Scary Video - Man get sucked in the Engine

Staff Sleeping in the Cabin

Guys, please take a look at the link i attached, and watch the video that was attached to that page as well. This is the current hot gossip topic in LM

http://singaporeseen.stomp.com.sg/singaporeseen/viewContent.jsp?id=41090

Just a gentle reminder, if you feel tired, go to the locker or engineer rest room to rest/sleep. Please don't do this kind of thing that will spoil the engineer professionalism.

In fact, if you force yourself to work, you can't really perform your assignment/job well, which will greatly affect the airworthiness of the aircraft and endanger human's life

Again, please do not rest or sleep in the aircraft.

As a monitor of the batch, i feel such a shame to the batch boy/girl and to the fellow engineer




HR

7 nov 08 outing during work!

Congrats to Steven

our batch 38.5 Mechanical DARE final interviewee Steven Goh Han Chong for passing Alan moss burger interview!
with special thanks to Mr Yap for his guidance.

Hard Landing inspection

Sorry Fahmi and Tat foo, We didn't complete the hard landing inspection but here is roughly what's going on:

1. As everyday routine, we checked DCC for SPH paper.
2. A work order (white in color) issued by Tech Service, requested a Hard Landing Inspection because ACMS parameter reading reported an 1.81 G force during landing.
3. Hard landing inspection carried out, for ASU, the custom is normally they will defer the mid spar fuse pin and upper link fuse pin inspection if all other parts inspected with no damage.
4. So, we open a DD to defer the pylon midspar and upper link fuse pin to be inspected at 150 flight hours later.
5. Since this task is coming from a work order, which has no CRS statement, we need to document the task into SJS, and sign it off.
6. Of course, as per IN we need to raise SJC-CFI to defer phase I inspection to the next consecutive 2 scheduled check. (Sorry guys, we didn't raise it cause we're going home~ and did a full hand-over)

Cheers, bon voyage

道中ご无事で

alvin

hallo LAE and FLAE ;)

juz wanna tell u all something i found out today, abit surprised of my encounter.
today i was doing inspection n copying down the P/N, S/N n checking the integrity of all the pineapple bottles, emergency deploy cables for SPF in C-check. i found one door, the B-nut and line wasn't connected to the discharge port of the bottle.

me and engr think there shdnt haf any work done on tat door in this Check, so we thought -- well... somebody forgot to connect the line after installing the bottle tat time.

also, in tis check, a technician who jus changed a bottle of another door forgot to connect back the line to the discharge port.. it slipped his mind. totally forgot..bcuz he had so much tasks to install/lub... lucky i discovered both before the airplane flies off.

so engineers-to-be, pls take xtra note on these emergency systems... b'coz our job is to make sure it works when it's being needed to save lives, not to prevent it.

Tat's all for now.

Enjoy ya holidays before reality sets in.
Regards,
Elektra

2nd observer station mic

Just to share with all of you:

To operate radio transmission using 2nd observer station mic, simply tune in captain's side RCP for desired frequency, ie. 121.90 MHz with VHF L, on the ACP, select VHF L and press on mic (don't forget to turn on speaker), simply use 2nd observer mic set to communicate.

*sometimes can work sometimes don't, let me figure out further*

-alvin

Explanation on HPSOV

I got this for interview question, didn't manage to answer but the QE explain to me so, here is QnA session:

Q: When you do HPSOV valve change, after that you carry out engine run, op check satisfactory, why is the pilot still reporting the same HPSOV failed open in flight? Despite ground crew have been changing HPSOV and HP controller multiple time and everytime op check satisfactory on ground, why is it the pilot still reporting the same valve failed open in flight again?

A: Basically, on ground and in flight the HP controller and valve experience different baro (atmospheric pressure), if there is sense tube leaking in the HP valve or controller, due to it's sensing bellow, sensing lesser pressure difference on ground then in air, the leak is not easy to be detected on ground.

conclusion, actually doesn't make any sense after tracing the schematic diagram but then, i believe he was giving real life example, so lesson learnt is that next time if there is pneumatic valve faulty, remember to check on sense tubes, basically all the tubing for connection integrity and leak.

-alvin

Congrats Everyone in Class 38.5M

writing this really feel sad down inside my hearts but dun worry guys and gal i will buckup again to proof tat i worth like u all de. so WAIT FOR ME

CONGRATULATIONS KC!!

CONGRATULATIONS ELEKTRA!!

CONGRATULATIONS ALVIN!!!

CONGRATULATIONS LIYANA!!

CONGRATULATIONS ZANA!!!

CONGRATULATIONS HOW RUEY!

CONGRATULATIONS FAHMY!!

carbon seal and labyrinth seal

carbon seal

labyrinth seal

pic form internet

not used at A/C

by KC

i know this is a very last min question!

Can a Base maint B1 engineer go to Line maint and issue CRS on the tech log to despatch an aircraft, for example a transit check?

Elektra

SP SPIRIT-Sure Pass

Good luck to all of you, guys and gals

hope all of us will pass in 1st interview....

:-)


BY KC

privileges

CAT A (LM):

1. wheels and brakes
2. routine servicing and lubrication
3.open cowling and quick access panels
4.emergency equipment excluding slide
5.windshield wiper
6.toilet system excluding flush valve
7.oven, boiler, beverage maker
8.seats, seat belt, harness (pax and crew)
9.internal and external light
10. cabin item excluding PA system and Pressure Door (MED)

CABIN ITEM to be transferred to ADDL

1. Smokes, burning smell come out from the CMIV sys
2. Cart lift unservicable
3. Seat unable to stay upright
4. Armrest, meal tray unable to retract
5. sink choked/no flushing (more than 1 toilet)
6. reading/call light inop more than 1 seat in a row
7. galley floor flooding
8. boiler, coffee maker leakage

Loose equipment life
1. Portable Halon fire ex = 12 yrs since last HT dates
2. Portable Water fire ex = 30 mths since last HT dates
3. Smoke hood = 10 yrs
4. Survival kit = 5 yrs
5. Life vest = 5 yrs
6. Infant life vest = 3 yrs

Hi,

1. There was an incident on an SQ aircraft where a rat was sighted by the passengers or cabin crew. Unable to catch it, the crew noted in the CDL. Thus a RAT (Rapid Access Team) if I remembered correctly was brought in to catch it with their mouse traps etc. Tried as they might, they still could not locate the rat and the engineer in charge had to annotate in the CDDL… just like a normal defect which cannot be rectified in our DDL.

2. A senior told me that a precaution when changing wheels during refueling and passengers loading is that the inner core of the axle jack should always be lowered to the minimum before jacking. This is because by not doing so, when you have changed the wheel and de-jacked, you might not be able to pull out the axle jack due to the heavy load compression of the shock strut. This incident actually happened before.

3. What happens if you are about to depart the aircraft but found that some documents in the cert file is missing? The carbon copies are actually kept in the Tech Records in Airline House and thus in case of emergency you can go the QSD website and print it out but it has to be signed by the AFM/DE. You must also annotate in the tech log and DDL. Upon reaching S’pore and with adequate time, replace it with the carbon copy from Tech Records.

Regards,
Fahmi

hallo2

hallo LAE-to-be / FLAE-to-be (female LAE)!!!

the meaning of condition-monitoring and on-condition can be found on CAAIP ( patrick gave us). incase u duno CAAIP is frm JAA. pls go to pg 94. tats all folks.

elektra.....

List of important people ;)

SIA VPQ: Vacant
SIA SMQ: Kess Chiang (thus he is the ag sia vpq)
SIA MQ: Leong Chee Chew

SIAEC VPQS: Charles Chong
SIAEC Ag VPQS: Chang Kong Choy (Roland)

SIAEC SVPs: Zarina (HR), Ivan Neo (A/c & component sevices), Chan Seng Yong (Service), Png Kim Chiang (commercial),
Jack Koh (line Maint & business Development)

SIA (CEO): Chew Choon Seng
SIAEC (CEO): William Tan
DGCA (CAAS): Lim Kim Choon
VP (LM): Tang Mun Tak
VP (BM): Liu Kim Yoong
VP (BM- Operations): Babu Keral
VP(Eng/ IT): Chew Siong Hee
MQ (Audit/ Standards): Gerald Monteiro
MQ(Services) (Airworthiness/FTM): Steven Quek
SMQ (Safety/ Security): Chow Hock Lin
QM (standards/ Authorisation): Marcus Lim
QM (Inv/ HF): John Tan
QM (Support Services): Paul Leong

-lynn courtesy of zana

publication

What if captain tells you that MEL/FCOM/JEPPERSON CHART bla bla bla document is missing?

Call maintrol to contact SQ(pax)/SQC(freighter) FCC to contact Publication to replace them. Publication has to make sure flight document/manual on board is the latest revision/issue.
Alternatively you can ask pilot to call flight ops or FCC to contact them.
If boh bian lan lan, you do it yourself! Radio them at 131.225 MHz.

Do not confuse with the document inside cert file, that's our job to replace it.

Inside Jepperson Chart (forgot which page) has got the radio frequency of all the operation division, take a look when u freem :)

alvin

info

1. hi G&Gs, please remember this organisation chart.

2. landing gear, downlock actuator when does it being pressurized?
--> G&Gs if being ask this questions, we should just answer it is always being pressurised when hydraulic pressure is available. just that the pressure of the hydraulic is being port to either extend side or retract side.

3. there isn't any recirculation fans for 744 freighter a/c. For, 744 freighter, we have extra small small components below. (if missed out, G&Gs can add on)
a. 2 SMACCS/ dump valves for pack 1 and 3
b. Lower forward cargo overboard valve.
c. flight deck ventilation fan
d. main deck fire shutoff valves (if not wrong is 5)
e. lower cargo aircond flow regulating valve and trim air valves.(pack 3 for forward cargo, pack 2 for aft cargo)
f. no fire bottle for main deck cargo. it utilize DEPRESSURIZATION to extinguish fire
g. Humidifier is at the top of the fuselage. not at the L/H lower forward cargo.


PTF

hallo!

any idea wat's 0n-conditioning and Condition-monitoring??

thanx
elektra

How do you define Warning, Caution, Advisory, Memo Message

3 type of Messages :-

i) Alert (further divide to 3 level of message, Warning, Caution & Advisory)
ii) Memo
iii) Status




Warning (Level A Message)

a) indicate an operational/airplane system condition which requires immediate corrective/compensatory action

b) red in colour

c) Master Warning Light illuminate

d) Aural Warning

e) cannot be cancel

f) appear from top to bottom



Caution (Level B Message)

a) indicate an operational/airplane system condition which requires immediate crew awareness and some prompt compensatory action

b) amber in colour

c) Master Caution Light illuminate

d) Aural Warning

e) can be cancel

f) appear from top to bottom


Advisory (Level C Message)
>Advisory (Level C Message)
">" meaning you cannot find required action in pilot Quick Reference Handbook

a) indicate an operational or airplane system condition that requires crew awareness for possible future compensatory action

b) indented, amber in colour

c) can be cancel

d) appear from bottom to top



Memo

a) crew reminder of the current state of certain selected normal condition

b) white in colour

c) most recent message appear on top first (displayed on available line, below last advisory message)

d) cannot be cancel



Status (Level S message)

a) to determine the dispatchability of the aircraft

b) white in colour

c) display at Aux EICAS

d) can be cancel (on CMC Present Leg Fault, not EICAS Synoptic Page CANC button)


from Human Resources, courtesy of Alvin
(info fully extracted from ATA 31 and MEL)

treasure in tech library

Guys i found a stack of publications in library :

1. Airliner - by Boeing
2. Aero - by Boeing
3. UPDATES - SIAEC

if got time try to read up those as you can find useful infomation (just information, might or might not help in the interview), feel free to have a look.

If you already know, the HALON fire extinguishing for Engine is HALON 1301. For cabin and cargo compartment, it is HALON 1211. HALON is a good agent for engine because it will still maintain gas form when discharged in flight at ambient temperature -60 degree, while other already in liquid form or freezed up. It chemically react to combustion and direct interfere burning rather than physically, eg. CO2 displaced away O2 only weakening fire. HALON shows low acidity, low toxidity, so it is no harm to human and aircraft structure.

extracted from UPDATES

external power "power not in use" light

external power "power not in use" light

according to AMM, POWER NOT IN USE lights will illuminate when the external power contactors are open. so, this mean that it will illuminate when A/C is not power up. When Ground handling bus and ground service bus is power, the light will still illuminateif a/c not power up.

BY KC

Wheel Change

all guys and gals,
please go back to company to read the latest AMM ( rev63) about the wheel change.
there are some change compare with AMM rev62.

BY KC

reminder to alcoholic

this is a gentle reminder for those alcoholic

Please DO NOT drink beer/liquour the day before interview. The smell of alcohol on your body might suspend you from the interview

As mention in the SAR 66 AMC 66.50 and AMC 66.65, license can be revoke/suspend if found that the decision making is adversely affected by alcohol.

So, wanna drink beer/liquour, drink after the interview, not the day before


Good Luck ^_^

Human Resource

additional infos..PTF

Hi G&Gs.. here's other some stuffs that can share with u all.. some of u might know..
Q1... know what panel is that?? know something is happening when this condition happens?
-------->APU is running and the boost pumps pressure lights off.



Q2. when can u c this (top two pictures)??
--> when the a/c is power down.totally dead

Q3. what is allowable damage and what is repairable damage?
(1) "Allowable Damage" is defined as damage that is permitted with no other flight restrictions.
Some types of damage or distortion are permitted, with no flight restrictions if the damage condition can be corrected by a simple procedure. For example, damage that can be corrected when you smooth out nicks or gouges is called "Allowable Damage".
(2) "Repairable Damage" is defined as damage that can be reworked or repaired.

thankx
regards
PTF

Fire handle

what is important thing need to do after push back the fire handle back to normal?

we need to reset the IDG generator field by toggle the switch at the P461 panel. if didnt reset, the IDG will not provide power after pull and push back the fire handle.

BY KC

landing gear control module

All of us know that when we put the landing gear lever to center position (OFF), it will depressurize the landing gear component, allow the hydraulic back to reservoir, but we have miss a very important thing. Do you know that which component that will depressurize?

NOT all hydraulic component will depressurize, there is a component which have not depressurize even the level is in OFF position which is the tilt position actuator. It is because the the tilt actuator receive the hydraulic fluid directly from the hydraulic system, didn't go though the landing gear selector valve, so will not control by the control lever.

BY KC

Aircraft and aeroplane

do you know what is the different between aircraft and aeroplane?

according to the ANO,

aircraft mean all the object can fly though the sky with the reaction to the air but not with the ground. thus, all the aeroplane, kite, ballon, glider also is called aircraft, but not for the rocket.

aeroplane mean the power driven flying machine, one kind of aircraft.

easy question

Handsome and pretty


some simple question to refresh your memory. To me, the simplest the question, the more difficult it seems to be when suddenly question by someone in work place or during interview, esp for those who pass out at LM (cheh..... like confirm like that ^_^) when you are blur, these simple stuff can be forgotten


for those who don't know bout this, keep in mind, can be quite handy for you. for those who know, don't say it's is stupid question to those who don't know @_@



1. If you have been given a GPU with one receptacle, how do you power up the aircraft for cargo loading


PAX: connect to EXT #1

Frgh: use APU generator, alternatively ask for another GPU, as we need the EXT #2 to power up the Main Deck Cargo Loading



2. So, for Pax, which switch do you need to switch on for cargo loading?


Pax: not necessary to switch on Ext PWR, as GHB power up automatically with Good Power from GPU after connected

Frgh: switch on the Ext #1 (or APU GEN #1), and make sure the Ext #2 is AVAIL (or APU Gen #2)



3. when do you need to power up the aircraft prior to dispatch?


Pax: 2 hours before departure (i.e. Aircond and GPU/APU GEN)

Frgh: 3 hours to power up (means connect the GPU for cargo loading) and 45 min for aircond



4. if you have PIREP windows crack, and is call for change by pilot, how are you going to change at transit bay?


Please refer AMM 56-11-01 for the inspection, as there is a long list of stuff to inspect. The main point is the structure layer of the windshield. depends on situation, it can be dispatch even though there is a crack on the windshield, just refer to the AMM as mention



5. then how do you inspect the external surface at transit bay?


LAN LAN, cal AFM, consult him. If he sign off, have a good day, If no go, LAN LAN LAN LAN, tow aircraft to Bay 206. As this is the only place that we have the special steps for windshield inspection/change

DO NOT say use NORDCO, this is not allowed on any bay as it is dangerous, unless you need some coffee at the cozy place from quality department ^_^



6. if you have a dent with a crack on the aircraft, how??


if it is a non-pressurised area, refer SRM

if it is a PRESSURISED area, it is not go, no need to refer SRM, straight away ground the aircraft, rectify it.



7. HUH!!! sure or not, this is the only aircraft in our company to fly to Timbuktu leh?!?!


yes sir, this is because during pressurisation, the crack can be propagate or expand. we must always think of the safety of the passenger



8. then how long before departure you need to initiate the aircraft change/ground the aircraft??



at least 2 hours before (if less than 2 hour, you will have a lecture session by your AFM, follow by DE, follow by Quality, may be will give a Latte during the session. If you don't like Latte, can buy Cappucino ^_^)



(Extra Note/Question on top of the previous question Alvin posted bout the structure limit)



9. then what if you find a dent without crack?? it is out of limit, and it is flying to Abeche??? pilot die die wanna fly there as he miss his parent in Abeche??

Sir, depends on the Flying Hour that indicate in the SRM. Since he miss his parent so much in Abeche, and we got no time to rectify the problem we can release the aircraft base on the limited flying hour/cycles as indicate on the NOTE of the SRM limit.



With this, we can kill 2 birds with 1 stone. We let the pilot reunion with his parent and dispatch the aircraft safely. Anyway, Sir, where is Abeche?? (KNN, never study Geography ah, Abeche also don't know, it is the capital of Chad, Africa) Sorry sir, i don't have so much crap time to analyse Africa country like you, i only have time for our company businness, which is SIA and other customer (-_-)!!! @#$%!#$!

and sir, why you always give me the situation where all the aircraft is departing soon or only aircraft to fly, why always like this 1? i thought SIA have a lot of aircraft?? (who is the 1 who interview you now?? so just shut up) yes sir [ (-_-)!!! #$%!#^$#]

Human Resource, courtesy of Senior Dare Sotong Ong and India Champion, Asok

FYI, go find yourself where is Abeche, AND, don't take it too hard, all the add on crap thing is not from interview, it is just to release your stress, don't be so stress out, relax......

informations....PTF

hi G&Gs.. here's others extra informations that i had below
1. I read AMM somewhere, regarding oxygen system. the line that used for the oxygen flow SHOULD NOT BE titanium type as it will react with oxygen and cause explosions.

2. HST sump draining, remember, there are two electrical switch for u to open the sump drain v/v. one of it is for the L or R v/v. the other switch is for both V/Vs. If no electrical power, there is a manual override button for u to push. And the P211 is at HST compartment
3. As for hot tyre servicing mention by Alvin and HR, if it is long transit time, wait for the tyre to cool for at least 2 hours as decribe in AMM chapter 12. If it is short transit and hot tyre pressure check is needed, check for the tyre pressure(of course the safety precautions must have) and make sure the all the tyre pressure should be more than or above the pressure indicated in the tyre pressure chart. if there is pressure differences between the tyres, do as indicated in AMM.

4. Hydraulic servicing, if indications spoil. how to see the sight gage? (Lee Co ques)
--> we have to make assumption that either the fluid level is more than the sight gage or less ( normally is less la as we know that if it is more than the sight gage it is already overservice) . If it is less than sight gage, simple, just top up until u see the level. if it is more than sight gage, drain half pail of the fluid and top up again.

5. MEL (lee co)...
--> He insist that MMEL is actually issued by manufacturer. his thinking is that the authority don know anything abt the aircraft. so the MMEL from his point of view is after aviations manufacturer gather around and write out MMEL, they send it to authority and they will look look see see and then finally think that it is ok den approve and then final say to the world that authority is the one to issue it because they approve it and then manufacturers lan lan and then PLP to authority and say authority issue lo...

--> MEL is issued by flight operations, and actually secretly by quality SIA because flight ops people know nothing much about maintenance (as told by lee co. so don ask me y) and finally approved by CAAS. so involve three party. look at the front page of MEL. it only show sign by chef pilot and CAAS.


--> DA (despatch authorization). G&Gs please remember that ONLY pilot can initiate DA. not engineer. but engineer can sabotage people by convincing him to take a/c. and must involve multiple parties to approve and issue the DA. they are engineer, pilot, flight ops side, engineering side. if either party say NO, means cannot fly liao, die die must ground a/c and retify problem.
if it is despatch from SIN, must get approval from CAAS as well.

thank you, and good luck

regards
PTF

1. Hi guys/gals... did refuelling the other day with PTF and upon finishing the bowser told us to release some pressure from the refuelling valves as it is not safe to disconnect the receptacles. The pressure can be seen on a gauge on the bowser truck. The technician then switched on the "ALL VALVES PRESELECT CONTROL" to closed position and preselect switch to "TOTAL" on P42 to ensure that the individual valves can be manually opened to release the pressure. Under certain circumstances, if the pressure is still not released, you need to go to the cockpit to trip some CBs on the automatic control of the valves and release the pressure on the individual valves again. Ensure that the pressure of the valves indicated on the truck has been released prior to disconnecting the refuelling receptacles.

2. Dispatch Authorisation (DA) can, under certain circumstances although rarely, be dispatched from Singapore provided concurrence be obtained from CAAS before DA is issued.

Regards,
Fahmi

Main Entry Door Mode Selector Lock Out Pin

as mention, the pin is located right behind of the cover

from Human Resource, courtesy of Liyana

Discussion with LEE CO

We had ask LEE CO a few questions today and here's the Q n A:

Q: MDR/ODR
A: MDR raised by QE, condition as per SAR chap 4.9, on behalf of VPQ SIA. ODR raised by LAE regarding any maintenance difficulties ( the 3 conditions, can be found in EPM or SAR 145) to DE/SFM, then to Quality HF/Inv, then they'll convert it into MDR.

Q: Aircaft Flight Incident report (can be found onboard in one of the manual inside cabinet)
A: Aircraft flight report raised by flight crew of incident happened in flight (eg. air miss, go-around), pilot will keep the carbon copy, at line station report true copy is submitted to station manager and is faxed back to FCC, base station true copy will be given to LAE (you), review it and refer to tech log because most likely pilot will put it inside too, LAE submit true copy to maintrol/DE, they will fax copies to MCC, VPQ, bla bla bla.. pilot will eventually submit carbon copy to FCC.

Q: Aircraft Ground Incident report (can be found in customer GMM file)
A: Can be raised by LAE or Pilot, regarding incident happened during ground handling (eg. anything that involve customer aircraft or their equipments). Reporting process is similar to flight incident report, to be confirmed.

Q: Ground incident report (SIAEC website, Safety Database System)
A: Raised by LAE, accountable for men's incident report, (eg. technician fall from height while working on aircraft).

Q: Differences of the 3 above?
A: Aircraft flight/ground incident report are SIA (customer) paperwork, for purpose of reporting incident involving their aircraft or equipment, paperwork is accountable to CAAS. Ground incident report is SIAEC paper, accountable to CAAS, and MOM as well because human life involve.

Q: Acceptance of parts
A: New part refer to SAR 145 part D appendix 1, used part refer to AC 145-3, but LEE CO says dun read too deep, because as long as it is FAA or EASE ARC, SIA will accept it.

Q: Hot tire pressure check
A: Refer to AMM chap 12, advice from him is best, don't do! wait till the tire cool down, always approach from the front, any abnormal tire just change it dun charge up and waste time.

Q: FCC and MCC
A: FCC is flight control center, MCC is maintenance control center, functioning for SIA. SIAEC - Maintrol.

Q:Delay report (can be obtained from maintrol room, or N drive
A:Delay more than 3 mins if due to engineering, LAE to raise delay report within 30 mins.

Q:How to handle delay?
A: Anticipate delay, during troubleshooting, call AFM for help, arrange man power and support, call maintrol to tell them possible delay and reason, let them liase with GSD, SATS, or even line station. Always let pilot know the reason for delay and estimated complete time, always keep pilot inform of situation and make them happy! If aircraft is really going to delay for very long time, after delaying no more than 30 mins, let maintrol know u cannot raise delay report within the time frame.

alvin, courtesy of HR

a sample of the form have been sent to your email/class email. i dare not post on the blog for public sharing, as it is a confidential stuff (add on by Human Resource, ^_^)

AMS, AD, SB

Guys please help to contribute to gather the infomation of what is inside the document mentioned below:

1. Aircraft Maint Schedule (part 1 & part 2)
2. Airworthiness Directive
3. Service Bulletin

Guys kindly participate in this discussion and if you have any info please edit this post or post comment, thanks :)

alvin

min. oxygen system pressure for despatch

page 81 of FCOM Volume 1A Rev47 got mention

how much oxygen psi acceptable for flight crew & pax. different psi at different fwd cargo tempt and flights over afghanistan and not afghanistan... check it out guys. sorry i duno how to paste in here

Elektra

TR ISO Valve de-activation

TR ISO Valve de-activation...remember that wen u wan to re-activate, only cut the wirelock holding the pin at the deactivation slide.

The hitch pin is usually taken from the fly-away kit... so rembr to record in ddl. but in this case the previuos engineer did not record in ddl...i did not OT to chack wat happened... but i presume the engineer check the flyaway for the tag (orange/ blue) ...orange means we need to stock up the kit. Blue means ok...am right?

the one on the rhs is the bypass valve manual override lever ( spring controlled version)...

for hangar, the pin have to get from hangar tool crib

O_o (Zana)

Tyres & dfdr

helo...maybe you peeps noe tis oredy... but jus wanna remind that dryair up to 5% oxygen content can be used for main gears. There is also an IN on this k....
-As for Nose gear, there is no limitation since it has no brakes....

regarding the DFDR readout....
-it is done annually or durng 'C' check (is this from EPM?) can sumone conferm....
-and thru IN...when there is a hard landing report by the flight crew....

O_o hapi studying...not hapi oso smile..=D

bowser has fire extinguisher

yesterday took a bowser to D34. asked him whether got fire extinguisher. he said yah. got 2!
then i said but if got fire we already call AES. We can try to fight fire first, he said.
It's an offence if dont have! the inspector may come down n inspect n can penalise, he added.

posted by elektra

relax relax, dun be so tension ^_^

some ans to alvin questions

Q: Center of pressure, center of gravity, aerodynamic center, aerodynamic mean chordA: anyone? pls post answer on commentalvin

centre of pressure: is represented as a single point acting on the wing chord line at a right angle to the relative airflow, through which the wing's lifting force is produced. The position of the center of pressure is not a fixed point but depends on the distribution of pressure along the chord, which itself depends on the angle of attack. Thus, for a greater angle of attack, the point of highest suction (highest air pressure value) moves forward the leading edge. The distribution of pressure and center of pressure point thus will be further forward the higher the angle of attack and further aft the lower the angle of attack.

center of gravity: C of G, CG, is the point through which the total weight of the body will act.

aerodynamic center = ?

aerofoil chord line : the chord line is a straight line from the leading edge to the trailing edge of an aerofoil.

mean chord line : is the wing area divided by the wing span (sometimes refered to as the standard mean chord).

Fuel Magnastick

how does the magnastick looks like??

it is something like this. attached is a B737 magnastick, but it is not so much different with the B744 magnastick

remember,
1. yellow in colour
2. 1 inch interval
3. higher value at the bottom, lower value at the top of the stick

how ruey

question2

Q: How do you approach the tire when u want to do tire inspection?
A: Approach from the front (duh). Because the sidewall is the weakest part of the tire, so if you approach from side if anything happen it caused injuries (duh). -courtesy of liyana

Q: Center of pressure, center of gravity, aerodynamic center, aerodynamic mean chord
A: anyone? pls post answer on comment

alvin

Questions

1. Ques: What happens if you're outstation and the deffered defects in ADDL is expiring and aircraft is to be dispatched soon?

Ans: If it is under CAT B or C, you must raise a RIE (Repair Interval Extension) form but you ONLY raise it once you're back in Singapore. As an LAE outstation, you are required to call your DE/SFM for their approval. Once approved, the DE/SFM will give you a serialised number to be entered in the ADDL under the "#MEL REPAIR INTERVAL EXTENSION FORM CONTROL NUMBER" and you can dispatch the aircraft. As for defects under CAT A or D in similiar situations, you'll have to ground the aircraft.

2. Ques: Why is it that during pressurisation test on ground, the differential pressure is only 4psig whereas in flight it is around 8.9psig?

Ans: This is because on ground the ambient pressure is higher whereas in flight the pressure is lesser. This is why the pressure difference between ambient and cabin in flight is greater. Cabin pressure is always maintained around 18.7psig.

Fahmi

Corrosion level.. die die mz memorize

hi.. here's some information regarding corrosion level. do memorise it.. thankx
i read it from IN SIA51/001. however very chim. so i decided to rephase myself from the diagram above. hope you guys understand what i m writing

a. Level 1 corrosion -
-->Corrosion found due to acid or mercury split;
-->Corrosion which is not widespread and does not required reinforcement or replacement;
-->Corrosion which is widespread and the blendout is within allowable SRM limit;
-->Corrosion which is widespread and the blendout is approaching allowable SRM limit but the
corrosion damage is found over multiple inspections;
-->Corrosion was removed after cumulative blendout until out of SRM limit and cause structure
need reinforcement.

b. Level 2 corrosion -
--> One time inspection and found widespread corrosion and the blendout approach SRM limit;
--> Corrosion one time blendout out beyond allowable SRM limit

c. Level 3 corrosion -
--> any corrosion which is airworthiness concern. (operator/ manufacturer)

Regards,
PTF

Forms Colour

some of the important form's colour use at line, i don't think there will be different from base

the most important colour is the ORANGE colour, die die remember, interview sure ask ^_^

and take a look at the MJC statement, the OUT OF PHASE (which means over the SCHEDULE check after apply concession) will be ORANGE too

A copy of this will be send to your email




how ruey

Reservoir Gauge

Please observe the figure indicate on the reservoir and the colour band for correct pressure charge.

Main Entry Door Power Reservoir
(Green)

Main Entry Door Slide Raft Reservoir
(Green)

Oxygen Bottle Gauge
(RED)

how ruey

EDP leak

Here are a few way to diagnose EDP leak:

1. Sticky, slimy fluid observe from the outside of cowling (and u thought it is oil leak)

2. Check tech log for hydraulic servicing history ( normally 10 sectors service 1 quart or less)

3. When condition 1 and 2 establish, you can suspect hydraulic leak in engine, open the cowling and you'll see yellow slimy and sticky fluid splashed all over the pump and IDG (neighbour)

4. Clean the stain, spray developer on the tube join union, housing attachment, and mounting on MGB.

5. Dry spin for leak check.

**example taken from SPL, hydraulic leak through housing, this is not permissible.**

alvin, courtesy of Aaron

Damage found during transit check

If damage found during WAC, here are a few scenarios that require different paper work:

1. Damage found within limit of SRM, annotate down the finding in Aircraft Damage Report.

2. Damage found out of limit of SRM, temporary repair allowed, require re-inspection after certain flight hours/cycle, raise ADDL.

3. Damage found out of limit of SRM, temporary repair carried out, require permanent repair action at next schedule check (long period), raise SJCFI. If require reinspection after certain flight hours/cycle(short period), raise ADDL with a copy of SJCFI attached.

4. Damage limit not found in SRM or AMM/MEL/CDL, raise SECTAR for tech service assistance, to issue you EN(from Boeing) for dispatching the aircraft, annotate in tech log/ADDL aircraft servicable as per EN, sign off, attach EN with tech log/ADDL carbon copy.

5. Damage limit not found in SRM or AMM/MEL/CDL, tech service unable to issue EN, raise DA (dispatch authorization) upon Commander of aircraft agreement.

6. When everything else failed, ground the aircraft.

**if repair scheme carried out as per EN, raise form 8100-9**

alvin, courtesy of HR

courtesy from Andrew

1. Privilages of LAE: to issue CRS on mechanical aspect of airframe and engine, mechanical based avionics such as actuator, power generation and distribution, avionic LRU that require simple bite test. (SAR 66)

2. Responsibilities of LAE: to make sure work done mentioned above is accordance with approved up-to-date data, calibrated tools and correct equipments, and under safe condition and enviroment. (SAR 4.1.1)

3. If a component found missing, e.g first aid kit, rack out from PC, and fill in "FOR FITMENT ONLY" on the remark at the unservicable portion of the label, inform PC about the matter and let the inform SIA planning. ( yet to be verified )

4. CAAS can withdraw ADSI, provided air operator seek the approval of alternative means of compliance, eg. SIA feedback an operational difficulties to Boeing, and Boeing comes out with an SB to do a modification, so SIA carried out the mod and case close. Later, FAA issue and CAAS follow, an ADMAF/ADSI regarding the problem which SIA faced earlier on, with support of the same SB. In this case, such AD can be withdrawn with SIA appeal to CAAS, with concent from Boeing that SB mod has been carried out satisfactory, then concession can be made by applying to CAAS for withdrawal. (SAR 39.30)

5. Good to know, COA contents aircraft registration,address of owner of aircraft, category of aircraft (ANO 3rd schedule), Aircraft serial no, date of issue and period of validity. At the back of the cert states the operation of aircraft (as per AFM), weight limitation, minimum crew, number of occupants, smoking/non-smoking.

Alvin

Navigation terms 2

Ever wonder what was Ang Chee Kok talking about keel?

Keel, the term coming from the ship (again, sea technology b4 air), meaning the structural keel is a large beam around which the hull of a ship is built. The keel runs in the middle of the ship, from the bow to the stern, and serves as the foundation or spine of the structure, providing the major source of structural strength of the hull. The keel is generally the first part of a ship's hull to be constructed, and laying the keel, or placing the keel in the cradle in which the ship will be built, is often a momentous event in a ship's construction--so much so that the event is often marked with a ceremony, and the term lay the keel has entered the language as a phrase meaning the beginning of any significant undertaking.

Aileron - french words meaning "little wing"
Rudder - Old English "ruodar" meaning steering gear
Elevator - Lay man term "lift", use to bring an object to a higher altitude :)


About BULKHEAD:

The word bulki meant "cargo" in Old Norse. The Song Dynasty Chinese author Zhu Yu wrote of Chinese ships with watertight bulkhead compartments in his book Pingzhou Table Talks of 1119 AD. A Chinese trade ship dated to 1277 AD was found off the southern coast of China in 1973, and had 12 bulkhead compartment rooms in its hull.

Sometime in the 15th century sailors and builders in Europe realized that walls within a vessel would prevent cargo from shifting during passage. In shipbuilding, any vertical panel was called a "head". So walls installed abeam (side-to-side) in a vessel's hull were called "bulkheads."

Now, the term bulkhead applies to every vertical panel aboard a ship, except for the hull itself.

alvin, extract from wikipedia

Navigation terms

Ever wonder why left is called PORT and right is called STARBOARD?

Sea navigation was developed centuries back, air navigation comes later so the air navigation terms decent from there.

Back before rudder was invented, the vessel (aka boat) was steered by oar, like most of the sailors are right handed, the oar steers the boat at the right. Starboard comes from old english "steorbord", steor meaning steer and bord meaning board, hence the term come about being starboard.

To prevent steering board being crushed while docking, sailor moor on the left, close to port, hence the term port comes about.

Now, why is Port indicated in red light and Starboard indicated in green light?

We all know Red is commonly mean to caution and signal NO GO, and green means GO.

In the course of collision, to make sure it doesn't happen, the red and green light become traffic lights.

Imagine, the 2 aircrafts come head on, QANTAS n SQ (just for example), QANTAS will see on its left side is green, which is SQ starboard, same goes to SQ, it will see green on the left which is QANTAS starboard, at this time, both aircraft will take green way, bank to the left, clear away from collision course, genius :) (TCAS can solve the problem so not too worry)

Another scenario, SQ bank left and QANTAS bank right, toward each other, in the course of collision, SQ will see green on the upgoing wing, which is starboard of QANTAS, same goes to QANTAS, it will see green on the downgoing wing, which is starboard of SQ, SQ will climb, QANTAS will descent, to the green light, away from collision, fantastic? (once again TCAS is more reliable)

If you ask me aircraft move so fast how to see? Like I said, these terms and rules come from sea navigation, bare with the OLD MEN who started using them on air navigation!

alvin

cert file

cert file differences PAX vs FREIGHT

PAX vs FREIGHT

pocket:
1. BASIC WEIGHT SCHEDULE vs INDEX LIST OF DOC
2. INDEX LIST OF DOC vs NPE
3. NPE vs A/C TITLE SHEET
4. A/C TITLE SHEET vs COR
5. COR vs COA
6. COA vs A/C RADIO LICENSE
7. A/C RADIO LICENSE vs BASIC WEIGHT SCHEDULE

pocket 8 onwards there are the same as follow:
8. TRIM CHART
9. FUEL CARDS
10. FLIGHT SPARE LIST
11. CMR
12. ON BOARD SOFTWARE CONFIG LIST
13. CERT OF INSURANCE
14. AOC
15. NOISE CERT
16. CRS-SMI
17. INOP LABELS
18. A/C DAMAGE REPORT
19. RESIDUAL DISINSECTION CERT (used to be empty, refer Line Maint OPM)
20. EMPTY

ALVIN

Human Factor

Well, another die die must memorise thing for the interview, which is ----

THE 12 Element of the HUMAN FACTOR

1. Assertiveness

2. Norm

3. Resorces

4. Fatigue

5. Stress

6. Awareness

7. Knowledge

8. Teamwork

9. Communication

10. Distraction

11. Pressure

12. Complacency

we probably fall in the stress, fatigue, pressure and assertiveness... (-_-)!!!
anyway, remember to put down your name after posting

How Ruey

Additional informations - 2 (PTF)

hi guys and gals.. another some useful informations to add to you all..

1. we all always discussing and "quarrelling" about which documents or certs carried inside the cert file is original copies right? so here's the answer that i get from one of the B744 a/c.
a. CoR - Original
b. CoA - Original
c. A/c station licence - original
d. Basic weight schedule - original i assume. because it is white copy and there isn't any stamp
e. CMR - original
f. CRS-SMI - original
g. Cert of Insurance - photocopy
h. AoC - photocopy
i. noise cert - photocopy
enjoy memorising guys and gals..:P

2. Level of documents. G&Gs, please go and memorise the level of documents. what are the documents in level 1 and 2 and 3. and they are issued by which requirement.Note : ISO 9001 - Quality standard
and as from top, we notice that OPM is issued under ISO 9000 requirement while EPM is issued under authority requirement

3. Never do push back with more than one engine running even pilot request for it (actually they know the procedures one, but they kan jiong!). allow all engine start when the a/c has accomplished the push back! yesterday one of the technician did a pushback yesterday. everything was alright at 1st. however the airtuc driver was unable to position his airtug straight when almost finish pushback. so he has to disconnect the towbar and reposition his airtug and pull the a/c forward. but at that time the technician allow the pilot to start ALL the engines. so something was happen down there and sorry guys i don know what was happening next. i only know that the a/c stuck over there quite long time. so the main point is never and never allow the pilot to start more than one engine during pushback. u never know what will happen or ur man will give what stunt to u..
thank you.. goodluck.

regards
PTF

AMM PAGE BLOCK

AMM page block

1-99 DESCRIPTION & OPERATION
101-199 TROUBLESHOOTING
201-299 MAINTENANCE PRACTICES
301-399 SERVICING
401-499 REMOVAL/INSTALLATION
501-599 ADJUSTMENT/TEST
601-699 INSPECTION/CHECK
701-799 CLEANING/PAINTING
801-899 APPROVED REPAIR
900 DDG (separate manual from AMM)

SRM page block

1-99 PARTS IDENTIFICATION
101-199 LIMITS & TOLERANCE
201 onwards REPAIR SCHEME

SAR section 1-7

guys and gals, good to know what SAR 1-7 about, these are the summaries:

SAR section 1 - GENERAL (COR)
SAR section 2 - AIRWORTHINESS of A/C (COA, EXPORT COA, FERRY FLIGHT, CATEGORY)
SAR section 3 - AIRWORTHINESS of Component(compass swing requirement)
SAR section 4 - ENGINEERING & MAINT ADMIN
SAR section 5 - A/C PERFORMANCE (weighing, test flight)
SAR section 6 - APPROVAL of Persons & Organization (WELDERS & NDT)
SAR section 7 - LICENSING OF LAE (SAR 66)


SAR section 4
4.1 COF
4.1.1 reponsibilities of cert personnel/org
4.3 Maint Schedule, CMR
4.5 TECH LOG
4.6 RECORD SYS (A/C LOG BOOK, ENGINE LOG BOOK)
4.8 Duplicate Inspection
4.9 Mandatory Report
4.10 MEL
4.11 ETOPS
4.12 DFDR/CVR

check out ya email

Documents n Proc. extract frm EPM, OPM.

from elektra

Additional informations (PTF)

Hi guys and gals, i have some informations to share among you all..:
1. i have uploaded some informations and documents to the email. Do pls take a look to enhance your knowledge. (lists of critical softlife items, lists of B744 SIs......) however i got one doubt here, on one of the example of ADHOC SI, i heard people said that there isn't any support documents, why there still hav IAF coming out on that ADHOC SI? what i notice on that IAF there is no any references..so can we say that the IAF must be generated whenever any type of SI is coming out?

2. Still remember FUEL INSTRUCTION MANUAL?? it is actually issued by Tech Services SIA. so where does the tech services guys take those informations from? they cant just anyhow think themselves and do themselves right? actually they are refering from WEIGHT AND BALANCE MANUAL... they did all the calculations and coming out with this FIM!

3. One of our senior DARE group guy engineer actually encounter one situation today, on his a/c tech log, a pilot jot down "Upon take off, when the L/G lever move to up, GEAR TILT msg coming out, after awhile GEAR DOOR msg coming out. After recycle the control module lever, the msgs never come out and all clear". But then upon landing, pilot jot down again all those nonsense tilt sensors msgs (from one gear, sorry i forget the msgs) onto the tech log. but then eventually an EN was coming out ask to change the tilt sensors la....
however when he went to do walk around check, he found out that there is a black strip tire black mark on the gear door edge like it was hitting by the tire. i was wondering, if the L/G is not tilted, we cant actually move the lever to up position due to the override switch solenoid. somemore, will the door close if the pilot "force" the gear to up position and the "not tilted" door is not in full uplock position? that's why the GEAR TILT msg coming out from this time?

Anyone got any comments or answer on these 3 questions PLEASE feel free to answer. i feel like we only have one more month to go, so we should share all our informations that we hav learn to each others everyday! just remember one thing, our target now is to PASS the interview.. "An INFO per day, keeps INTERVIEW FAILURE away"

Regards,
PTF

Additional Info

Hi guy and gals, here's some info which i'd like to share... mayb u already know he he...

1. An engineer had told me and tat foo about an incidence where there was once a refuelling process whereby a B744 enginner had forgotten to open the the HST isolation valve when doing high fuel load (about more than 130,000kg). As more fuel is added and the valve closed, the excessive fuel enters the center wing tank. Thus, the CG of the aircraft changed and not within the green band take off range. Due to time constraint and aircraft departing soon, the flight dispatch had no choice but to offload about 7 pallets of cargo...

2. While doing fuel sump drain, there are a few observations that u've to take note...
(a) If the water in fuel has a foul odour or brown colour, there is a possibility of microbial contamination. Refer to check on microbial growth (28-10-00/201).
(b) If the fuel has a pink or red colour refer to 747-SL-28-081A to do an inspection on red dye contamination.

Fahmi

FAA form 8100-9 and form 337

Hi guys and gals, still remember what are those forms? FAA form 337 will be raised whenever a major alteration or repair has been done on boeing aircraft.
The FAA form 8100-9 will be raised when an EN raised or the repair is out of SRM. there is a sample for it. Take a glance on it. Good luck guys and gals.

regards
PTF

What is Hail

Hail is a form of precipitation which consists of balls or irregular lumps of ice (hailstones). Hailstones usually consist mostly of water ice and measure between 5 and 150 millimeters in diameter, with the larger stones coming from severe thunderstorm. Hail is only produced by thunderclouds, usually at the front of the storm system, and is composed of transparent ice or alternating layers of transparent and translucent ice at least 1 mm thick. The METAR code for hail 5 mm or greater in diameter is GR, while smaller hailstones and graupel are coded GS. Unlike ice pellets, they are layered and can be irregular and clumped together.

Post by : PTF

Hygrometer and Hydrometer

Hygrometers are instruments used for measuring humidity.

A simple form of a hygrometer is specifically known as a "psychrometer" and consists of two thermometers, one of which includes a dry bulb and the other of which includes a bulb that is kept wet to measure wet-bulb temperature. Evaporation from the wet bulb lowers the temperature, so that the wet-bulb thermometer usually shows a lower temperature than that of the dry-bulb thermometer, which measures dry-bulb temperature. When the air temperature is below freezing, however, the wet bulb is covered with a thin coating of ice and yet may be warmer than the dry bulb. Relative humidity is computed from the ambient temperature as shown by the dry-bulb thermometer and the difference in temperatures as shown by the wet-bulb and dry-bulb thermometers. Relative humidity can also be determined by locating the intersection of the wet- and dry-bulb temperatures on a psychrometric chart. One device that uses the wet/dry bulb method is the sling psychrometer, where the thermometers are attached to a handle or length of rope and spun around in the air for a few minutes



A hydrometer is an instrument used to measure the specific gravity (or relative density) of liquids; that is, the ratio of the density of the liquid to the density of water.

A hydrometer is usually made of glass and consists of a cylindrical stem and a bulb weighted with mercury or lead shot to make it float upright. The liquid to be tested is poured into a tall jar, and the hydrometer is gently lowered into the liquid until it floats freely. The point at which the surface of the liquid touches the stem of the hydrometer is noted. Hydrometers usually contain a paper scale inside the stem, so that the specific gravity can be read directly.

The operation of the hydrometer is based on the Archimedes principle that a solid suspended in a liquid will be buoyed up by a force equal to the weight of the liquid displaced. Thus, the lower the density of the substance, the lower the hydrometer will sink. (See also Relative density and hydrometers.) Some historians credit Hypatia of Alexandria with the invention of the hydrometer although there is little evidence to support this.

In low density liquids such as kerosene, gasoline, and alcohol, the hydrometer will sink deeper, and in high density liquids such as brine, milk, and acids it will not sink so far. In fact, it is usual to have two separate instruments, one for heavy liquids, on which the mark 1.000 for water is near the top of the stem, and one for light liquids, on which the mark 1.000 is near the bottom. In many industries a set of hydrometers is used — covering specific gravity ranges of 1.0–0.95, 0.95–0.9 etc — to provide more precise measurements

Source: Wikipedia
Posted: How Ruey

Dewpoint or Dew Point

It is the temperature to which a given parcel of air must be cooled, at constant barometric pressure, for water vapor to condense into water. The condensed water is called dew. The dew point is a saturation point.

When the dew point temperature falls below freezing it is often called the frost point, as the water vapor no longer creates dew but instead creates frost or hoarfrost by deposition.

The dew point is associated with relative humidity. A high relative humidity indicates that the dew point is closer to the current air temperature. Relative humidity of 100% indicates that the dew point is equal to the current temperature (and the air is maximally saturated with water). When the dew point stays constant and temperature increases, relative humidity will decrease.

At a given barometric pressure, independent of temperature, the dew point indicates the mole fraction of water vapor in the air, and therefore determines the specific humidity of the air.

The dew point is an important statistic for general aviation pilots, as it is used to calculate the likelihood of carburetor icing and fog, and estimate the height of the cloud base.


A superficial explanation for cloud formation, regarding the process of how water vapor in air condenses when cooling, is "cold air cannot hold as much water as warm air". While this can be said to be true in some sense, actually water vapor will begin condensing as soon as its temperature drops below its dew point, quite regardless of the presence or absence of any other gasses. We could say as well that "a cold vacuum cannot hold as much water as a warm vacuum".

A more precise way of explaining the same facts would be to say that whenever water vapor and liquid water coexist, there is some evaporation and some condensing. For a given partial pressure of water vapor, there exists a dew point. If the actual temperature is higher than the dew point, evaporation is faster than condensation, so some liquid water will evaporate and decrease the overall temperature; if the temperature is lower than the dew point, some water vapor will condense (if there are some liquid or solid surfaces for it to condense upon) and increase the temperature.

Constant pressure

At a given barometric pressure, independent of temperature, the dew point indicates the mole fraction of water vapor in the air, or, put differently, determines the specific humidity of the air. If the barometric pressure rises without changing this mole fraction, the dew point will rise accordingly, and water condenses at a higher temperature. Reducing the mole fraction, i.e. making the air dryer, will bring the dew point back down to its initial value. In the same way, increasing the mole fraction after a pressure drop brings the dew point back up to its initial level. For this reason, the same dew point in New York and Denver (which is at a much higher altitude) will imply that a higher fraction of the air in Denver, CO consists of water vapor than in New York, NY.

Varying pressure

At a given temperature but independent of barometric pressure, the dew point indicates the absolute humidity of the air. If the temperature rises without changing the absolute humidity, the dew point will rise accordingly, and water condenses at a higher pressure. Reducing the absolute humidity will bring the dew point back down to its initial value. In the same way, increasing the absolute humidity after a temperature drop brings the dew point back up to its initial level. Coming back to the New York - Denver example, this means that if the dew point and temperature in both cities are the same, then the mass of water vapor per cubic meter of air will also be the same in those cities.

Source: Wikipedia
Posted: How Ruey

St. Elmo's Fire

St. Elmo's Fire on 767 Windscreen

Flying Through Iraq Thunderstorm

St. Elmo's fire is an electrical weather phenomenon in which luminous plasma is created by a coronal discharge originating from a grounded object in an atmospheric electric field (such as those generated by thunderstorms or thunderstorms created by a volcanic explosion).

St. Elmo's fire is named after St. Erasmus of Formiae (also called St. Elmo), the patron saint of sailors. The phenomenon sometimes appeared on ships at sea during thunderstorms, and was regarded by sailors with superstitious awe, accounting for the name. Alternatively, Peter Gonzalez is said to be the St. Elmo after whom St. Elmo's fire has its name.

Ball lightning is often erroneously identified as St. Elmo's fire. They are separate and distinct meteorological phenomena

Although referred to as "fire", St. Elmo's fire is, in fact, plasma. The electric field around the object in question causes ionization of the air molecules, producing a faint glow easily visible in low-light conditions. Approximately 1,000 - 30,000 volts per centimetre is required to induce St. Elmo's fire; however, this number is greatly dependent on the geometry of the object in question. Sharp points tend to require lower voltage levels to produce the same result because electric fields are more concentrated in areas of high curvature, thus discharges are more intense at the end of pointed objects.

St. Elmo's fire and normal sparks both can appear when high electrical voltage affects a gas. St. Elmo's fire is seen during thunderstorms when the ground below the storm is electrically charged, and there is high voltage in the air between the cloud and the ground. The voltage tears apart the air molecules and the gas begins to glow.

The nitrogen and oxygen in the earth's atmosphere causes St. Elmo's fire to fluoresce with blue or violet light; this is similar to the mechanism that causes neon lights to glow.

Source:
1. Wikipedia
2. Youtube

Term got from: Aircrash Investigation, Discovery Channel

Posted: How Ruey

Air France B747 Fuel Dump Process

with such a high flow rate, the fuel still need to take so long to jettisson!!!

if you still remember, the jettisoned fuel will evaporate in the ambient. So after the process, smell of fuel vapour can exist around the area

How Ruey

B777 Freighter

the blue painted Boeing 777 Freighter is the first of it's kind and made a few test flight.


The flight tests were passed with flying colour and was delivered to Air France Cargo, who get the chance to feel the "FIRST TO FLY B777F"

wonder whether SIA Cargo do opt for B777 to replace the aging B744F??

How Ruey