330 exhibitors for Lima 2009

>> Wednesday, October 28, 2009

Tuesday October 27, 2009
The Star

330 exhibitors for Lima 2009

KUALA LUMPUR: Some 330 exhibitors from 24 countries will be taking part in the Langkawi International Maritime and Aerospace Exhibition (Lima) 2009 in December.

Among the countries participating are Australia, South Africa, United States, Russia, Norway, Holland and Britain.

“In terms of assets, we will see 53 aircraft and 71 warships taking part, totalling 124 exhibitors of whom 65% will be foreigners,” Defence Ministry secretary-general Datuk Abu Bakar Abdullah said at a press conference at the ministry here yesterday.

He said about 86,000 visitors are expected to flock to Lima 2009. Abu Bakar said the visitors would include delegations from 60 countries.

“A total of 168 guests of the Government have confirmed their attendance. We are still waiting for another 162 to confirm with us,” he said, adding that 54 guests have confirmed their absence from the biennial exhibition.

It is anticipated that 46,000 guests will be business visitors.

Earlier, Defence Minister Datuk Seri Dr Ahmad Zahid Hamidi witnessed the exchange ceremony of MoU between the ministry and four sponsors – Celcom (M) Berhad, Canon (M) Malaysia, Telekom Malaysia Berhad and Affin Bank Berhad – for the big event.

Lima will be held in Langkawi from Dec 1-5 at the Mahsuri International Exhibition Centre.

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EASA PART-66 (JAR-66) Aircraft Maintenance License AERO PLANES AND HELICOPTERS

>> Thursday, October 22, 2009


EASA PART-66 (JAR-66) Aircraft Maintenance License AERO PLANES AND HELICOPTERS
(a) This section establishes the requirements for the issue of an PART-66 (JAR-66) Aircraft Maintenance License and conditions of its validity and use, for aeroplanes and helicopters of the following categories:
  •  Category A
  •  Category B1
  •  Category B2
  •  Category C
(b) Categories A and B1 are subdivided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines. The subcategories are:
  •  A1 and B1.1 Aeroplanes Turbine
  •  A2 and B1.2 Aeroplanes Piston
  •  A3 and B1.3 Helicopters Turbine
  •  A4 and B1.4 Helicopters Piston

An application for an PART-66 (JAR-66) Aircraft Maintenance License or amendment to such license shall be made on EASA Form 19 and in a manner established by the competent authority and submitted thereto. An application for the amendment to an PART-66 (JAR-66) Aircraft Maintenance License shall be made to the competent authority that issued the PART-66 (JAR-66) Aircraft Maintenance License.

An applicant for an PART-66 (JAR-66) Aircraft Maintenance License shall be at least 18 years of age.

(a) An applicant for an PART-66 (JAR-66) Aircraft Maintenance License shall have acquired:

1. for category A and subcategories B1.2 and B1.4:

(i) three years of practical maintenance experience on operating aircraft, if the applicant has no previous relevant technical training; or

(ii) two years of practical maintenance experience on operating aircraft and completion of training considered relevant by the competent authority as a skilled worker, in a technical trade; or

(iii) one year of practical maintenance experience on operating aircraft and completion of a Part-147 approved basic training course.

2. for category B2 and subcategories B1.1 and B1.3:

(i) five years of practical maintenance experience on operating aircraft if the applicant has no previous relevant technical training; or

(ii) three years of practical maintenance experience on operating aircraft and completion of training considered relevant by the competent authority as a skilled worker, in a technical trade; or

(iii) two years of practical maintenance experience on operating aircraft and completion of a Part -147 approved basic training course.

3. for category C with respect to large aircraft:

(i) three years of experience exercising category B1.1, B1.3 or B2 privileges on large aircraft or as Part-145 B1.1, B1.3 or B2 support staff, or, a combination of both; or

(ii) five years of experience exercising category B1.2 or B1.4 privileges on large aircraft or as Part-145 B1.2 or B1.4 support staff, or a combination of both; or

4. for category C with respect to non large aircraft:
three years of experience exercising category B1 or B.2 privileges on non large aircraft or as Part-145 B1 or B.2 support staff, or a combination of both; or

5. for category C obtained through the academic route:

(a) an applicant holding an academic degree in a technical discipline, from a university or other higher educational institution recognized by the competent authority, three years of experience working in a civil aircraft maintenance environment on a representative selection of tasks directly associated with aircraft maintenance including six months of observation of base maintenance tasks.

(b) An applicant for an extension to an PART-66 (JAR-66) Aircraft Maintenance License shall have a minimum civil aircraft maintenance experience requirement appropriate to the additional category or subcategory of license applied for as defined in Appendix IV to this Part.

(c) For category A, B1 and B2 the experience must be practical which means being involved with a representative cross section of maintenance tasks on aircraft.

(d)  For all applicants, at least one year of the required experience must be recent maintenance experience on aircraft of the category/subcategory for which the initial PART-66 (JAR-66) Aircraft Maintenance License is sought. For subsequent category/subcategory additions to an existing PART-66 (JAR-66) Aircraft Maintenance License, the additional recent maintenance experience required may be less than one year, but must be at least three months. The required experience must be dependent upon the difference between the license category/subcategory held and applied for. Such additional experience must be typical of the new license category/subcategory sought.

(e) Notwithstanding paragraph (a), aircraft maintenance experience gained outside a civil aircraft maintenance environment shall be accepted when such maintenance is equivalent to that required by this Part as established by the competent authority. Additional experience of civil aircraft maintenance shall, however, be required to ensure understanding of the civil aircraft maintenance environment.


KNOWLEDGE LEVELS — CATEGORY A, B1, B2 AND C AIRCRAFT MAINTENANCE LICENSE
Basic knowledge for categories A, B1 and B2 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either the category B1 or the category B2 basic knowledge levels.
The knowledge level indicators are defined as follows:

LEVEL 1
A familiarization with the principal elements of the subject.
Objectives: The applicant should be familiar with the basic elements of the subject.
The applicant should be able to give a simple description of the whole subject, using common words and examples.
The applicant should be able to use typical terms.

LEVEL 2
A general knowledge of the theoretical and practical aspects of the subject.
An ability to apply that knowledge.
Objectives: The applicant should be able to understand the theoretical fundamentals of the subject.
The applicant should be able to give a general description of the subject using, as appropriate, typical examples.
The applicant should be able to use mathematical formulae in conjunction with physical laws describing the subject.
The applicant should be able to read and understand sketches, drawings and schematics describing the subject.
The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
A detailed knowledge of the theoretical and practical aspects of the subject.
A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner.
Objectives: The applicant should know the theory of the subject and interrelationships with other subjects.
The applicant should be able to give a detailed description of the subject using theoretical fundamentals and specific examples.
The applicant should understand and be able to use mathematical formulae related to the subject.
The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject.
The applicant should be able to apply his knowledge in a practical manner using manufacturer's instructions.
The applicant should be able to interpret results from various sources and measurements and apply corrective action where appropriate.

Qualification on basic subjects for each PART 66 aircraft maintenance license category or subcategory should be in accordance with the following matrix. Applicable subjects are indicated by an ‘X’: 




PART66 (JAR66) Module Syllabus




Standardisation Basis For Examinations

a) All basic examinations must be carried out using the multi-choice question format and essay questions as specified below.

b) Each multi-choice question must have three alternative answers of which only one must be the correct answer and the candidate must be allowed a time per module which is based upon a nominal average of 75 seconds per question.

c) Each essay question requires the preparation of a written answer and the candidate must be allowed 20 minutes to answer each such question.

d) Suitable essay questions must be drafted and evaluated using the knowledge syllabus in PART 66 Appendix I Modules 7, 9 and 10.

e) Each question will have a model answer drafted for it, which will also include any known alternative answers that may be relevant for other subdivisions.

f) The model answer will also be broken down into a list of the important points known as Key Points.

g) The pass mark for each PART 66 module and sub-module multi-choice part of the examination is 75 %.

h) The pass mark for each essay question is 75 % in that the candidates answer must contain 75 % of the required key points addressed by the question and no significant error related to any required key point.

i) If either the multi-choice part only or the essay part only is failed, then it is only necessary to retake the multi-choice or essay part, as appropriate.

j) Penalty marking systems must not be used to determine whether a candidate has passed.

k) All PART 66 modules that make up a complete PART 66 aircraft maintenance licence category or subcategory must be passed within a 5 year time period of passing the first module except in the case specified in paragraph 1.12. A failed module may not be retaken for at least 90 days following the date of the failed module examination, except in the case of a Part-147 approved maintenance training organisation which conducts a course of retraining tailored to the failed subjects in the particular module when the failed module may be retaken after 30 days.

l) The 5 year time period specified in paragraph 1.11 does not apply to those modules which are common to more than one PART 66 aircraft maintenance licence category or subcategory and which were previously passed as part of another such category or subcategory examination.


Subject Module 1 Mathematics:
Category A-16 multi-choice and 0 essay questions. Time allowed 20 minutes.
Category B1-30 multi-choice and 0 essay questions. Time allowed 40 minutes.
Category B2-30 multi-choice and 0 essay questions. Time allowed 40 minutes.

Subject Module 2 Physics:
Category A-30 multi-choice and 0 essay questions. Time allowed 40 minutes.
Category B1-50 multi-choice and 0 essay questions. Time allowed 65 minutes.
Category B2-50 multi-choice and 0 essay questions. Time allowed 65 minutes.

Subject Module 3 Electrical Fundamentals:
Category A- 0 multi-choice and 0 essay questions. Time allowed 25 minutes.
Category B1-50 multi-choice and 0 essay questions. Time allowed 65 minutes.
Category B2-50 multi-choice and 0 essay questions. Time allowed 65 minutes.

Subject Module 4 Electronic Fundamentals:
Category A-None.
Category B1-20 multi-choice and 0 essay questions. Time allowed 25 minutes.
Category B2-40 multi-choice and 0 essay questions. Time allowed 50 minutes.

Subject Module 5 Digital Techniques/Electronic Instrument Systems:
Category A-16 multi-choice and 0 essay questions. Time allowed 20 minutes.
Category B1.1 & B1.3-40 multi-choice and 0 essay questions. Time allowed 50 minutes.
Category B1.2 & B1.4-20 multi-choice and 0 essay questions. Time allowed 25 minutes.
Category B2-70 multi-choice and 0 essay questions. Time allowed 90 minutes.

Subject Module 6 Materials and Hardware:
Category A-50 multi-choice and 0 essay questions. Time allowed 65 minutes.
Category B1-70 multi-choice and 0 essay questions. Time allowed 90 minutes.
Category B2-60 multi-choice and 0 essay questions. Time allowed 75 minutes.

Subject Module 7 Maintenance Practices:
Category A-70 multi-choice and 2 essay questions. Time allowed 90 minutes plus 40 minutes.
Category B1-80 multi-choice and 2 essay questions. Time allowed 100 minutes plus 40 minutes.
Category B2-60 multi-choice and 2 essay questions. Time allowed 75 minutes plus 40 minutes.

Subject Module 8 Basic Aerodynamics:
Category A-20 multi-choice and 0 essay questions. Time allowed 25 minutes.
Category B1-20 multi-choice and 0 essay questions. Time allowed 25 minutes.
Category B2-20 multi-choice and 0 essay questions. Time allowed 25 minutes.

Subject Module 9 Human factors:
Category A-20 multi-choice and 1 essay question. Time allowed 25 minutes plus 20 minutes.
Category B1-20 multi-choice and 1 essay question. Time allowed 25 minutes plus 20 minutes.
Category B2-20 multi-choice and 1 essay question. Time allowed 25 minutes plus 20 minutes.

Subject Module 10 Aviation Legislation:
Category A-30 multi-choice and 1 essay question. Time allowed 40 minutes plus 20 minutes.
Category B1-40 multi-choice and 1 essay question. Time allowed 50 minutes plus 20 minutes.
Category B2-40 multi-choice and 1 essay question. Time allowed 50 minutes plus 20 minutes.

Subject Module 11a Turbine Aeroplane Aerodynamics, Structures and Systems:
Category A-100 multi-choice and 0 essay questions. Time allowed 125 minutes.
Category B1-130 multi-choice and 0 essay questions. Time allowed 165 minutes.
Category B2-None.

Subject Module 11b Piston Aeroplane Aerodynamics, Structures and Systems:
Category A-70 multi-choice and 0 essay questions. Time allowed 90 minutes.
Category B1-100 multi-choice and 0 essay questions. Time allowed 125 minutes.
Category B2-None.

Subject Module 12 Helicopter Aerodynamics, Structures and Systems:
Category A-90 multi-choice and 0 essay questions. Time allowed 115 minutes.
Category B1-115 multi-choice and 0 essay questions. Time allowed 145 minutes.
Category B2-None.

Subject Module 13 Aircraft Aerodynamics, Structures and Systems:
Category A-None.
Category B1-None.
Category B2-130 multi-choice and 0 essay questions. Time allowed 165 minutes.

Subject Module 14 Propulsion:
Category A-None.
Category B1-None.
Category B2-25 multi-choice and 0 essay questions. Time allowed 30 minutes.

Subject Module 15 Gas Turbine Engine:
Category A-60 multi-choice and 0 essay questions. Time allowed 75 minutes.
Category B1-90 multi-choice and 0 essay questions. Time allowed 115 minutes.
Category B2-None.

Subject Module 16 Piston Engine:
Category A-0 multi-choice and 0 essay questions. Time allowed 65 minutes.
Category B1-0 multi-choice and 0 essay questions. Time allowed 90 minutes.
Category B2-None.

Subject Module 17 Propeller:
Category A-0 multi-choice and 0 essay questions. Time allowed 25 minutes.
Category B1-30 multi-choice and 0 essay questions. Time allowed 40 minutes.
Category B2-None.

This Subpart provides the procedure for examinations conducted by the competent authority.

PART66 (JAR66).B.200 Examination by the competent authority
a)     All examination questions shall be kept in a secure manner prior to an examination, to ensure that candidates will not know which particular questions will form the basis of the examination. The competent authority shall nominate those persons who control the questions to be used for each examination.

(b)     The competent authority shall appoint examiners who shall be present during all examinations to ensure the integrity of the examination.

(c)     Basic examinations shall follow the standard specified in Appendix I and II to this Part.

(d)     Type examinations must follow the standard specified in Appendix III to this Part.

(e)     New essay questions shall be raised at least every six months and used questions withdrawn or rested from use. A record of the questions used shall be retained in the records for reference.

(f)      All examination papers shall be handed out at the start of the examination to the candidate and handed back to the examiner at the end of the allotted examination time period. No examination paper may be removed from the examination room during the allotted examination time period.

(g)     Apart from specific documentation needed for type examinations, only the examination paper may be available to the candidate during the examination.

(h)     Examination candidates shall be separated from each other so that they cannot read each other's examination papers. They may not speak to any person other than the examiner.

(i)       Candidates who are proven to be cheating shall be banned from taking any further examination within 12 months of the date of the examination in which they were found cheating.

PART66 (JAR66) Licence Step by Step.
  • Download the Application Form.
  • Fill the Form. Mention exam date and venue. (You may add one extra module so that you can use its time for other modules.
  • Get it signed by your Quality Assurance / Control Department.
  • Send Form with Fee to CAA UK Address.
  • Wait for CAA confirmation of date and venue.
  • Revise your course at least three times.
  • Last night before exam have a peaceful sleep( very important).
  • Arrive one hour before exam.
  • At examination seat, Relax and write all easy answers in one go. Those you do not know just skip them. Do them in 2nd attempt.
  • After you finish paper. Go home and try to recall question and answers and send them to us.

For further details and guidance, pls feel free to visit http://aircraft-license.com/


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Airbus A380

>> Thursday, October 15, 2009

Airbus A380






Manufacturer: Airbus
First flight: 27 April 2005
Introduced: 25 October 2007 with Singapore Airlines
Primary users: Singapore Airlines, Emirates, Qantas
Produced: 2004 – present
Number built: 38 as of September 2009
Unit cost: US$ 317.2 - 337.5 million

The Airbus A380 aircraft is designed to carry 555 passengers in a typical seating configuration, including an Economy, a Business and a First class in a typical three-class configuration, and able to fly for almost 15,000 km (8,000 nautical miles) non-stop.

During its UK visit, BAA and Airbus carried out ground handling and airport compatibility trials, which helped to ensure that everything was ready for the aircraft's entry into service.

The Airbus A380 made it’s first commercial flight to the UK in 2008. The Singapore Airlines A380 flight touched down on 18 March 2008 at Heathrow Airport and taxied to the purpose built stand at Terminal 3, Pier 6.

The Airbus A380 is a double-deck, wide-body, four-engine airliner manufactured by the European corporation Airbus, a subsidiary of EADS. The largest passenger airliner in the world, the A380 made its maiden flight on 27 April 2005 from Toulouse, France, and made its first commercial flight on 25 October 2007 from Singapore to Sydney with Singapore Airlines. The aircraft was known as the Airbus A3XX during much of its development phase, but the nickname Superjumbo has since become associated with it.

The A380's upper deck extends along the entire length of the fuselage, and its width is equivalent to that of a widebody aircraft. This allows for a cabin with 50% more floor space than the next-largest airliner, the Boeing 747-400, and provides seating for 525 people in a typical three-class configuration or up to 853 people in all economy class configurations.The postponed freighter version, the A380-800F, is offered as one of the largest freight aircraft, with a payload capacity exceeded only by the Antonov An-225. The A380-800 has a design range of 15,200 km (8,200 nmi), sufficient to fly from New York to Hong Kong for example, and a cruising speed of Mach 0.85 (about 900 km/h or 560 mph at cruising altitude).

FLIGHT TEST CREW PAYS TRIBUTE TO THE A380

Moments after emerging from the cockpit of the A380 after its successful first flight, chief test pilot Jacques Rosay said flying the world’s biggest passenger jet had been “like handling a bicycle.”

As captain for the take-off and the initial part of the test flight, he lavished praise on the aircraft for its performance: “This aircraft is very, very easy to fly. Any Airbus pilot will feel immediately at ease with this aircraft, a pure member of the Airbus family.”

He described the take-off as “totally perfect” and paid tribute to the Airbus designers and the customer pilots who worked together to design the cockpit. “The cockpit makes the work for the crew easier and safer. It’s an excellent cockpit – and an excellent aircraft.”

Other members of the flight test crew also praised the aircraft’s performance. Claude Lelaie, senior vice president flight division at Airbus, who took over the captaincy for the second part of the test flight including the landing, said: “It was a great pleasure to perform this first flight on this marvellous aircraft.”

Fernando Alonso, chief flight test engineer and vice president flight test division, said the A380’s take-off weight for the first flight, at 421 tonnes, was the greatest take-off weight of any aircraft in the world. “In terms of systems everything worked fine,” he said. “It’s an extremely comfortable aircraft.”

Noël Forgeard, Airbus president and CEO, said he and Charles Champion, executive vice president for the A380 programme, were “extremely proud of everyone who made this happen”.

FIRST WORDS OF CHIEF TEST PILOT JACQUES ROSAY

Chief Test Pilot Jacques Rosay spoke of the flight test crew’s delight with the way the A380 was performing in a radio call from the cockpit around an hour into the flight.

In a conversation broadcast on the ground to journalists, Jacques said: “The take-off was perfect. Up to now it is all absolutely perfect so we are very happy.” Jacques was speaking to Peter Chandler, Deputy Project Pilot for the A380

The conversation took place with the A380 at 10,000 feet and north of the Pyrenees, between Toulouse and Foix.

“The behaviour of the aircraft both before and after take-off was completely normal,” said Jacques. “After take-off we went up to 10,000 feet accompanied by the chaser aircraft, the Corvette. The aircraft has been fantastic.

“The whole scene is magnificent, as perfect as we thought it would be.”

Jacques said the landing-gear had been successfully retracted and the A380 was now moving as planned into the second phase of the test flight.

Photographs of the A380 in flight were being taken from the Corvette.

Later Claude Lelaie, senior vice president Airbus flight division, also took part in an exchange with Peter Chandler broadcast to the assembled media. He said the A380 was now south of Toulouse and flying at 13,000 feet, adding: “We are currently testing the autopilot and we’ve decelerated down to a low speed.”

For details of A380 first flight crew, visit http://events.airbus.com/A380/seeing/indexminisite.aspx

Best Video of A380 at Heathrow Airport view not seen on TV,

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Boeing B777-300ER Chiller 600-1 Software Update

>> Wednesday, October 14, 2009


Boeing B777-300ER Chiller 600-1 Software Update






References
1.      B/E Aerospace SB600-1-25-009, Rev 0
2.      CMM 25-36-40, Rev 2
3.      CMA25-045, R00

Background/Reason:
On the newly inducted B777-300ER aircraft it was found that on the chiller/refrigerator/freezer an error message was displayed continuously and the respective unit had to be replaced. This issue was raised to vendor. B/E Aerospace confirmed that other operators also observed this problem.

B/E Aerospace has issued SB600-1-25-009, Rev 0 to update the software in all chiller/refrigerator/freezer units on affected aircraft by uploading the software via USB tool, provided by B/E Aerospace.

Material Requirement (Vendor B/E Aerospace)
1)     P/N: NYCOTE7-11; Sealant, Coating; Qty A/R
2)     P/N 4012268-001 Revision “H”; USB with Software; Qty 01
3)     Software Loader; Qty 01
4)     P/N 4012629-001; USB Progr. Pod; Qty 01


Accomplishment Instructions
1) Observe all Warnings and Cautions as stated in CMM 25-36-40, Rev 2.

Note:
This instruction is applicable for all seven (7) chiller/refrigerator/freezer installed on affected aircraft on which the software update shall be performed as follows:
  • Galley F1 - Compartment 103
  • Galley M1 - Compartment 105 and 106
  • Galley M5 - Compartment 505 and 506
  • Galley A3 - Compartment 308 and 309

Refer to B777 AMM 25-31-00 to pull the applicable C/B from the galley control panel in the respective galley.

2) Remove air filter assy (-10, IPL Fig 1), rear cover (40, IPL Fig 4) and main cover (80) as detailed in DISASSEMBLY section of CMM, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.B.

NOTE: Although not recommended, rear cover (40) and main cover (80) may remain installed and only air filter assy (-10, IPL Fig 1) be removed to allow access through bezel (230, IPL Fig 4) to perform this Service Bulletin.

3) Disconnect two (2) screws securing receptacle P5 (320, IPL Fig 2) to J5 on PCB (PC3) (450, IPL Fig 5). Remove receptacle P5 (320, IPL Fig 2) from receptacle J5 of PCB (PC3) (450, IPL Fig 5), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.C.

NOTE: The two (2) screws securing receptacle P5 (320, IPL Fig 2) to J5 will remain attached, as a part of receptacle P5 (320), with one (1) being ground screw lock (E5) (315).

4) Connect USB Programming Pod, PN 4012629-001 to receptacle J5 and USB receptacle to USB port of  Laptop and apply power to Laptop.

Note:
The blue LED of Modified USB Programming Pod will illuminate, indicating power and correct initialization with Laptop.

5) Close C/B which was pulled in accomplishment step #1.

Note:
The yellow LED of Modified USB Programming Pod will illuminate.

6) Install new Software, PN 4012268-001 Revision “H”, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.G.

7) Remove power to Chiller/Refrigerator/Freezer (-1, IPL Fig 1) and PC (No. 103), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.H.

8) Disconnect 62 pin receptacle of Modified USB Programming Pod, PN 4012629-001, from J5 and USB receptacle from USB port of PC (No.103), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.J.

9) Reconnect receptacle P5 (320, IPL Fig 2) to J5 of PCB (PC3) (450, IPL Fig 5). Secure P5 (320, IPL Fig 2) to J5 using the two (2) screws attached to receptacle P5 (320), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.K.

NOTE: The two (2) screws securing receptacle P5 (320) to receptacle J5 should have remained attached, as a part of receptacle P5 (320), with one (1) being ground screw lock (E5) (315).

10) Verify software installation, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.L.

11) Perform test of software installation, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.M (Refer to AMM 25-31-00).

12) Apply CCZ (Repair Equipment/Materials List) to ground lock screw (E5) as detailed in REPAIR section of CMM, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.N.

13) Reinstall main cover (80, IPL Fig 4), rear cover (40) and air filter assy (-10, IPL Fig 1) as detailed in ASSEMBLY section of CMM, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.P.

14) Using an engraving pen, engrave Service Bulletin “SB009” on the right side of nameplate (120), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.R.

15) Galley chillers P/N 600-1 have been loaded with new software Revision “H” on each chiller and are having S/N are as follows:
  • Galley F1 - Compartment 103         S/N ____________
  • Galley M1 - Compartment 105        S/N ____________
  • Galley M1 - Compartment 106        S/N ____________
  • Galley M5 - Compartment 505        S/N ____________
  • Galley M5 - Compartment 506        S/N ____________
  • Galley A3 - Compartment 308         S/N ____________
  • Galley A3 - Compartment 309         S/N ____________

16) Make an entry in the Aircraft Technical Log. 


THIS MATERIAL MUST NOT BE USED FOR FLIGHT OR AS A
MAINTENANCE REFERENCE - IT IS FOR GUIDANCE ONLY


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Emirates Airlines and Etihad Airways Hiring Freeze Thaws

>> Sunday, October 11, 2009

Emirates Airlines and Etihad Airways Hiring Freeze Thaws







The United Arab Emirates' two fast-growing network carriers - Emirates and Etihad Airways - are beginning to recruit again after a period of consolidation and a hiring freeze.
Dubai-based Emirates and Abu Dhabi-based Etihad had frozen headcounts as they sought to keep control of costs in the wake of significant declines in yield brought on by the downturn.
Emirates Airline's president Tim Clark says that the "economic meltdown" has resulted in "possibly a three- to five-year paradigm shift in the way yields have dropped".

The airline employs 27,000 people (including divisions that support other parts of the group) and has "been letting attrition take its natural course", he says. "We stopped recruiting cabin crew and put 2-3,000 on unpaid leave because we'd made an error in the maths and had too many, regardless of the meltdown."
Emirates ceased recruiting in February/March, but Clark says that with "growth, in terms of aircraft induction, continuing apace the lines crossed in September and we're recruiting 494 cabin crew between now and February".

Similarly, flightcrew hiring has restarted, with Clark saying he has "just signed off 46 pilots".
Etihad chief executive James Hogan concurs with Clark that "the challenge all year has been yield". He adds: "We're seeing yields in some sectors pushed down to 2006-7 levels."

Hogan says that as revenue suffered in the face of yield declines the airline was able to "claw back more on costs in the second quarter, a big part of which was freezing headcount".
He confirms that the airline is now recruiting again, but "every job has to go through an HR review board and has got to be essential to the business".

Emirates is taking 22 widebodies in the current financial year ending on 31 March 2010. It will have a fleet of 15 Airbus A380s by the middle of next year.

Etihad is adding 11 single- and twin-aisle aircraft during the 2009 calendar year, but then enters a period of consolidation with only four additions in 2010 and four in 2011. Deliveries then begin in 2012 of the 100 aircraft ordered at last year's Farnborough air show.

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RVSM AND RNP-10 IMPLEMENTATION

>> Thursday, October 8, 2009

BOEING 727-200 RVSM AND RNP-10 IMPLEMENTATION (FOR 9M REGN ACFT)




A. INTRODUCTION

1. DCA Malaysia Airworthiness Notice (AN) No. 77 issue 1 dated 15 May 2005 has mandated the requirements to meet Reduced Vertical Separation Minimum (RVSM) and Required Navigation Performance (RNP) for aircraft to fly at and above FL 290 (29,000 feet).
2. RVSM means vertical separation between aircraft of 1000 ft between FL 290 and FL 410 both inclusive. For RNP-10, an aircraft is required to maintain a lateral position within 10nm of its air traffic (ATC) cleared position 95% of the total flying time.
3. RVSM airspace has been imposed for South China Sea since Nov 2002 and most routes in this region are already RNP-10. RVSM and RNP-10 are expected to be implemented over the Indian Ocean in the near future.
4. At present most of B727 fleet are flying below FL 290 and on non-RNP10 routes because existing avionics equipment are not compliant to RVSM and RNP-10 requirements.

B. BENEFITS OF COMPLYING TO RNP-10 AND RVSM

1. The penalty of not qualifying for RVSM and RNP-10 are:
 Extra fuel burn since flying lower;
 Fighting for the air space with all other aircraft that are not RVSM & RNP-10 qualified,
 Possibility of reduced payload if extra fuel is required, and
 Reduced flexibility in timing of flights.
2. The benefits of qualifying for RVSM and RNP-10 operations are:
 Being able to fly at higher altitudes and save fuel,
 Not having to reduce payload based on fuel burn,
 Ability to step climb to optimum altitudes faster,
 Increased air safety since ATC workload is expected to reduce with RVSM implemented.
 Increased aircraft re-sale value, and
 Better marketability for leasing out.


C. MODIFICATION FOR RVSM COMPLIANCE


1. For aircraft fitted with single ADC;
a) Modify the existing single Air Data Computer (ADC) internally to incorporate with Static Source Error Correction (SSEC); or replace the existing ADC B13 to B100
b) Modify to install second new ADC
2. For aircraft fitted with dual ADC;
a) To upgrade the ADC B13 to B100. The RVSM compliant p/n is HG480B100. With reference to Boeing 727-SL-02-004, page 1 of 9, issue dated 8th Oct 1996 stated that HG480B100 is equivalent to HG480B13 DADC with Static Source Error Correction (SSEC) incorporated.
3. Replace F/O’s pneumatic altimeter with a new electric altimeter; Replace standby pneumatic altimeter with a new non-metric standby pneumatic altimeter; Check airframe skin waviness per Boeing SB 727-53-0220; and Carry out revenue flights with portable loaned equipment to verify the altimetry.

D. INTRODUCTION TO RVSM HEIGHT KEEPING PERFORMANCE MONITORING

1. RVSM





ICAO has introduced RVSM in 2002 to increase optimization of aircraft operations and support the increasing traffic volume worldwide. This concept consists of the reduction of aircraft vertical separation minimum from 2000 feet to 1000 feet between flight levels 290 and 410 (inclusive); thus, doubling the airspace capacity. In addition, an aircraft flying in the RVSM airspace can operate smoothly at its optimum flight level, enabling fuel efficiency and reducing flight delays and operational costs for aircraft operators.

2. Why Monitoring Is Required?
Reducing vertical separation minimum by half can pose a safety problem for aircraft not able to keep its flying altitude. Thus, inspections and approvals are required before aircraft can operate in RVSM airspace. In addition, height keeping performance is also required to ensure the level of safety set by ICAO.

E. MODIFICATION FOR RNP-10 COMPLIANCE

1. Dual flight management navigation systems (FMS) are required to be fitted and coupled to autopilot, HSI and flight director system (FAA Order: 8400-12A). Most airlines like Air Asia, MAS, SIA, Qantas etc fit such dual FMS systems.

2. For aircraft (B727) fitted with existing primary navigation Litton LTN-450 NMS, the unit is no longer in production. DCAM has not accepted this system together with stand-alone GPS as RNP 10 compliant. So it would make sense to standardize the B727-200 fleet dual FMS installation.

3. There are three manufacturers of FMS that meets the RNP-10 requirements:
 Rockwell Collins (Airlines standard)
 Universal Avionics UNS-1K Flight Management System (General Aviation standard)
 Honeywell HT9100 Navigation Management System (Airlines standard)

4. Alternate modification to comply with RNP-10 is using upgraded GPS Trimble model 2101 I/O (instead of dual FMCs); and this proposal is agreed by DCAM.

5. The existing GPS system is stand alone system. Basically, this mod

i. replace the existing GPS receivers Freeflight 2101 with Freeflight 2101 I/O Approach Plus.

ii. Install new GPS mode annunciator and NAV/GPS transfer switch/annunciator on the Capt’s (P1-1) and FO’s (P3-1) Instrument Panel

iii. hook up the GPS system with the captain’s HSI, flight director and autopilot.

6. Two (No. 1 and No. 2) new GPS Receiver Freeflight 2101 I/O Approach Plus P/N
81440-02-241L are installed at the existing location to meet RNP-10 compliance.

7. The existing dual GPS receiver Freeflight 2101 P/N 81439-00-242B have been replaced with new GPS Receiver Freeflight 2101 I/O Approach Plus P/N 81440-02-241M (or latest s/w version) and both are fully interchangeable.

8. Pls note that ONLY GPS Receiver Freeflight 2101 I/O Approach Plus P/N 81440-02-241L (M ore latest s/ware) meets RNP-10 requirements.

9. Only GPS No. 1 coupled to Autopilot Roll Steering.

10. ADC No. 1 provides air data input to both GPS No. 1 and No. 2.

11. Both GPS 2101 I/O Approach Plus receivers are coupled to both HSIs (Capt and FO).

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ETOPS - Extended-range Twin-engine Operational Performance Standards

>> Monday, October 5, 2009

ETOPS


ETOPS is an acronym for Extended-range Twin-engine Operational Performance Standards, an International Civil Aviation Organization (ICAO) rule permitting twin-engine commercial air transporters to fly routes that, at some points, are farther than a distance of 60 minutes' flying time from an emergency or diversion airport with one engine inoperative.

This rule allows twin-engine airliners—such as the Airbus A300, A310, A32X, A330 and A350 families, and the Boeing 737, 757, 767, 777 and 787—to fly long-distance routes that were previously off-limits to twin-engine aircraft. ETOPS operation has no direct correlation to water or distance over water. It refers to single-engine flight times between diversion airfields—regardless as to whether such fields are separated by water or land.


Early ETOPS experience


The FAA and the ICAO concluded that it is safe for a properly designed twin-engined airliner to conduct intercontinental transoceanic flights. The guidelines issued form the ETOPS regulations.

The FAA was the first to approve ETOPS guidelines in 1985. It spelled out conditions that need to be fulfilled for a grant of 120 minutes' diversion period, which is sufficient for direct transatlantic flights. Today, ETOPS forms the bulk of transatlantic flights.

The FAA gave the first ETOPS rating in May 1985 to TWA for the B767 service between St. Louis and Frankfurt, allowing TWA to fly its aircraft up to 90 minutes away from the nearest airfield: this was later extended to 120 minutes after a federal evaluation of the airline's operating procedures.


ETOPS extensions


In 1988, the FAA amended the ETOPS regulation to allow the extension to a 180-minute diversion period subject to stringent technical and operational qualifications. This made 95% of the Earth's surface available to ETOPS flights. The first such flight was conducted in 1989. This set of regulations was subsequently adopted by the Joint Aviation Authorities (JAA), ICAO and other regulatory bodies.

In this manner the B737, 757 and 767 series and the Airbus A300-600, 310, 320 and 330 series were approved for ETOPS operations. The success of ETOPS aircraft like 767 and 777 killed the intercontinental trijets. This ultimately led Boeing to end the MD-11 program a few years after Boeing's merger with McDonnell Douglas, as well as to scale down the production of its own Boeing 747.

The cornerstone of the ETOPS approach are the statistics that show that the turbine itself is an inherently reliable component, and it is the engine ancillaries that have a lower reliability rating. Therefore an engine for a modern twin jet airliner has twin sets of all ancillaries mounted in the engine, which gives the required reliability rating.

The North Atlantic airways are the most heavily used oceanic routes in the world. Most North Atlantic airways are covered by ETOPS 120-minute rules, removing the necessity of using 180-minute rules. However, many of the North Atlantic diversion airports, especially those in Iceland and Greenland, are subject to adverse weather conditions making them unavailable for use. As the 180-minute rule is the upper limit, the JAA has given 15% extension to the 120-minute rules to deal with such contingencies, giving the ETOPS-138min, thereby allowing ETOPS flights with such airports closed.

ETOPS240 and beyond are now permitted[1] on a case-by-case basis, with regulatory bodies in nations ranging from the USA, to Australia, to New Zealand adopting said regulatory extension. Authority is only granted to operators of two-engine airplanes between specific city pairs. The certificate holder must have been operating at 180 minute or greater ETOPS authority for at least 24 consecutive months, of which at least 12 consecutive months must be at 240-minute ETOPS authority with the airplane-engine combination in the application.


Early ETOPS


The regulations allow an airliner to have ETOPS-120 rating on its entry into service. ETOPS-180 is only possible after 1 year of trouble-free 120-minute ETOPS experience. Boeing has convinced the FAA that it could deliver an airliner with ETOPS-180 on its entry into service. This process is called Early ETOPS. Thus the B777 was the first aircraft to carry an ETOPS rating of 180 minutes at its introduction.

The JAA, however disagreed and the Boeing 777 was rated ETOPS-120 in Europe on its entry into service. European airlines operating the 777 must demonstrate one year of trouble-free 120-minutes ETOPS experience before obtaining 180-minutes ETOPS for the 777.


ETOPS exclusions


Private jets are exempted from ETOPS by the FAA, but are subject to the ETOPS 120-minute rule in JAA's jurisdiction. Several commercial airline routes are still off-limits to twinjets because of ETOPS regulations. There are routes traversing the South Pacific (e.g. Auckland, New Zealand - Santiago, Chile), Southern Indian Ocean (e.g. Perth, Western Australia - Johannesburg, South Africa) and Antarctica.


Beyond ETOPS-180


Effective February 15, 2007, the FAA ruled that US-registered twin-engined airplane operators can fly over most of the world other than the South Polar Region, a small section in the South Pacific, and the North Polar area under certain winter weather conditions provided that the inflight shutdown rate is 1 in 100,000 engine hours. This limit is more stringent than ETOPS-180 (2 in 100,000 engine hours).

The qualified aircraft must have appropriate fire-suppression systems, adequate oxygen supplies for crew and passengers (to continue high altitude flight) in the event of depressurisation, and automated defibrillators. Weather reporting, training, and diversion accommodation requirements remain unchanged. Since aircraft occasionally divert for non-engine mechanical problems or passenger medical emergencies, the rule requires that airplane systems be able to support lengthy diversions in remote and sometimes harsh environments. The rules do not apply to 3- or 4-engined cargo aircraft or twinjets freed from ETOPS constraints.

EASA distinguishes between twin-engine (ETOPS) and aircraft with 3 or 4 engines. Rules governing such aircraft (3 or 4 engines) are covered under LROPS rules. LROPS would demand similar rules with regard to emergency oxygen and fire-suppression. EASA is expected to release rules for ETOPS and LROPS in 2008.


ETOPS ratings


The following ratings are awarded under current regulations according to the capability of the airline:

  • ETOPS-75
  • ETOPS-90
  • ETOPS-120/138
  • ETOPS-180/207

However, ratings for ETOPS type approval are fewer. They are:

  • ETOPS-90, which keeps pre-ETOPS Airbus A300B4 legally operating under current rules
  • ETOPS-120/138
  • ETOPS-180/207, which covers 95% of the Earth's surface.


Approval for ETOPS


ETOPS approval is a two-step process. Firstly: the airframe and engine combination must satisfy the basic ETOPS requirements during its type certification. This is called ETOPS type approval. Such tests may include shutting down an engine and flying the remaining engine during the complete diversion time. Often such tests are performed in the middle of the oceans. It must be demonstrated that, during the diversion flight, the flight crew is not unduly burdened by extra workload due to the lost engine and that the probability of the remaining engine failing is extremely remote. For example, if an aircraft is rated for ETOPS-180, it means that it should be able to fly with full load and just one engine for 3 hours.

Secondly: An operator who conducts ETOPS flights must satisfy his own country's aviation regulators about his ability to conduct ETOPS flights. This is called ETOPS operational certification and involves compliance with additional special engineering and flight crew procedures on top of the normal engineering and flight procedures. Pilots and engineering staff must be qualified and trained for ETOPS. An airline with extensive experience operating long distance flights may be awarded ETOPS operational approval immediately, others may need to demonstrate ability through a series of ETOPS proving flights.

Regulators closely watch the ETOPS performance of both type certificate holders and their affiliated airlines. Any technical incidents during an ETOPS flight must be recorded. From the data collected , the reliability of the particular airframe-engine combination is measured and statistics published. The figures must be within limits of type certifications. Of course, the figures required for ETOPS-180 will always be more stringent than ETOPS-120. Unsatisfactory figures would lead to a downgrade, or worse, suspension of ETOPS capabilities either for the type certificate holder or the airline.


References

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