for clearance to proceed.
  15. An aircraft should not be parked in a hangar without immediately being statically grounded.

Aircraft Taxiing

Only rated pilots and qualified airframe and powerplant technicians are authorized to start, run up, and taxi aircraft. All taxiing operations should be performed in accordance with applicable local regulations. There are many signals to do the taxiing correctly, and these can only be performed by authorized personnel.

Wheel Bearing Inspection

Once cleaned, the wheel bearing is inspected. Nearly any flaw detected in a bearing assembly is likely to be grounds for replacement. Common conditions for rejection include:

  • Galling: Caused by rubbing of mating surfaces. The metal gets so hot it welds, and the surface metal is destroyed as the motion continues.
  • Spalling: A chipped away portion of the hardened surface of a bearing roller or race.
  • Overheating: Caused by lack of sufficient lubrication, resulting in a bluish tint to the metal surface.
  • Brinelling: Caused by excessive impact.
  • False Brinelling: Caused by vibration of the bearing while in a static state.
  • Staining and surface marks: Grayish-black streaks on the bearing cup caused by water ingress.
  • Etching and corrosion: Caused when water penetrates the surface treatment of the bearing element.
  • Bruising: Caused by fine particle contamination from a bad seal or improper maintenance.

Defueling Procedures

Defueling procedures differ with different types of aircraft. Before defueling, check the maintenance/service manual for specific procedures and cautions. Defueling can be accomplished by gravity or by pumping. When the pumping method is used, care must be taken not to damage the tanks, and the removed fuel should not be mixed with fresh fuel.

General Precautions

  • Ground the aircraft and defueling equipment.
  • Turn off all electrical and electronic equipment.
  • Have the correct type of fire extinguisher available.
  • Wear eye protection.

Inspection of Belts and Pulleys

Belts must be inspected for wear and degradation. Cracking, chipping, fraying, or splitting are cause for replacement. Pulleys must be aligned correctly so that the belt cycles without vibration or excessive wear. A drive belt must operate at a designed tension, which is tested by observing deflection. Always replace a belt with one of the exact same part number.

Spring Inspection

Exposed springs must be inspected for corrosion and overheating. Corrosion reduces load capacity, while overheating (evidenced by blistering or color change) indicates the spring is no longer suitable for its task.

  • Static measurement: The most common check for coil springs.
  • Load/deflection check: Performed on springs used in critical services using a special test rig.