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