Sunday, August 31, 2008
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
-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
Friday, August 29, 2008
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
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
Thursday, August 28, 2008
Wednesday, August 27, 2008
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).
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
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
Tuesday, August 26, 2008
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
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
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 writinga. 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
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)
(Green)
Oxygen Bottle Gauge
(RED)
(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
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
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
Monday, August 25, 2008
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
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
Sunday, August 24, 2008
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:
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
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
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
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
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 standardand 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
Saturday, August 23, 2008
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
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
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
Friday, August 22, 2008
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
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
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
Thursday, August 21, 2008
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
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
Wednesday, August 20, 2008
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
Monday, August 18, 2008
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
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
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
Sunday, August 17, 2008
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
Friday, August 15, 2008
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
Thursday, August 14, 2008
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??
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
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