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