tag:blogger.com,1999:blog-60238992542383619922024-02-19T05:19:09.516-08:00Aircraft Maintenance SupportAircraft Maintenance Support, Defect Rectification, Trouble Shooting, Modification and Systems ReliabilityImran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.comBlogger43125tag:blogger.com,1999:blog-6023899254238361992.post-75112855353107896242011-07-30T03:57:00.000-07:002011-07-30T03:57:59.660-07:00TECHNICAL SERVICES DEPARTMENT (AVIATIONS)<!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style>
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</style> <![endif]--> <h1 style="margin-left: .75in; text-indent: -.75in;"><span style="font-family: Arial; font-size: 12.0pt;">SERVICES PROVIDED BY TECHNICAL SERVICES </span></h1><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiISGBUvAdKq1WRMg0LMZ78ZqbIyukBoj0Df-LreeEpbvUx910ZSzXoyxH06HSmF-_PO-X1Qp1RCkaSn8ZfJLpCoEJrnSpD9H5q1p3ZYKTQg4nEvvNpchgMLlvcOWwVxuK4r0sxRwy_oKk/s1600/images1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="154" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiISGBUvAdKq1WRMg0LMZ78ZqbIyukBoj0Df-LreeEpbvUx910ZSzXoyxH06HSmF-_PO-X1Qp1RCkaSn8ZfJLpCoEJrnSpD9H5q1p3ZYKTQg4nEvvNpchgMLlvcOWwVxuK4r0sxRwy_oKk/s320/images1.jpg" width="320" /></a></div><div class="MsoBodyText3" style="tab-stops: 0in 27.0pt;"><br />
</div><div class="MsoBodyText3"><span style="font-family: Arial; font-size: 12pt;">Services provided by the Technical Services Department are briefly described here.<span style="mso-spacerun: yes;"> </span>The following listing is not meant to be exhaustive. Typically, Technical Services provides the services to </span></div><div class="MsoBodyText3" style="tab-stops: 0in 27.0pt;"><br />
</div><div class="MsoBodyText3" style="margin-left: 0in; mso-list: l2 level1 lfo2; tab-stops: 0in 27.0pt .75in; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">a)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Maintenance department and Maintenance Control Centre when </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l4 level1 lfo1; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">1. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Technical data available does not meet operational requirements; </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l4 level1 lfo1; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">2. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Defects exceed limitations laid down in manuals; </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l4 level1 lfo1; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">3. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Necessary spares or tools are not available, </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l4 level1 lfo1; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">4. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Recurring defects need some investigation/solutions,</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l4 level1 lfo1; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">5. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Clarifications are needed on technical matters/data,</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l4 level1 lfo1; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">6. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Modifications are needed to improve economics or to minimise problems, </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l4 level1 lfo1; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">7. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Projects need technical study or information.</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; tab-stops: 27.0pt;"><br />
</div><div class="MsoBodyText3" style="margin-left: 0in; mso-list: l0 level1 lfo4; tab-stops: 0in 27.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">b)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Project and Planning department when </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l3 level1 lfo5; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">1. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Modifications are required to meet airworthiness and/or business requirements; </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l3 level1 lfo5; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">2. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Technical support when aircraft is in maintenance check at third party,</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l3 level1 lfo5; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">3. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Technical support for third party aircraft undergoing maintenance,</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l3 level1 lfo5; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">4. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Engine management including modification requires study/input,</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l3 level1 lfo5; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">5. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Difficulty is faced in maintenance program; or </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l3 level1 lfo5; tab-stops: 27.0pt list 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">6. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Projects need technical study or information.</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; tab-stops: 27.0pt;"><br />
</div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l9 level1 lfo3; tab-stops: list 27.0pt left .5in; text-indent: -27.0pt;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">c)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Flight Operations <span style="mso-spacerun: yes;"> </span></span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l1 level1 lfo6; tab-stops: list 45.0pt; text-indent: -.25in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">1. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">In issuing, maintaining and controlling aircraft weight and balance reports, load and trim charts,</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l1 level1 lfo6; tab-stops: list 27.0pt left 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">2. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">When technical data/clarifications are needed related to performance issues,</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l1 level1 lfo6; tab-stops: list 27.0pt left 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">3. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">When modifications are required to meet operational requirements,</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l1 level1 lfo6; tab-stops: list 27.0pt left 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">4. <span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">When projects need technical study or information.</span></div><div class="MsoBodyText3" style="tab-stops: .5in;"><br />
</div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l9 level1 lfo3; tab-stops: list 27.0pt left .5in; text-indent: -27.0pt;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">d)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Flight Operations and Maintenance departments in </span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l7 level1 lfo10; tab-stops: 45.0pt list 1.0in; text-indent: -.25in;"><span style="font-family: Arial; font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">1.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Maintaining aircraft Dispatch Deviation Procedures Guide (DDPG) and Dispatch Procedures Manual (DPM) which incorporate the customized Minimum Equipment List (MEL),</span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l7 level1 lfo10; tab-stops: 45.0pt list 1.0in; text-indent: -.25in;"><span style="font-family: Arial; font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">2.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Updating test flight performa,</span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l7 level1 lfo10; tab-stops: 45.0pt list 1.0in; text-indent: -.25in;"><span style="font-family: Arial; font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">3.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Vetting test flight results prior submission to local authority,</span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l7 level1 lfo10; tab-stops: 45.0pt list 1.0in; text-indent: -.25in;"><span style="font-family: Arial; font-size: 12.0pt; mso-fareast-font-family: Arial;"><span style="mso-list: Ignore;">4.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Analysing flight safety problems.</span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l9 level1 lfo3; tab-stops: 45.0pt; text-indent: -.25in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">e)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Procurement & Spares when </span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l6 level1 lfo11; tab-stops: 45.0pt list 1.0in; text-indent: -.25in;"><span style="font-family: "CG Times"; mso-bidi-font-family: "CG Times"; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: "CG Times";"><span style="mso-list: Ignore;">1.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Parts interchangeability and substitution are desired,</span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l6 level1 lfo11; tab-stops: 45.0pt list 1.0in; text-indent: -.25in;"><span style="font-family: "CG Times"; mso-bidi-font-family: "CG Times"; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: "CG Times";"><span style="mso-list: Ignore;">2.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Components need repair instructions, drawings and other advice,</span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l6 level1 lfo11; tab-stops: 45.0pt list 1.0in; text-indent: -.25in;"><span style="font-family: "CG Times"; mso-bidi-font-family: "CG Times"; mso-bidi-font-size: 12.0pt; mso-fareast-font-family: "CG Times";"><span style="mso-list: Ignore;">3.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Clarifications needed for technical matters.</span></div><div class="MsoBodyText3" style="margin-left: 45pt; text-indent: -0.25in;"><br />
</div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l9 level1 lfo3; tab-stops: list 27.0pt left .5in; text-indent: -27.0pt;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">f)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Flight Operations, Procurement & Spares, Quality Assurance, Project & Planning departments in </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l8 level1 lfo7; tab-stops: list 27.0pt left 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">1.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Updating Maintenance Schedule, </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l8 level1 lfo7; tab-stops: list 27.0pt left 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">2.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Managing Technical Publications, </span></div><div class="MsoBodyText3" style="margin-left: 45.0pt; mso-list: l8 level1 lfo7; tab-stops: list 45.0pt; text-indent: -.25in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">3.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Evaluation and interpretation of Airworthiness Directives, Service Bulletins and other technical matters.</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l8 level1 lfo7; tab-stops: list 27.0pt left 45.0pt; text-indent: 0in;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">4.<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">SSUFDR recording readout.</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; tab-stops: 45.0pt;"><br />
</div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l5 level1 lfo8; tab-stops: 27.0pt; text-indent: -27.0pt;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">g)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">All relevant departments in </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; tab-stops: 27.0pt;"><span style="font-family: Arial; font-size: 12.0pt;">Managing the Reliability Program including engine trend monitoring, and </span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; tab-stops: 27.0pt;"><span style="font-family: Arial; font-size: 12.0pt;">Changes in Maintenance Schedule.</span></div><div class="MsoBodyText3" style="margin-left: 27.0pt; tab-stops: 27.0pt;"><br />
</div><div class="MsoBodyText3" style="margin-left: 27.0pt; mso-list: l10 level1 lfo9; tab-stops: 27.0pt; text-indent: -27.0pt;"><span style="mso-bidi-font-size: 12.0pt;"><span style="mso-list: Ignore;">h)<span style="font: 7.0pt "Times New Roman";"> </span></span></span><span style="font-family: Arial; font-size: 12.0pt;">Other third parties typically in aviation that require technical support and work similar to those described above.</span></div><div class="MsoBodyText3" style="tab-stops: 27.0pt;"><br />
</div><h1 style="margin-left: .75in; text-indent: -.75in;"><a href="" name="_Toc136173832"><span style="font-family: Arial; font-size: 12.0pt;">COSTING OF THE SERVICES</span></a><span style="font-family: Arial; font-size: 12.0pt;"></span></h1><div class="MsoBodyText3"><span style="font-family: Arial; font-size: 12.0pt;">Technical Services shall liaise with Project & Planning and Finance departments to determine the rates to be charged to customers for services rendered.<span style="mso-spacerun: yes;"> </span>Typically this will consist of regular services and ad-hoc project type work.<span style="mso-spacerun: yes;"> </span>In most cases, charges would be based on manhours spent by Technical Services Engineers.</span></div><div class="MsoBodyText3"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8vhqx27ZpuFa-jeJQuz1RlJ0RHkqrPkZu3crsTl0tC5ngqekxpmCM7-W0x5TgynUvAJkEl4e0mhW9UumGBgEVDtRmKxDsj72RgdYIFXc8Nb49QpQZIOMn3Qrr4QIbp3P-hEWMoCuOJq4/s1600/images.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8vhqx27ZpuFa-jeJQuz1RlJ0RHkqrPkZu3crsTl0tC5ngqekxpmCM7-W0x5TgynUvAJkEl4e0mhW9UumGBgEVDtRmKxDsj72RgdYIFXc8Nb49QpQZIOMn3Qrr4QIbp3P-hEWMoCuOJq4/s1600/images.jpg" /></a></div><div class="MsoBodyText3"><br />
</div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-26218119437797471042011-02-22T06:52:00.000-08:002011-02-24T07:20:56.567-08:00Water Ingress in E&E Compartment<div class="MsoNormal"><span style="font-size: 11pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 6pt 0.5in; text-indent: -0.5in;"><b><i><span style="font-size: 11pt;">A.<span style="font: 7pt "Times New Roman";"> </span></span></i></b><b><i><span style="font-size: 11pt;">Introduction/Background</span></i></b></div><div class="MsoNormal" style="text-align: justify;"><span style="font-size: 11pt;">Some B727 operator has experienced flight delay due to some A/P component terminals located in E&E bay rack found shorted. Further assessment revealed water has entered cargo area from wet loads at various times, passed through the cargo floor via defective/damaged sealant and accumulated in the area of the terminal strips. In the present case, with sufficient accumulation, it has shorted various terminals, and this has caused the burning in the roll channel. Fig 1 thru 4 shows dripped water from main deck accumulated in electronic rack.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgt5qFO83wXY9hF9-gkMDWvW1CsvL4cGM5A4o4Qyxymvu-IsN60Yz90RKqndrFGegJi1T9IVTrhk0tL87zG8aZnVQaXZ3mH45NtuG_QlqE0xq1UeBAc9bIDgOsXYLAdQUr5e5wnsZAgWuw/s1600/Fig+1+-+4.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="278" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgt5qFO83wXY9hF9-gkMDWvW1CsvL4cGM5A4o4Qyxymvu-IsN60Yz90RKqndrFGegJi1T9IVTrhk0tL87zG8aZnVQaXZ3mH45NtuG_QlqE0xq1UeBAc9bIDgOsXYLAdQUr5e5wnsZAgWuw/s400/Fig+1+-+4.JPG" width="400" /></a></div><div class="MsoNormal" style="text-align: justify;"><span style="font-size: 11pt;"> </span> </div><b><i><span style="font-size: 11pt;">B.<span style="font: 7pt "Times New Roman";"> </span></span></i></b><b><i><span style="font-size: 11pt;">Reason for Study</span></i></b> <br />
<div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-size: 11pt;">This study reviews the practical long term preventive actions to prevent water originated from wet bulk cargo in main cargo position A and B to spill into E&E compartment and affect any black box connectors. </span></div><div class="MsoNormal" style="margin: 3pt 0in;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in;"></div><b><i><span style="font-size: 11pt;">C.<span style="font: 7pt "Times New Roman";"> </span></span></i></b><b><i><span style="font-size: 11pt;">Discussions & Findings</span></i></b> <br />
<div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">B727-200 aircraft is originally equipped with cover installation – electrical and electronic rack water protection, P/N 65-69360-( ) at various location within E&E compartment just underneath the main cabin floor beams. B727 IPC 25-54-00-93 thru -96 refers (Fig 5 – 10 of this report).</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">Drained water/liquid from main deck will be trapped in these covers and guided thru the outboard fuselage skin and therefore discharged via drain hole located in the most bottom of fuselage belly BL0.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">Auto pilot component terminal strips which were found corroded and shorted due to water contamination are located just below BS380 floor beam.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">4.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">Water protection cover P/N 65-69360-2 was found installed on the dedicated area between BS380 and BS400. However, excessive water from the main deck was uncontrolled since fwd end of this water protection cover is free end which water may drip downward thus accumulated on the terminal strip mounting.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">5.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">Water is originated from wet bulk cargo loading especially during rainy day and drop into main cargo deck floor. Hence, prevention must be taken to avoid it’s from slips into the gap between floor board joints and attachment screws in the first place.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">6.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">Boeing message #1-780460211-2 recommends use of Hi-Tak tape in between floor board lower surface common to floor beam attachment as per Service Letter 737-SL-53-078 or -066. Although this SL provides solutions for 737 main deck floor beam upper surface corrosion due to water/liquid, they serves as water ingress from the floor board downward prevention as well.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">7.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">Possibility of installation new composite panel which serves as drip pan on the E&E compartment ceiling has also been considered. Fabrication of the panel to meet flammability requirement is not an issue. However, installation wise to the surrounding aircraft structure was concerned most. Altering structure configuration requires complicated analysis and quite expensive cost may be required if any Structural Significant Item (SSI) affected by the modification.</span></div><div class="MsoNormal" style="margin: 3pt 0in;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiIsyTJgg6xVRov_ljzeD-6YuMwUFLFko7GJyqAfjmPaOR_1KIej_rceObYkZHdl8Jl6BL1X1zIErz05HZjz9teQVLKq7cs_4FRCybaP91pk6mlY4BhI42QxoADyTBOm5CMOkduPgXio6U/s1600/Fig+5+%2526+6.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="143" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiIsyTJgg6xVRov_ljzeD-6YuMwUFLFko7GJyqAfjmPaOR_1KIej_rceObYkZHdl8Jl6BL1X1zIErz05HZjz9teQVLKq7cs_4FRCybaP91pk6mlY4BhI42QxoADyTBOm5CMOkduPgXio6U/s400/Fig+5+%2526+6.JPG" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJXunAv4e3w9XR3-BCCSs67TdHEiydRz3xNXyXFmU1q2ynYsKuhNVyFWckMPyq-ju7dY0cEkK_VOwx5WPYuRxidS-9YlXbkwWwxhyGklUb11LenoR6m4GTBC8iOCSUA_HnH7NT3Uu-nlw/s1600/Fig+7+-+10.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="272" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJXunAv4e3w9XR3-BCCSs67TdHEiydRz3xNXyXFmU1q2ynYsKuhNVyFWckMPyq-ju7dY0cEkK_VOwx5WPYuRxidS-9YlXbkwWwxhyGklUb11LenoR6m4GTBC8iOCSUA_HnH7NT3Uu-nlw/s400/Fig+7+-+10.JPG" width="400" /></a></div><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-size: 11pt;"> </span> </div><div class="MsoNormal" style="margin: 0in 0in 6pt 0.5in; text-indent: -0.5in;"><span style="font-size: 11pt;"> </span><b><i><span style="font-size: 11pt;">D.<span style="font: 7pt "Times New Roman";"> </span></span></i></b><b><i><u><span style="font-size: 11pt;">Recommendations</span></u></i></b></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;">1.)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">Accomplish modification to install Hi-Tak tape in between main deck floor panel and their attachments to floor beam from BS344 to BS460 (E&E bay area) i.a.w 737-SL-53-078. This mod also reduces possibility of corrosion initiate on the floor beam due to water/liquid contamination.</span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;">2.)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-size: 11pt;">Entire fleet inspection to ensure all water protection cover panels installed in specific area. Any area on inspected aircraft found no cover protection must be restored per IPC with immediate effect.</span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 6pt 0.5in; text-indent: -0.5in;"><b><i><span style="font-size: 11pt;">E.<span style="font: 7pt "Times New Roman";"> </span></span></i></b><b><i><u><span style="font-size: 11pt;">Conclusion</span></u></i></b></div><div class="MsoNormal" style="text-align: justify;"><span style="font-size: 11pt;">Major factor caused the incident was identified due to improper sealing of the main deck floor panel to the floor beams, especially in position A and B area where E&E bay was located underneath. Accomplishment of proposed mod per para D 1 would avoid water from wet cargo to ingress into E&E bay thus reduce the possibility electric/electrical terminal strips shorted with minimum cost.</span></div><div class="MsoNormal"><span style="font-size: 11pt;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 6pt 0.5in; text-indent: -0.5in;"><b><i><span style="font-size: 11pt;"><span style="font: 7pt "Times New Roman";"></span></span></i></b><span style="font-size: x-small;"><b><i><u>References</u></i></b></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: x-small;"><i>1.)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></i><i>B727 IPC 25-54-00-93 thru -96</i></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: x-small;"><i>2.)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></i><i>Boeing message #1-780460211-2</i></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: x-small;"><i>3.)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></i><i>Boeing Service Letter 737-SL-53-078</i></span></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-20462159228025204242011-01-02T06:18:00.000-08:002011-01-02T06:18:53.328-08:00Main Cargo Door (MCD) Sill Protector Conversion (B727-200F)<!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style>
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</style> <![endif]--> <div class="MsoNormal"><b><span style="font-size: 11pt;">MCD Sill Protector Conversion Study</span></b></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><i><span style="font-size: 11pt;">Introduction</span></i></b></div><div class="MsoNormal" style="text-align: justify;"><span style="font-size: 11pt;">Sill Guard or Sill Protector is installed at the cargo door entrance and protects the door sill from damage during cargo loading and unloading operations. The protector is equipped with rollers mounted on the plate to provide easy movement of the pallets through the door opening. Pallet guides, at the door edge of the sill guard, guide the pallets and prevent damage to the side door jambs.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><b><i><span style="font-size: 11pt;">Background</span></i></b></div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">There are various door sill protectors. </span></div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>2.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Some aircraft freighter installed with Global Aerospace Technology Corporation Inc. (Gatco) fly-away sill which is a one-piece unit that covers the entire cargo door sill and attached to the seat track as shown in <i>fig 1</i>. This sill protector is restricted in 1-Directional movement viz. raise up (deployed) to enable MCD closing and lower (stowed) to enable loading and off-loading operations.</span></div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqexb4fH7_GurnskqpE0_tk8oNUyOX8XvkgM04Kb0247k0nlpO99ddi-gdUjmpLd_qZqCSGy9MTxkkP7gjW_SR-em5VHPIrphsyJNxDcA8nMaZlSMUTbf7YQ0923H16j_C_7B-juUxmcc/s1600/Fig+1+-+2.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="172" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqexb4fH7_GurnskqpE0_tk8oNUyOX8XvkgM04Kb0247k0nlpO99ddi-gdUjmpLd_qZqCSGy9MTxkkP7gjW_SR-em5VHPIrphsyJNxDcA8nMaZlSMUTbf7YQ0923H16j_C_7B-juUxmcc/s400/Fig+1+-+2.JPG" width="400" /></a></div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;"> </span><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style>
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</style> <![endif]--> </div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>3.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Aircrafts installed with Brownline detachable sill which is combined of fwd and aft sills as one sill that covers the entire cargo door sill and attached to the seat track as shown in <i>fig 2.</i> This sill protector is detachable type which install before onload / offload by engage it’s clevis blocks on hinge brackets; remove and stowed when not in used by disengage the clevis blocks from the hinge brackets.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in;"><i><b><span style="font-size: 11pt;">Reason for Report</span></b></i></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">This study reviews the differences of two types of door sill protector and gathers information from OEM/Pemco to see how the problem caused by door sill protector may be improved.</span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>2.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">This study will also look into the possibility of standardize sill protector.</span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"></span><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style>
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</style> <![endif]--><i><b><span style="font-family: "Times New Roman"; font-size: 11pt;">Data</span></b></i></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style>
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</style> <![endif]--> </div><div class="MsoNormal" style="margin-left: 0.25in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Aircrafts installed with Brownline detachable sill which is combined of fwd and aft sills as one sill that covers the entire cargo door sill and attached to the seat track as shown in <i>fig 2.</i> This sill protector is detachable type which install before onload / offload by engage it’s clevis blocks on hinge brackets; remove and stowed when not in used by disengage the clevis blocks from the hinge brackets.</span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-size: 11pt;">Reason for Report</span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">This study reviews the differences of two types of door sill protector and gathers information from OEM/Pemco to see how the problem caused by door sill protector may be improved.</span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>2.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">This study will also look into the possibility of standardize sill protector.</span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><br />
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</style> <![endif]--> </div><div class="MsoNormal"><b><i><span style="font-size: 11pt;">Data</span></i></b></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Both sill protectors have their pros and cons. Refer to Table 1 for more details.</span></div><div class="MsoNormal"><br />
</div><table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: medium none;"><tbody>
<tr> <td style="border: 1pt solid windowtext; padding: 0in 5.4pt; width: 221.4pt;" valign="top" width="295"> <div align="center" class="MsoNormal" style="text-align: center;"><b><i><span style="font-size: 10pt;">Fly-Away Sill Protector</span></i></b></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 221.4pt;" valign="top" width="295"> <div align="center" class="MsoNormal" style="text-align: center;"><b><i><span style="font-size: 10pt;">Brownline Sill Protector</span></i></b></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 221.4pt;" valign="top" width="295"> <div class="MsoNormal"><span style="font-size: 11pt;">Pro</span></div><div class="MsoNormal" style="margin-left: 12pt; text-indent: -12pt;"><span style="font-family: Symbol; font-size: 11pt;"><span>·<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Convenient in cargo loading and unloading process.</span></div><div class="MsoNormal" style="margin-left: 12pt; text-indent: -12pt;"><span style="font-family: Symbol; font-size: 11pt;"><span>·<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Stowed at where it installed instead of taking other space in aircraft. </span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 221.4pt;" valign="top" width="295"> <div class="MsoNormal"><span style="font-size: 11pt;">Pro</span></div><div class="MsoNormal" style="margin-left: 12.6pt; text-indent: -12pt;"><span style="font-family: Symbol; font-size: 11pt;"><span>·<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Detach after cargo loading/unloading process thus no MCD closing problem issue.</span></div><div class="MsoNormal" style="margin-left: 0.6pt;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 221.4pt;" valign="top" width="295"> <div class="MsoNormal"><span style="font-size: 11pt;">Cons</span></div><div class="MsoNormal" style="margin-left: 12pt; text-indent: -12pt;"><span style="font-family: Symbol; font-size: 11pt;"><span>·<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Prone to have deformation on shaft that will cause difficulty for MCD to fully close. <i>– see fig. 3 & 4</i></span></div><div class="MsoNormal"><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 221.4pt;" valign="top" width="295"> <div class="MsoNormal"><span style="font-size: 11pt;">Cons</span></div><div class="MsoNormal" style="margin-left: 12.6pt; text-indent: -12.6pt;"><span style="font-family: Symbol; font-size: 11pt;"><span>·<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Prone to drop off the aircraft due to the short hinge bracket unable to hook the sill protector tightly. <i>– see fig. 5</i></span></div><div class="MsoNormal" style="margin-left: 12.6pt; text-indent: -12.6pt;"><span style="font-family: Symbol; font-size: 11pt;"><span>·<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Has to sacrifice existing spare tail steady stowage location in lavatory bulkhead for detachable sill protector stowage attachment <i>– see fig. 6</i></span></div></td> </tr>
<tr> <td colspan="2" style="border: medium none; padding: 0in 5.4pt; width: 6.15in;" valign="top" width="590"> <div align="center" class="MsoNormal" style="text-align: center;"><b><i><span style="font-size: 10pt;">Table 1: Pro and Cons among both sill protectors</span></i></b></div></td> </tr>
</tbody></table><div class="MsoNormal"><span style="font-size: 11pt;"><br />
</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipbvdrEVeu3aJnT_1FEAI5o78tgp5y6iriMJS_9U3nSoaKpQ5PyTJdRKLTSCxS39qG2cA3UgOGRp8PF7jxv2vJyfn7tMBX1Bm372n28C7pDJUCwl9vgbX8Pliz-c_OXTXPhVOdAj17wYQ/s1600/Fig+3+-+6.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="342" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipbvdrEVeu3aJnT_1FEAI5o78tgp5y6iriMJS_9U3nSoaKpQ5PyTJdRKLTSCxS39qG2cA3UgOGRp8PF7jxv2vJyfn7tMBX1Bm372n28C7pDJUCwl9vgbX8Pliz-c_OXTXPhVOdAj17wYQ/s400/Fig+3+-+6.JPG" width="400" /></a></div><div class="MsoNormal"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style>
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</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>2.<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Ball mats among all freighter aircraft are different in design. – see <i>fig. 7 & 8</i>. Both ball mats adjacent to the cargo door (outboard) have 6 cutouts to allow installation for side restraint assemblies and folding side guide assemblies respectively. – see <i>fig. 9 & 10</i></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ8rznKRqcpTwnwQL2YLWDXfC9UcOGAVOTOtVulobZWCkZZuObMGQuF-L_Ap5P9iA2sKmI8SC3e6VPXgKXqgSd5FZF3CUnPLxAfAW0efi6GJiffjM5yJAMDQaNUjuu3yoFVyHLvBGnPOs/s1600/Fig+7+-+10.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="285" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ8rznKRqcpTwnwQL2YLWDXfC9UcOGAVOTOtVulobZWCkZZuObMGQuF-L_Ap5P9iA2sKmI8SC3e6VPXgKXqgSd5FZF3CUnPLxAfAW0efi6GJiffjM5yJAMDQaNUjuu3yoFVyHLvBGnPOs/s400/Fig+7+-+10.JPG" width="400" /></a></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style>
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</style> <![endif]--><span style="font-family: "Times New Roman"; font-size: 11pt;">3. B727 acfts are having same seat tracks at LBL 62.5 (STA 507.531 – 5 to STA 652.469 +5), BL 45.5(left & right), 24.75 (left & right) and 0.0 (at centerline of aircraft) as typical freighter configuration. <i>– see fig. 11</i>. However, acft with Brownline detachable sill protector will have an additional seat track located from STA 507.531 +11 to STA 652.469 -11 and at LBL 57.5 <i>– see fig. 12</i></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibqcAwyryBLvj3bJ3iCvEfM7XQ6w8gfMf5VOOiKRVVeJKezHQwfD6Rk9f-BVauEIwW9ckQlpv9qxvV7kEqVWaCKV9VsUoriUTwuWBmvqJoQTdiK1wcBlPjFKzb0rKcFgWZHSw_EcauImo/s1600/Fig+11+-+12.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="140" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibqcAwyryBLvj3bJ3iCvEfM7XQ6w8gfMf5VOOiKRVVeJKezHQwfD6Rk9f-BVauEIwW9ckQlpv9qxvV7kEqVWaCKV9VsUoriUTwuWBmvqJoQTdiK1wcBlPjFKzb0rKcFgWZHSw_EcauImo/s400/Fig+11+-+12.JPG" width="400" /></a></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Times New Roman"; font-size: 11pt;"><i> </i></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"></span><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if !mso]><img src="http://img2.blogblog.com/img/video_object.png" style="background-color: #b2b2b2; " class="BLOGGER-object-element tr_noresize tr_placeholder" id="ieooui" data-original-id="ieooui" /> <style>
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</style> <![endif]--> </div><div class="MsoNormal"><b><i><span style="font-size: 11pt;">Information from STC Holder Pemco</span></i></b></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Pemco is the STC holder for some of B727 P to F conversion via STC SA 1509SO and 1543SO.</span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-size: 11pt;"><span> </span><b><i>Information from OEM Gatco - TGB</i></b></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span></span></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Gatco is the OEM for the fly-away sill protector, ball mats, end restraints and side retraints.</span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>2.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">IPC provided by Gatco in order to replace/repair the bended shaft as shown in <i>fig. 3 </i>above <i>– see Discussion</i></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>3.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">P/ns for shafts are 70098-4-168, 70098-4-328 and 70098-4-198 respectively. </span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><i><span style="font-size: 11pt;">Information from OEM AAR Brownline </span></i></b></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">AAR Brownline is the OEM for the detachable sill protector, seat track, ball mats, end restraints and folding side guides.</span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>2.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Alternative receptacle that compatible with detachable sill protector is pending from AAR <i>– see Discussion</i></span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><i><span style="font-size: 11pt;">Discussions and Findings</span></i></b></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Some B727 is reported to have difficulty of MCD closing problem due to the legs on sill protector is not retracted to stowed position when sill protector is raise. These dislocated legs will obstruct the MCD latch to be latched on the door spool. <i>– see fig.3 above and fig. 13 & 14</i></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiH1FiXsLMkUCgqntPlwIE6-5-mZfegentU4g9Ap0xgbRcEL5dtdIqLLY-4baQuWmxoPFCL2aRJ2XcklVJNoNvQo_U7VpLG4KS3nPGVQtAPx3YMung_hZ_HuG3lNiLiy6qgdu0n8wQqu9M/s1600/Fig+13+-+14.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="172" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiH1FiXsLMkUCgqntPlwIE6-5-mZfegentU4g9Ap0xgbRcEL5dtdIqLLY-4baQuWmxoPFCL2aRJ2XcklVJNoNvQo_U7VpLG4KS3nPGVQtAPx3YMung_hZ_HuG3lNiLiy6qgdu0n8wQqu9M/s400/Fig+13+-+14.JPG" width="400" /></a></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>2.)<span style="font: 7pt "Times New Roman";"> </span></span></span><i><span style="font-size: 11pt;">Fig. 15</span></i><span style="font-size: 11pt;"> shows the illustrated parts for sill protector. The leg is moving by the shaft installed on it and link with the linkage on sill protector clevis so that the leg will move parallel with sill protector raise or lower. <i>Fig. 16</i> shows the leg sits on the door spool when sill protector is lowered to allow protection on door sill during loading/unloading process. </span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>3.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">The bended shafts are more likely located at middle part of sill protector and this could be likely due to bad handling during lowering the sill protector.</span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMZKehARdrZanSq6aLV0M3F0zC7zPaSjGnALVP4-XQ36_6g1VTdFimEo-un5kHGzoHKd_mbFULg3ROctpPcGg7P3eJn0-5NbHEPHxZekuqe-T5bKKwy-QgyQi5HybmMRy8TchH3YviCgw/s1600/Fig+15+-+16.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="215" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMZKehARdrZanSq6aLV0M3F0zC7zPaSjGnALVP4-XQ36_6g1VTdFimEo-un5kHGzoHKd_mbFULg3ROctpPcGg7P3eJn0-5NbHEPHxZekuqe-T5bKKwy-QgyQi5HybmMRy8TchH3YviCgw/s400/Fig+15+-+16.JPG" width="400" /></a></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><br />
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</style> <![endif]--> </div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>4.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">3 alternatives are suggested to solve the main cargo door closing problem as stated below:-</span></div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 10pt;"><span>a)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Replace bended shaft</span></div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 10pt;"><span>b)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Modify sill protector hinge to be receptacle type and change the sill protector to Brownline detachable sill protector. – see fig. 17</span></div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 10pt;"><span>c)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Modify sill protector to Brownline detachable sill protector.</span></div><div class="MsoNormal" style="margin-left: 0.75in; text-indent: -0.25in;"><span style="font-family: Symbol; font-size: 11pt;"><span>·<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Heavy mod which involve change of ball mats from 2x3 to 1x6, change of side restraint to folding side guide, add additional seat track at LBL 57.5, change of Gatco sill protector to Brownline sill protector, change of Gatco end restraint to Brownline end restraint.</span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>5.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Some B727 freighter has been reported that detachable sill protector does not perfect fit with the hinge bracket and is slightly moveable. Subsequently the sill protector is prone to drop off aircraft during cargo loading/unloading.</span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>6.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Physically check found the hinge bracket is too short to hold the sill bracket clevis block in tight manner. However, the height of the hinge bracket is limited in order to avoid friction with igloo (cargo). <i>– See fig. 18</i></span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiisBbyqeDtdGmpU4oKDhpYIfmlbv9n2CYJ8oFruphRRPBXNIQFKFVGXs-lg7ngj8yY6sqJ-TgFRMHdS3fKfgoEi-ALRKTGxSnCS2O-n71zmkjGCPeQ74J_ljJhz3ah5D3C-xzJtbLwEYM/s1600/Fig+17+-+18.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="173" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiisBbyqeDtdGmpU4oKDhpYIfmlbv9n2CYJ8oFruphRRPBXNIQFKFVGXs-lg7ngj8yY6sqJ-TgFRMHdS3fKfgoEi-ALRKTGxSnCS2O-n71zmkjGCPeQ74J_ljJhz3ah5D3C-xzJtbLwEYM/s400/Fig+17+-+18.JPG" width="400" /></a></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style>
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</div><div class="MsoNormal"><b><i><span style="font-size: 11pt;">Recommendations</span></i></b></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>1.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Replacement of bended shafts is the simplest and cost effective way to solve MCD closing issue – info</span></div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-size: 11pt;"><span>2.)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">If replacement of bended shafts is acceptable instead of standardizing door sill protector configuration, the following actions have to be carried out:-</span></div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 10pt;"><span>a)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Informed staff/3<sup>rd</sup> party to lower the sill protector prior loading and unloading process in proper way instead of free fall.</span></div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 10pt;"><span>b)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Carry out NDT on the hole of sill protector legs, links and clevis to ensure free of cracks.</span></div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 10pt;"><span>c)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Pre-order more shafts as preventive action.</span></div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 10pt;"><span>d)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Ensure all legs have retracted at its’ stowed position instead of blocking MCD from closing.</span></div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 10pt;"><span>e)<span style="font: 7pt "Times New Roman";"> </span></span></span><span style="font-size: 11pt;">Issue sill protector shaft replacement.</span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><i><span style="font-size: 11pt;">Conclusion</span></i></b></div><div class="MsoNormal" style="text-align: justify;"><span style="font-size: 11pt;">So far there is no delay induced by Door Sill Protector. Out of 2 alternatives, the simplest and cost effective way should be replacing the bended shaft and monitoring how far these shafts can withstand from deformation. To standardize the door sill protector will involve a heavy and expensive mod and aircraft has to be ground for some time to allow modification carried out by Pemco. </span></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-38382029846057432122010-10-01T23:40:00.000-07:002010-10-01T23:40:40.118-07:00Repainting of Aircraft and Components1. PURPOSE<br />
The purpose of this process specification is to provide a standard procedure for the repainting of aircraft and components.<br />
<br />
2. SCOPE<br />
This specification describes the requirements and procedures for the repainting of aircraft exterior, interior and components including cowlings, thrust reversers, wheels and brakes etc. The processes apply to primarily for aircraft with notes added for components where necessary.<br />
<br />
3. SPECIFICATION REFERENCES<br />
a. CAA CAIP Part 2 Leaflet 2-7.<br />
b. FAA AC65-15A Chapter 4<br />
c. Airworthiness Notice No. 82.<br />
d. Applicable Boeing Material Specifications.<br />
e. Paint manufacturers’ Instructions, Processes and Standards<br />
f. Component CMM/OHM.<br />
g. Applicable aircraft exterior markings and colour scheme drawings.<br />
<br />
4. MATERIAL REFERENCES<br />
Paints and chemicals listed in Appendix A are for reference; and are not exhaustive. Equivalent products may be used based on the specifications where stated since there are many such products in the market. Obtain the product technical data sheet for guidance prior to using it. Consult Technical Services as needed.<br />
<br />
5. SAFETY PRECAUTIONS<br />
<br />
a) Carry out all work in adequately ventilated area.<br />
<br />
b) Spray paint personnel MUST wear suitable respirators containing filter cartridges for organic vapours when applying epoxy and polyurethane finishes to prevent inhaling spray vapours. Wear rubber gloves, hoods and coveralls so that these materials do not come in contact with exposed skin<br />
<br />
c) Where air circulation is insufficient, an air-supplied respirator is required. <br />
<br />
d) Observe manufacturer’s safety instructions and precautions at all times.<br />
Avoid prolonged or repeated contact of solvents or conversion coating material with skin. Use gloves, goggles and overalls to prevent contact with stripping material solvents or conversion coating materials. <br />
Note: Do not allow paint stripper to contact skin.<br />
<br />
e) Wash body skin or clothing with copious amount of water immediately after contact with any solvent, paint stripper or conversion coating material.<br />
<br />
f) Should liquid curing solution or chemicals contacts the skin or eyes, wash skin with soap and water; flush eyes with large amounts of water and seek medical attention immediately.<br />
<br />
g) Polyurethane and epoxy coatings are flammable materials, observe fire safety precautions at all times.<br />
<br />
h) Ensure aircraft being painted is electrically grounded.<br />
<br />
<br />
6. GENERAL NOTES<br />
<br />
a) Water-Break-Free.<br />
A water-break-free surface is one which maintain a continuous water film for a period of at least 30 seconds after having been sprayed or immersion rinsed in clean water at a temperature below 100ºF (38ºC).<br />
<br />
b) A properly cleaned surface is essential to achieve a paint system of a high quality and a long lifetime. When a surface is not cleaned well, problems can occur, include adhesion problems, blisters and pinholes.<br />
- Use clean lint-free cleaning cloths.<br />
- Clean the surface using the “wipe-on-wipe-off” method (use two cloths, one soaked in cleaner to wipe on and the other, a clean, dry cloth to wipe off immediately)<br />
- Do not let the cleaner dry on the substrate. <br />
- Do not touch the degreased surfaces prior to painting (clean the aircraft as the last activity, after masking).<br />
- Thoroughly check the surface for any faults after degreasing.<br />
- Final clean just before painting.<br />
<br />
c) Paintshop foreman is to ensure that painting task carried out is adequately defined by technical documents, drawings, data sheets, etc including PS003. Contact Technical Services if information is insufficient.<br />
<br />
d) Painter shop foreman is to notify Planning and Maintenance of repainting schedules to plan any structural inspections scheduled including non-destructive inspections that could be better accomplished following paint removal.<br />
<br />
e) All painted surface are to be tested/inspected as per para 18.<br />
f) Any stencils/decals can be applied on painted surface after paint adhesion satisfies tape test per para 18. <br />
<br />
6.1 PAINT STORAGE AND HANDLING<br />
<br />
a) Paints should be mixed, thinned and applied as required in accordance with manufacturers’ data sheets. Do not exceed dry film thickness recommended for best results.<br />
<br />
b) Stirring of paints<br />
Where a skin has formed in the paint, it should be removed before stirring. A flat-bladed non-ferrous stirrer should be used.<br />
<br />
c) Mixing of paints<br />
Before mixing, check to confirm the right products (base, hardener, and thinner) and that there is enough of each product available to complete the painting procedure. Check data sheet for the correct amount of hardener and thinner to be used.<br />
<br />
d) Thinning of paints<br />
The necessary degree of thinning depends on the type of spray equipment<br />
- air pressure<br />
- atmospheric conditions<br />
- kind of paint<br />
<br />
The viscosity range or thinning ratio is indicated on the data sheet of each product. Accurate thinning is important for optimum viscosity for best results. Use the correct viscosity cup to check the viscosity as needed.<br />
Note; for tropical conditions, adjust to lower end of viscosity.<br />
<br />
e) Straining of paints<br />
All materials should be strained before use. Metal gauze (60 mesh) muslin or three layers of cheese cloth are suitable strainers.<br />
<br />
f) Paint must be stored under the right conditions to guarantee the quality. Store the paint in the original unopened containers at a temperature between 5C and 25C. Before using the paint, it must be at the same temperature as the ambient.<br />
<br />
g) Paint should be stirred, thinned and strained just before use. The lids of all containers should be wiped clean before opening. Containers should not be left open longer than absolutely necessary, otherwise excessive solvent losses will occur and hardeners may be affected by moisture.<br />
<br />
6.2 MASKING FOR PAINTING<br />
<br />
a) Masking is to protect various areas from chemicals e.g. stripper and paint including over-spray. Adequate masking is a must around all openings that could admit paints and chemicals e.g. doors, seams, wheel wells.<br />
<br />
b) Use aluminium tape to protect specific areas and seams from paint-stripper.<br />
<br />
c) Use masking tape to mask paper (tape is not waterproof).<br />
<br />
d) Use cello-tape to line out cheat lines and decorative lines.<br />
<br />
e) Use kraft paper to protect large areas from over-spray during painting.<br />
<br />
f) Use plastic coated paper or impregnated paper to protect from water and chemicals.<br />
<br />
g) Use plastic sheet during stripping and spraying in order to mask bulk areas to avoid overspray but ensure that freshly painted surfaces are fully cured before draping with plastic (polythene). This is to avoid locking in of solvent vapour.<br />
<br />
Note: Do not use plastic sheets along the border of area to be painted. This is to avoid dust in the wet paint caused by electrostatic charge of plastic sheets.<br />
<br />
6.3 EQUIPMENT CLEANLINESS<br />
Keep the application and mixing equipment clean with solvent cleaner e.g C28/15 to avoid clogging of spray nozzle and depositing of foreign material on the coating surface. <br />
<br />
If possible, air used for spray gun operation should be from a separate supply. If taken from a general supply line, install sufficient regulators and manifold to buffer abrupt changes or surges in the air pressure. Install sufficient oil and moisture separators in the air system and blow down the air hose at least twice daily (when in use). <br />
<br />
<br />
7. FLIGHT CONTROL REPAINTING<br />
<br />
a) If any flight control surface requires repainting LAE should determine if balancing is involved prior to painting. Such surfaces should be removed from the aircraft to allow re-balancing unless SRM permits re-balancing through calculation. <br />
<br />
b) Typically flight control surfaces should be stripped of paint chemically (unless fiberglass/graphite/kevlar composite is involved) or mechanically. LAE is to ensure flight control surface is rebalanced per SRM requirement prior to reinstallation per applicable MM after repainting.<br />
<br />
c) LAE is to note down the balancing data prior to repainting.<br />
<br />
d) LAE is to coordinate with Technical Services to determine the basic weight and corresponding center of gravity position for flight controls as needed. See also Para 19<br />
<br />
e) Fibreglass and graphite/kevlar composite surfaces are to be sanded down using grit 400 or finer abrasive paper or very fine Scotch Brite Pads to remove paint coating.<br />
<br />
Note: Do not use paint stripper on fiberglass/graphite/kevlar surface or fiberglass repair patches on aluminum skinned composites<br />
<br />
8. SURFACE INSPECTION PRIOR TO PREPARATION<br />
This paragraph applies also to repainting of aircraft components.<br />
<br />
a. Ensure aircraft is located in a hangar that is relatively dust free. Electrically ground aircraft per applicable Maintenance Manual. <br />
<br />
b. For components, ensure that parts are in relatively dust free area.<br />
<br />
c. Spot check the adhesion of the paint as necessary with pressure sensitive adhesive tape 3M 600 or equivalent as per para 18. If the paint comes away with the tape, paint removal is recommended - proceed with para 10 or 13 as applicable. Otherwise go to para 9.<br />
Note: Check at sufficient locations to confirm satisfactory adhesion.<br />
<br />
d. Use appropriate tools to remove existing sealant and decals on the surface to avoid scribe marks/lines, particularly on aircraft fuselage lap and circumferential joints. Putty knives, razor blades or any sharp tools are prohibited to be used for sealant and decal removal. Refer to SB 737-53A1262 and AWC ref AWC/Boeing737/001(03) dated 6th May 2003<br />
<br />
9. WHEN EXISTING PAINT DOES NOT REQUIRE STRIPPING. <br />
<br />
a. Remove any chipped paint around joints and fastener heads. Use aluminum oxide paper grade 280 or finer to feather edges.<br />
Smooth out areas of built-up paint using aluminum oxide paper grade 280 or finer.<br />
Note: Ensure all traces of cleaner are removed by flooding with water and scrubbing with Scotch Brite Pad.<br />
<br />
b. Continue scrubbing until a water-break-free surface is attained.<br />
<br />
Note: <br />
<br />
a) When oil stains or other contaminants cannot be removed by the above means, use a clean cloth moistened with MEK or equivalent to wipe affected surface. Wipe area dry immediately with dry clean cloth. <br />
<br />
b) Do not apply excessive amount of MEK which will soften the paint film. If a clean water break free surface cannot be obtained, the paint must be stripped as per para 10 or 13. <br />
<br />
c. Allow treated area to dry for about two hours. Ensure no water is trapped at joints, seams, opening etc.<br />
<br />
d. Mask as required using masking tape and kraft paper or plastic sheet.<br />
Note: Where masking tape was used on areas to be subsequently painted, ensure all traces of tape adhesive are removed. A clean cloth moistened with MEK may be used. Do not allow any MEK to remain on the surface. Immediately wipe off with clean dry cloth.<br />
<br />
e. Proceed to Para 14.<br />
<br />
<br />
10. WHEN EXISTING PAINT REQUIRES TO BE STRIPPED.<br />
<br />
Note: Do not use paint stripper to remove paint on composite materials, fiberglass panels and fiberglass repair patches on aluminum skinned composites. <br />
Use only Environmentally Friendly (EA) paint strippers that do not contain phenolics so as to allow easy disposal.<br />
<br />
10.1 MASK FOLLOWING CRITICAL AREAS USING ALUMINIZED PAPER.<br />
For aircraft this must be carried out meticulously to avoid stripper affecting certain material adversely; and stripper getting into crevices and gaps. For components mask areas that are not to be paint-stripped or where it is not desirable for strippers to be trapped.<br />
<br />
a. Cabin and Cockpit Windows including window on Doors<br />
Refer to para 10.2.<br />
<br />
b Radome & De-icing Boot<br />
Cover all exposed areas if radome and deicer boots if any are removed.<br />
<br />
c Door and Openings<br />
Cover all doors gaps and openings with tapes. <br />
<br />
Vertical Fin<br />
Cover exposed areas if rudder is removed. Cover fiberglass/composite panels and access openings.<br />
<br />
d Wing & Horizontal Stabilizers<br />
Cover wing-to-fuselage fairings and/or areas covered by these fairings; or cover areas exposed if such fairings are removed. Cover also between fuselage and horizontal stabilizer and fuselage-to-horizontal stabilizer attachment areas.<br />
<br />
e Fuselage<br />
Mask all cavities, sealed joints and static and pitot points.<br />
<br />
f Landing Gear<br />
Mask landing gear with aluminized kraft paper or plastic sheet and tape.<br />
<br />
g Ground Support Equipment<br />
Mask all ground support equipment in close proximity and likely to be affected by paint stripper with double layer aluminized paper and tape.<br />
<br />
h Plastic or Fibreglass Structures (Including Composite Material)<br />
Cover these surfaces if not removed from aircraft.<br />
<br />
10.2 MASKING OF COCKPIT, CABIN AND DOORS’ WINDOWS.<br />
Majority of these windows are made from perspex and will be adversely affected by chemical stripper. Proper masking is therefore critical.<br />
<br />
a. Cover all windows surface with aluminized kraft paper or plastic sheet and aluminum tape around the window gaps between fuselage skin and window frame with aluminum tape. <br />
<br />
Note: Ensure aluminized kraft paper or plastic sheet is firmly pressed onto the base material by rubbing firmly with a rubber roller over the tape.<br />
<br />
b. Cover window with a second layer of larger aluminized kraft paper or plastic sheet and aluminum tape. Ensure that the aluminized kraft paper or plastic sheet overlap is at least 1” over the first layer of aluminum tape before the second layer aluminum tape is applied.<br />
<br />
c. Apply third protective screen over all passenger and cockpit windows using curtain of aluminized kraft paper or plastic sheet. This third protective screen is to span lengthwise the fuselage. Overlap where applicable. <br />
<br />
Note: Ensure aluminized kraft paper or plastic sheet covers at least two inches above and below the windows.<br />
<br />
10.3 PAINT STRIPPING PROCEDURE<br />
<br />
a. Preparation<br />
Washing is generally not required except for oily or greasy areas; but it is recommended so that all oils are removed to hasten the action of stripper.<br />
Surfaces to be stripped must be dry and the temperature should be between 15 and 35C. Stripping should not be done in hot sun or rain.<br />
The stripper should be thoroughly mixed in its container before use and it is advisable to keep the container closed when not in use. Keep paint strippers away from heat and sun and take care when opening a container (pressure).<br />
<br />
b. Equipment for stripping aircraft<br />
Pump: Use a standard 5:1 or 10:1 stainless steel barrel pump with teflon packing.<br />
Use a stainless steel/teflon hose, fitted with a spray gun and swivel, stainless steel spray wand, and a non atomizing tip.<br />
Test assembled equipment to ensure good working order, with no leaks.<br />
Bristle brushes, squeegees, Scotch-Bright pads etc., normally used in stripping operations can be used with paint strippers.<br />
<br />
c. Equipment for stripping components<br />
same as (b) above except the pump.<br />
<br />
10.4 PAINT STRIPPER APPLICATION<br />
<br />
a. Apply a full coat of paint stripper to the surface to be stripped, working from the bottom up and front to back for the fuselage.<br />
If slippage occurs: apply a mist coat of paint stripper to the surface experiencing adhesion problems, let stand 10-15 minutes and re-apply a full coat.<br />
<br />
b. Effect of temperature:<br />
EA Paint Strippers are sensitive to temperature. For best results, the ambient temperature, the surface temperature of the aircraft, must be above 20° C, ideally 30° C rises in temperature are preferred. A 10° C rise in temperature will usually halve the stripping time.<br />
<br />
c. Dwell time:<br />
Depending on the stripper being used, paint system, film thickness, age of paint system, original surface treatment, temperature; recommended dwell time will vary from one to four hours. Do not agitate the stripper during dwelling. Do not allow the stripper to dry on the surface. Usually the paint will blister when loosened. Some paints do not blister and should be tested for looseness by scraping very gently with wooden or plastic scrapers. The stripper should be removed from the aircraft when it appears to dry or beads of water appear on the surface in large numbers.<br />
<br />
Note: <br />
a) Complete stripping of primer is not required provided remaining primer adhesion to metal can withstand scratching or pass the adhesion test per Para. 18.<br />
<br />
b) If primer removal is required or if primer sticks stubbornly re-apply stripper and agitate such areas with white Scotch Brite Pads.<br />
<br />
c) Never use steel wool or a steel brush or steel scrapers as tiny bits of steel will become embedded in the aluminium and this leads to corrosion.<br />
<br />
d. Remove as much as possible stripper and loose paint residue using non-metallic scrappers and rags. Thoroughly rinse the reworked area with pressurized water hose and scrub. Use nylon brushes with white Scotch Brite Pads to remove residue. <br />
<br />
e. For components, spray application may not be necessary but can also be used. Brush application of stripper can be used as alternative.<br />
<br />
<br />
10.5 AGITATION AND REMOVAL OF LOOSE PAINT<br />
<br />
a. Agitate a workable area with a stiff polypropylene brush.<br />
b. Squeegee off all loosened paint.<br />
c. If stripping is not complete, re-apply stripper as necessary per para. <br />
<br />
10.4.<br />
d. Hand work with Scotch Brite Pads to remove any residue.<br />
Note: TURCO5948-DPM Cleaner can be used to help lubricate the surface for the Scotch Brite Pads.<br />
<br />
10.6 WASH DOWN<br />
<br />
a. To remove any remaining paint and/or paint stripper residues, thoroughly wash the entire aircraft or components with a 25% (vol) solution of TURCO 5948-DPM or equivalent, bottom to top, front to back for fuselage.<br />
<br />
b. Rinse thoroughly with water, bottom to top and top to bottom, front to back.<br />
<br />
c. Inspect bare surfaces for corrosion and other defects.<br />
<br />
Note: for components, usually the entire components can be spray rinsed at one go.<br />
<br />
11. SURFACE ETCHING/BRIGHTENING<br />
<br />
11.1 WASHING PRIOR TO ETCHING (ALKALINE CLEAN)<br />
a. Chemicals<br />
Prepare the TURCO 5948-DPM solution by mixing 1 part TURCO 5948-DPM with 3 parts potable water (a 25% by volume solution)<br />
<br />
b. Equipment<br />
Same as 10.3 b<br />
<br />
11.2 ALKALINE CLEANING PROCEDURES<br />
<br />
a. Apply the TURCO 5948-DPM solution from the keel of the aircraft upward to the top of the aircraft in approximately 20 feet long sections. The length of the section should be expanded or shortened based on manpower and equipment available.<br />
<br />
b. After the TURCO 5948-DPM is allowed to dwell for a few minutes, use Scotch Brite Pads to thoroughly agitate, bottom to top, front to back for the fuselage, making sure that the entire surface is completely scrubbed.<br />
<br />
c. As one section is being agitated, the TURCO 5948-DPM solution should be applied to the next section.<br />
<br />
d. Once a section has been agitated, it should be thoroughly rinsed with high pressure, high volume water (warm is better than cold). The rinsing should begin at the bottom of the aircraft section and work up to the top, then back down again, repeating this sequence until all cleaner is rinsed from the surface. Pay particular attention to seams, door opening, etc., that could trap stripper residue.<br />
<br />
e. While one section is being rinsed, the next section should be agitated.<br />
<br />
f. This process should continue until the entire aircraft fuselage has been thoroughly cleaned and is water break-free.<br />
<br />
Note: For components, spray application as above is usually not necessary. Brush apply TURCO 5948-DPM, agitate with white scotchbrite pads as necessary followed by thorough rinsing with water.<br />
<br />
<br />
11.3 ETCHING PRIOR TO CONVERSION COATING<br />
This step is optional, and may be omitted for aircraft. It is not necessary for components.<br />
<br />
a. Chemicals<br />
Prepare the TURCO METAL-GLO #6 solution by mixing 1 part TURCO METAL GLO #6 with up to 1 part potable water (a 50% by volume solution)<br />
<br />
CAUTION: <br />
All High strength steel parts or fittings should be masked off with polyethylene sheeting or other water and acid resistant material using water proof tape.<br />
<br />
b. Equipment<br />
Same as 10.3 b<br />
<br />
<br />
11.4 ETCHING POCEDURE<br />
<br />
a. To help eliminate any tendency to splotch the surface, wet the aircraft surface with water prior to the application of the TURCO METAL GLO #6 etchant. Apply the TURCO METAL GLO #6 solution from the keel line upward to the top of the aircraft in approximately 20 feet long sections. The length of the section should be expanded or compressed depending on manpower and equipment available.<br />
<br />
b. After the TURCO METAL GLO #6 has been allowed to dwell for 10-20 minutes, using Scotch Brite Pads, thoroughly agitate, bottom to top, front to back for fuselage, making sure the entire surface is completely scrubbed.<br />
<br />
c. As a section has being scrubbed, the TURCO METAL GLO #6 solution should be applied to the next section.<br />
<br />
d. Once the first section is agitated, it should be thoroughly rinsed with high pressure, high volume water (warm is better than cold). The rinsing should begin at the bottom of the aircraft section and work up to the top, then down again. Continue this rinsing pattern until the water sheets from the aircraft in a smooth, bubble free film. Pay particular attention to seams, door openings, etc., that could trap etchant residue. It is extremely important to follow this rinsing procedure – bottom to top – to avoid streaking the aircraft.<br />
<br />
e. While one section is being rinsed, the next section should be agitated.<br />
<br />
f. This procedure should continue in a smoothly flowing operation until the entire aircraft has been thoroughly etched and the aircraft has been thoroughly etched and the aircraft surface is completely water break-free. <br />
<br />
11.5 INSPECTION<br />
LAE is to inspect for corrosion and for damaged sealant. Replace sealant as required. Inspect lap joints for scribe line damage per relevant documents.<br />
Note: Inform Technical Services of any major corrosion findings. <br />
<br />
11.6 CLEANING BARE ALUMINUM SURFACES<br />
Clean bare aluminum surface with 1:1 MEK/toluene mixture or equivalent, and check for water break-free. It may also be carried out for painted surfaces that have been rubbed down as necessary.<br />
<br />
12. CONVERSION COATING (CHROMATE) APPLICATION<br />
<br />
a) Apply chromate conversion coating Alodine 1200 or 1000 per SRM/MM 51 instructions to produce a coating that meets SRM/MM requirements.<br />
<br />
b) Ensure water break free surface during rinsing after the alodine treatment.<br />
<br />
c) Allow aircraft/component surface to dry. Wipe and blow seams/lap joints dry to help minimize entrapment of moisture and other contaminants in seams and lap joints.<br />
<br />
d) Wipe all surfaces with Cleaner C28/15 or other approved solvent cleaner and clean with two rags, one wet/one dry (“wipe on/wipe off” method). Change often to avoid contamination.<br />
<br />
e) Tack with tack cloth before primer application. It is now ready for primer application.<br />
<br />
f) Remove all contaminated masking from the aircraft and clean the surrounding environment.<br />
<br />
Note: The degreased surface should not be touched with bare hands (wear gloves) and should be protected from any contamination before paint application.<br />
If surface has been allowed to collect dust or other contaminants, wipe with MEK or toluene or other suitable cleaning solvent using low lint cloth or rumple cloth.<br />
<br />
g) If the time between cleaning and primer application exceeds 12 hours, solvent clean the aircraft/component surface using a blend of MEK and Toluene or other suitable cleaning solvent. Use clean low lint cotton cloth. Cloth should not be dipped into solvent cans as this will contaminate the clean solvent. <br />
Either pour solvent onto the rag or, using an atomizing spray bottle, spray solvent directly onto the surface and wipe dry. Change cloth frequently.<br />
<br />
13. PREPARATION OF PREVIOUSLY PAINTED SURFACES (NOT CHEMICALLY STRIPPED)<br />
<br />
a) Wash surface with an alkaline cleaner mixed as specified by the manufacturer.<br />
<br />
b) Sand (rub down) painted surface per 13.1.<br />
<br />
c) Sand areas that cannot be chemically stripped (i.e. composite areas); and also during paint rework (i.e. removing runs, orange peel, dust etc) or when the maximum re-coatable time has elapsed. <br />
<br />
Note: Before sanding, the surface must be free of grease and other contaminants to avoid grease being sanded into the surface, which will cause bonding problems.<br />
<br />
<br />
13.1 SANDING (rub down) APPLICATION<br />
<br />
a. Always wear mask, gloves and goggles during sanding.<br />
<br />
b. Electrically ground the surface before sanding to avoid frictional (static) electricity.<br />
<br />
c. Use the right type of sandpaper for every paint system. The product to be applied determines the sanding grades to be used. <br />
<br />
d. Decide on the successive sanding steps for each paint system remembering not to jump any more than 100 points finer at any time. i.e. from P.180 the finest you could go would be P.280 if you wanted to finish with P. 320. This is to avoid sanding marks in the topcoat.<br />
<br />
e. When sanding with a sanding machine, avoid mushroom head rivets, seams and tapes or decals. These areas must be treated by hand, preferably using a Scotch Brite pad Type A (or very fine).<br />
<br />
f. When sanding old paint systems, sand to the primer to avoid a building-up of too many layers. Too thick paint systems tend to lose their elasticity after a while, which lead to cracking and peeling-off.<br />
<br />
g. With wet sanding (optional) the area has to be kept wet with water and sponge. Change the sanding water regularly. After wet sanding rinse the area thoroughly with clean water and dry off.<br />
<br />
a. After wet sanding, ensure the surface is dry before painting. Wait at least 14 hours and use compressed air to remove water from seams and rivets (remove dirty kraft paper or plastic sheet and clean the areas before painting) and use tack-rags to remove the dust from the surfaces<br />
<br />
<br />
13.2 CLEANING AFTER SANDING<br />
After sanding, the areas and surfaces must be cleaned thoroughly to remove the sanding dust. Use compressed air for seams and other parts where dust can settle. Remove dirty kraft paper or plastic sheet and use tackrags on the surface.<br />
<br />
a Remove mechanically the oxide film on paint surface all over and “key” the paint surface using aluminum oxide paper grade 280 or finer.<br />
<br />
b Clean the surface using white Scotch Brite Pads and water to remove dust and all contaminants.<br />
<br />
c Alkaline clean per Para 11 on reworked surfaces and rinse with water. Ensure water-break free surface. Follow para 12 drying and solvent cleaning method prior to paint application.<br />
<br />
<br />
14. PRIMER APPLICATION<br />
<br />
14.1 APPLICATION EQUIPMENT (Options)<br />
<br />
a) Conventional air spray<br />
Atomizing air pressure: 60 to 70 psi<br />
Pot pressure (if applicable): 5 to 20 psi<br />
<br />
b) Air assist air-less electrostatic spray equipment<br />
Fluid pressure: 850 - 1,000 psi<br />
Atomizing air pressure: 65 – 75 psi<br />
Tip size: 0.013 inches (0.33mm) or smaller, preferably .011 inch (0.28mm)<br />
<br />
c) High pressure air-assist airless electrostatic spray equipment.<br />
Fluid pressure: 2200 – 2500 psi<br />
Atomizing air pressure: 60 – 75 psi<br />
Tip size: 0.009 – 0.013 inch (0.23 – 0.28mm)<br />
<br />
14.2 APPLICATION OF PRIMER<br />
Observe General Notes.<br />
Ensure surface is properly prepared and meets water break free test, fully dried and final tack solvent cleaned prior to painting. Apply one cross coat of primer.<br />
Typical dry film thickness: 0.0005” to 0.0008”<br />
<br />
Drying time: Re-coatable 1 hour (typical, see data sheet)<br />
Dry to tape 4 hours. (typical, see data sheet)<br />
<br />
<br />
14.3 ADHESION CHECK<br />
After paint has dried check paint adhesion as per para 18.<br />
<br />
<br />
15. TOPCOAT APPLICATION<br />
<br />
15.1 APPLICATION EQUIPMENT<br />
<br />
As per para 14.1<br />
<br />
15.2 APPLICATION<br />
<br />
Note: Observe General Notes.<br />
Topcoat must be applied within 48 hours of primer application. If 48 hours is exceeded sanding of primer with scotchbrite pad (white) is necessary.<br />
Apply one cross coat, or two coats of topcoat as required to achieve the desired finish.<br />
<br />
Drying Time: Re-coatable 1 hour (typical, see data sheet)<br />
Dry to tape 4 hours (typical, see data sheet)<br />
<br />
<br />
15.3 ADHESION CHECK<br />
After paint has dried check paint adhesion as per para 18.<br />
<br />
<br />
16. CLEARCOAT APPLICATION<br />
Topcoat must be treated with Aerodur Clearcoat UVR within 4 to 48 hours of topcoat drying if Clearcoat is called out in the drawing.<br />
Apply two cross coats of Aerodur Clearcoat UVR over the topcoat.<br />
Drying Time: Dry to tape 10 to 12 hours.<br />
After paint has dried check paint adhesion as per para 18.<br />
<br />
<br />
17. REWORK OF IN-PROCESS DEFECTS<br />
<br />
a) In-process defects such as overspray, orange-peel, runs or sags occurring in the primers or in the topcoat which are considered excessive may be reworked by dry sanding with 240 grit or finer abrasive paper followed by wet or dry sanding with 380 - 400 grit or finer abrasive paper. (See para 13)<br />
<br />
b) Sanding should not be attempted until the coating being reworked is sufficiently dry to permit sanding. This may take up to 8 hours depending on the weather.<br />
<br />
c) After the sanding is completed, the surface has to be cleaned to remove the sanding dust. Use a cloth moistened with solvent cleaner and re-apply primer or topcoat, as required.<br />
<br />
d) For some in-process defects such as overspray, runs or sags in finishing coats, it is possible to polish them away. Do not use ammonia-based polishes. Ammonia will destroy the gloss of most aircraft finishes. Only on high-gloss finishes, sags and runs can be removed by wet flatting with 1200 grit wet and dry paper and using clean water and soap. Use a non-ammonia polish with a fine cutting compound to remove the flatting scratches and a final cream polish to revitalize the gloss of the required area. <br />
<br />
e) This operation can be done either by hand or polishing machine. When using a machine, a sponge head should be dampened down with water before applying the polish. This decreases the “burning” of painted surface. <br />
<br />
<br />
18. QUALITY CONTROL<br />
<br />
18.1 ADHESION TEST<br />
Note: Tape adhesion test is to be carried after paint is fully dry. Refer to manufacturer data of specific paints used for “dry to tape” time.<br />
<br />
a. Apply 1 inch wide 3M 600 Transparent Film Tape or equivalent to painted surface 1.5 inches long. Repeat this test with fresh tape on at least 3 locations some distances apart.<br />
<br />
Note: Shelf life of tapes shall not be more than 6 months old from date of manufacture or as per manufacturer’s shelf life. Storage conditions at 70°F (21°C) and 40-50% relative humidity is recommended.<br />
<br />
b. Press tape down firmly (5 pound minimum pressure)<br />
<br />
c. Remove the tape within 5 minutes in one abrupt motion perpendicular to the paint surface.<br />
<br />
d. Examine area for paint coating failure. Check tape for coating separation.<br />
<br />
e. If there is an evidence of paint coating separation, determine extent of defective area and repeat para 8 when necessary.<br />
18.2 WATER-BREAK-FREE-TEST<br />
This must be thoroughly carried out for all large surfaces to be repainted to ensure good paint adhesion. Utmost care is to be exercised not to contaminate areas and tested to be water-break-free.<br />
<br />
18.3 POST PAINTING INSPECTION<br />
<br />
a Inspect painted surface visually to confirm no defects e.g. orange peel, runs, sags, contamination<br />
<br />
b Ensure all mandatory and maintenance markings are re-installed correctly.<br />
<br />
c Painter and LAE are to inspect for any damages to transparencies, composites and sealants by solvent and paint removers due to inadequate protection and/or the retention of these products in crevicesImran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-89991172296397741652010-08-14T22:24:00.000-07:002010-08-14T22:24:23.552-07:00Design Organization Approval (DOA)Design Organization Approval (DOA) <br />
<br />
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<br />
Part 1 – Obligation to the international requirements to ensure aviation safety<br />
<br />
1) ICAO convention under Annex 6 (Operation of Aircraft) Part 1 Chapter 8 (Aeroplane Maintenance) para 8.6 states “ALL MODIFICATIONS AND REPAIRS SHALL COMPLY WITH AIRWORTHINESS REQUIREMENTS ACCEPTABLE TO THE STATE OF REGISTRY. PROCEDURES SHALL BE ESTABLISHED TO ENSURE THAT THE SUBSTANTIATING DATA SUPPORTING COMPLIANCE WITH THE AIRWORTHINESS REQUIREMENTS ARE RETAINED. <br />
<br />
2) MCAR Regulation 27 - A certificate of airworthiness issued in respect of an aircraft shall cease to be in force if the aircraft, or such of its equipment as is necessary for the airworthiness of the aircraft, is overhauled, repaired or modified, or if any part of the aircraft or of such equipment is removed or is replaced otherwise than in a manner and with material of a type approved by the Director General either generally or in relation to a class of aircraft or to the particular aircraft. <br />
<br />
Part 2 – Design Approval <br />
<br />
1) Modification and Repair per ICAO Document 9760 <br />
<br />
• Modification is “A MODIFICATION TO AN AERONAUTICAL PRODUCT MEANS A CHANGE TO THE TYPE DESIGN WHICH IS NOT A REPAIR” <br />
<br />
• Type Design is “DRAWINGS, SPECIFICATIONS NECESSARY TO DEFINE THE CONFIGURATION AND ITS DESIGN FEATURES, REPORTS ON ANALYSIS AND TESTS UNDERTAKEN TO SUBSTANTIATE COMPLIANCE WITH THE APPLICABLE REQUIREMENTS AND INFORMATION, MATERIALS AND PROCESSES USED IN THE CONSTRUCTION”<br />
<br />
• Repair is “A DESIGN CHANGE TO AN AERONAUTICAL PRODUCT INTENDED TO RESTORE IT TO AN AIRWORTHY CONDITIONS AND TO ENSURE THAT THE AIRCRAFT CONTINUE TO COMPLY WITH THE DESIGN ASPECTS OF THE AIRWORTHINESS REQUIREMENTS USED FOR THE ISSUANCE OF A TYPE CERTIFICATE FOR THAT AIRCRAFT TYPE AFTER IT HAS BEEN DAMAGED OR SUBJECTED TO WEAR”<br />
<br />
• CAR 1996 Regulation 27 para 7 stated aircraft C of A become invalid, if the design change does not comply with the required airworthiness requirements. <br />
<br />
2) Design Organization Approval (DOA) <br />
<br />
• The local authority i.e. DCA / DGCA is not a Design Organization. Therefore DCA / DGCA cannot accept responsibility for the design.<br />
<br />
• DOA is approval for an organization to provide reports and certify that the design of an acft, equipment or any part thereof or modification or repair schemes complies with DCA / DGCA requirements. <br />
<br />
• JAR/EASA 21 – SUBPART J (DESIGN ORGANIZATIONS APPROVAL). The principles of both JAR/EASA and BCAR are similar. However, JAR/EASA has been developed more comprehensive than BCAR, i.e. Design Assurance System has been introduced in JAR/EASA. <br />
<br />
• Benefit being approved as DOA is being granted privileges with responsibilities and may perform certification and airworthiness activities on behalf of DCA through the following granted privileges: <br />
<br />
- Release certification documents without verification by DCA / DGCA <br />
- Classify modifications and repairs <br />
- Approve minor modifications and repairs <br />
- DOA may issue information or instructions stating that the technical content is approved.<br />
- For Modifications undertaken by organisations that are appropriately approved for the task and who have demonstrated a consistent and satisfactory level of competence for the type of work involved, then future similar Modifications may be classified as Minor by the DCA / DGCA. <br />
- Efficient use of industry and DCA / DGCA time, resulting in lower costs.<br />
<br />
• DOA shall be headed by an Accountable Manager (Chief Executive or Equivalent) and with full efficient coordination between their units/sections. <br />
<br />
• Scope of work – The organization must have <br />
– sufficient personnel with the right qualification, knowledge and experience. <br />
– appropriate tools (Software), equipments (computer) and facility (i.e. office space, lab, flight test center)<br />
<br />
3) Design Organization Manual (DOM) <br />
<br />
• Policy/procedure of carrying out design activities and management of DOA <br />
- Classification of Major/Minor <br />
- Development of reports/drawings/Test Schedule <br />
- Verification of Design Data <br />
- Inservice difficulty reporting <br />
- Correction action <br />
- Internal Audit <br />
- Retention of designs records <br />
- Design Assurance systems (DAS) <br />
<br />
4) Design Assurance System (DAS) <br />
<br />
• A DOA shall demonstrate that it has established and is able to maintain a Design Assurance System (DAS) for the control and supervision of the design, and of design changes, of products, parts and appliances covered by the approval.<br />
<br />
• The DAS shall be such as to enable the organization;<br />
- To ensure the design of the products, parts and appliances or the design changes thereof, comply with the applicable type certification basis. <br />
- Ensure that its responsibilities are properly discharged. <br />
- Independently monitor the compliance with, and adequacy of, the documented procedures of the system (DOM). The monitoring shall include a feed back system to a person having the responsibilities to ensure corrective actions.<br />
<br />
• DAS shall include an independent checking function of the showing of compliance on the basis of which the organization submits compliance statement and associated document to DCA / DGCA.<br />
<br />
Part 3 – Certification of Modification/Repair <br />
<br />
1) A modification or repair must meet two standards; the acft type certification rules and the performance rules. <br />
<br />
2) Data Package is a set of documents required for the justification / accomplishment of the modification such as: <br />
<br />
• Standard documents; i.e. Certification plan (for complex modification), Modification documents, SOC, CCD (if applicable) and Manuals amendments (if applicable)<br />
<br />
• Type Design documents ; i.e. Drawings, Specifications, Information on dimensions, materials and processes, Airworthiness limitations and any other data necessary to describe the modification. <br />
<br />
• Substantiating data; i.e. Test and analysis reports and Justification reports<br />
<br />
3) Approved Data is a data which has been investigated and approved by an acceptable authority such as FAA, JAA and UK CAA and divided into two categories:- OEM data and Non OEM data. <br />
<br />
• The data packages are only considered as an approved data provided the limitations, including applicability of an approved data are met. <br />
<br />
4) FAA Form 8110-3 approved by FAA Designated Engineering Representatives (DER) i.e. OEM DER is accepted as approved data but require DCA installation approval. Consultants DER require review because it has similar status as the Non-OEM STCs. <br />
<br />
5) Statement of Compliance (SOC) is a form used as the top-level document for the data package. SOC form shall be signed by a Design Approval signatory or authorized person.<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgf1jSUV0MWOzumKQpY83xteTR6HjGy4kUO9ahvSaZtX8mHmoxj1Ujn0m8poawvnHWA9N2IrXnQmMbLBlDqkwKx2V7DAv0s-JWhrOKyWFVP_1SrJ6xNHoNeCvkElHapJTDHJ_7uwKZqVP8/s1600/Airplane+Diagram.gif" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgf1jSUV0MWOzumKQpY83xteTR6HjGy4kUO9ahvSaZtX8mHmoxj1Ujn0m8poawvnHWA9N2IrXnQmMbLBlDqkwKx2V7DAv0s-JWhrOKyWFVP_1SrJ6xNHoNeCvkElHapJTDHJ_7uwKZqVP8/s320/Airplane+Diagram.gif" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQK-ifgj4GQEfb9fEH-98yU4gUNjcbdW79-q1LF821RQzFaXUzHVN0KNuG59CsudUdtwuGkra7olmd5H62SG2M-x6KkIHptjW4COWQDqJCAM5QzFC8AI2KoncmLNefDvKjDCem1QZlcKg/s1600/ceplanedv2.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQK-ifgj4GQEfb9fEH-98yU4gUNjcbdW79-q1LF821RQzFaXUzHVN0KNuG59CsudUdtwuGkra7olmd5H62SG2M-x6KkIHptjW4COWQDqJCAM5QzFC8AI2KoncmLNefDvKjDCem1QZlcKg/s320/ceplanedv2.png" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxe9B16ixwMTR-PurN95K-3o1REFFFcu3QOpg3JURbrwThRxxo1JknLOP1n8t8oe_F8URsEq7llcVxkNM13QzcA7j2Wm9OHNWk_eJ3IK-wWbVPXAB04_zWkURCpen3jQPhs2SoYEIGe-8/s1600/pietenpol.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxe9B16ixwMTR-PurN95K-3o1REFFFcu3QOpg3JURbrwThRxxo1JknLOP1n8t8oe_F8URsEq7llcVxkNM13QzcA7j2Wm9OHNWk_eJ3IK-wWbVPXAB04_zWkURCpen3jQPhs2SoYEIGe-8/s320/pietenpol.jpg" /></a></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-88330120005660618902010-06-15T03:09:00.001-07:002010-06-15T03:09:29.838-07:00AIRCRAFT DISPATCH RELIABILITY PROGRAMME<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1.HGR%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><style>
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<h1><span style="font-family: Arial; font-size: 12pt;">DISPATCH RELIABILITY PROGRAMME<o:p></o:p></span></h1><div class="MsoNormal" style="margin: 3pt 0in; text-align: justify;"><span style="font-family: Arial;">This programme monitors aircraft delays, cancellations and significant events; giving alerts when adverse trends are identified. <o:p></o:p></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjc-J-q46TwMOyKoQOK-l31CKTwRpVDEOasrNHlrtQSXyorXZGQPAAD8a5X840m8vLgSiQoIkngg68dekywXOYGm0tvyQ_d8Ke1w4yx_TcK5-id4SaJlA8VMTcVVVN00w16LhQ8uWeTmhg/s1600/050427_airbus_hmed_3a.h2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjc-J-q46TwMOyKoQOK-l31CKTwRpVDEOasrNHlrtQSXyorXZGQPAAD8a5X840m8vLgSiQoIkngg68dekywXOYGm0tvyQ_d8Ke1w4yx_TcK5-id4SaJlA8VMTcVVVN00w16LhQ8uWeTmhg/s320/050427_airbus_hmed_3a.h2.jpg" /></a></div><h1><a href="http://www.blogger.com/post-create.do" name="_Toc128300065"></a><a href="http://www.blogger.com/post-create.do" name="_Toc11214169"><span style="font-family: Arial; font-size: 12pt;"><o:p> </o:p></span></a></h1><h1><span style="font-family: Arial; font-size: 12pt;">1. OBJECTIVES OF DISPATCH RELIABILITY PROGRAMME</span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></h1><div class="MsoNormal" style="margin: 3pt 0in 3pt 63pt; text-align: justify; text-indent: -27pt;"><span style="font-family: Arial;">The Dispatch Reliability programme is meant to <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Provide performance measurement and monitoring for dispatch reliability and cancellations for the use of management.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">b)</span><span style="font-family: Arial;">Allow analysis of trends to identify and investigate technical problems for solutions.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Permit analysis to spot problematic aircraft systems or components.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">d)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Identify areas that require investigation and/or improvements in aircraft maintenance efficiency or effectiveness.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">e)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Record significant events and their basic causes for preventive action, and for future reference.<o:p></o:p></span></div><div class="MsoBodyText" style="margin-left: 0.5in;"><span style="font-family: Arial; font-size: 12pt;">Overall objective is to reduce delays, cancellations, and major disruptions caused by aircraft defects thereby reducing costs and improving customer service. It helps the identification and elimination of deficiencies affecting aircraft operations. <o:p></o:p></span></div><h1><a href="http://www.blogger.com/post-create.do" name="_Toc128300066"></a><a href="http://www.blogger.com/post-create.do" name="_Toc11214170"><span style="font-family: Arial; font-size: 12pt;"><o:p> </o:p></span></a></h1><h1><span style="font-family: Arial; font-size: 12pt;">2. SCOPE OF DISPATCH RELIABILITY PROGRAMME</span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></h1><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Only delays, cancellations and significant events related to aircraft mechanical defects or failures shall be included for this programme.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">b)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">All revenue departures (at main base and line stations) which are delayed based on Scheduled Time of Departure (STD) arising from mechanical defects shall be captured. Only delays exceeding 15 min. shall be counted for performance statistics.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">A revenue flight cancellation is considered as a delay.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">d)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Significant events shall also be captured as part of this programme. They<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Normally have significant impact to customer service e.g. prolonged AOG, unscheduled engine change, in flight shutdown, ground incidents; <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">include events that require mandatory reporting by local authority e.g. In flight engine shutdown (IFSD), aborted take-off (ATO), excursion from runway, etc. Particular attention shall be paid to engine related defects/events.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">May or may not cause delays/cancellations.<o:p></o:p></span></div><h1><a href="http://www.blogger.com/post-create.do" name="_Toc128300067"></a><a href="http://www.blogger.com/post-create.do" name="_Toc11214171"><span style="font-family: Arial; font-size: 12pt;"><o:p> </o:p></span></a></h1><h1><span style="font-family: Arial; font-size: 12pt;">3. DISPATCH RELIABILITY DATA COLLECTION</span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></h1><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Maintenance Control Centre (MCC) shall capture all necessary information for this programme in a database viz.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Aircraft registration<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Flight number<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Date and station<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">4.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Length of delay<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">5.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Problem description<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">6.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Findings, in particular cause of defect if identified<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">7.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Corrective action taken<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">8.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Component replacement information<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">9.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Relevant contributing factors<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 1in; text-align: justify; text-indent: -0.25in;"><span lang="IT" style="font-family: Arial;">10.<span style="font: 7pt "Times New Roman";"> </span></span><span lang="IT" style="font-family: Arial;">ATA code/Incident code/Delay code<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">b)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Engineering shall obtain from Flight Operations and Technical Records the total number of revenue departures and operating statistics per month.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">MCC shall be responsible for ensuring good complete information for delays, cancellations and significant events are captured on timely basis.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">d)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">MCC shall capture the delay and cancellation data promptly in a computer database viz. AiMs (Aircraft Maintenance System).<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">e)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">MCC supervisor shall vet through the information captured for completeness, and contact relevant person(s) for more information as required as promptly as possible.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">f)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">The root or most probable cause for each delay and cancellation shall be determined as far as possible and coded to allow easy analysis.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">g)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Where the delay or cancellation is due to multiple defects, the defect that caused the longest delay shall be used as the main reason for that event.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">h)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Urgent actions to prevent recurrence of defects or significant events shall be undertaken by respective departments, and reported during the monthly meeting.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">i)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Approval holders reporting delays and cancellation shall use Delay Report Form.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">j)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Approval holders reporting significant events shall use the same Delay Report Form for simplicity, but shall indicate “Prolonged grounding/Incident” on the form.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-size: 11pt;">k)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">MCC shall distribute to relevant parties monthly summaries of delays and cancellation produced by the database.<o:p></o:p></span></div><h1><a href="http://www.blogger.com/post-create.do" name="_Toc128300068"><span style="font-family: Arial; font-size: 12pt;"><o:p> </o:p></span></a></h1><h1><span style="font-family: Arial; font-size: 12pt;">4. PRIME PERFORMANCE INDICATOR FOR DELAYS</span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></h1><div class="MsoHeader" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-family: "CG Times"; font-size: 11pt;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">The primary performance indicator used is dispatch reliability while cancellation rate per 1000 FH also provides indication of overall fleet performance. Engineering shall calculate these on a monthly basis. They may also be calculated by the computer system automatically once the system is verified to be reliable.<o:p></o:p></span></div><div class="MsoBodyTextIndent2" style="margin-left: 0.75in; text-indent: -0.25in;"><span style="font-size: 11pt;">b)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">The other information captured e.g. cancellations, major interruptions, ground incidents etc may be used qualitatively as necessary.<o:p></o:p></span></div><div class="MsoBodyTextIndent2" style="margin-left: 0.75in; text-indent: -0.25in;"><span style="font-size: 11pt;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Other indicators such as delays and cancellations per 1000 FH for specific aircraft registration may also be developed and used to compare aircraft performance.<o:p></o:p></span></div><h1><a href="http://www.blogger.com/post-create.do" name="_Toc128300069"><span style="font-family: Arial; font-size: 12pt;"><o:p> </o:p></span></a></h1><h1><span style="font-family: Arial; font-size: 12pt;">5. DEFINITIONS AND CRITERIA</span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></h1><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-family: "CG Times"; font-size: 11pt;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Dispatch reliability shall be calculated based on industry practices as described in WATOG (World Airline Technical Operations Glossary).<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-family: "CG Times"; font-size: 11pt;">b)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Dispatch reliability is <o:p></o:p></span></div><table border="0" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; margin-left: 0.95in;"><tbody>
<tr> <td style="border-color: -moz-use-text-color -moz-use-text-color windowtext; border-style: none none solid; border-width: medium medium 1pt; padding: 0in 5.4pt; width: 333pt;" valign="top" width="444"><div align="center" class="MsoBodyTextIndent" style="margin-left: 0.05in; text-align: center;"><i><span style="font-family: Arial; font-size: 12pt;">(No. of revenue dep. for period – No. of rev. dep. delayed>15 min.) x 100%<o:p></o:p></span></i></div></td> </tr>
<tr> <td style="border: medium none; padding: 0in 5.4pt; width: 333pt;" valign="top" width="444"><div align="center" class="MsoBodyTextIndent" style="margin-left: 0in; text-align: center;"><i><span style="font-family: Arial; font-size: 12pt;">(Number of revenue departures for the period)<o:p></o:p></span></i></div></td> </tr>
</tbody></table><div class="MsoBodyTextIndent" style="margin: 0in 0in 0.0001pt 1in;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-family: "CG Times"; font-size: 11pt;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Flights that are delayed as a consequence of a delayed preceding flight shall not be counted.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-family: "CG Times"; font-size: 11pt;">d)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Flights that are retimed at least 4 hours in advance shall not be counted as delays.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-family: "CG Times"; font-size: 11pt;">e)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Cancellation rate per 1000 FH is <o:p></o:p></span></div><table border="0" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; margin-left: 1in;"><tbody>
<tr> <td style="border-color: -moz-use-text-color -moz-use-text-color windowtext; border-style: none none solid; border-width: medium medium 1pt; padding: 0in 5.4pt; width: 221.4pt;" valign="top" width="295"><div align="center" class="MsoNormal" style="margin: 3pt 0in 3pt 0.05in; text-align: center;"><i><span style="font-family: Arial;">No of revenue flights cancelled in period x 1000<o:p></o:p></span></i></div></td> </tr>
<tr> <td style="border: medium none; padding: 0in 5.4pt; width: 221.4pt;" valign="top" width="295"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><i><span style="font-family: Arial;">Fleet total flight hours for period<o:p></o:p></span></i></div></td> </tr>
</tbody></table><div class="MsoNormal" style="margin-left: 53.85pt; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in; text-align: justify; text-indent: -0.25in;"><span style="font-family: "CG Times"; font-size: 11pt;">f)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Delays/cancellation used for calculating dispatch reliability/cancellation rate shall exclude those attributed to deficiencies other than aircraft itself e.g. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.75in;"><span style="font-family: Arial;">late arrival of flight or ground crew, <br />
flight crew querying deferrable defect that was subsequently accepted,<br />
adverse weather or air traffic problems,<br />
loading delays, <br />
spares late delivery from warehouse, <br />
ground support equipment failure,<br />
obvious failure of the human element,<br />
deliberate engineering management decision to rectify deferrable defects.<o:p></o:p></span></div><div class="MsoBodyTextIndent2" style="margin-left: 0.75in; text-indent: -0.25in;"><span style="font-size: 11pt;">g)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Delay codes used in the database categorise delay causes when the delay is not attributed to the aircraft failures. </span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSdRAslD3JgU-c6mgoFmj9n8JYK2oIY_VkFchztEjsmknzyZkH7IUShq7ft_x7FNpn8jfVZC0P2eW29PMRb-NePL4MtofXDA4dvn4kxZqaOxUpaFHdfwFtMInZr9_RSaAPnJCqM_JSTd4/s1600/A380+take-off_DSC_0100.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSdRAslD3JgU-c6mgoFmj9n8JYK2oIY_VkFchztEjsmknzyZkH7IUShq7ft_x7FNpn8jfVZC0P2eW29PMRb-NePL4MtofXDA4dvn4kxZqaOxUpaFHdfwFtMInZr9_RSaAPnJCqM_JSTd4/s320/A380+take-off_DSC_0100.jpg" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbk_z_y0FPBSbzhtEv7RSQUtaejC8eY7xt_BoNfyhVGOo5fC8rAs1B_OoJOxJiMzZ_09nfwLOfT4qaiGbtWg5f2WCZoLuqfhTE0g918FI36u2ndn8uQT5cfhGRyr8bYZjb7mnStL61r5M/s1600/emirates-airbus-a380-take-off-300x199.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbk_z_y0FPBSbzhtEv7RSQUtaejC8eY7xt_BoNfyhVGOo5fC8rAs1B_OoJOxJiMzZ_09nfwLOfT4qaiGbtWg5f2WCZoLuqfhTE0g918FI36u2ndn8uQT5cfhGRyr8bYZjb7mnStL61r5M/s320/emirates-airbus-a380-take-off-300x199.jpg" /></a></div><div class="MsoBodyTextIndent2" style="margin-left: 0.75in; text-indent: -0.25in;"><span style="font-family: Arial;"><o:p></o:p></span></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-82009741956813114262010-05-07T02:35:00.000-07:002010-05-07T02:35:00.603-07:00Non-Destructive Testing (NDT)<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijYHxcNxnMxXS8MHB7ISn5vhBbWTCm9d0gZw1M-rAmqU6cuyg91Sp3Gvh-wWiU8o6Lcz3-Vi3wRQLEo0w1MZUtv5UPShxOsa9qpTvBI_KRHhra8YmRQw8SI1EPKWvAduQiXZFJR6d6oXI/s1600/nondestructive_img.gif" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijYHxcNxnMxXS8MHB7ISn5vhBbWTCm9d0gZw1M-rAmqU6cuyg91Sp3Gvh-wWiU8o6Lcz3-Vi3wRQLEo0w1MZUtv5UPShxOsa9qpTvBI_KRHhra8YmRQw8SI1EPKWvAduQiXZFJR6d6oXI/s320/nondestructive_img.gif" /></a></div><br />
<b>Description</b><br />
Nondestructive testing (NDT) are noninvasive techniques to determine the integrity of a material, component or structure or quantitatively measure some characteristic of an object. In contrast to destructive testing, NDT is an assessment without doing harm, stress or destroying the test object. The destruction of the test object usually makes destructive testing more costly and it is also inappropriate in many circumstances. <br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjEzapSZ3hxGz80EA-74mdZDzUtYXjN87QvTxQ8XhPqladtfioKtxRW3bPJK6CZXMp7YH1aUf59ku4o52JUDHLHrbd08yjuv5bNaVjBK5-VIAXI-aJM5GNHseabkYNvbH8hz6G_kv8w_9E/s1600/NDT_Workshop.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjEzapSZ3hxGz80EA-74mdZDzUtYXjN87QvTxQ8XhPqladtfioKtxRW3bPJK6CZXMp7YH1aUf59ku4o52JUDHLHrbd08yjuv5bNaVjBK5-VIAXI-aJM5GNHseabkYNvbH8hz6G_kv8w_9E/s320/NDT_Workshop.jpg" /></a></div><br />
NDT is used in a wide range of industrial areas and is used at almost any stage in the production or life cycle of many components. <br />
The mainstream applications are used in below:<br />
1) aerospace, <br />
2) power generation, <br />
3) automotive, railway, <br />
4) petrochemical and pipeline markets <br />
<br />
NDT of welds is one of the most used applications. It is very difficult to weld or mold a solid object that has no risk of breaking in service, so testing at manufacture and during use is often essential. <br />
<br />
<b>Personnel Qualification</b><br />
Personnel Qualification is an important aspect of non-destructive evaluation. NDT techniques rely heavily on human skill and knowledge for the correct assessment and interpretation of test results. Proper and adequate training and certification of NDT personnel is therefore a must to ensure that the capabilities of the techniques are fully exploited. There are a number of published international and regional standards covering the certification of competence of personnel. The EN 473 (Qualification and certification of NDT personnel - General Principles) was developed specifically for the European Union for which the SNT-TC-1A is the American equivalent. <br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-mhxxVBx4c4FZhm9ugnqFZojeX2LMhPn6NNVyFcQeYoV7PQF4-7mo5Tm-bwUHcWx_ailHFemabwBEywVtYdO5Bz96JRzyVSXHHW_ilmhhBC3SJROVnKRIC6GrGLMcGAqf2XNv45AejjU/s1600/ace_ndt_1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-mhxxVBx4c4FZhm9ugnqFZojeX2LMhPn6NNVyFcQeYoV7PQF4-7mo5Tm-bwUHcWx_ailHFemabwBEywVtYdO5Bz96JRzyVSXHHW_ilmhhBC3SJROVnKRIC6GrGLMcGAqf2XNv45AejjU/s320/ace_ndt_1.jpg" /></a></div><br />
<br />
<b>NDT Methods</b><br />
<br />
The main NDT methods are shown below:<br />
1)Ultrasonic Testing (UT), <br />
2)Radiographic Testing (RT), <br />
3)Electromagnetic Testing (ET) in which Eddy Current Testing (ECT) is well know and <br />
4)Acoustic Emission (AE or AET). <br />
<br />
Besides the main NDT methods a lot of other NDT techniques are available, such as Shearography Holography, Microwave and many more and new methods are being constantly researched and developed. <br />
<br />
<b>NDT Applications in Commercial Aircraft Maintenance</b><br />
<br />
During aircraft maintenance 'NONDESTRUCTWE TESTING' (NDT) is the most economical way of performing inspection and this is the only way of discovering defects. In simply we can say, NDT can detect cracks or any other irregularities in the airframe structure and engine components which are obviously not visible to the naked eye. <br />
<br />
Structures & different assemblies of aircraft are made from various materials, such as aluminium alloy, steel, titanium and composite materials. To dismantle the aircraft in pieces and then examine each component would take a long time, so the NDT method and equipment selection must be fast and effective. <br />
In the present trend of NDT application on aircraft 70-80% of NDT is performed on the airframe, structure, landing gears and the rest carried out on engine & related components. <br />
<br />
In order to maintain the aircraft defects free and ensure a high degree of quality & reliability and as a part of inspection programme, usually following NDT methods are applied; <br />
<br />
<i>1) </i><i>Liquid Penetrant</i> <br />
Liquid penetrant testing is one of the oldest of modern nondestructive testing methods & widely used in aircraft maintenance. Liquid penetrant testing can be defined as a physical & chemical nondestructive procedure designed to detect & expose surface connected discontinuities in 'nonporous' engineering materials. <br />
<br />
Applications<br />
Detection of surface detects or structural damage in all materials of aircraft. Fluorescent penetrants are used in critical areas for more sensitive evaluation. <br />
<br />
<i>2) Magnetic particle,</i> <br />
Magnetic particle testing is a sensetive method of nondestructive testing for surface breaking and some sub-surface discontinuation in 'ferro-magnetic' materials. <br />
The testing method is based on the principle that magnetic flux in a magnetised object is locally distorted by the presence of discontinuity. This distortion causes some of the magnetic field to exit & re-enter the test object at the discontinuity. This phenomenon is called magnetic flux leakage. Flux leakage is capable of attracting finely divided particles of magnetic materials that in turn form an 'indication' of the discontinuity. Therefore, the test basically consists of three operations : a) Establish a suitable magnetic flux in the test object by circular or longitudinal magnetisation. b) Apply magnetic particles in dry powder of a liquid suspension; and c) Examine the test object under suitable lighting conditions for interpreting & evaluating the indications. <br />
<br />
Fluorescent or black oxide particles in the aerosol cans are used during critical areas of aircraft structure/components inspection when using either permanent or electromagnets. Fluorescent particle inspection method is evaluated by black light (Black light consists of a 100 watt mercury vapour projection spot lamp equipped with a filter to transmit wave length between 3200 to 3800 Angstrom unit and absorb substantially all visible white light). <br />
<br />
Applications <br />
Simple in principle, easily portable. Fast and effective for surface & subsurface defects in ferromagnetic materials of any shape, removed from engines, pumps, landing gear, gear boxes, shafts, shock struts etc. Widely used for bolts inspection. <br />
<i><br />
</i><br />
<i>3) Eddy current</i> <br />
Eddy current tests are important test & widely used method within the broad field of Nondestructive materials & evaluation. This method is particularly well suited for the detection of service induced cracks usually caused either by fatigue or by stress corrosion. Eddy current inspection can be performed with a minimum of part preparation and a high degree of sensitivity. <br />
<br />
Applications<br />
Eddy current test is used to detect surface & subsurface defects, corrosion in aircraft structures, fastener holes and bolt holes. Surface detects and conductivity testing by high frequency and sub-surface detects by low frequency methods. <br />
<br />
Routine eddy current inspection is carried out on aircraft under carriage wheel hubs for cracks also used to detect cracks in different tubes, tublar components of aircraft & engine. <br />
<br />
<i>4) Ultrasonic</i> <br />
Sound with a frequency above the limit of audibility is called 'ultrasonic'. It ranges with a frequency of 0.2 MHz to 800 MHz. <br />
Ultrasonic inspection provides a sensitive method of nondestructive testing in most materials, metallic, nonmetallic, magnetic or nonmagnetic. It permits the detection of small flaws with only single surface accessibility and is capable of estimating location & size of the defect Providing both surfaces are parallel, ultrasonics may be used for thickness measurement, where only one surface is accessible. The effective result of an ultrasonic test is heavily dependent on subject surface condition, grain size & direction and acoustic impedance. Ultrasonic techniques are very widely used for the detection of internal defects in materials. <br />
<br />
Ultrasonic inspection operates on the principle of 'transmitted' & 'reflected' sound wave. Sound has a constant velocity in a given substance; therefore, a change in the acoustical impedance of the material causes a change in the sound velocity at that point producing an echo. The distance of the acoustical impedance (flaw) can be determined if the velocity of the sound in the test material, and the time taken for the sound to reach & return from the flaw is known. <br />
<br />
Applications<br />
Used for detection of surface & subsurface detects in welds, forging, casting main structural fittings of landing gear legs & engine attachments. Bolts in critical areas, aircraft structure joints & pylon. Also checks adhesive bond quality of lap joints & composite structure. Used for thickness measurement after damage or corrosion removal <br />
<br />
<i>5) Radiography (x-ray/gama ray) </i><br />
Radiography is one of the oldest and widely used nondestructive testing methods. A radiograph is a photographic record produced by the passage of electromagnetic radiation such as x-rays or gamma rays through an object onto a film. When film is exposed to x-rays, gamma rays or light an invisible change called a 'latent image' is produced in film emulsion. The areas so exposed become darker when the film is immersed in a developing solution. After development the film is rinsed to stop development. The film is next put into a fixing bath and then washed to remove the fixer. Finally dried so that it may handled for interpretation and record. <br />
<br />
Applications<br />
Considering the penetration and absorption capability of x-radiation, radiography is used to inspect a variety of nonmetallic parts; for porosity, water entrapment, crushed core, cracks and resin rich/straved conditions; and metallic products; such as welds, castings and forging as well as locating discontinuities in fabricated structural assemblies such as cracks, corrosion, inclusions, debris, loose fittings, rivets, out of round holes & thickness variations. Gamma ray radiography is usually used for detection of internal flaws of aircraft structure (steel & titanium) and engine components which require higher energy levels or other assemblies where access is difficult. <br />
<br />
<i>6) Visual/Optical </i><br />
Visual inspection is probably the most widely used of all the nondestructive tests. It is simple, easy to apply, quickly carried out and usually low in cost. The basic principle used in visual inspection is to illuminate the test specimen with light and examine the specimen with the eye. In many instances aids are used to assist in the examination. <br />
<br />
This method is mainly used i) to magnify defects which can not be detected by the unaided eye, ii) to assist in the inspection of defects and iii) to permit visual checks of areas not accessible to unaided eye. <br />
<br />
Applications<br />
Detection of surface defects or structural damage in all materials. Optical instruments are used for visual checks of internal areas and for deep holes and bores of aircraft structure, landing gears etc. Widely used to monitor engine components, such as, turbine wheels and nozzles, compressor vanes and blades combustion cans without opening the engine. 'Borescopes', 'fibrescopes' and 'video imagescopes' are most important optical aids in remote - visual inspection, which area is normally inaccessible. <br />
<br />
<i>7) Sonic/Resonance </i><br />
Sonic and resonance testing methods are used primarily for the detection of separations between layers of laminated structures. <br />
Sonic and Resonance testing is effective for detection of crushed core or debonds in adhesive bonded honeycomb, impact damage and delimitations in composite structures and exfoliation corrosion. <br />
<br />
The tap test method has demonstrated the ability to detect cracks, corrosion, impact damage and debonding. The sonic testing instrument operate in the audio or near audio frequency range. <br />
<br />
Resonance testing instruments may operate either or both the sonic or ultrasonic frequency range. Different methods of transmitting and receiving energy have been developed. Basically, each technique introduces a pressure wave into the specimen and then detects the resonant, transmitted or reflected wave. <br />
<br />
Application<br />
To examine bonding exists between honeycomb, detect delaminations in composite laminates. Large structures such as, fairings, cowl and wing trailing edge, rudder, flaps, ailerons, elevators etc. are made from composites and honeycomb materials. <br />
Tap testing is limited to detection of disbonds or voids between upperfacing sheet and adhesive. It will not detect disbond or voids at 2 nd or 3 rd layer bondlines, such as doubler areas. It is limited to the detection of delaminations, approximately 25 mm (1 inch) in dia or greater, located less than 1.3 mm (0.05 inch) below the surface being examined. <br />
<br />
<i>8) Infrared Thermography. </i><br />
Infrared and thermal methods for nondestructive are based on the principle that heat flow in a material is altered by the presence of some types of anomalies. These changes in heat flow cause localized temperature differences in the material. The imaging or study of such thermal patterns is known as 'thermography'. The terms 'infrared' and 'thermal' are used interchangeably in some contexts. Thermal refers to the physical phenomenon of heat, involving the movement of molecules. Infrared (below the colour red) denotes radiation between the visible and microwave regions of the electromagnetic spectrum. <br />
<br />
The intensity and frequency/wavelength of the radiation can be correlated closely with the heat of the radiator. it follows that radiation sensors can be used to tell us about the physical condition of the test object. This is the basis of the technology of 'thermography'. <br />
<br />
Applications<br />
Used to detect certain voids, inclusions, debonds, liquid ingress or contamination, foreign objects and damaged or broken structural assemblies. Infrared thermography also been chosen for quick operational use and the reliability of defection 'liquid contamination' in the composite sandwich in compared to x-ray method. Detection of <br />
thermal overheating in electrical & hydraulic system. <br />
<br />
Specially thermographic inspection on aircraft structures are carried out to detect following defects : <br />
(i) Composite laminate parts - for delamination debonding or foreign objects <br />
(ii) Composite sandwich parts - for debonding and liquid contamination. <br />
(iii) Metallic bonded parts - for debonding of corrosion on. <br />
(iv) Metallic sandwich parts - for liquid contamination, debonding of corrosion.<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgU_fNZpn4Twm1ieuYwajH5FHNV8JOPHFok_FntPTIG3zzoAi-17rU4CEpPLadRimklS-BPlwKBnt8FyWVfMQfd1p288HJa3VXXBLjr5gTxhvryyHCBTB8TCfrRhya-uuNtrPRJttsqsoU/s1600/c130.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgU_fNZpn4Twm1ieuYwajH5FHNV8JOPHFok_FntPTIG3zzoAi-17rU4CEpPLadRimklS-BPlwKBnt8FyWVfMQfd1p288HJa3VXXBLjr5gTxhvryyHCBTB8TCfrRhya-uuNtrPRJttsqsoU/s320/c130.jpg" /></a></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-72560852501804751842010-05-02T23:04:00.000-07:002010-05-02T23:04:51.496-07:00B727 & B737 Window Heat Controller<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1.HGR%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><o:smarttagtype name="stockticker" namespaceuri="urn:schemas-microsoft-com:office:smarttags"></o:smarttagtype><style>
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<h2 style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 10pt;"><o:p></o:p></span></h2><h2 style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">A) </span><span style="font-family: Arial; font-size: 10pt;">Reason for the study<o:p></o:p></span></h2><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-align: justify; text-indent: -18.15pt;"><span style="font-family: Arial;">1)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">B727/737 Window heat controller unit (WHCU) p/n 231-2 (alt p/n 65-52803-8, 83000-05602, 10-61833-2) was among the top 5 unscheduled component removal for 4 consequences months from Nov 2007 till Feb 2008. These studies analyze common reasons of such failures from year 2005 till Nov 2007 to enhance its reliability. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-align: justify; text-indent: -18.15pt;"><span style="font-family: Arial;">2)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">There are various P/Ns (various OEMs) of Window Heat Controller Unit (WHCU) installed on B727/B737. All P/Ns are fully interchangeable.<o:p></o:p></span></div><table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: medium none; margin-left: 40.4pt;"><tbody>
<tr> <td style="border: 1pt dotted windowtext; padding: 0in 5.4pt; width: 155pt;" valign="top" width="207"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><i><span style="font-family: Arial; font-size: 9pt;">P/N<o:p></o:p></span></i></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 102.95pt;" valign="top" width="137"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><i><span style="font-family: Arial; font-size: 9pt;">Boeing P/N<o:p></o:p></span></i></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 102.95pt;" valign="top" width="137"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><i><span style="font-family: Arial; font-size: 9pt;">OEM<o:p></o:p></span></i></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 155pt;" valign="top" width="207"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial;">231-2<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 102.95pt;" valign="top" width="137"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Nil<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 102.95pt;" valign="top" width="137"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Astronic<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 155pt;" valign="top" width="207"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial;">83000-05601 / -05602<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 102.95pt;" valign="top" width="137"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial;">10-61833-2</span><span style="font-family: Arial; font-size: 9pt;"><o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 102.95pt;" valign="top" width="137"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Koito<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 155pt;" valign="top" width="207"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial;">65-52803-8<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 102.95pt;" valign="top" width="137"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Nil<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 102.95pt;" valign="top" width="137"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><st1:stockticker w:st="on"><span style="font-family: Arial; font-size: 9pt;">BAE</span></st1:stockticker><span style="font-family: Arial; font-size: 9pt;"> Systems <o:p></o:p></span></div></td> </tr>
</tbody></table><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-align: justify; text-indent: -18.15pt;"><span style="font-family: Arial;">3)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">There were 4 units of WHCU installed on 727 (and B737) airplane which for pilot and co-pilot No. 1 and No. 2 windows. The WHCU located at E5-1 electrical rack. It consists of temp controller which a solid state device that performs overheat control and temp control, overheat relay which direct 115V AC power from window heat CB to temp controller when energized and transformer which provide high voltage for heating window.</span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-align: justify; text-indent: -18.15pt;"><span style="font-family: Arial;"> <o:p></o:p></span></div><h4 style="margin: 3pt 0in; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;"> </span></h4><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWrS4r3R6WDJRZ-nQ_kHOLfSsB_xaAA7_Lc5zKpJYZ5hXEEdoskrBej8-3hrzKStk7f_bpx718vEiL5Me6FgDuW-93Xj06LqLs7CyXWU1WPSKWYRgXkc7pN-e7sp9olnf563epZMLl-7M/s1600/nsdhl72.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWrS4r3R6WDJRZ-nQ_kHOLfSsB_xaAA7_Lc5zKpJYZ5hXEEdoskrBej8-3hrzKStk7f_bpx718vEiL5Me6FgDuW-93Xj06LqLs7CyXWU1WPSKWYRgXkc7pN-e7sp9olnf563epZMLl-7M/s320/nsdhl72.jpg" /></a></div><h4 style="margin: 3pt 0in; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;"> </span></h4><h4 style="margin: 3pt 0in; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">B) </span><span style="font-family: Arial; font-size: 10pt;">Data</span><span style="font-family: Arial; font-size: 10pt; font-style: normal;"><o:p></o:p></span></h4><h4 style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">1)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 10pt; font-style: normal;">Repair and Findings Data from 1<sup>st</sup> Jan 2005 till 31<sup>st</sup> May 2008 were reviewed and has been classified into various types of common defect and shop findings; s/n and aircraft with repeated removals. Total 43 units were removed unscheduled with 30 DC and 13 DNC. None were scrapped or overhauled.<o:p></o:p></span></h4><table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: medium none; margin-left: 40.4pt;"><tbody>
<tr> <td style="border: 1pt dotted windowtext; padding: 0in 5.4pt; width: 113.4pt;" valign="top" width="151"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Defect Confirm<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 113.4pt;" valign="top" width="151"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Defect Not Confirm<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 113.4pt;" valign="top" width="151"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">30 (69.8 %)<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 113.4pt;" valign="top" width="151"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">13 (30.2%)<o:p></o:p></span></div></td> </tr>
</tbody></table><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">2)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Unscheduled removals unit in 2005, 2006, 2007 and 2008 (till May) are shown below: <o:p></o:p></span></div><table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: medium none; margin-left: 40.4pt;"><tbody>
<tr> <td style="border: 1pt dotted windowtext; padding: 0in 5.4pt; width: 77.45pt;" valign="top" width="103"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Year<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 82.65pt;" valign="top" width="110"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2005<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 82.65pt;" valign="top" width="110"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2006<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 83.9pt;" valign="top" width="112"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2007<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 80.75pt;" valign="top" width="108"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2008 (till May)<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 77.45pt;" valign="top" width="103"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Removal Units<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 82.65pt;" valign="top" width="110"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">12 <o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 82.65pt;" valign="top" width="110"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">10<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 83.9pt;" valign="top" width="112"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">19<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 80.75pt;" valign="top" width="108"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></div></td> </tr>
</tbody></table><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">3)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">MTBUR for B737 is 2935 hrs and for B727 is 4112 hrs. The average MTBUR is 3838 hrs. Design MTBUR for WHCU p/n 83000-05602 is 14046 hrs while MTBF is 29200 hrs.<o:p></o:p></span></div><h4 style="margin: 3pt 0in; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">C) </span><span style="font-family: Arial; font-size: 10pt;">Current Maintenance Program<o:p></o:p></span></h4><table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: medium none; margin-left: 20.4pt;"><tbody>
<tr> <td style="border: 1pt dotted windowtext; padding: 0in 5.4pt; width: 85pt;" valign="top" width="113"><h4 align="center" style="margin: 3pt 0in; text-align: center; text-indent: 0in;"><span style="font-family: Arial; font-size: 9pt;">B737<o:p></o:p></span></h4></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 110.6pt;" width="147"><h4 align="center" style="margin: 3pt 0in; text-align: center; text-indent: 0in;"><span style="font-family: Arial; font-size: 9pt;">B727<o:p></o:p></span></h4></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 249.5pt;" valign="top" width="333"><h4 align="center" style="margin: 3pt 0in; text-align: center; text-indent: 0in;"><span style="font-family: Arial; font-size: 9pt;">Description<o:p></o:p></span></h4></td> </tr>
<tr style="height: 45.35pt;"> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; height: 45.35pt; padding: 0in 5.4pt; width: 85pt;" width="113"><div class="MsoNormal"><span style="font-family: Arial; font-size: 9pt;">Every ‘C’ chk (Card: C-102A-2)<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; height: 45.35pt; padding: 0in 5.4pt; width: 110.6pt;" width="147"><h4 style="margin: 3pt 0in; text-indent: 0in;"><span style="font-family: Arial; font-size: 9pt; font-style: normal;">Every ‘C’ chk (Card: 72C1-E-2-4-016)<o:p></o:p></span></h4></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; height: 45.35pt; padding: 0in 5.4pt; width: 249.5pt;" width="333"><div class="MsoNormal"><span style="font-family: Arial; font-size: 9pt;">Inspect cabin control window anti-icing syst for components such as window heat power relay, anti-ice control panel, heat conductive coating, thermal switches and heat sensors for security, wiring condition and evidence of overheat.<o:p></o:p></span></div></td> </tr>
<tr style="height: 36.85pt;"> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; height: 36.85pt; padding: 0in 5.4pt; width: 85pt;" width="113"><h4 style="margin: 3pt 0in; text-indent: 0in;"><span style="font-family: Arial; font-size: 9pt; font-style: normal;">Every ‘C’ chk (Card: C-103A-1)<o:p></o:p></span></h4></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; height: 36.85pt; padding: 0in 5.4pt; width: 110.6pt;" width="147"><h4 style="margin: 3pt 0in; text-indent: 0in;"><span style="font-family: Arial; font-size: 9pt; font-style: normal;"><o:p> </o:p></span></h4></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; height: 36.85pt; padding: 0in 5.4pt; width: 249.5pt;" width="333"><div class="MsoNormal"><span style="font-family: Arial; font-size: 9pt;">Inspect window heat control unit (4 places) installed on the E3 rack for security of installation, condition of wiring, cleanliness and evidence of overheat / moisture. <o:p></o:p></span></div></td> </tr>
</tbody></table><h4 style="margin: 3pt 0in; text-indent: 0in;"><b><span style="font-family: Arial; font-size: 2pt; font-style: normal;"><o:p> </o:p></span></b></h4><div class="MsoNormal"><br />
</div><h4 style="margin: 3pt 0in; text-align: justify; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">D) </span><span style="font-family: Arial; font-size: 10pt;">OEM comments. <o:p></o:p></span></h4><div class="MsoNormal" style="margin: 3pt 0in 3pt 15pt; text-align: justify;"><span style="font-family: Arial;">Email from Boeing and OEM are described below:<o:p></o:p></span></div><h4 style="margin: 3pt 0in 3pt 0.25in; text-align: justify; text-indent: -3pt;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">1)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 10pt; font-style: normal;">Boeing via email dated April, 30 and May, 9 provided comments per below:<o:p></o:p></span></h4><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Boeing has not received any reports from other operator similar to WHCU defects.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">b)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Boeing provides current MTBF reported from Koito is 29200 hrs.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Boeing has limited knowledge of the Astronics p/n 231-5 due to this is an STC mod and therefore the p/n is not reflected in Boeing IPC. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">d)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">There is no BAE p/n that equivalent to Boeing improved p/n 10-61833-6.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">e)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Boeing recommends to upgrades WHCU to the newest Koito p/n 83000-05604 (Boeing p/n 10-61833-6). Boeing drawing provides data allowing this p/n to be installed to B727 airplane. The IPC rev July 2008 will reflect the p/n 83000-05604 usage on 727-200 airplanes. <o:p></o:p></span></div><h4 style="margin: 3pt 0in 3pt 35pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">2) Comments from Astronics Advanced Eletronics Systems (previously known as General Dynamics or Olin or Pacific Electro Dynamics)<b><o:p></o:p></b></span></h4><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">OEM does not track the MTBUR and MTBF of Window heat controller unit p/n 231-2.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">b)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">231-5 is the latest WHCU p/n produce by Astronics. It is fully interchangeable with p/n 231-2 with an addition of BITE circuits.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Suspect the latest mods (Mod L or M depending on the age of the unit) have not been incorporated for serial number that have failures of parts in the output transistor section (Q26, 27, 28)<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">d)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Astronics has produced 16 SBs related to WHCU p/n 231-2. Refer attachment 7B for modification history from p/n 231-1 to 231-2 mod ‘M’.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">e)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Astronics only do repair and re-certify origin WHCU p/n 231-x from astronics or all predecessor company names for astronics. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">f)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Astronics provide recommendation per below:<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 70pt; text-align: justify; text-indent: -15pt;"><span style="font-family: Arial;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Due to cooling air system accumulates dust and dirt which creates thermal stress on the unit, operator is recommended to review the maintenance chk task to inspect the cooling system and cleaning the dust and dirt in E&E compartment to keep dust from clogging the units.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 70pt; text-align: justify; text-indent: -15pt;"><span style="font-family: Arial;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Operator to record mod level for each WHCU installed on the fleet. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 70pt; text-align: justify; text-indent: -15pt;"><span style="font-family: Arial;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Any units had RV1-4 or F1 changed should have Q1 changed as well or there is risk of recurrence of the problem. <o:p></o:p></span></div><h4 style="margin: 3pt 0in 3pt 15pt; text-align: justify; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">3) Comments from Koito Mfg<o:p></o:p></span></h4><h4 style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 10pt; font-style: normal;">Design MTBUR for WHCU p/n 83000-05602 is 14046 hrs.<o:p></o:p></span></h4><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">b)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Since most of the operators has already incorporated new WHCU p/n: 83000-05604, there is no news about p/n 83000-05602 recent few years.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">P/n 83000-05604 has a BITE function while -05602 has not. The other differences are the weight of unit. -05604 weight is 4.3 kg while -05602 is 3.7 kg.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">d)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Koito recommended below:<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 70pt; text-align: justify; text-indent: -15pt;"><span style="font-family: Arial;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">To upgrade p/n 83000-05602 to -05604 (Boeing pn 10-61833-6). Info: p/n 83000-05604 is interchangeable with -05602. P/n 83000-05602 is no longer produce by Koito.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 70pt; text-align: justify; text-indent: -15pt;"><span style="font-family: Arial;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Send repair or overhaul’s WHCU to Koito repair station or Aviation Technical Services, Inc (formerly Goodrich <st1:stockticker w:st="on">ATS</st1:stockticker>). <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 70pt; text-align: justify; text-indent: -15pt;"><span style="font-family: Arial;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">All new purchase of Koito WHCU must be obtained from AAxico.<o:p></o:p></span></div><h4 style="margin: 3pt 0in 3pt 15pt; text-align: justify; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">4) Comments from Aero Technology <o:p></o:p></span></h4><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">a)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">No expected MTBUR and no recommended improved part number from repairer.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">b)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Other operators do not have low time failure (LTF) for window heat controller p/n 231-2.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">c)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Two units (S/n 478 & 6205) LTF was warranty denied. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 75pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">1)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">S/n 478 was repaired at 1<sup>st</sup> time visit. Nil faults found for 2<sup>nd</sup> shop visit. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 75pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">2)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">S/n 6205 found internal damaged due to excessive heat on Oct 07. 1 month later the unit was sent for repair and found different circuit board had failed. It appears that the second failure was also caused by an excessive heat.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 55pt; text-align: justify; text-indent: -20pt;"><span style="font-family: Arial;">d)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Unable to offer exchange with upgraded p/n due to no stock available.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 17.85pt;"><br />
</div><h4 style="margin: 3pt 0in 3pt 5pt; text-align: justify; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">E) </span><span style="font-family: Arial; font-size: 10pt;">Findings and Discussion.<o:p></o:p></span></h4><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-align: justify; text-indent: -0.25in;"><span style="font-family: Arial;">1)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">16 out of 43 WHCU unscheduled removals were caused by overheat. From the study, overheat will affect the window and cause the window to crack. 5 unscheduled removals due to CBs tripped can also cause window to overheat. </span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></div><table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: medium none; margin-left: 31.95pt;"><tbody>
<tr> <td style="border: 1pt dotted windowtext; padding: 0in 5.4pt; width: 124.75pt;" valign="top" width="166"><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 9pt;">Reason for Removals<o:p></o:p></span></b></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" valign="top" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">%age<o:p></o:p></span></b></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" valign="top" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">Total<o:p></o:p></span></b></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" valign="top" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">DC<o:p></o:p></span></b></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" valign="top" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">DNC<o:p></o:p></span></b></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 124.75pt;" width="166"><div class="MsoNormal" style="margin: 2pt 0in;"><span style="font-family: Arial; font-size: 9pt;">Overheat / fail overheat test<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">37.2<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">16<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">13<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">3<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 124.75pt;" width="166"><div class="MsoNormal" style="margin: 2pt 0in;"><span style="font-family: Arial; font-size: 9pt;">Nil heating / inop<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">25.6<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">11<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">9<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 124.75pt;" width="166"><div class="MsoNormal" style="margin: 2pt 0in;"><span style="font-family: Arial; font-size: 9pt;">Nil control / nil indication / not regulating / not function<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">11.6<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">5<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">3<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 124.75pt;" width="166"><div class="MsoNormal" style="margin: 2pt 0in;"><span style="font-family: Arial; font-size: 9pt;">CB tripped<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">11.6<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">5<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">3<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 124.75pt;" width="166"><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 9pt;">Window cracked / arching<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">9.3<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">4<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">1<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">3<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 124.75pt;" width="166"><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 9pt;">Green light intermittent<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">4.7<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">0<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext -moz-use-text-color -moz-use-text-color; border-style: none dotted none none; border-width: medium 1pt medium medium; padding: 0in 5.4pt; width: 124.75pt;" valign="top" width="166"><div class="MsoNormal" style="margin: 3pt 0in;"><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Total<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">43<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">30<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 51.05pt;" width="68"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">13<o:p></o:p></span></div></td> </tr>
</tbody></table><div class="MsoNormal" style="line-height: 50%; margin: 3pt 0in 3pt 15.1pt;"><span style="font-family: Arial; font-size: 8pt; line-height: 50%;"> </span><span style="font-family: Arial; font-size: 9pt; line-height: 50%;"> </span><span style="font-family: Arial; font-size: 8pt; line-height: 50%;"> </span><span style="font-family: Arial; font-size: 1pt; line-height: 50%;"><o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">2)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">29 (67.4%) units were sent to Aero Tech for repair, 6 (14%) to Aero Instrument, Avborne 3, High Tech Avionic 1 and Aero Control Avionic and ST Aero 2 each. Most of units were sent to Aero Tech due to low flat rate compare to other vendor.</span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></div><table align="right" border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: medium none; margin-left: 6.75pt; margin-right: 6.75pt;"><tbody>
<tr> <td style="border: 1pt dotted windowtext; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div class="MsoNormal"><br />
</div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 60pt;" width="80"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Aero Tech<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" width="87"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Aero Instrument<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" width="87"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Aero Control Avionic<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" width="67"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Avborne<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 55pt;" width="73"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 9pt;">ST Aero<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" width="60"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 9pt;">High Tech Avionics<o:p></o:p></span></div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: dotted dotted dotted none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" width="60"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 9pt;">Total<o:p></o:p></span></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 9pt;">2005<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 60pt;" valign="top" width="80"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">4<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">1<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">3<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 55pt;" valign="top" width="73"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></b></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">12<o:p></o:p></span></b></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 9pt;">2006<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 60pt;" valign="top" width="80"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">9<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">1<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 55pt;" valign="top" width="73"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></b></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">10<o:p></o:p></span></b></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 9pt;">2007<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 60pt;" valign="top" width="80"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">15<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">4<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 55pt;" valign="top" width="73"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></b></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">19<o:p></o:p></span></b></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 9pt;">2008<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 60pt;" valign="top" width="80"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">1<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 55pt;" valign="top" width="73"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">-<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">1<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">2<o:p></o:p></span></b></div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none dotted dotted; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 9pt;">Total<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 60pt;" valign="top" width="80"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">29 (67.4%)<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">6 (14%)<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 65pt;" valign="top" width="87"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2 (4.65%)<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">3 (7%)<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 55pt;" valign="top" width="73"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">2 (4.65%)<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><span style="font-family: Arial; font-size: 9pt;">1 (2.3%)<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none dotted dotted none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 45pt;" valign="top" width="60"><div align="center" class="MsoNormal" style="margin: 3pt 0in; text-align: center;"><b><span style="font-family: Arial; font-size: 9pt;">43<o:p></o:p></span></b></div></td> </tr>
</tbody></table><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">3)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Currently there were 57 units installed on the fleet which 47.4% was manufactured by Astronics, 33.3% by <st1:stockticker w:st="on">BAE</st1:stockticker> system and 17.5% by Koito. </span><i><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></i></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">4)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">The S/Ns show the repeated removals are 478 (4 removals), M01372 (3 removals), 662, 1607, 1634, 3718, 5126, 6205, 7142 and 7145 (2 removals each s/n).<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">5)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Most of the WHCU (47.4%) belongs to Astronic. However, Boeing has limited knowledge of the unit and cannot determine the replacement of part 231-2 with 231-5. </span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">6)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">All of Astronics p/n 231-2 was not upgraded to latest mod L or M.</span><span style="font-family: Arial; font-size: 12pt;"><o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">7)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Koito unit is the most recommended p/n due to 50% of the unit is in good condition and only one was removed unscheduled for the last 1 year. Furthermore, Boeing only recognizes Koito p/n compared to Astronics or <st1:stockticker w:st="on">BAE</st1:stockticker> p/n.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-align: justify; text-indent: -17.85pt;"><span style="font-family: Arial;">8)<span style="font: 7pt "Times New Roman";"> </span></span><st1:stockticker w:st="on"><span style="font-family: Arial;">BAE</span></st1:stockticker><span style="font-family: Arial;"> p/n 65-52803-8 had shown only 5 units removed unscheduled last year (2007). Compared to Astronics and Koito, <st1:stockticker w:st="on">BAE</st1:stockticker> WHCU reported fewer problems. However, the OEM (<st1:stockticker w:st="on">BAE</st1:stockticker>) is NOT contactable. <o:p></o:p></span></div><h4 style="margin: 3pt 0in 3pt 9.9pt; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">F) </span><span style="font-family: Arial; font-size: 10pt;">Recommendations<o:p></o:p></span></h4><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-indent: -17.85pt;"><span style="font-family: Arial;">1)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">To advice repairer; unit found with varistor (RV1-4) or fuse (F1) defect/damaged, transistor Q1 must be replaced to prevent from tripping and overheat shutdown <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-indent: -17.85pt;"><span style="font-family: Arial;">2)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">To evaluate upgrading Koito WHCU p/n 83000-05602 to the newest p/n 83000-05604 (Boeing p/n 10-61833-6) <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-indent: -17.85pt;"><span style="font-family: Arial;">3)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">S/n 7097, to incorporate mod K at next shop visit<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-indent: -17.85pt;"><span style="font-family: Arial;">4)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">S/ns 662, 2749, 3486 and 7142 to incorporate latest mod L or M at next shop visit. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-indent: -17.85pt;"><span style="font-family: Arial;">5)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Close monitoring for WHCU s/n: 478, 6205 and M01372 that have low time failure (LTF) last year. Scrapped or exchange for those s/n that have more than 3 LTF within 2 years (until June 2009).<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 35.7pt; text-indent: -17.85pt;"><span style="font-family: Arial;">6)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Should spares need to order extra WHCU, always purchase latest version pn: 83000-05604 alt pn: 10-61833-6 from Aaxico (Koito prefer seller).<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><span style="font-family: Arial;">7)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Inform the maint crew to follow the troubleshooting chart in AMM 30-41-02 figure 101 before make a decision to replace the WHCU due to failure. Ensure that the window temperatures are below 75°F and No. 2 windows are closed and latched before using the troubleshooting chart.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><span style="font-family: Arial;">8)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Review maintenance task (‘C’ chk and ‘B’ chk) to inspect the cooling system and cleaning the E&E from dust and dirt. <o:p></o:p></span></div><h4 style="margin: 3pt 0in 3pt 10pt; text-indent: 0in;"><span style="font-family: Arial; font-size: 10pt; font-style: normal;">G) </span><span style="font-family: Arial; font-size: 10pt;">Conclusions<o:p></o:p></span></h4><div class="MsoNormal" style="margin: 3pt 0in 3pt 35pt; text-align: justify; text-indent: -15pt;"><span style="font-family: Arial;">1)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Operator Window Heat Controller Unit (WHCU) MTBUR is 3838 hrs which is lower than the design MTBUR (14046 hrs). <o:p></o:p></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 0.25in;"><span style="font-family: Arial;">2)<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Aging is the main reason of the unscheduled removals. <o:p></o:p></span><i><span style="font-family: Arial; font-size: 9pt;"><o:p> </o:p></span></i></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 0.25in;"><br />
</div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><i><span style="font-family: Arial; font-size: 9pt;">References:<o:p></o:p></span></i></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;">Email from Aero Tech dated 22, 29 April, 28 May 2008<o:p></o:p></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;">Email from Astronics dated 6 and 7 May 2008<o:p></o:p></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;">Email from Boeing dated 30 April, 9 and 31 May 2008<o:p></o:p></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;">Email from Koito dated 23 May 2008, 14 and 17 June 2008<o:p></o:p></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;">Email from Aviation Technical Services dated 24 May 2008<o:p></o:p></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;">Email from Aaxico dated 26 May 2008<o:p></o:p></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;">ISAR No. 93-10 dated 30 September 1993<o:p></o:p></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;">ISAR No. 90-11 dated 12 December 1990</span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhIuBOFpzysd_upM0NkGXcJ-ofTc3GnbR0Byb_lhG8eqtDM9lwwjoBafAH4lUIvycOEE25eFbSvND0pFtIBKgxWG_UjeMgCGqMmvgkfRwWkqIR1OivGNUE7arXfHEv0zVkN5WpKB6L6pF4/s1600/All+female+B727+flight+crew.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhIuBOFpzysd_upM0NkGXcJ-ofTc3GnbR0Byb_lhG8eqtDM9lwwjoBafAH4lUIvycOEE25eFbSvND0pFtIBKgxWG_UjeMgCGqMmvgkfRwWkqIR1OivGNUE7arXfHEv0zVkN5WpKB6L6pF4/s320/All+female+B727+flight+crew.JPG" /></a></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><br />
</div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;"></span></div><div class="MsoBodyText" style="margin: 2pt 0in 2pt 10pt;"><span style="font-family: Arial; font-size: 9pt;"><o:p></o:p></span></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-54833940466931016522010-04-16T02:25:00.000-07:002010-04-16T02:25:42.241-07:00B727 and B737 Tire Slippage on Wheels<b>Description</b> <br />
Two 737 operators and one 727 operator reported observing that their main gear tires were slipping or moving on the wheels. After initially suspecting that slippage was occurring, one of the operators began painting witness marks on wheels and tires during wheel and tire assembly. After the airplanes were in service for a number of landings, the witness marks were misaligned, indicating that the tires "slipped" or rotated on the wheels. In severe cases, slippage of up to 20 inches on the wheel periphery (about 100 degrees) was observed. In two of these cases, it was determined that the tires exhibiting the slippage were NOT approved by Boeing.<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgnbFwpkMZ8Pykq43RO7ezsCgxmLity12rOpvY7nl7KyXaB7A7Oof_MooNnJgCcNcHcf3TlNTcvKbw4WIMoYhNj2sjVt1dMYvEBjfynKlvPZ3cy8c7CBDF8S-JlrogtfhLa3HNK-CNZzE4/s1600/1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgnbFwpkMZ8Pykq43RO7ezsCgxmLity12rOpvY7nl7KyXaB7A7Oof_MooNnJgCcNcHcf3TlNTcvKbw4WIMoYhNj2sjVt1dMYvEBjfynKlvPZ3cy8c7CBDF8S-JlrogtfhLa3HNK-CNZzE4/s320/1.jpg" /></a></div><br />
<br />
<b>Background</b> <br />
Boeing has determined that a SMALL amount of slippage is acceptable and is occasionally observed on in-service aircraft. A large amount of slippage (such as that reported above) is unacceptable and clearly indicates a problem. A large amount of slippage is likely to damage the wheels and tires, and might adversely affect stopping capability of the airplane.<br />
<br />
In previous revisions to this article, Boeing recommended that slippage less than 20 degrees on the wheel periphery be considered acceptable. Twenty degrees on the periphery of a 727 main gear wheel is about 4 inches (100 mm). After this recommendation was made by Boeing, the referenced ARP was released (August 2002) which also recommends a 20 degree in-service slippage limit.<br />
This FTD article provides recommended in-service limits for tire-to-wheel slippage.<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKWVQzPnK9SBy2251ZfW8UDKq69-28V4R0yeZTSY2D4H4W5KzV2kyM1RJLw7LXq7_pRi-Od3D9tWN18XIAEsycUak7RK3W8bz7Y9iKjconpKvfwRxBViSM7D8r9StG9c0JwqTmoYjxXRY/s1600/2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKWVQzPnK9SBy2251ZfW8UDKq69-28V4R0yeZTSY2D4H4W5KzV2kyM1RJLw7LXq7_pRi-Od3D9tWN18XIAEsycUak7RK3W8bz7Y9iKjconpKvfwRxBViSM7D8r9StG9c0JwqTmoYjxXRY/s320/2.jpg" /></a></div><br />
<br />
<b>Operator Action</b> <br />
If a tire is observed to have slipped more than about 20 degrees, we recommend that the wheel/tire assembly be removed from service and that the tire supplier be informed.<br />
<br />
Also, we are aware that some operators use tire bead seat lubricants to facilitate wheel and tire assembly. It is reasonable to presume that bead seat lubricants may exacerbate tire-to-wheel slippage. As such, operators may wish to review their use of lubricants if they are experiencing excessive slippage.<br />
<br />
<br />
References:<br />
SIL Aerospace Recommended Practice (ARP) 5507, dated 01-AUG-2002 <br />
727-FTD-32-00001<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRPdDqtBlh900oyVOOkrfkhgCGKklNhqylc_Dx2XX0qwcogTAH8xnz1uGoY1Z2orXy-bnKp4pUQfNBCL2DPriskIkHP39PqFv1hmz3V0NJubWiTBlwTAOmjKpbxegzfJpd5A8J5OQ8pu4/s1600/3.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRPdDqtBlh900oyVOOkrfkhgCGKklNhqylc_Dx2XX0qwcogTAH8xnz1uGoY1Z2orXy-bnKp4pUQfNBCL2DPriskIkHP39PqFv1hmz3V0NJubWiTBlwTAOmjKpbxegzfJpd5A8J5OQ8pu4/s320/3.jpg" /></a></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-9549881770299423592010-04-14T02:17:00.001-07:002010-04-14T02:22:11.957-07:00Inertial Reference Unit (IRU) P/N: HG1150BD02 - Unscheduled Removal Report<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1.HGR%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><o:smarttagtype name="State" namespaceuri="urn:schemas-microsoft-com:office:smarttags"></o:smarttagtype><o:smarttagtype downloadurl="http://www.5iantlavalamp.com/" name="place" namespaceuri="urn:schemas-microsoft-com:office:smarttags"></o:smarttagtype><style>
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<div class="MsoNormal" style="margin: 3pt 0in;"></div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 11pt;">Reason for Report<o:p></o:p></span></b></div><div class="MsoBodyTextIndent" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua";">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial;">Our fleet of 4 MD11 showed IRU P/N: HG1150BD02 poor reliability. We had experienced 12 IRUs unscheduled removals from May 05 till Dec 06.<i><o:p></o:p></i></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">This study reviews shop data and gather information from OEM/Boeing to see how IRU reliability may be improved.<o:p></o:p></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_lONc_UO3sLM1t7W0FNDgYraoDT49niQ-Zg4UhJbDdEEAGQN5rdItcY-R6gj2J9NBP3yjtnWPtb5-ZbBUn7A7yaZrOBXaHpooOdiMLl5F2ebtjQ7eLIF92K1c7agIVAf3EDiglMSEDFQ/s1600/md-11.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_lONc_UO3sLM1t7W0FNDgYraoDT49niQ-Zg4UhJbDdEEAGQN5rdItcY-R6gj2J9NBP3yjtnWPtb5-ZbBUn7A7yaZrOBXaHpooOdiMLl5F2ebtjQ7eLIF92K1c7agIVAf3EDiglMSEDFQ/s320/md-11.jpg" /></a></div><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 11pt;"><o:p><br />
</o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 11pt;">Data<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">From 2005 to 2006, we had experienced 12 unscheduled removals of IRU (refer Table)<o:p></o:p></span></div><table border="0" cellpadding="0" cellspacing="0" class="MsoNormalTable" style="border-collapse: collapse; margin-left: 23.4pt; width: 528px;"><tbody>
<tr> <td nowrap="nowrap" style="border: 1pt solid windowtext; padding: 0in 5.4pt; width: 93.5pt;" width="125"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">12 Removals<o:p></o:p></span></div></td> <td nowrap="nowrap" style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 116pt;" width="155"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">6DC<o:p></o:p></span></div></td> <td nowrap="nowrap" style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 112pt;" width="149"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">4 DNC<o:p></o:p></span></div></td> <td nowrap="nowrap" style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 74.5pt;" width="99"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">2 under repair<o:p></o:p></span></div></td> </tr>
<tr style="height: 13.2pt;"> <td colspan="2" style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; height: 13.2pt; padding: 0in 5.4pt; width: 209.5pt;" width="279"><div align="center" class="MsoNormal" style="text-align: center;"><i><span style="font-family: Arial; font-size: 11pt;">Common Defect<o:p></o:p></span></i></div></td> <td colspan="2" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 186.5pt;" width="249"><div align="center" class="MsoNormal" style="text-align: center;"><i><span style="font-family: Arial; font-size: 11pt;">s/n's with repeated removals<o:p></o:p></span></i></div></td> </tr>
<tr style="height: 15.75pt;"> <td colspan="2" rowspan="2" style="border-color: -moz-use-text-color black black windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; height: 15.75pt; padding: 0in 5.4pt; width: 209.5pt;" width="279"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">IRU failed (8 cases, 5 DC, 2 DNC and 1 under repair)<o:p></o:p></span></div></td> <td colspan="2" style="background: none repeat scroll 0% 0% white; border-color: -moz-use-text-color black -moz-use-text-color -moz-use-text-color; border-style: none solid none none; border-width: medium 1pt medium medium; height: 15.75pt; padding: 0in 5.4pt; width: 186.5pt;" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">513 (2 DNC)<o:p></o:p></span></div></td> </tr>
<tr style="height: 13.2pt;"> <td colspan="2" style="background: none repeat scroll 0% 0% white; border-color: -moz-use-text-color black windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 186.5pt;" width="249"><div class="MsoNormal"><br />
</div></td> </tr>
</tbody></table><div class="MsoNormal"><br />
</div><table border="0" cellpadding="0" cellspacing="0" class="MsoNormalTable" style="border-collapse: collapse; margin-left: 23.4pt; width: 528px;"><tbody>
<tr style="height: 13.2pt;"> <td colspan="2" style="border-color: windowtext black -moz-use-text-color windowtext; border-style: solid solid none; border-width: 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 209.5pt;" width="279"><div align="center" class="MsoNormal" style="text-align: center;"><i><span style="font-family: Arial; font-size: 11pt;">Shop Findings<o:p></o:p></span></i></div></td> <td nowrap="nowrap" style="border-color: windowtext windowtext -moz-use-text-color -moz-use-text-color; border-style: solid solid none none; border-width: 1pt 1pt medium medium; height: 13.2pt; padding: 0in 5.4pt; width: 87.5pt;" valign="bottom" width="117"><div align="center" class="MsoNormal" style="text-align: center;"><i><span style="font-family: Arial; font-size: 11pt;">Quantity<o:p></o:p></span></i></div></td> <td nowrap="nowrap" style="border-color: windowtext windowtext -moz-use-text-color -moz-use-text-color; border-style: solid solid none none; border-width: 1pt 1pt medium medium; height: 13.2pt; padding: 0in 5.4pt; width: 99pt;" valign="bottom" width="132"><div align="center" class="MsoNormal" style="text-align: center;"><i><span style="font-family: Arial; font-size: 11pt;">Probability, %<o:p></o:p></span></i></div></td> </tr>
<tr style="height: 13.2pt;"> <td style="border-color: -moz-use-text-color -moz-use-text-color -moz-use-text-color windowtext; border-style: none none none solid; border-width: medium medium medium 1pt; height: 13.2pt; padding: 0in 5.4pt; width: 93.5pt;" width="125"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">DC<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext -moz-use-text-color -moz-use-text-color; border-style: none solid none none; border-width: medium 1pt medium medium; height: 13.2pt; padding: 0in 5.4pt; width: 116pt;" width="155"><div class="MsoNormal"><br />
</div></td> <td nowrap="nowrap" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 87.5pt;" valign="bottom" width="117"><div align="center" class="MsoNormal" style="text-align: center;"><i><span style="font-family: Arial; font-size: 11pt;">6<o:p></o:p></span></i></div></td> <td nowrap="nowrap" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 99pt;" valign="bottom" width="132"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">60<o:p></o:p></span></div></td> </tr>
<tr style="height: 13.2pt;"> <td nowrap="nowrap" style="border-color: -moz-use-text-color -moz-use-text-color -moz-use-text-color windowtext; border-style: none none none solid; border-width: medium medium medium 1pt; height: 13.2pt; padding: 0in 5.4pt; width: 93.5pt;" valign="bottom" width="125"><div class="MsoNormal"><br />
</div></td> <td style="border: 1pt solid windowtext; height: 13.2pt; padding: 0in 5.4pt; width: 116pt;" width="155"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Ring Laser Gryos failed<o:p></o:p></span></div></td> <td nowrap="nowrap" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 87.5pt;" valign="bottom" width="117"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">4<o:p></o:p></span></div></td> <td nowrap="nowrap" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 99pt;" valign="bottom" width="132"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">58<o:p></o:p></span></div></td> </tr>
<tr style="height: 13.2pt;"> <td nowrap="nowrap" style="border-color: -moz-use-text-color -moz-use-text-color windowtext windowtext; border-style: none none solid solid; border-width: medium medium 1pt 1pt; height: 13.2pt; padding: 0in 5.4pt; width: 93.5pt;" valign="bottom" width="125"><div class="MsoNormal"><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; height: 13.2pt; padding: 0in 5.4pt; width: 116pt;" width="155"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Accelerometer failed<o:p></o:p></span></div></td> <td nowrap="nowrap" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 87.5pt;" valign="bottom" width="117"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">3<o:p></o:p></span></div></td> <td nowrap="nowrap" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 99pt;" valign="bottom" width="132"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">42<o:p></o:p></span></div></td> </tr>
<tr style="height: 13.2pt;"> <td style="border-color: -moz-use-text-color -moz-use-text-color windowtext windowtext; border-style: none none solid solid; border-width: medium medium 1pt 1pt; height: 13.2pt; padding: 0in 5.4pt; width: 93.5pt;" width="125"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">DNC<o:p></o:p></span></div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 116pt;" width="155"><div class="MsoNormal"><br />
</div></td> <td nowrap="nowrap" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 87.5pt;" valign="bottom" width="117"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">4<o:p></o:p></span></div></td> <td nowrap="nowrap" style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; height: 13.2pt; padding: 0in 5.4pt; width: 99pt;" valign="bottom" width="132"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">40<o:p></o:p></span></div></td> </tr>
</tbody></table><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;"><o:p> </o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">a)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">22-Oct-05, aux IRU S/N: 415 was rplcd due to IRU failed during flt.<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">b)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">12-Dec-05, aux IRU S/N: 465 was rplcd due to IRU didn’t align. <o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">c)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">24-Dec-05, #1 IRU S/N: 426 was rplcd due to IRU failed after t/off.<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">d)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">12-Feb-06, #1 IRU S/N: 513 was rplcd due to</span></b><span style="font-family: Arial; font-size: 11pt;"> <b><span style="font-family: Arial; font-weight: normal;">IRU #1 <st1:state w:st="on"><st1:place w:st="on">ind</st1:place></st1:state> 10kts higher than #2 and #3 IRU.</span></b><b><span style="font-family: Arial;"><o:p></o:p></span></b></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">e)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">11-Jun-06, aux IRU S/N: 492 was rplcd due to IRU failed during cruise.</span></b><b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">f)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">13-Jun-06, aux IRU S/N: 94090712 was rplcd due to intmt and IRU drift after landing.</span></b><b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">g)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">08-Oct-06, aux IRU S/N: 94030672 was rplcd due to IRU failed.</span></b><b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">h)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">16-Oct-06, aux IRU S/N: 251 was rplcd due to IRU failed.</span></b><b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">i)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">23-Nov-06, #1 IRU S/N: 321 was rplcd due to intmt ops.</span></b><b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.5in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">j)<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">23-Nov-06, aux IRU S/N: 513 was rplcd due to intmt ops.</span></b><b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 11pt;">Information from Boeing<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">1.<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">Boeing’s records indicate operators are seeing IRU MTBUR of approx 6500 FH<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">2.<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">IRUs may fail for a variety of reasons; bad laser gyros, accelerometers, electronics, etc. When compared with VG/DG systems, the IRUs are extremely reliable.<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">3.<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">Our repair history showed the primary failures were laser gyros, and accelerometers. Boeing has seen instances where these components reach their useful life limits, and must be replaced. Unfortunately, this may occur in a group since the IRUs were built at the same time. So an operator may have a larger amount of certain component failures in one year, and significantly less for a couple of years afterwards. <o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><b><span style="font-family: "Book Antiqua"; font-size: 11pt; font-weight: normal;">4.<span style="font: 7pt "Times New Roman";"> </span></span></b><b><span style="font-family: Arial; font-size: 11pt; font-weight: normal;">Boeing has not had operator reports of significant reliability issues with the MD-11 IRUs; however, Boeing will continue to monitor in-service reliability for this unit.<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 11pt;">Information from OEM<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Typical mean life of the ring laser gyros (RLG) is 75,000 operating hours (OP). <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">When the RLG is approaching the end of life the failure rate will be higher. Accelerometers and RLG will fail towards the end of life of the sub assemblies. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Currently Honeywell has no new P/Ns of sub-assemblies to improve IRU performance.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">4.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">OP hour:FH is about 1.5:1 and gyro life is based on OP hours (how long light bulb burns). <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">5.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Advised the operator to undertake a gyro refresh program which should improve IRU reliability since the four MD11 are high hours TSN.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">6.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">This advised should apply to the accelerometers if found faulty or the performance is suspect during the workshop visit. A replacement program would assist to improve the reliability.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 11pt;">Information from other MD-11 Operator<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Another operator (Martinair) haves similar IRU failure. About 60% to 70% of removals are caused by the gyros. They had a peak in gyro removals (9 gyro removals between August 2005 and December 2005). Since January 2006 they had only two gyro removals.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Actual MTBUR for IRU is 10900 hrs.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">IRU’s main problem is Gyros. With increasing age the Laser Intensity decreases. If the value drops below a certain level a failure warning appears. If all units are in the same age there may be a peak in the removals of gyros.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">4.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Gyros have a tendency for low reliability after about 10 year of average operation. As it is linked to OP hours and not equipment can be different for different airlines.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">5.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Current worldwide fleet reliability for HG1150BD02 are 8200 MTBF and 5300 MTBUR<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 11pt;">Findings and Discussion<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Majority of IRU defects are contributed by RLG and accelerometers. Total 8 RLG were repld on 4 IRUs and 3 accelerometers were repld on 3 IRUs (1 each). <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">IRU Design MTBUR is 10900hrs but our current MTBUR 4304 hrs is much lower.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Currently there is no improved P/Ns and SB for IRU.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">4.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">As per Honeywell TN M23-3341-033 gyro should be replaced if the LIM voltage drops below 2.2V; or unit has set LIM fault. This is being followed by SRT.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">5.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Operator does not have the replacement record of RLGs within the IRUs.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">6.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Although Honeywell has given the expected RLG useful life, it is not practical to implement it as hard life limit due to mixed ages of the RLGs and the IRUs are in the SRT pool.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">7.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Ignoring the OP hour:FH ratio and using only the TSN data divided by average utilization of 10 FH/day, the age of the RLGs and accelerometers are estimated and shown in Table. Assumption: the IRUs TSN data are reasonable. Estimated RLG useful life ranges between 9.4 – 14.1 years old. Estimated accelerometer useful life ranges between 9.9 – 17 years.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 11pt;">Recommendations<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">1.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Recommend operator to replace ALL the gyros (x-, y- & z-gyro) within one IRU unit IF one of the gyros were found defective and required replacement IF the age of gryos are similar (</span><span style="font-family: Symbol; font-size: 11pt;">±</span><span style="font-family: Arial; font-size: 11pt;">ONE year old vs the defective gryo) although it may pass the LIM Voltage test. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">2.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Recommend operator to carry out more extensive test on the other accelerometers should one of the 3 accelerometers in an IRU require replacement.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">3.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">S/N 513 should undergo additional testing to ensure unit is in good condition.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">4.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Should one accelerometer be found faulty, subject the other accelerometers to additional testing and close visual inspn.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">5.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">Maintain more IRU spares due to the current reliability situation. <o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in 3pt 0.25in; text-indent: -0.25in;"><span style="font-family: "Book Antiqua"; font-size: 11pt;">6.<span style="font: 7pt "Times New Roman";"> </span></span><span style="font-family: Arial; font-size: 11pt;">MTBUR of IRU will be monitored and reported if any further deterioration.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in;"><br />
</div><div class="MsoNormal" style="margin: 3pt 0in;"><b><span style="font-family: Arial; font-size: 11pt;">Conclusions<o:p></o:p></span></b></div><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 11pt;">MD11 fleet IRU reliability is below industry average. Shop report shows ring laser gyros within are reaching their operating life limit. Recommendation is to replace all RLG within one unit if one of the RLG needs replacement per TN M23-3341-033 IF the other RLGs are of similar age.<o:p></o:p></span></div><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 11pt;">With this implemented the MTBUR of IRU would be monitored for trends. </span><br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzqdnx9soe5FmmWS75_40B69HsXnZ6KXForaeaKAQ_b5zH56a6LOmi6y-j_R_tMvY1JwgZ6FpXLCOZ5jk8Iy3U4yof18r1F_BAjO89xx6tPO7ifuk4yaMxV2eK5AjCpkx3Kx-vYXAH5l8/s1600/a.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzqdnx9soe5FmmWS75_40B69HsXnZ6KXForaeaKAQ_b5zH56a6LOmi6y-j_R_tMvY1JwgZ6FpXLCOZ5jk8Iy3U4yof18r1F_BAjO89xx6tPO7ifuk4yaMxV2eK5AjCpkx3Kx-vYXAH5l8/s320/a.jpg" /></a></div></div><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 11pt;"></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjXC7mNVbqKyvD61Pv6cQXRrxyoxaCWkTpVBvCzRFHEe44TOampypGdJOsE8I3AXSZPl4t_sbsp195xC0LV9F1PYQl0H3ioM97PFSIrguX2N-OyQmlMe3NUEgq5eHLQ74u1uhVGVCS9hXs/s1600/md11.gif" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjXC7mNVbqKyvD61Pv6cQXRrxyoxaCWkTpVBvCzRFHEe44TOampypGdJOsE8I3AXSZPl4t_sbsp195xC0LV9F1PYQl0H3ioM97PFSIrguX2N-OyQmlMe3NUEgq5eHLQ74u1uhVGVCS9hXs/s320/md11.gif" /></a></div><div class="MsoNormal" style="margin: 3pt 0in;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-64447085259691882102010-04-12T02:25:00.000-07:002010-04-12T02:25:08.214-07:00Fuel Boost Pump Wire ChafingTitle: Fuel Boost Pump Wire Chafing <br />
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Aircraft Model: 737-100,-200,-300,-400,-500 <br />
Other Models: 707, 727 <br />
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Issue Status: Open <br />
Applicability: All 737-200/-300/-400/-500 airplanes<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpFFg4xfJeKPhLmjDez7qd6BqY2KtXzs6OfgRGFDdfFVcmPBlre7MOn5jWHLdCqTu7k3jCwaxgRwQazH83wWiu92fAPr36_sI7Ts8_SaQFIQcsWU_iu0IuyM9Wb26-WC1G57gVL6pkUUM/s1600/4.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpFFg4xfJeKPhLmjDez7qd6BqY2KtXzs6OfgRGFDdfFVcmPBlre7MOn5jWHLdCqTu7k3jCwaxgRwQazH83wWiu92fAPr36_sI7Ts8_SaQFIQcsWU_iu0IuyM9Wb26-WC1G57gVL6pkUUM/s320/4.jpg" /></a></div><br />
Description:<br />
During the first repeat inspection after initial inspection per AD 99-21-15 and SB 737-28A1120, the #1 aft (left wing tank) fuel boost pump wiring of a 737-300 airplane was found with chafing through the Teflon sleeving into wiring insulation at three different locations. Approximately 21000 hours had accumulated since the wire bundle was initially replaced.<br />
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Boeing considers this an Airplane Level safety issue because chafing completely through the wire insulation may cause arcing within the conduit and possible burn through, leading to a potential ignition source.<br />
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In a 727 incident under investigation by the Indian government, wire bundle damage was discovered in the fuel tank conduit after an explosion that occurred on the ground in the left wing fuel tank. Approximately 10000 hours had accumulated since incorporation of AD 99-12-52. It is not known if chafing played a role in the 727 event.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2EBWxNqG3kA0QFLedkjaDu45lzjuC3MC2JJISqV3SBMH31AucgTAMqnDIQNua7LuApkhbq_UF2gSh1DykNQq2YVv-JCvqjr6GKW9Ut4c49v81Gl8PYWXUBF7Q7s_2AbVeafh2PzN5nL8/s1600/1.gif" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2EBWxNqG3kA0QFLedkjaDu45lzjuC3MC2JJISqV3SBMH31AucgTAMqnDIQNua7LuApkhbq_UF2gSh1DykNQq2YVv-JCvqjr6GKW9Ut4c49v81Gl8PYWXUBF7Q7s_2AbVeafh2PzN5nL8/s320/1.gif" /></a></div><br />
Background:<br />
Airworthiness Directives 99-21-15 (737), 99-12-52 (727) and 2001-17-20 (707) require removal of the fuel boost pump wiring from the in-tank conduit(s) for the boost pumps in main tanks number 1 and 2, and the center tank boost pumps, and a detailed visual inspection to detect damage of the wiring in accordance with Boeing alert service bulletins 737-28A1120, 727-28A0126 and 707A3500. These ADs also require repeat inspections, at intervals not to exceed 30,000 flight hours after accomplishment of the initial inspection. The 737 Classic aircraft have four conduits with wire bundles running to the fuel pumps; the 727 has eight and the 707 has ten. <br />
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Status:<br />
Boeing is continuing to expedite root cause investigation including removal of the 737 aircraft conduit from the in-service aircraft for laboratory investigation. <br />
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The FAA has opened a planned AD worksheet. An FAA Immediately Adopted Rules (IAR) is anticipated to mandate the interim action that Boeing defines via service bulletin 737-28A1263(ECD TBD).<br />
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Compliance time is to be determined taking into consideration risk mitigation, operator impact and very large fleet size. To date, a compliance time of 90-120 days has been suggested by the FAA for the interim action, to be finalized based on parts availability, etc.<br />
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Boeing does not plan to release a service bulletin until parts are available.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8thiK5ruDP3qBnEHLNcW96g7DVV_IJK3Ad51KvxRLxz5ZnkoMDOr7gG1_yXqKE73oEwBeXU2B9i1Pz-iDTYF1_Qy7w1ruX1kJYVBuhD293HU9EPUSprwm3QJB7tjv_isCOfoxOMvtbvI/s1600/2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8thiK5ruDP3qBnEHLNcW96g7DVV_IJK3Ad51KvxRLxz5ZnkoMDOr7gG1_yXqKE73oEwBeXU2B9i1Pz-iDTYF1_Qy7w1ruX1kJYVBuhD293HU9EPUSprwm3QJB7tjv_isCOfoxOMvtbvI/s320/2.jpg" /></a></div><br />
Interim Action:<br />
Boeing plans to address the 737 Classic first, immediately followed by 727. The 707 is also under review.<br />
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Accomplish within 90-120 days (to be confirmed) after new service bulletin and parts are available:<br />
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1- Remove and inspect all fuel boost pump wiring from the boost pump connectors to the splices on the front wing spar<br />
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2- Replace all Teflon sleeving with sleeving which has smaller OD than the conduit ID.<br />
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3- Replace all four conductor, unjacketed, or BMS13-51 wires with BMS13-60 jacketed wiring. Remove ground wire if found installed.<br />
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4- If any wire damage or arcing indications are found, inspect conduit (boroscope), leak check per AMM, and repair or replace the conduit.<br />
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5- Clean inside of conduit prior to installing the reworked/new wire bundle.<br />
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Do not use talcum powder as a wire pulling lubricant. S/B will specify the type of lubricant(s) to use<br />
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Report all inspection results to Boeing<br />
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Operator Action:<br />
Incorporate service bulletin 737-28A1263 (when released), report all inspection results to Boeing, and comment on the FTEI bulletin board item EM-06-00063 with relevant information, if available.<br />
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Part Information:<br />
Boeing is planning parts kits consisting of a roll of wire and a roll of sleeving in airplane ship set quantity.<br />
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A limited supply of miscellaneous parts will also be available at Boeing (separate from the kits) to support this inspection (conduits, connectors, splices, contacts, etc.). <br />
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References:<br />
Service Related Problem (SRP) 727-SRP-28-0113<br />
Service Related Problem (SRP) 737-SRP-28-0113<br />
Fleet Team Emerging Issue (FTEI) EM-06-00063, dated 06-JUL-2006<br />
Airworthiness Directive (AD) 99-12-52 (727)<br />
Airworthiness Directive (AD) 99-21-15 (737)<br />
Service Bulletin (SB) 737-28A1120, dated 24-APR-1998Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-13185851863558341412010-03-09T18:30:00.000-08:002010-03-09T18:30:09.009-08:00BCAR Section A - A8-8 Design Organisation Group E3 – Aircraft Used ReportBCAR Section A - A8-8 Design Organisation Group E3 – Aircraft Used Report <br />
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A8-8 Group E3 design work which cover: <br />
1) Product types of large aeroplane, small aeroplane, engines, APU, transmission, propellers, systems, equipment and etc (as applicable)<br />
2) Development of the aircraft report which cover all technical fields stated in type certification including its records, logs, maintenance documents and operational documents.<br />
i. Identify whether any modifications or repairs have been embodied relative to CAA certified aircraft build standard. <br />
ii. The report should address the powerplant, APU, transmission and propellers in addition to the airframe, systems and equipment. <br />
iii. Modifications may include Additional Requirements for import or Additional National Design Requirements (ARI/ANDRs) embodied during build <br />
iv. The aircraft inspection should confirm that the aircraft build standard conforms to its documented build standard. <br />
v. The report will be considered to be part of the inspection records and as such must not be destroyed unless authorised by the CAA. <br />
3) The reports regarding the condition of an aircraft shall reflect the information detailed in para 4) below and include a declaration that a part from any exceptions stated; compliance with the approved standard has been established. <br />
4) Guidelines for Aircraft Used Reports. <br />
Format used for Aircraft Used Reports shall include the following:<br />
<br />
• Introduction<br />
<br />
• Section A: CAA Approval Status of the Aircraft Build Standard <br />
A. Build Standard<br />
A1. General <br />
This section shall include a reference to the CAA data sheet numbers i.e. Airframe, Engine and Propeller as applicable. The Airworthiness Approval Note (AAN) number under which the Aircraft Type was certified. The AAN number for the issue of a Certificate of Airworthiness, to which the imported aircraft is being compared. <br />
A2. CAA additional Requirements for Validated Aircraft <br />
<br />
B. Modifications relative to the CAA certified build standard <br />
This section shall provide details on each modification including minor modifications. The modification information should include the CAA approval reference and identify those modifications that require CAA approval. Details of CAA approved modifications may be provided in an appendix to the report as necessary. <br />
a) The modification title <br />
b) The modification design organisation <br />
c) The modification installation organisation (only mod which require CAA approval) <br />
d) The modification reference number or Service Bulletin number <br />
e) A brief description of the modification (only mod which require CAA approval) <br />
f) The CAA approval reference i.e. CAA AN number or Service Bulletin number under which the modification was approved <br />
g) The Foreign National Airworthiness Authority that approved the modification, and their approval reference i.e. FAA STC number or FAA DER Form 8110-3 and etc (only mod which require CAA approval) <br />
h) The modification classification minor/major <br />
i) The Flight Manual supplement reference <br />
j) Any additional limitations introduced which compensate for a partial none compliance with a requirement <br />
k) Any additional maintenance actions required for the modification <br />
<br />
C. Repairs relative to the CAA certified build standard <br />
This shall include details on major repair to the aircraft, which should include the following, as applicable. Repair requiring CAA approval should clearly identified. Details of approved repairs may be provided in an appendix to the report if necessary.<br />
a) The repair title <br />
b) The repair design organisation <br />
c) The repair installation organisation (only mod which require CAA approval) <br />
d) The repair reference <br />
e) The CAA basis of approval <br />
f) Affect on any life limitations <br />
g) Affect on inspections or their frequencies <br />
<br />
D. Equipment Fit <br />
This section shall include a list of any equipment that is not CAA approved along with their associated foreign approval references i.e TSO. <br />
<br />
E. Flight Manual <br />
This section shall specify the reference and revision status of the Aircraft Flight Manual (AFM). The temporary revision applicable supplement and change sheet (Design Organisation and CAA) must also be referenced. <br />
<br />
F. Summary list of Deviations and Variations<br />
This section shall contain a summary list of deviations from the design certification requirements, if any. He list should specify the method of acceptance i.e. acceptance based upon equivalent safety findings approved by CAA. Where a temporary variation has been granted against a certification requirement, the period which the variation remain valid should be stated. <br />
<br />
• Section B: Continued Airworthiness <br />
A. Maintenance Schedule <br />
The following information should be provided in the report:<br />
A Maintenance Schedule alignment check undertaken as agreed with CAA <br />
All components with life limitations must be identified and cross referenced to the source document. The overhaul/service life remaining for each component or out of phase inspection, including Certified Maintenance Requirements (CMR) must also be established. <br />
<br />
B. Airworthiness Limitations <br />
Compliance must be established with the airworthiness limitations that are specified or referenced by the aircraft, engine or propeller type certificate data sheets. Airworthiness Limitations may include specific inspections and maximum retirement lives. <br />
<br />
D. Air Navigation Order <br />
All the certification requirements applicable to the issue of the C of A must be complied with and in particular the following: <br />
a) The aircraft must be weighed and a weighed schedule raised. <br />
b) A list of applicable equipment must be provided including radio equipment as required, along with the respective CAA type approval reference. <br />
c) Separate log books, acceptable to CAA, must be provided for the aircraft, engines and VP propellers. <br />
d) Placards and Markings required by the ANO must be affixed and displayed in appropriate locations. <br />
<br />
E. Airworthiness Directives <br />
a. This section shall incorporate a list of all applicable Airworthiness Directives promulgated by the State of Design and CAA Additional Airworthiness Directives, with respect to the aircraft, engines and equipment. <br />
b. Conformation and method of compliance shall be stated in each case. If an Airworthiness Directive has not been complied with, a justification for acceptance should be provided (i.e. short term compensating factors). Where an Airworthiness Directive has been complied with by using an alternative means of compliance, the approval of such methods must be referenced. <br />
c. Where appropriate, the periodicity for initial and repetitive inspections with respect to the applicable calendar/flight hours/cycle limits should also be stated. <br />
<br />
F. UK Airworthiness Notice <br />
a. This section shall incorporate a statement against each applicable Airworthiness Notice (AN) describing how compliance with the notice has been achieved. <br />
b. If a previously CAA approved modification is embodied as the means of compliance with an Airworthiness Notice (AN), the modification title and number and CAA approval reference (SOC) shall be included in the statement. <br />
c. If compliance is achieved by embodying a modification that is not CAA approved, the modification should be referenced in the statement and addressed in section Modification relative to the CAA Certified Build Standard. <br />
<br />
G. Aircraft Inspection <br />
This section shall include an inspection report to certify that particular aircraft conforms to a standard approved by the CAA for the issue of Certificate of Airworthiness for the aircraft type or differs in a defined manner from that approved standard. <br />
<br />
H. Series Flight Test <br />
This section shall incorporate the series Flight Test schedule and reports reference.<br />
<br />
I. Continued Airworthiness <br />
This section shall incorporate details of design organisations that are responsible for the continued airworthiness of any major modifications installed in the aircraft that are not the responsibility of the TC holder. <br />
<br />
• Conclusions<br />
<br />
Reference: CAP553 BCAR Section AImran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-83608072067541234892010-03-02T08:02:00.000-08:002010-03-02T08:02:31.702-08:00JT8D Ignition System<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><style>
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<div align="center" class="MsoNormal" style="text-align: center;"><b><span style="font-family: Arial; font-size: 18pt;">JT8D Ignition System</span></b></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiYRWp9iEJGoRu8MZTFMA_DqOHGt0qQbvKqkKh63DZIFFKBMG0yXlS1-wopZYJ0iU-t82gxkDc7okzCwDfPiGVDNyS4i2PIohHWbyVhYqtQ35TSFkD6trtd3bczHoZmHybLS7w1ZgcTGI/s1600-h/clip_image001.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiYRWp9iEJGoRu8MZTFMA_DqOHGt0qQbvKqkKh63DZIFFKBMG0yXlS1-wopZYJ0iU-t82gxkDc7okzCwDfPiGVDNyS4i2PIohHWbyVhYqtQ35TSFkD6trtd3bczHoZmHybLS7w1ZgcTGI/s320/clip_image001.jpg" /></a></div><div align="center" class="MsoNormal" style="text-align: center;"><b><span style="font-family: Arial; font-size: 18pt;"> </span></b><o:p></o:p></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><a href="http://www.blogger.com/post-create.do" name="top"></a><span style="font-family: Arial;">1)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">The ignition supplies a fast sequence of electrical sparks to ignite the fuel / air mixture in combustion chambers 4 and 7. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">2)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">It is used when the engine is started (on the ground) or restarted in flight. It is also used as precautions to prevent flameout during take off, landing and bad weather. It's controlled via the flight deck when turned on electrical current flows from the aircraft supply to the exciter. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">3)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">The exciter sends this high energy sparks via the high tension leads to the igniters. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">4)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">Each electrical pulse cause the igniter to produce a strong spark at it's tip in the combustion chamber. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">5)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">The exciter increases the voltage of the input electrically and builds a charge on a storage capacitor. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">6)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">After the charge has built up sufficiently on the capacitor, a part of the charge is output to the igniter.<o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">7)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">The igniter makes a trigger spark which lionises the air at it's tip. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">8)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">Then the capacitor discharges fully, and the remaining charge sent to the igniter. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">9)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">The heat that is transmitted from the very hot spark to the fuel / air mixture causes combustion.<o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.25in;"><i><span style="font-family: Arial;">Note: The electrical output pulse from the exciter has two parts which occur in a very fast sequence. The first part causes the Trigger Spark and the second part cause the Hot Spark.</span></i><span style="font-family: Arial;"><o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">10)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">Seven combustion chambers that do not have igniters have there mixtures ignited by a flame that propagates through the cross over tubes between adjacent cans. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in; text-indent: -0.5in;"><span style="font-family: Arial;">11)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial;">The are two types of system on the 727.<o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in;"><span style="font-family: Arial;">a) The standard 20-4 Joule system that has a single exciter box. <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in;"><span style="font-family: Arial;">It's supplied by 115V AC and 28 V DC. The 20-4 joule exciter can operate in the intermittent or continuous mode. In the intermittent mode, it fires both igniters. In the continuous mode it only fires the igniter in combustion chamber 7.<br />
<br />
<o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in;"><span style="font-family: Arial;">b) The Dual 20 joule system has two exciter boxes bolted together (Sometimes called a Twin Pack). <o:p></o:p></span></div><div style="margin: 12pt 0in 12pt 0.5in;"><span style="font-family: Arial;">Both are supplied by 115V AC. One fires the igniter in chamber 4 the other chamber 7. Two exciters can be operated individually or at the same time. Earlier models were for intermittent use only. Later models are continuous. Remember 10min on LH the 10min RH for the earlier systems.<o:p></o:p></span></div><div style="margin: 12pt 0in;"><i><span style="font-family: Arial;">Notes: All of the ignition system components are LRU's</span></i></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjgggStmILtBd1XKalxx1l5pp_7S09kwQHZhdH7zaZF-yXPp1YygTeiBGZy_QHh2IuNbEsL3jSsY57JxwJeuJNl_oM-2tQhvCQZUmO2k-bSIgI4PB5GHpTXjHlac7N3yFQ5-vlMjrQS3E/s1600-h/Turbofan_operation.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjgggStmILtBd1XKalxx1l5pp_7S09kwQHZhdH7zaZF-yXPp1YygTeiBGZy_QHh2IuNbEsL3jSsY57JxwJeuJNl_oM-2tQhvCQZUmO2k-bSIgI4PB5GHpTXjHlac7N3yFQ5-vlMjrQS3E/s320/Turbofan_operation.png" /></a></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-29530335787729593842010-02-12T01:35:00.001-08:002010-02-12T01:35:11.002-08:00Aviation Safety - Determination of an Unsafe Condition<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1.HGR%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><style>
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<div class="MsoNormal" style="margin-left: 0.5in; text-align: justify; text-indent: -0.5in;"><b><span lang="EN-GB" style="font-family: Arial;">Aviation Safety - Determination of an Unsafe Condition <o:p></o:p></span></b></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDg70qJSP_PTNnCDF13pJOt54nThzXVd9_jEhyphenhyphent4a4xSivIgiCuCyC2zsJoQNyBEeYYevYTS-8ogmgJn-BidSTdjHQu9pdcxaVqQxLM1s2HnBLvRVsOQ9XZZZirqrumcBTEwh0OcsTC-U/s1600-h/4.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDg70qJSP_PTNnCDF13pJOt54nThzXVd9_jEhyphenhyphent4a4xSivIgiCuCyC2zsJoQNyBEeYYevYTS-8ogmgJn-BidSTdjHQu9pdcxaVqQxLM1s2HnBLvRVsOQ9XZZZirqrumcBTEwh0OcsTC-U/s320/4.jpg" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHz53sekwUr4pZOrGrIKiHR-rw1S8MBGD-RxL2faHfKQzBAYi5EGyNgQ3tm11zcYaQ1iijy_U612_6PL7gzumSbeS2ygxYWUYI53Wl9fAuBIpZooddx9y9QA-apsj5DjB62L1-kAqqBb8/s1600-h/1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHz53sekwUr4pZOrGrIKiHR-rw1S8MBGD-RxL2faHfKQzBAYi5EGyNgQ3tm11zcYaQ1iijy_U612_6PL7gzumSbeS2ygxYWUYI53Wl9fAuBIpZooddx9y9QA-apsj5DjB62L1-kAqqBb8/s320/1.jpg" /></a></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="color: black; font-family: Arial;">It is important to note that these guidelines are not exhaustive. However, this material is intended to provide guidelines and examples that will cover most cases, taking into account the applicable certification requirements.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><b><span style="color: black; font-family: Arial;">1. INTRODUCTION.<o:p></o:p></span></b></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">Certification or approval of a product, part or appliance is a demonstration of compliance with requirements which are intended to ensure an acceptable level of safety. This demonstration however includes certain accepted assumptions and predicted behaviours, such as:<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">- fatigue behaviour is based on analysis supported by test,<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- modelling techniques are used for Aircraft Flight Manual performances calculations,<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- the systems safety analyses give predictions of what the systems failure modes, effects and probabilities may be,<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- the system components reliability figures are predicted values derived from general experience, tests or analysis,<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- the crew is expected to have the skill to apply the procedures correctly, and<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- the aircraft is assumed to be maintained in accordance with the prescribed instructions for continued airworthiness (or maintenance programme), etc.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">In service experience, additional testing, further analysis, etc., may show that certain initially accepted assumptions are not correct. Thus, certain conditions initially demonstrated as safe, are revealed by experience as unsafe. In this case, it is necessary to mandate corrective actions in order to restore a level of safety consistent with the applicable certification requirements.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><b><span style="color: black; font-family: Arial;">2. GUIDELINES FOR ESTABLISHING IF A CONDITION IS UNSAFE.<o:p></o:p></span></b></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The following paragraphs give general guidelines for analysing the reported events and determining if an unsafe condition exists, and are provided for each type of product, part or appliance subject to a specific airworthiness approval: type-certificates (TC) or </span><span lang="EN-GB" style="font-family: Arial;">Design Changes </span><span style="color: black; font-family: Arial;">for aircraft, engines or propellers, or Technical Standard Orders (TSO).<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">This analysis may be qualitative or quantitative, i.e. formal and quantitative safety analyses may not be available for older or small aircraft. In such cases, the level of analysis should be consistent with that required by the airworthiness requirements and may be based on engineering judgement supported by service experience data.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><b><span style="color: black; font-family: Arial;">2.1 Analysis method for aircraft.<o:p></o:p></span></b></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">2.1.1 Accidents or incidents without any aircraft, engines, system, propeller or part or appliance malfunction or failure.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">When an accident/incident does not involve any component malfunction or failure but when a crew human factor has been a contributing factor, this should be assessed from a man-machine interface standpoint to determine whether the design is adequate or not. Paragraph 2.5 gives further details on this aspect.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">2.1.2 Events involving an aircraft, engines, system, propeller or part or appliance failure, malfunction or defect.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The general approach for analysis of in service events caused by malfunctions, failures or defects will be to analyse the actual failure effects, taking into account previously unforeseen failure modes or improper or unforeseen operating conditions revealed by service experience.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">These events may have occurred in service, or have been identified during maintenance, or been identified as a result of subsequent tests, analyses, or quality control.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">These may result from a design deficiency or a production deficiency (non conformity with the type design), or from improper maintenance. In this case, it should be determined if improper maintenance is limited to one aircraft, in which case an airworthiness directive may not be issued, or if it is likely to be a general problem due to improper design and/or maintenance procedures, as detailed in paragraph 2.5.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><u><span style="color: black; font-family: Arial;">A) Flight.<o:p></o:p></span></u></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">An unsafe condition exists if:<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- There is a significant shortfall of the actual performance compared to the approved performance (taking into account the accuracy of the performance calculation method), or<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- The handling qualities, although having been found to comply with the applicable airworthiness requirements at the time of initial approval, are subsequently shown by service experience not to comply.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><u><span style="color: black; font-family: Arial;">B) Structural or mechanical systems.<o:p></o:p></span></u></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">An unsafe condition exists if the deficiency may lead to a structural or mechanical failure which:<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Could exist in a Principal Structural Element that has not been qualified as damage tolerant. Principal Structural Elements are those which contribute significantly to carrying flight, ground, and pressurisation loads, and whose failure could result in a catastrophic failure of the aircraft.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Could exist in a Principal Structural Element that has been qualified as damage tolerant, but for which the established inspections, or other procedures, have been shown to be, or may be, inadequate to prevent catastrophic failure.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Could reduce the structural stiffness to such an extent that the required flutter, divergence or control reversal margins are no longer achieved.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Could result in the loss of a structural piece that could damage vital parts of the aircraft, cause serious or fatal injuries to persons other than occupants.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Could, under ultimate load conditions, result in the liberation of items of mass that may injure occupants of the aircraft.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Could jeopardise proper operation of systems and may lead to hazardous or catastrophic consequences, if this effect has not been taken adequately into account in the initial certification safety assessment.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><u><span style="color: black; font-family: Arial;">C) Systems.<o:p></o:p></span></u></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The consequences of reported systems components malfunctions, failures or defects should be analysed.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">For this analysis, the certification data may be used as supporting material, in particular systems safety analyses.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The general approach for analysis of in service events caused by systems malfunctions, failures or defects will be to analyse the actual failure effects.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">As a result of this analysis, an unsafe condition will be assumed if it cannot be shown that the safety objectives for hazardous and catastrophic failure conditions are still achieved, taking into account the actual failure modes and rates of the components affected by the reported deficiency.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The failure probability of a system component may be affected by:<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- A design deficiency (the design does not meet the specified reliability or performance).<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- A production deficiency (non conformity with the certified type design) that affects either all components, or a certain batch of components.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Improper installation (for instance, insufficient clearance of pipes to surrounding structure).<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Susceptibility to adverse environment (corrosion, moisture, temperature, vibrations etc.).<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Ageing effects (failure rate increase when the component ages).<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">- Improper maintenance.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">When the failure of a component is not immediately detectable (hidden or latent failures), it is often difficult to have a reasonably accurate estimation of the component failure rate since the only data available are usually results of maintenance or flight crew checks. This failure probability should therefore be conservatively assessed.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">As it is difficult to justify that safety objectives for the following systems are still met, a deficiency affecting these types of systems may often lead to a mandatory corrective action:<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">- back up emergency systems, or<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">- fire detection and protection systems (including shut off means).<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">Deficiencies affecting systems used during an emergency evacuation (emergency exits, evacuation assist means, emergency lighting system ...) and to locate the site of a crash (Emergency Locator Transmitter) will also often lead to mandatory corrective action.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><u><span style="color: black; font-family: Arial;">D) Others.<o:p></o:p></span></u></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">In addition to the above, the following conditions are considered unsafe:<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- There is a deficiency in certain components which are involved in fire protection or which are intended to minimise / retard the effects of fire / smoke in a survivable crash, preventing them to perform their intended function (for instance, deficiency in cargo liners or cabin material leading to non-compliance with the applicable flammability requirements).<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- There is a deficiency in the lightning or High Intensity Radiated Fields protection of a system which may lead to hazardous or catastrophic failure conditions.<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- There is a deficiency which could lead to a total loss of power or thrust due to common mode failure.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">If there is a deficiency in systems used to assist in the enquiry following an accident or serious incident (e.g., Cockpit Voice Recorder, Flight Data Recorder), preventing them to perform their intended function, the DCA may take mandatory action.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><b><span style="color: black; font-family: Arial;">2.2 Engines.<o:p></o:p></span></b></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The consequences and probabilities of engine failures have to be assessed at the aircraft level in accordance with paragraph 2.1, and also at the engine level for those failures considered as Hazardous in the design code such as CS E-510 or FAR 33.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The latter will be assumed to constitute unsafe conditions, unless it can be shown that the consequences at the aircraft level do not constitute an unsafe condition for a particular aircraft installation.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><b><span style="color: black; font-family: Arial;">2.3 Propellers.<o:p></o:p></span></b></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The consequences and probabilities of propeller failures have to be assessed at the aircraft level in accordance with paragraph 2.1, and also at the propeller level for those failures considered as hazardous in the design code such as CS P-150.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The latter will be assumed to constitute unsafe conditions, unless it can be shown that the consequences at the aircraft level do not constitute an unsafe condition for a particular aircraft installation.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><b><span style="color: black; font-family: Arial;">2.4 Parts and appliances.<o:p></o:p></span></b></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The consequences and probabilities of equipment failures have to be assessed at the aircraft level in accordance with paragraph 2.1.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify; text-indent: -0.5in;"><b><span style="color: black; font-family: Arial;">2.5 Human factors aspects in establishing and correcting unsafe conditions.<o:p></o:p></span></b></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">This paragraph provides guidance on the way to treat an unsafe condition resulting from a maintenance or crew error observed in service.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">It is recognised that human factors techniques are under development. However, the following is a preliminary guidance on the subject.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">Systematic review should be used to assess whether the crew or maintenance error raises issues that require regulatory action (whether in design or other areas), or should be noted as an isolated event without intervention. This may need the establishment of a multidisciplinary team (designers, crews, human factors experts, maintenance experts, operators etc.)<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">The assessment should include at least the following:<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Characteristics of the design intended to prevent or discourage incorrect assembly or operation;<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Characteristics of the design that allow or facilitate incorrect operation,<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Unique characteristics of a design feature differing from established design practices;<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- The presence of indications or feedback that alerts the operator to an erroneous condition;<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- The existence of similar previous events, and whether or not they resulted (on those occasions) in unsafe conditions;<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Complexity of the system, associated procedures and training (has the crew a good understanding of the system and its logic after a standard crew qualification programme?);<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Clarity/accuracy/availability/currency and practical applicability of manuals and procedures;<o:p></o:p></span></div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -0.5in;"><span style="color: black; font-family: Arial;">- Any issues arising from interactions between personnel, such as shift changeover, dual inspections, team operations, supervision (or lack of it), or fatigue.<o:p></o:p></span></div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-align: justify;"><span style="color: black; font-family: Arial;">Apart from a design change, the corrective actions, if found necessary, may consist of modifications of the manuals, inspections, training programmes, and/or information to the operators about particular design features. The local authority i.e. DCA may decide to make mandatory such corrective action if necessary.<o:p></o:p></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhFQiOBL_zm49_b8rTrbdU_f_u_c5hPVkDy0kzl_0JmQcHrKTMiCwss7k_y6BIJt0jF-Eh2ZEjzwB4AH_dezCOwGEFgRqAFGOiB01BShmNWPY5yS3QFM60Zu9uiKAjrKTbzqgG5J7wN-TQ/s1600-h/2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhFQiOBL_zm49_b8rTrbdU_f_u_c5hPVkDy0kzl_0JmQcHrKTMiCwss7k_y6BIJt0jF-Eh2ZEjzwB4AH_dezCOwGEFgRqAFGOiB01BShmNWPY5yS3QFM60Zu9uiKAjrKTbzqgG5J7wN-TQ/s320/2.jpg" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlNvCvdf0oMuUUxZI0p1EHsWlpfKswDlNpxQwZd-s5Trbpz_IbhEENQGPEbLCJr5R6nQFaNMhWHSd50ha_a0djxge8oqK7iCz9aTyaNzWlr6ZaAZfmIU6LYd27jKyn-PjsF1c50Qfkq18/s1600-h/3.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlNvCvdf0oMuUUxZI0p1EHsWlpfKswDlNpxQwZd-s5Trbpz_IbhEENQGPEbLCJr5R6nQFaNMhWHSd50ha_a0djxge8oqK7iCz9aTyaNzWlr6ZaAZfmIU6LYd27jKyn-PjsF1c50Qfkq18/s320/3.jpg" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhEgtUvSMlMjMtKfoXQoNamlUaQbSxzZg4in46mWnCglagtnG58UI3EZDRrXoqurk1hfebYApIDdAv25SZ9ZT7InbXiRhy-fn_w3dgvauVNW5ySK2J2ikUaCgu79C7IqMVnBQ1dR0rqok/s1600-h/5.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhEgtUvSMlMjMtKfoXQoNamlUaQbSxzZg4in46mWnCglagtnG58UI3EZDRrXoqurk1hfebYApIDdAv25SZ9ZT7InbXiRhy-fn_w3dgvauVNW5ySK2J2ikUaCgu79C7IqMVnBQ1dR0rqok/s320/5.jpg" /></a></div><div class="MsoNormal" style="text-align: justify;"><b><span style="font-family: Arial;"><o:p><br />
</o:p></span></b></div><b><span lang="EN-GB" style="font-family: Arial; font-size: 12pt;"> </span></b> <br />
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</div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-22239770810865261452010-01-08T01:24:00.000-08:002010-01-08T01:24:35.811-08:00Navigation – Traffic Alert and Collision Avoidance System (TCAS) False Target due to improper suppression circuitry interface<b>Traffic Alert and Collision Avoidance System (TCAS) False Target due to improper suppression circuitry interface. </b><br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbSyuxDGATFV4ms6R3dM-XWHesNzkS1o_bMs0Z1AackWqbVB2hdtoh2RKQvkbT2sLiJ1tbLF8I-myd3FZPkMx6zmP_ncvX08CxcMd_ZsSqf_sfzhXFMcyWCtNcNKu9tsMur3nliVxGz1Y/s1600-h/TCAS_Indicator.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbSyuxDGATFV4ms6R3dM-XWHesNzkS1o_bMs0Z1AackWqbVB2hdtoh2RKQvkbT2sLiJ1tbLF8I-myd3FZPkMx6zmP_ncvX08CxcMd_ZsSqf_sfzhXFMcyWCtNcNKu9tsMur3nliVxGz1Y/s320/TCAS_Indicator.jpg" /></a><br />
</div><br />
An operator reported a high rate of “false target” displayed on TCAS system. The “false target”, either a resolution advisory (RA) symbol or a traffic advisory (TA) symbol, would be displayed on the “nose” of the airplane symbol on the electronic horizontal situation indicator (EHSI). <br />
<br />
Troubleshooting revealed that the suppression system coax cable contact in the rack connector had been recessed too far from the face of the connector to allow proper mating with the TCAS computer suppression jack. This allowed the TCAS computer to talk to its own ship transponder, resulting in the TCAS seeing itself as an intruder. <br />
<br />
Investigation into the assembly of the connector revealed that the coax cable wire tripper would sometimes remove too much dielectric. This would prohibit proper insertion of the contact into the connector, causing some contacts to be too recessed and falling outside of the 0.192 inch requirement as measured from the front of the connector. <br />
<br />
This condition has been corrected by reprogramming the wire stripper to ensure correct wire exposure. In addition, a method of verifying proper contact insertion was added to the Boeing assembly drawing D6-5456.Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-87610873440956103012010-01-07T23:23:00.001-08:002010-01-07T23:23:55.188-08:00Weather Radar Radiation Absorber Material – B727<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1.HGR%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><style>
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<div class="MsoNormal"><b><span style="font-family: "Book Antiqua";">Weather Radar Radiation Absorber Material – B727<o:p></o:p></span></b><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-07EERx82vM9JX9NJDfr_lKkNwFjUZ_F4HAy1fHr5O3_WPO7HrhbAGuaMJwXPldFEEaaOho_xGBMqITQ4rA3RhPOz-yF223cU7SboM8nVKULN2la6GbPQDnpByhPbw-3yLadDB47WiRM/s1600-h/Radardish.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-07EERx82vM9JX9NJDfr_lKkNwFjUZ_F4HAy1fHr5O3_WPO7HrhbAGuaMJwXPldFEEaaOho_xGBMqITQ4rA3RhPOz-yF223cU7SboM8nVKULN2la6GbPQDnpByhPbw-3yLadDB47WiRM/s320/Radardish.jpg" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjudwOBqCwFToRbVbvgrJLkB_F57Ror-jLWovv2wFST_4WD36BC_TuNkYmpP70Z3Qqhu0NZ0kTaWRFmjutCxfwHAOs7xM7kFJqSfWKnBSrmkWA2i2ql-VziyVY9JzOmJ0NMDCOyfgrPkDI/s1600-h/wxr.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjudwOBqCwFToRbVbvgrJLkB_F57Ror-jLWovv2wFST_4WD36BC_TuNkYmpP70Z3Qqhu0NZ0kTaWRFmjutCxfwHAOs7xM7kFJqSfWKnBSrmkWA2i2ql-VziyVY9JzOmJ0NMDCOyfgrPkDI/s320/wxr.jpg" /></a><br />
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</div><div class="MsoNormal"><span style="font-family: "Book Antiqua";">Part Number: 65-26554-( ) (typical Boeing IPC 34-40-0-44, item 1)<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: "Book Antiqua";">The radiation absorber material is necessary for proper operation of the weather radar system on airplanes with radar antennas that scan 360 degrees. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: "Book Antiqua";">The radiation absorber material provides protection for the radar receiver when the antenna is directed aft toward the pressure bulkhead. It also prevents false target that may otherwise be displayed due to reflections from the pressure bulkhead. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: "Book Antiqua";">The purpose of the radiation absorber material is not for the protection of the flight crew. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: "Book Antiqua";">New weather radar systems scan approximately 180 degrees in the forward direction only. Radiation absorber material is not required for airplanes equipped with radar antennas that do not scan 360 degrees, such as the new ARINC 708 weather radar system. <o:p></o:p></span><br />
</div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-26970609451596655402009-12-07T19:31:00.000-08:002009-12-07T19:31:14.351-08:00Splice repair of electrical cable in a flammable leakage zone for Boeing Aircraft<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1.HGR%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><style>
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<div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Splice repair of electrical cable in a flammable leakage zone for Boeing Aircraft.<o:p></o:p></span><br />
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</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Definition of a Flammable Leakage Zone: A flammable leakage zone is an area where leakage of flammable fluids or flammable vapors can occur as a result of: <o:p></o:p></span><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 11pt;">1)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial; font-size: 11pt;">One failure <o:p></o:p></span><br />
</div><div class="MsoNormal" style="margin-left: 0.5in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 11pt;">2)<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial; font-size: 11pt;">Leakage during normal operation <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">SWPM 20-02-10 "AIRPLANE FLAMMABLE LEAKAGE ZONES" provides basic guidelines for fuel vapor areas. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">There are additional safety precautions in SWPM 20-00-10. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Also, SWPM 20-30-00 Paragraph 4 provides information on sealing of electrical terminations in a flammable leakage zone.<o:p></o:p></span><br />
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</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">All electrical connections in a flammable leakage zone should be sealed. In the case of a splice, sealed splices should be used. <o:p></o:p></span><br />
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</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">SWPM 20-30-12 paragraphs 7.B or 7.C (for temperature A and B zones) or paragraphs 8.B or 8.C (for high temperature zones C and D) are the preferred methods. Although there are sealed splice kits with heat shrink sleeves, use of a heat gun in a flammable leakage zone is not recommended. <o:p></o:p></span><br />
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</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Tapes used in the previously mentioned SWPM tasks do use P-421, which is a temperature grade D tape and can be used for all temperature repairs.<o:p></o:p></span><br />
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</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 9pt;">References: Boeing Standard Wiring Practices Manual (SWPM) 20-02-10, 20-30-00 and 20-30-12 <o:p></o:p></span><br />
</div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-45116900436559090232009-12-02T20:23:00.000-08:002009-12-02T20:23:04.761-08:00Langkawi International Maritime and Aerospace (LIMA 2009) - Photos<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlu9HuVC699vOm0O2-oItYW6_ugLoLSs7lSfAc1tJEQQET8_VxP0cJgQNarA3XBwBLsOSM6jro285z07QcP_0cRo4bvfJpHNcJtdBOg6Bze3cY49v8ANwRL9Pa8lzLnGPBuJn6DBlAtAc/s1600-h/lima104.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlu9HuVC699vOm0O2-oItYW6_ugLoLSs7lSfAc1tJEQQET8_VxP0cJgQNarA3XBwBLsOSM6jro285z07QcP_0cRo4bvfJpHNcJtdBOg6Bze3cY49v8ANwRL9Pa8lzLnGPBuJn6DBlAtAc/s400/lima104.jpeg" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjasqp6KsfVLPne-n_TKdND7SbVnQHUHs21qRKjD8Mkt5RJ9xCHMx2lX8w3X4cXyjjKFn5EFoNvOeozuetpkRqZ1DO2cfmt51mosdt1NvJ5ZAXQu7-P9c90WhENTDzZ0h3wdMZUvMGRNes/s1600-h/lima004.jpeg" imageanchor="1" style="margin-left: 1em; 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</div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-77921511793500313732009-11-23T21:45:00.000-08:002009-11-23T21:45:03.958-08:00Dubai Air Show 2009<div style="text-align: left;"></div>Dubai Air Show 2009<br />
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margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgU2Dgd0SidTu2r-KnLGhfDwGg1wweTYrnYwJg7SPwI0rsMZ4f6eytEwxc4N9nbGULrXdq0exosxg3e1yMMd83CxyxJkl555kKsLqIXxa9SiBT2qBmqt3iqgXfTRzCTjKxzdzX0nRe9LZY/s320/french-air-force-display-team-8-boxed-formation.jpg" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipsUf9QUlTDIITUM_7s7asDvrk5fhUo3mpd73K4y5hG3lVRjqfyfwhcXGhn57CnfzBhriMxkU6oVqjBWqIPVuyH3S2a53PQY3nz0fHKE-kC3dCBivj7OPJ0ZKDxOIqj7gsU1aOsaoODf8/s1600/french-air-force-display-team-diamond-8.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipsUf9QUlTDIITUM_7s7asDvrk5fhUo3mpd73K4y5hG3lVRjqfyfwhcXGhn57CnfzBhriMxkU6oVqjBWqIPVuyH3S2a53PQY3nz0fHKE-kC3dCBivj7OPJ0ZKDxOIqj7gsU1aOsaoODf8/s320/french-air-force-display-team-diamond-8.jpg" /></a></div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-28220723099616255112009-11-20T01:17:00.000-08:002009-11-20T01:18:28.587-08:00Battery Shop Procedures<b>Battery Shop Procedures</b><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUsbYhvbUHkTMU1UL3V8Xd2XTx_uODCKec7gGM0nTRr7dCAxcfPB8HxdZtescvba2Z5bGsAyNv6pO-WfdPqRO_zqYGGh86ppmNmymIkGg-PYaZpjStQ3dStApGVrX8gy1EeiyxDk_46pw/s1600/a.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUsbYhvbUHkTMU1UL3V8Xd2XTx_uODCKec7gGM0nTRr7dCAxcfPB8HxdZtescvba2Z5bGsAyNv6pO-WfdPqRO_zqYGGh86ppmNmymIkGg-PYaZpjStQ3dStApGVrX8gy1EeiyxDk_46pw/s320/a.jpg" /></a><br />
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<b>1. Purpose</b> <br />
<br />
1.1 This procedure defines the maintenance of aircraft batteries (which includes Boost Charge, Capacitance Check, Overhaul and Storage) in the Battery Workshop. <br />
<br />
<b>2. Scope and Responsibilities</b> <br />
<br />
2.1 It is the responsibility of the approved technician to carry out all Battery Maintenance work in accordance with the approved Data, Manufacturer’s Overhaul Manuals and Operator approved procedure sheet. <br />
<br />
2.2 It is responsibility of the authorized staff to take all necessary safety precautions as applicable to the battery maintenance. <br />
<br />
2.3 It is responsibility of the Battery Shop Supervisor to check and ensure that all the work accomplished is in compliance with the relevant Approved Data, Battery Manufacturer’s Overhaul Manuals and Instructions. <br />
<br />
2.4 Repair/overhaul/modification/testing of aircraft components is restricted to items on the approved capability list in accordance with the approved manufacturer’s manuals, approved technical data and approved procedures and standard of workmanship. <br />
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<b>3. Procedures</b> <br />
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3.1 Working area temperature should between 70ºF to 80ºF (21.1ºC to 26.7ºC)<br />
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3.2 Records and Documents<br />
a) Check the serial number of the battery which is received by the shop and enter in the Battery Inward Shop Register, <br />
b) Check unserviceable tag received with the battery, <br />
c) Check the general condition of the battery, <br />
d) The following records are to be maintained in the Battery Shop: <br />
- Component Worksheet <br />
- Battery Test Result History Card <br />
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3.3 Work to be carried out <br />
<br />
a) Boost Charge<br />
Boost Charge is the routine service for batteries which have been removed from the “Serviceable Storage Area” in the battery shop due to expiry of validity date after 14 days from release.<br />
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<br />
b) Capacity Test <br />
- Capacity Test is the routine service required for batteries, which are returned to Battery Shop for servicing. <br />
- For new batteries before their release to service. <br />
c) Overhaul and Repair <br />
Overhaul and repair service for batteries is necessary whenever: <br />
- Battery found in an unsatisfactory general condition <br />
- Battery fails to meet capacity test requirements <br />
- Battery found with excessive leakage current <br />
<br />
<i>Note: All the above are to be carried out in accordance with Approved Data </i><br />
<br />
3.4 Storage Service <br />
a) Batteries, which have been serviced and tagged “Serviceable”, shall be stored in the “Serviceable Storage Area” in the Battery Shop <br />
b) The “Serviceable Storage Area” shall be monitored daily. Any battery found with the validity date expired, shall be removed and re-processed through the Battery Shop according to the following procedures <br />
c) Boost Charge <br />
A battery which has exceeded 14 days storage period<br />
d) Capacity Test <br />
A battery is found due for capacity test after four months, (for all Airbus and B747SP aircraft) <br />
<br />
3.5 Equipment Required <br />
- Constant current charger <br />
- Constant current discharger <br />
- Digital Multimeter for voltage and leakage current measurement <br />
- Compressed air, clean, dry and 20 PSI maximum <br />
- Liquid level check tube <br />
- Distilled water, Vaseline and lint free cloth <br />
<br />
3.6 Re-certification and Serviceable Label <br />
a) Before releasing any battery to service, check the relevant work sheets are satisfactorily completed. <br />
- Component Work Sheet <br />
- Test Result Record sheet <br />
b) Fill out and attach a serviceable label and clear the entry in the Battery Shop Component Register. <br />
c) Endorse the label with the validity period for storage in the Battery Shop. This date shall not exceed 14 days from the certification date. Place the battery in the approved storage area for serviceable batteries. <br />
d) Enter the date of the capacity test due, on a brady aluminum label, and apply the label on the right side of the battery. <br />
e) Enter all outgoing serviceable batteries in outward register kept in the Battery shop. <br />
<br />
<br />
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</div><div align="center" class="MsoNormal" style="text-align: center;"><b><span style="-moz-background-clip: border; -moz-background-inline-policy: continuous; -moz-background-origin: padding; background: yellow none repeat scroll 0% 0%; font-family: "Arial Black";">MAINTENANCE REFERENCE - IT IS FOR GUIDANCE ONLY</span></b><br />
</div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-13203784344433509192009-11-09T00:32:00.000-08:002009-11-09T00:59:25.808-08:00Boeing B777 - GE90-115B Engines - Low Pressure Turbine Borescope<b>Boeing B777 - GE90-115B Engines - Low Pressure Turbine Borescope</b><br />
<br />
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</div><br />
<b><b>Background/Reason:</b></b><br />
On condition requirement of an engine requires periodical inspection of internal condition of certain critical rotating parts. The exact rate of change of these hardware conditions from the initial condition can be regularly monitored and on a planned basis, the engines can be removed, when these critical parts have reached its maximum life for repair/refurbishment/overhaul/replacement.<br />
<br />
<b>Frequency:</b><br />
Every 500 FC since last inspection. <br />
<br />
<b>Material Requirement: </b><br />
1.Borescope set; Borescope set complete with light, rigid and flexible; Qty 01 <br />
2.Plug-Assy P/N 1322M32G08; Qty 01; If require <br />
3.Plug-Assy P/N 1322M32G11; Qty 01; If require <br />
4.Antiseize P/N D50003 or D50017 or D50043; as required<br />
<br />
<b>Accomplishment Instructions:</b><br />
<br />
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</div><br />
1. Open the following circuit breakers & install safety tags <br />
Row Col Number Name <br />
B 1 C80601 L ENG START VALVE<br />
B 3 C80605 L ENG START SW <br />
B 16 C80600 R ENG START VALVE<br />
B 18 C80606 R ENG START SW <br />
<br />
<i>Note: The Circuit breakers listed below are for both engines. Tag & install safety tags depending on engine to be inspected.</i><br />
<br />
2. Retract the leading edge slats as per AMM 27-81-00-860-805. <br />
3. Deactivate the leading edge slats as per AMM 27-81-00-040-801.<br />
4. Deactivate the Thrust Reverser for ground maintenance as per AMM 78-31-00-040-806-H00. <br />
5. Open the fan cowl as per AMM 71-11-04-010-814-H00. <br />
6. Open the thrust reverser cowl as per AMM 78-31-00-010-816-H00.<br />
7. Refer to Fig 1 & Fig 2 and remove the borescope plugs R & S. <br />
8. Insert Borescope Probe through port R or port S as per AMM. <br />
9. Refer to figs 3 to 6 & rotate the Fan Clockwise as per AMM 72-00-00-290-807-H01 & inspect the LPT blades leading edges and trailing edges and complete the Table 1. <br />
10. Remove borescope probe from Ports after completing the borescope inspection as per AMM. <br />
11. Apply Antiseize compound on the borescope plugs R & S. <br />
12. Install the borescope plugs R & S as per AMM 72-00-00-420-001-H01. <br />
<i>Note: Tighten the plugs to 110.0-140.0 pound-inches (12.4-15.8 Newton-meters)</i><br />
13. Carry out duplicate inspection of installation of the borescope plugs R & S as per AMM 72-00-00-420-001-H01. <br />
14. Close the Thrust Reverser as per AMM Task 78-31-00-410-816-H00. <br />
15. Close the Fan Cowl as per AMM Task 71-11-04-410-814-H00. <br />
16. Activate the Thrust Reverser as per AMM 78-31-00-440-805-H00.<br />
17. Activate the leading edge slat as per AMM 27-81-00-440-801. <br />
18. Remove the safety tags and close these circuit breakers: <br />
<br />
Row Col Number Name <br />
B 1 C80601 L ENG START VALVE<br />
B 3 C80605 L ENG START SW <br />
B 16 C80600 R ENG START VALVE<br />
B 18 C80606 R ENG START SW <br />
<br />
<i>Note: The Circuit breakers listed below are for both engines. Tag & install safety tags depending on engine to be inspected.</i><br />
<br />
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</div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-70059883102662970572009-11-03T01:26:00.000-08:002009-11-03T04:54:40.582-08:00Boeing B727-200F Wiring Inspection<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1.HGR%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><o:smarttagtype name="PlaceType" namespaceuri="urn:schemas-microsoft-com:office:smarttags"></o:smarttagtype><o:smarttagtype name="PlaceName" namespaceuri="urn:schemas-microsoft-com:office:smarttags"></o:smarttagtype><o:smarttagtype downloadurl="http://www.5iantlavalamp.com/" name="place" namespaceuri="urn:schemas-microsoft-com:office:smarttags"></o:smarttagtype><style>
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<div class="Section1"><div class="MsoNormal" style="text-align: justify;"><b><span style="font-family: Arial; font-size: 11pt;">Boeing B727-200F Wiring Inspection <o:p></o:p></span></b><br />
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</div><div class="MsoNormal" style="text-align: justify;"><b><span style="font-family: Arial; font-size: 11pt;">1.0 <u>FINDINGS OF THE WIRING INSPECTION.<o:p></o:p></u></span></b><br />
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</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">This report details the findings of the wiring visual inspection in the following areas based on Quality Inspection Card (QIC) issued by QA Department. Dated 1<sup>st</sup> Feb 2006, three (3) B727 acfts have been completed the inspection.<o:p></o:p></span><br />
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</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhaAXeQQkvv34V1eFTJHGU7qPfM-ZxtOeBsfAljigllU3L5xIFEcDUUyktGoJWdeCtTabUpna0jCl49z7z4UT9Qn1JSHQMXhNbFv7UNWfQ5cCNWOACplaBBzygnvH4LlLsImrj0RyTyHlk/s1600-h/23012009081.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhaAXeQQkvv34V1eFTJHGU7qPfM-ZxtOeBsfAljigllU3L5xIFEcDUUyktGoJWdeCtTabUpna0jCl49z7z4UT9Qn1JSHQMXhNbFv7UNWfQ5cCNWOACplaBBzygnvH4LlLsImrj0RyTyHlk/s320/23012009081.jpg" /></a><br />
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</div><ol start="1" style="margin-top: 0in;" type="1"><li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">From Nose to E&E Compartment<o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Forward Lower Deck Cargo Compartment <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Aft Lower Deck Cargo Compartment <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Main Wheel Well <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">LH Wing (Port & Stbd) <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">RH Wing (Port & Stbd)<o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Flight Deck Upper (Overhead) to 9G Bulkhead <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">9G Bulkhead to Aft Entry Door (Nain Deck Cabin) <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">LH & RH Aft Airstairs Area <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Tail Compartment (including vertical fin and stabilizer) <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Engine 1, 2 & 3 including pylon areas<o:p></o:p></span></li>
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</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">The overview of the findings for each areas is provided below in para 1.1 to 1.9. However, the details of the findings are provided in the <b>table. </b><o:p></o:p></span><br />
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</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">A total of 4898 wires, 65 pressure seals and 752 connectors were visually inspected. It was observed that 21.9 percent of the wires suffered deterioration due to chaffing, kink, hardened and brittle insulation and unauthorised splicing. Also 16.0 percent of the connectors suffered from corrosion at the pin contacts or dialectic insulation and 53.8 percent of the pressure seals are damaged.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">It should be emphasized here that wires that showed discoloration at the outer insulation jackets are not included as degraded wires. Similarly, connectors that have corrosion at the outer, shells are also not included in the percentages above.<o:p></o:p></span><br />
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</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.1 Outer Leading Edge (LH and RH)<o:p></o:p></span><br />
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</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>A total of 294 wires, 74 connectors and 16 pressure seals were inspected for the LH and RH leading edge wiring looms. 145 wires (49.3%) and 16 connectors (21.6%) were found to be degraded. Also 10 pressure seals (62.5%) were found to be deformed and hardened. <o:p></o:p></span><br />
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</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Connector found with corrosion at the pin contacts are mainly concentrated around the top of the horse collar in front of the firewall and at outer wing pressure break areas. Corrosion of connector pin contacts around this area is significant because most of the connectors have wiring from numerous system passing through it. It addition to corrosion at connectors' pin contacts, the wire's terminating end at the back of the subject connectors also shows sign of discoloration, which indicates that either overheating has occurred or chemical reaction has taken place between the rubberized grommet and bushing material with the wire's insulation, both of the which in time may affect the integrity of the wire's insulation.<o:p></o:p></span><br />
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</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">The thermal damage may caused by the heat source coming from either the wire's core itself (as in the case of electrical overcurrent) or from external source. Either case may cause the wire's insulation to be gradually discolored and in time may carbonized the insulation material, which turns the insulation material into a conductor. The now conductive insulation may in time become short‑circuited with nearby wires, causing systems failure or in extreme case, an electrical fire. It should be noted that the discoloration found at this area are not due to cable clamps.<o:p></o:p></span><br />
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</div><div class="MsoNormal" style="margin-left: 1in; text-align: justify; text-indent: -1in;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.1.1<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial; font-size: 11pt;">Left Hand Outer Leading Edge <o:p></o:p></span><br />
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</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Of the 147 wires inspected its about 75 (51.0%) wires were found with discrepancies. 6 (16.2%) out of the 37 connectors were found at this area with corroded pin contacts and 5 (62.5%) of the pressure seals were damaged. <o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Other discrepancies detected on LH Leading Edge wiring includes corrosion at conduit connector (which is not easily observed unless the wiring installation is removed) and illegal splicing close (less than 12 inches) to the connector's end. The illegal splicing are probably due to maintenance insitu repair.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-indent: -1in;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.1.2<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial; font-size: 11pt;">RH Outer Leading Edge <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Significantly more wires i.e. 70 (47.6%) out of the 147 wires inspected, are found to have discrepancies. However, only 10 (27.0%), out of the 37 connectors have corrosion at pin contacts and 5 out of the 8 (62.5%) pressure seals are damaged. The outer RH Leading Edge wiring displays the similar discrepancies as of the wiring on the LH Leading Edge. The condition shall not be considered lightly since the affected systems are vital to the aircraft's operation should the wiring interconnection fails due to corrosion and deterioration.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Discoloration of wire ends was also detected at the back of the RH Leading Edge connector's mounting bracket. Since the bracket is similar to the LH Leading Edge's, the affected systems that may be failed due to the discrepancies.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Other discrepancies found on the RH Leading Edge wiring includes deteriorated cable insulation and serious overheating effect that damaged wire's insulation. The overheating of the wires occurred at about 3 feet inboard from the No. 4 engine.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">In both cases, should the insulation be exposed to similar effect for a prolonged time, it may cause the wiring to fail and the cores to be shortcircuited, leading to other more catastrophic damaged than just the particular system malfunction, such as electrical spark or even fire.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="margin-left: 1in; text-indent: -1in;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.2<span style="font-family: "Times New Roman"; font-size-adjust: none; font-size: 7pt; font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"> </span></span><span style="font-family: Arial; font-size: 11pt;">Inboard Leading Edge/Center Wing (LH and RH) <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>The center wing wiring looms runs from outer wing pressure breaks through the pressure seals at the armpit to splices at FS 245. There are a total of 490 wires, 28 pressure seals and 58 connectors in the wiring looms inspected. 115 wires (23.5%), 22 pressure seals (91.7%) and 9 connectors (15.5%) were found to be degraded upon visual inspection. The number of discrepancies found for the left hand and right hand areas are approximately the same. Also for both the left hand and right hand center wing. The connectors with corroded pin contacts were found at the firewall area near engine No. 2 and No. 3 and at the outer wing pressure break areas. This finding is similar so that on the outer leading edge looms. Most of the wiring discrepancies are found from the outer wing pressure break to the armpit pressure seal area i.e. the leading edge area.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.2.1 <st1:place w:st="on"><st1:placename w:st="on">Left</st1:placename> <st1:placename w:st="on">Hand</st1:placename> <st1:placetype w:st="on">Center</st1:placetype></st1:place> Wing <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>60 out of the 245 wires (24.5%) were found with discrepancies such as wiring insulation deteriorated (i.e. frayed, broken or brittle) illegal splicings, and dry solder joints. Illegal splicings are usually carried out as a result of temporary repair during line maintenance. The wiring with insulation deteriorated are from various system such as propeller ice control, oil pressure indicator, engine regulated fuel system control, oil quantity indicator, fuel flow indicator, engine fire warning, generator No. I and No. 2 power supply and thermocouple wires for turbine inlet temperature indicator 6 wires from generator No. I and No. 2 were found with dry solder joints. All four (4) connectors out of the 29 connectors found with corrosion at the pin/socket contacts are located at the LH outer wing pressure breaks. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.2.2 <st1:place w:st="on"><st1:placename w:st="on">Right</st1:placename> <st1:placename w:st="on">Hand</st1:placename> <st1:placetype w:st="on">Center</st1:placetype></st1:place> Wing <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Again 55 out of the 245 (22.4%) of the wiring were found with discrepancies similar to that of the LH side. This would indicate that line maintenance repair of wiring were carried out. The wiring with deteriorated insulation were found to be from propeller ice control, propeller synchrophasing control, fuel flow indicating system generator No. 4 power supply and engine fire warning systems.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Of the 5 connectors found with corrosion at pin/socket contacts, two connectors are located at the outer wing pressure break and wiring from multiple system are terminated at these connectors. Wiring for up to 10 systems can be terminated at a connectors. The other two connector are from the emergency valves system for engine bleed air pressure regulation.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="margin-left: 0in; text-indent: 0in;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.3</span><span style="font-family: Arial; font-size: 11pt;"> QEC <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>QEC wiring has been removed by RMAF before the aircraft hand over to AIROD for rewiring. Therfore the wiring inspection have not been carried out for QEC systems. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.4 Trailing Edge (LH and RH)<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Of the 336 wires inspected 138 (41.1%) of the wire were found to be degraded i.e. chaffed or insulation brittle (17.9%) or contiminated with oil (20.5%) and 7 out of the 82 connectors (7.3%) inspected have corrosion at the contacts/socket pins. The main problem with wiring is that the wiring insulation is found to be kinked, brittle or cracked. There is a difference in the number of wires on the RH trailing edge compared to the LH trailing edge because of differences in systems involved. Wiring loom from 17 sub‑systems were covered in each of the LH and RH trailing edge. The RH trailing edge has same number of connectors that are degraded as compared to the LH trailing edge.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p> </o:p> </span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">1.4.1 LH Trailing Edge<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>65 (40.4%) out of the 161 wires inspected were found with either wiring insulation degradation. This affected 12 out of the 17 sub‑system wires located at the LH trailing edge. The systems affected are main the fuel system (Boost, Auxiliary Tank and External Tanks Pumps, Refueling, Crossfeed.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Dump and APU, Trim Tab Position Indicator and Control, formation lights, Engine Fire Extinguisher and paratroop air deflector control. A high percentage (60%) of the wires used in this area a belong to MIL‑W‑5086/2 which has been superseded by MIL‑W‑22759/34.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Degraded wires were mainly from MIL‑W‑5086/2 and MIL‑W‑25038/1 wire specifications. MIL‑W‑25038/1 wires are still valid for use. However 85% (30 out of 35) of this wires type are found to be brittle. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Of the 41 connectors inspected, 3 (7.3%) connectors from the fuel refueling system and paratroop air deflector control system were found with corroded pin/socket contacts. These connectors are also found to be degraded at the RH trailing edge. 21 out of the 41 connectors inspected are for connection to the fuel tank. None of these connectors which are located next to the fuel tanks are degraded. Similar findings were obtain for the fuel tank connector.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.4.2 RH Trailing Edge<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>73 out of the 175 wires (41.7%) inspected were found with wiring insulation degradation i.e. insulation hardened, broken or brittle. This affected 12 of the 17 system wires located at the RH trailing edge. The subsystems with degraded wires are almost the same as that found in the LH trailing edge i.e. 9 of the 12 subsystem are the same.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">The subsystem affected are the fuel system (Boost, Auxiliary,. Tank and External Tank Pumps, Refueling, Crossfeed, Dump and Pressure Indicator, Wing Flap control, Engine Fire Extinguisher, Fuel Quantity Indicator and Hydraulic pumps low pressure warning. Most of the wires used belong to the specifications MIL‑W‑5086/2 and MIL‑W‑25038/1. Similarly most of the degraded wires belong to these two wire types. 100% (33 out of 33) of all wires belonging to MIL‑W‑25038/1 wire specification has superseded to MIL‑W‑25038/3. Of the 41 connectors inspected 3 (7.3%) of the connectors were found with corrosion at pin/socket contacts.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Two of the subsystem affected, the fuel refueling and paratroop air deflector control, are the same as the findings on the LH trailing edge. The other subsystem with degraded connectors are the fuel system boost pump, formation lights, hydraulic pump low pressure warning and fuel system dump. As with the LH trailing edge 21 of the connectors inspected are coaxial enables and are mostly located next to the fuel tank. These connectors, were all found to be in good condition.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.5 <st1:place w:st="on"><st1:placename w:st="on">Dry</st1:placename> <st1:placetype w:st="on">Bay</st1:placetype></st1:place> Wiring<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>The dry bay areas consists of No. 1, No. 2, No. 3 and No. 4 dry bays located behind the firewall of each engine and the center dry bay. The subsystem wiring looms are for the fuel system (dump, refueling, crossfeed, APU, Auxiliary and External Tank Pump, pressure indicator), hydraulic pump low pressure warning, engine fire extinguisher and emergency valves. These systems are similarly to that found on the trailing edge wiring. A total of 49 (34.3%) wires were found to be degraded with 13 wires found with brittle insulation, 15 wires with thermal damage and 21 wires were contiminated with oil. Wiring splices are probably due to insitu repair to one of the many fuel valves present in the dry bays. Again wire types are mainly of MIL‑W‑5086/2 and MIL‑W‑25038/1 (which are superseded by MIL‑W‑25038/3), 54% (19 out of 35) wire of MIL‑W‑5086/2 specification (which are superseded by MIL‑W‑22759/34 as per Lockheed design Standard No DS 5085, Rev. 5 dated 21 Mar 1990) were degraded. Similar to the findings of the trailing edges, it was determined that 56% (13 out of 23) of the MIL‑W‑25038/1 wire type which has been superseded by MIL‑W‑25038/3 inspected were degraded.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">The number of degraded connectors i.e. connectors with corrosion at contact pins is 23 (51.1%) of the total 45 connectors inspected. This is very high percentage and it affects 8 out of the 10 subsystem in the dry bay areas. Since this is an unpressurized area, it is subjects to the cyclic environmental condition changes which may explain why we have a relative large number of degraded wires and connectors. <o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.6 Fuel Tank<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">The wiring inside the fuel tanks were found to be in excellent condition. A total of 122 wires and 238 connectors from the wing outboard tanks, wing inboard tanks, auxiliary tanks and external tanks were inspected. 35 out of the 122 wires (28.7%) inspected were found with wiring insulation degradation i.e. insulation hardened, kinked, insulation cracks, contiminated with fluid or brittle. 5 (2.1%) out of 238 connectors were found corroded at outer shell.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.7 Wheel Well and APU<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
<span style="font-family: Arial; font-size: 11pt;">A total of 195 wires, 31 connectors and 4 pressure seals were inspected. The wiring looms were from the nose landing gear/wheel well area, the main landing gear (LH and RH) areas and wiring leading to the APU located forward of the LH wheel well area. In general it was found that the wire sleevings were either deteriorated or hardened. 20 (10.3%) wires, 7 (22.6%) connectors were found to be degraded. Wiring around the APU area suffered relatively more degradation due to hardened/brittle insulation. The wires are mainly located between APU compartment fire wall and the APU which is a relative high temperature area.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Only 1 (11.1%) of the 9 connectors at the nose wheel well and the same number of connector for APU area suffered from corrosion of the pin contacts and outer shell. There is only 1 connectors in the LH main landing gear suffered from corrosion of the pin contacts. All pressure seals were found in good condition.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">1.8 Empennage Area<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Although the number of wires and connectors for this area were relative small for the wiring installation in the Empennage area, the percentage of discrepancies observed on the wiring looms were quite high. Of the 56 wires inspected, 33 (58.9%) of the wires were found to be degraded. The main defects found were chaffed insulation (27.3%), brittle insulation (36.4%), corrosion at terminal lug (15.2%), thermal damage (21.2%) and contiminated with fluid (6.1%). The insulation damage are possibly caused by mechanical vibration or movement at the wiring installation. Brittle insulation are mainly caused by wire type conforming to military specification MIL‑W5086/2. This is similar to the degradation found for wiring at the trailing edge and dry bay area which are also exposed to the cyclic environmental condition changes. Illegal splices were observed at wires from the main fuselage to the vertical and horizontal stabilizer. This is most likely due to insitu maintenance repair. 2 (18.2%) the connectors inspected were found degraded one with corroded pin contacts and another one with a cracked dielectric. 2 out of the 3 pressure seals inspected were found to be damaged/deformed.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">1.9 Cockpit<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>The cockpit wiring looms constitutes about 75 percent of the total wires (6543 wires) and about 33 percent of the total connectors inspected for the aircraft. A total of 3262 wires were inspected and it was determined that the communication/navigation systems have about one quarter of the total wires each while the electrical system make up the other half of the total wires in the cockpit. However, wires for electrical systems on this aircraft have not been removed and to be retained. The wires were grouped in this manner as it was found to be a convenient method of assessing the degradation of wiring looms. Furthermore the wiring in the cockpit runs from one end to the other. Communication/Navigation wiring generally runs from the receiver/transmitter at the underdeck shelf’s to the pedestal. Instrument system wiring generally runs from the main instrument panel/navigator panel to either the left hand underdeck rack or to the splices at FS 245. The engine instrumentation wiring runs from engine instrument panel to the FS 245. Based on the findings of the inspection, it was determined that only 538 (16.5%) of the wires in the cockpit were degraded with the more significant communication/navigation system (9%).</span><span style="font-family: Arial; font-size: 7pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Of the 213 connectors inspected, 52 (24.4%) were found with corrosion at the pin contacts. The instrument system has 25.6% (32 out of 125) of its connectors degraded and the communication/navigation system has 22.7% (20 out of 88) of its connectors degraded. <o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.1 Instrument System<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p> </o:p>The instrument system is broadly categorized under the following systems/areas.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">i) Main Instrument Panel<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">ii) C‑12 Compass<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">iii) Autopilot and Flight Director<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">iv) Oxygen System<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">v) Air-condition<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">vi) Fuel Quantity Indication<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">vii) Hydraulic System<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">viii) Engine Instrument<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Significant degradation of wiring was found on the MIP, Autopilot/Flight Director and the Engine Instruments. Overall 398 (23.3%) out of the 1710 wires inspected were degraded. From the inspection the MIP and autopilot/flight director system also had higher percentage of degraded connectors. The other systems with degraded connectors are the oxygen, compass and engine instrument.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.1.1 Main Instrument Panel (MIP)<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>For wiring on the MIP, 75 (33.3%) out of 225 wires inspected were found to be degraded some with multiple discrepancies from end to end. However all connectors of the MIP are in good condition.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.1.2 Compass<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>The wiring of the compass system is generally in very good condition. Only 9 wires were found brittle. A total of 411 wires were inspected for the dual compass systems. 5 out of the 21 connector inspected were found with corroded pin contacts.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.1.3 Autopilot/Flight Director<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>On the 624 wires 29 connectors inspected, 206 (33%) were found to be degraded ‑i.e. 119 wires with insulation found brittle and 23 wires terminating in dry solder joints. The wires were mainly of wire type MIL‑W‑81044/16 which is obsolete and superseded by MIL‑W‑22759/34 as indicated by US Navel Avionics Center. Dry joints are found at solder type connectors for the components such as Flight Computer No. 1, Yaw Damper Computer. Mode Coupler and Autopilot Amplifier. All equipment for the autopilot and flight director system is located in the underdeck rack under the cockpit floorboard and on the MIR The connectors with corrosion at the pin contacts were for the VG No. I and No. 2 and the rate of turn sensor. These components are located at the underdeck racks. <o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.1.9.4 Oxygen System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Only 3 wires were found degraded with thermal damage. However the clear sleeving used for protection of the wiring were discolored and broken. One out of the 3 connector inspected were found with corroded pin contacts.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.1.9.5 Air‑condition System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>The air condition system wiring comprising of wires from the flight deck were in good condition. Overall 21 out of 136 wires and 2 (10%) out of 20 connectors were degraded. The rest of the wires and connectors inspected were in good condition.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.1.9.6 Fuel Quantity Indicating<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>The FQI wiring in the cockpit consist of 43 wires and 35 wires (81.4%) were found to be degraded i.e. chaffed and insulation brittle (77.1%) or dry joints and corrosion at terminal lugs (22.9%). 6 (66.7%) out of the 9 connector inspected were found with corroded pin contacts and outer shell.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.1.9.7 Hydraulic System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>11 out of the 40 wires (27.5%) inspected were found with wiring insulation degradation i.e. insulation hardened, kinked and insulation cracks. 6 connectors were found corroded at outer shell.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.1.9.8 Engine Instrument<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>222 wires and 32 connectors were inspected for the indicators at the engine instrument panels. 38 wires (17.1%) were found to be degraded. The main problem with the wiring looms was corrosion at the terminal lugs which occur for 15 of the 38 wires found degraded. These terminal lugs are located away from the engine instrument panel. The wires are from the torque, TIT oil quantity and tachometer indicating system. Only the engine tachometer has 1 (3.1%) connector which was corroded at the pin contacts.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">1.9.2 Communications/Navigation System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Upon visual inspection on wiring looms for the communication and navigation systems, 140 (9%) of the 1552 wires inspected and 20 (22.7%) of the 88 connectors inspected were found to be degraded. The main discrepancies found on the wiring were chaffed, kinked and brittle insulation. About 50% of the connectors which had corrosion at the pin contacts were located at the center pedestal.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.1 ADF System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>The wiring for the ADF system suffered from dry solder joint terminations and deteriorated wire insulation. The wires that has damaged insulation were locate at the left hand wheel well area the wires found with dry joints were at the connectors to ADF No. 1 and No. 2 receiver units. The connectors to the No. 1 and No. 2 ADF control units at the pedestal corroded at the pin contacts.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.2 Weather Radar System<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>The wiring for the weather radar system suffered mainly from brittle insulation. Two coaxial cables were found terminated to the receiver transmitter with the ends soldered instead of being crimped to their respective crimp type contacts. All the connectors were in good condition.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.3 HF System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>As stated above, most of the HF wires which were found degraded were terminated in dry solder joints at the receiver transmitter. 2 out of 4 connectors inspected were found to be degraded.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.4 TACAN System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>14 out of the 210 wires (6.7%) inspected were found with wiring insulation degradation and 2 out of 14 connectors (14.3%) were found corroded at outer shell and pin contacts.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.5 VHF System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>7 out of the 92 wires (7.6%) inspected were found with wiring insulation degradation. Two connectors for the VHF control units at the pedestal were found to be degraded.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.6 UHF System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>One wire was found deteriorated insulations. 6 connectors were inspected and found in good condition.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.7 UHF/DF (DF 301E) System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>All the 20 wires and 1 connector inspected were in good condition.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 9pt;"><o:p></o:p></span><span style="font-family: Arial; font-size: 11pt;">1.9.2.8 Radio Altimeter<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>7 out of 54 wires (13%) were found brittle insulation and chaffed. Connectors inspected for the radio altimeter were in good condition.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.9 VOR/ILS<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Degradation of the wires inspected was mainly due to corrosion terminal lug and brittle insulation. 2 out of 16 connectors (12.5%) inspected were found to corrosion at outer shell and pin contacts. <o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.10 ICS and Public Address<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>On the 473 wires 23 connectors inspected, 45 (9.5%) were found to be degraded i.e. 38 wires with insulation found brittle and cracked and 7 wires terminating in dry solder joints. 7 of the 23 connectors inspected were found to be badly soldered at the flight engineers headphone jack and corrosion at pin contacts.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.2.11 ATC Transponder<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>None of the 38 wires and 2 connectors inspected were found to be degraded. <o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>1.9.3 Electrical System<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p>Wires for electrical systems on this aircraft have not been removed and to be retained.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><br />
</div></div><span style="font-family: Arial; font-size: 11pt;"></span><b><span style="font-family: Arial; font-size: 11pt;">2.0 <u>INSULATION RESISTANCE CHECK BETWEEN CONNECTOR CONTACTS.</u></span></b><br />
<b><span style="font-family: Arial; font-size: 11pt;"><u><o:p></o:p></u></span></b> <br />
<div class="MsoNormal"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhT2pC2edGS201L4GXumM_Dbde8ybPrA4szpSx0S0LgwC2TVZ2NPzRg4CgNfSRi8Yi_ZnaWpR5J_selRpjKTmzOFJJCyk_T_a-Ufh_uTVw9pEurJao1eLgffW3_NwyhhvtZKKOJtx1p7l4/s1600-h/23012009083.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhT2pC2edGS201L4GXumM_Dbde8ybPrA4szpSx0S0LgwC2TVZ2NPzRg4CgNfSRi8Yi_ZnaWpR5J_selRpjKTmzOFJJCyk_T_a-Ufh_uTVw9pEurJao1eLgffW3_NwyhhvtZKKOJtx1p7l4/s320/23012009083.jpg" /></a><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">In section 1, it is stated that about 16 percent of all the connectors inspected were found to be corroded at the pin contacts or at the mating surface. The primary function of a connector is to make good connection and if the contact material is corroded, this most basic function cannot be achieved. The corroded contact will increase the contact resistance which is one of the critical parameters in a connector and typical measured value is in milliohms or a fraction of a milliohm.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Connectors with corrosion found at the mating surface also raises the possibilities that the insulation between the various pin contacts of a connector could be lower than the required value of 10 megaohms stated in CAAIP. It was determined that the dielectric insulation material separating the contacts of connectors are either ceramic or silicone based material.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">A insulation resistance check was carried out on 100 connectors. Of the 100 connectors, 62 connectors were good conditions connector i.e. no corrosion were found on the connector mating surface. It was found that all the connector satisfied the requirement in CAMP i.e. insulation resistance between the contacts is greater than 10 megaohms. 29 of the connectors had silicone based insulation material while the other 33 connectors had ceramic based insulation material.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">The other 38 connectors are degraded connectors i.e. the connector mating surface were found to be corroded. 30 of these connectors had silicone based insulation and 8 had ceramic based insulation. None of 8 ceramic based insulation showed a breakdown in the insulation connectors, 15 (50%) of the silicon based insulation connector showed an insulation breakdown with connectors having an insulation resistance of below I megaohm.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal" style="text-align: justify;"><span style="font-family: Arial; font-size: 11pt;">Apart from the fuel tank connectors, it is estimated that about fifty percent of all connector used in the aircraft are of silicone based insulation. The main concentrations of silicone based insulation are at the trailing edge, leading edge, dry bay, empennage and QEC. These areas also the SWAMP areas where the previous section on visual inspection showed greater degradation of wiring looms.<o:p></o:p></span><br />
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</div><div class="MsoNormal"><br />
</div><div align="center" class="MsoNormal" style="text-align: center;"><u><span style="font-family: Arial; font-size: 11pt;">Table I: Result for the Insulation Resistance Check<o:p></o:p></span></u><br />
</div><table border="0" cellpadding="0" cellspacing="0" class="MsoNormalTable" style="border-collapse: collapse; margin-left: 0.75pt;"><tbody>
<tr> <td style="border: 1pt solid windowtext; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Area<o:p></o:p></span><br />
</div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Total No of<o:p></o:p></span><br />
</div><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Connectors<o:p></o:p></span><br />
</div><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Inspected<o:p></o:p></span><br />
</div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">No of Silicone<o:p></o:p></span><br />
</div><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Dielectric Degraded<o:p></o:p></span><br />
</div><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Connector Inspected<o:p></o:p></span><br />
</div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">No Of Connector<o:p></o:p></span><br />
</div><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">with Insulation<o:p></o:p></span><br />
</div><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">Breakdown<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Trailing Edge<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">15<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">12<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">06<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Leading Edge<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">04<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">02<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">0<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Landing Gear<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">07<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">02<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">01<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Instrument System Cockpit<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">28<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">04<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">01<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Electrical System Cockpit<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">09<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">0<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">0<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Radio Comm. System Cockpit<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">18<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">03<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">03<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Instrument Panel Cockpit<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">14<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">03<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">03<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">QEC<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">03<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">03<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">0<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div class="MsoNormal"><st1:place w:st="on"><st1:placename w:st="on"><span style="font-family: Arial; font-size: 11pt;">Dry</span></st1:placename><span style="font-family: Arial; font-size: 11pt;"> <st1:placetype w:st="on">Bay</st1:placetype></span></st1:place><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">02<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">01<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">01<o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 0.75pt; width: 186.45pt;" valign="top" width="249"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">TOTAL<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 74.55pt;" valign="top" width="99"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">100<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 117pt;" valign="top" width="156"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">30<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 0.75pt; width: 1.5in;" valign="top" width="144"><div align="center" class="MsoNormal" style="text-align: center;"><span style="font-family: Arial; font-size: 11pt;">15<o:p></o:p></span><br />
</div></td> </tr>
</tbody></table><div class="MsoNormal"><br />
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</div><div class="MsoBodyText" style="margin: 3pt 0in;"><b><u><span style="font-family: Arial;">List of SB’s for B727 Wiring Inspection to be incorporated.</span></u></b><br />
</div><div class="MsoBodyText" style="margin: 3pt 0in;"><br />
</div><div class="MsoBodyText" style="margin: 3pt 0in;"><b><u><span style="font-family: Arial;"><o:p></o:p></span></u></b><br />
</div><table border="1" cellpadding="0" cellspacing="0" class="MsoTableGrid" style="border-collapse: collapse; border: medium none; margin-left: 5.4pt;"><tbody>
<tr> <td style="border: 1pt solid windowtext; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">No<o:p></o:p></span><br />
</div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">SB 727<o:p></o:p></span><br />
</div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Description <o:p></o:p></span><br />
</div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in 2pt 78.1pt; text-align: center; text-indent: -78.1pt;"><span style="font-family: Arial;">Action<o:p></o:p></span><br />
</div></td> <td style="border-color: windowtext windowtext windowtext -moz-use-text-color; border-style: solid solid solid none; border-width: 1pt 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in 2pt 78.1pt; text-align: center; text-indent: -78.1pt;"><span style="font-family: Arial;">Remark<o:p></o:p></span><br />
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<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">1<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">20-0002<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Prevent personnel from being shocked by 115 volt AC when using the P13 fwd attendant's pnl or the P14 aft attendant's pnl. On P13 fwd attendant's pnl and P14 aft attendant's pnl, install a ground terminal lug over the shaft of the attendant's work light toggle switch so that it contacts the attendant's pnl aluminum faceplate. Install wire from the ground lug to the pnl connector and then to an existing AC groundstud.<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">O<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">2<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">21-0088<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Reroute air conditioning bay wire bundle to provide more clearance from the hot air duct and reduce the possibility of wire bundle overheat damage. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">3<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24-0012<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Provides additional insulation for wire terminals to guard against loose metallic objects which can cause short circuit. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">4<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24-0014<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Eliminates the possibility of damage to the power feeder by installing slotted head fasteners. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">5<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24-0016<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Prevent wetting of engine power lead wire bundle with engine oil from the oil tank drain by relocating the wire bundle further inboard. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">6<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24-0040<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Improve short circuit protection for the APU generator and APU starter motor by installing separate ground power. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">7<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24-0045<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Eliminate the possibility of damage for wire bundle routed with hot battery. Hot battery bus feeder wire will be isolated from the other wire bundle. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">8<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24-0050<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Reduce the possibility of heat damage to wire bundles in the keel beam area. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">9<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24-0054<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Provide clearance between airplane structure and a wire bundle that supplies electrical power to the engine fuel pumps. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">10<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24-0058<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Prevent the APU power feeder wire from contacting the E1-5 pnl door or structure which can result short circuit. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">11<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">24A0072<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Provide instruction for performing inspection and clamping of wire bundle W116 in the E7E comp E1 rack. This is to prevent the wire bundle W116 from chaffing to the APU CB panel cover. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">R<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">TGA & TGB have been incorporated SB 727-24A0072. Recommended SB to be incorporated to all ex-UPS acft. <o:p></o:p></span><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">12<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">32-0064<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">Prevent damage to electrical wiring in the nose gear wheel well by installing the conduit to the existing wire routing. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
<tr> <td style="border-color: -moz-use-text-color windowtext windowtext; border-style: none solid solid; border-width: medium 1pt 1pt; padding: 0in 5.4pt; width: 25pt;" valign="top" width="33"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">13<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 50pt;" valign="top" width="67"><div align="right" class="MsoBodyText" style="margin: 2pt 0in; text-align: right;"><span style="font-family: Arial;">34-0064<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 390pt;" valign="top" width="520"><div class="MsoBodyText" style="margin: 2pt 0in;"><span style="font-family: Arial;">To preclude failure of terminals on the flux valve wire bundle at the flux valve connection. Added clamp to support the wire bundle. <o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 40pt;" valign="top" width="53"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><span style="font-family: Arial;">C<o:p></o:p></span><br />
</div></td> <td style="border-color: -moz-use-text-color windowtext windowtext -moz-use-text-color; border-style: none solid solid none; border-width: medium 1pt 1pt medium; padding: 0in 5.4pt; width: 175pt;" valign="top" width="233"><div align="center" class="MsoBodyText" style="margin: 2pt 0in; text-align: center;"><br />
</div></td> </tr>
</tbody></table><div class="MsoNormal"><br />
</div><div class="MsoBodyText" style="margin: 3pt 0in 3pt -10pt;"><span style="font-size: x-small;"><span style="font-family: Arial;"> Note: <o:p></o:p></span></span><br />
</div><div class="MsoBodyText" style="margin: 3pt 0in 3pt -10pt;"><span style="font-size: x-small;"><b><span style="font-family: Arial;"> R</span></b><span style="font-family: Arial;"> – Must be done <o:p></o:p></span></span><br />
</div><div class="MsoBodyText" style="margin: 3pt 0in 3pt -10pt;"><span style="font-size: x-small;"><b><span style="font-family: Arial;"> O </span></b><span style="font-family: Arial;">– Optional <o:p></o:p></span></span><br />
</div><div class="MsoBodyText" style="margin: 3pt 0in 3pt -10pt;"><span style="font-size: x-small;"><b><span style="font-family: Arial;"> C </span></b></span><span style="font-family: Arial;"><span style="font-size: x-small;">– SB’s have been incorporated by previous operator/Boeing </span> <o:p></o:p></span><br />
</div><span style="font-family: Arial;"><o:p></o:p></span><br />
Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-34292090022723263502009-11-02T00:23:00.000-08:002009-11-02T00:23:45.397-08:00A330F test regime to include main-deck floodingA330F test regime to include main-deck flooding<br />
<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi20gl4gtTk9OdKG6m-4HN6-vHB3WmtW-oS0fl9l5ggSgV-hX7vn_yZqzw3wdYlmpvMuAqgQUCcU78rxx3IaB0CvZaimVl0HAEbMlUlqvim4jKXwuw1kB_aGM0YN7U7dHj2Vrvqi3A5rJ8/s1600-h/yourfile.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi20gl4gtTk9OdKG6m-4HN6-vHB3WmtW-oS0fl9l5ggSgV-hX7vn_yZqzw3wdYlmpvMuAqgQUCcU78rxx3IaB0CvZaimVl0HAEbMlUlqvim4jKXwuw1kB_aGM0YN7U7dHj2Vrvqi3A5rJ8/s320/yourfile.JPG" /></a><br />
</div><br />
<br />
Airbus is planning to flood the cargo compartment of its A330-200 freighter as part of the testing regime, to check that it can handle water run-off during loading in poor weather.<br />
<br />
The A330 freighter is due to make its first flight in November and Airbus aims to achieve certification by March 2010, ahead of first deliveries in the summer.<br />
Speaking during a briefing to update the programme, A330-200F chief engineer Matthias Ierovante said that the twin-jet's main deck would be flooded with 1,000lt (264USgal) of water to "simulate real conditions".<br />
<br />
"We need to ensure that the drainage is OK," he says, pointing out that snow and rain can accumulate on freight pallets, creating run-off inside the aircraft.<br />
MSN1004 will undertake the flight certification programme, but A330 freighter programme manager Jens Knaack says that the airframer has also conducted related advanced testing on four passenger A330s.<br />
<br />
Airbus expects the flight-test campaign to take around 200hr, across three or four months. A second aircraft is currently in final assembly. <br />
Initial output in 2010 will amount to fewer than 10 aircraft, says the airframer, given the slump in the cargo market, but production should be ramped up by 2012-13.<br />
Ierovante says that Airbus has conducted studies into a possible A330-300 freighter which, he says, would essentially be a stretch of the -200F, but the airframer has yet to indicate whether it will proceed with development.<br />
<br />
"We're looking at every passenger aircraft to find out what it would look like if turned into a freighter," says Ierovante. He adds that the manufacturer would "not face any technical issues" if it launched a -300F.<br />
<br />
<span style="font-size: x-small;">By David Kaminski-Morrow</span><br />
<span style="font-size: x-small;">Date: 01/11/09</span><br />
<span style="font-size: x-small;">Source: Air Transport Intelligence news</span>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-16029523383917141232009-10-28T02:53:00.000-07:002009-10-28T02:53:22.970-07:00330 exhibitors for Lima 2009Tuesday October 27, 2009<br />
The Star<br />
<br />
<b>330 exhibitors for Lima 2009</b><br />
<br />
KUALA LUMPUR: Some 330 exhibitors from 24 countries will be taking part in the Langkawi International Maritime and Aerospace Exhibition (Lima) 2009 in December.<br />
<br />
Among the countries participating are Australia, South Africa, United States, Russia, Norway, Holland and Britain.<br />
<br />
“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.<br />
<br />
He said about 86,000 visitors are expected to flock to Lima 2009. Abu Bakar said the visitors would include delegations from 60 countries.<br />
<br />
“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.<br />
<br />
It is anticipated that 46,000 guests will be business visitors.<br />
<br />
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.<br />
<br />
Lima will be held in Langkawi from Dec 1-5 at the Mahsuri International Exhibition Centre.Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com0tag:blogger.com,1999:blog-6023899254238361992.post-29210208995348291002009-10-22T20:08:00.000-07:002009-10-22T20:11:24.673-07:00EASA PART-66 (JAR-66) Aircraft Maintenance License AERO PLANES AND HELICOPTERS<meta content="text/html; charset=utf-8" http-equiv="Content-Type"></meta><meta content="Word.Document" name="ProgId"></meta><meta content="Microsoft Word 11" name="Generator"></meta><meta content="Microsoft Word 11" name="Originator"></meta><link href="file:///C:%5CDOCUME%7E1%5CIMRANI%7E1.HGR%5CLOCALS%7E1%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml" rel="File-List"></link><style>
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<h5><a href="http://www.blogger.com/post-create.g?blogID=6023899254238361992" name="PART66_Licence_Step_by_Step."></a><a href="http://www.blogger.com/post-create.g?blogID=6023899254238361992" name="PART66_Aircraft_Maintenance_Licence_AERO" style="color: black;"><span style="font-family: Arial; font-size: 11pt;">EASA PART-66 (JAR-66) Aircraft Maintenance License AERO PLANES AND HELICOPTERS</span></a><span style="color: black;"><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span></span></h5><div class="MsoNormal"><span style="color: black;"><a href="http://www.blogger.com/post-create.g?blogID=6023899254238361992" name="PART66.A.1_Scope"><b><span style="font-family: Arial; font-size: 11pt;">PART-66 (JAR-66).A.1 Scope</span></b></a></span><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(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:<o:p></o:p></span><br />
</div><ul type="disc"><li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"> Category A <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"> Category B1 <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"> Category B2 <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"> Category C <o:p></o:p></span></li>
</ul><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(b) Categories A and B1 are subdivided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines. The subcategories are:<o:p></o:p></span><br />
</div><ul type="disc"><li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"> A1 and B1.1 Aeroplanes Turbine <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"> A2 and B1.2 Aeroplanes Piston <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"> A3 and B1.3 Helicopters Turbine <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;"> A4 and B1.4 Helicopters Piston <o:p></o:p></span></li>
</ul><div class="MsoNormal" style="color: black;"><br />
</div><div class="MsoNormal"><span style="color: black;"><a href="http://www.blogger.com/post-create.g?blogID=6023899254238361992" name="PART66.A.10_Application"><b><span style="font-family: Arial; font-size: 11pt;">PART-66 (JAR-66).A.10 Application</span></b></a></span><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="color: black;"><br />
</div><div class="MsoNormal"><span style="color: black;"><a href="http://www.blogger.com/post-create.g?blogID=6023899254238361992" name="PART66.A.15_Eligibility"><b><span style="font-family: Arial; font-size: 11pt;">PART-66 (JAR-66).A.15 Eligibility</span></b></a></span><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">An applicant for an PART-66 (JAR-66) Aircraft Maintenance License shall be at least 18 years of age.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="color: black;"><a href="http://www.blogger.com/post-create.g?blogID=6023899254238361992" name="PART66.A.30_Experience_requirements"><b><span style="font-family: Arial; font-size: 11pt;">PART-66 (JAR-66).A.30 Experience requirements</span></b></a></span><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(a) An applicant for an PART-66 (JAR-66) Aircraft Maintenance License shall have acquired:<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">1. for category A and subcategories B1.2 and B1.4:<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(i) three years of practical maintenance experience on operating aircraft, if the applicant has no previous relevant technical training; or<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(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<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(iii) one year of practical maintenance experience on operating aircraft and completion of a Part-147 approved basic training course.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">2. for category B2 and subcategories B1.1 and B1.3:<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(i) five years of practical maintenance experience on operating aircraft if the applicant has no previous relevant technical training; or<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(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<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(iii) two years of practical maintenance experience on operating aircraft and completion of a Part -147 approved basic training course.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">3. for category C with respect to large aircraft:<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(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<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">(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<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">4. for category C with respect to non large aircraft:<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">5. for category C obtained through the academic route:<o:p></o:p></span><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><br />
</div><div class="MsoNormal" style="margin-left: 0.25in; text-indent: -0.25in;"><span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
</div><br />
<div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">KNOWLEDGE LEVELS — CATEGORY A, B1, B2 AND C AIRCRAFT MAINTENANCE LICENSE </span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The knowledge level indicators are defined as follows:<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">LEVEL 1</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">A familiarization with the principal elements of the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Objectives: The applicant should be familiar with the basic elements of the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to give a simple description of the whole subject, using common words and examples.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to use typical terms.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">LEVEL 2</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">A general knowledge of the theoretical and practical aspects of the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><i><span style="font-family: Arial; font-size: 11pt;">An ability to apply that knowledge.</span></i><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Objectives: The applicant should be able to understand the theoretical fundamentals of the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to give a general description of the subject using, as appropriate, typical examples.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to use mathematical formulae in conjunction with physical laws describing the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to read and understand sketches, drawings and schematics describing the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to apply his knowledge in a practical manner using detailed procedures.<o:p></o:p></span><br />
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</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">LEVEL 3</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">A detailed knowledge of the theoretical and practical aspects of the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner.</span><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Objectives: The applicant should know the theory of the subject and interrelationships with other subjects.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to give a detailed description of the subject using theoretical fundamentals and specific examples.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should understand and be able to use mathematical formulae related to the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to apply his knowledge in a practical manner using manufacturer's instructions.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">The applicant should be able to interpret results from various sources and measurements and apply corrective action where appropriate.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><a href="http://www.blogger.com/post-create.g?blogID=6023899254238361992" name="2._MODULARISATION" style="color: black;"> MODULARIZATION</a></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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’: </span><br />
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</div><b><span style="font-family: Arial; font-size: 11pt;">PART66 (JAR66) Module Syllabus</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
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</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">Standardisation Basis For Examinations</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
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</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">a) All basic examinations must be carried out using the multi-choice question format and essay questions as specified below.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">c) Each essay question requires the preparation of a written answer and the candidate must be allowed 20 minutes to answer each such question.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">d) Suitable essay questions must be drafted and evaluated using the knowledge syllabus in PART 66 Appendix I Modules 7, 9 and 10.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">f) The model answer will also be broken down into a list of the important points known as Key Points.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">g) The pass mark for each PART 66 module and sub-module multi-choice part of the examination is 75 %.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">j) Penalty marking systems must not be used to determine whether a candidate has passed.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><a href="http://www.blogger.com/post-create.do" name="2._Question_Numbers_for_the_Part-66_Appe"><b><u><span style="font-family: Arial; font-size: 11pt;"> Question Numbers for the PART 66 Appendix I Modules</span></u></b></a><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
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</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">Subject Module 1 Mathematics:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-16 multi-choice and 0 essay questions. Time allowed 20 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-30 multi-choice and 0 essay questions. Time allowed 40 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-30 multi-choice and 0 essay questions. Time allowed 40 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 2 Physics:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-30 multi-choice and 0 essay questions. Time allowed 40 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-50 multi-choice and 0 essay questions. Time allowed 65 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-50 multi-choice and 0 essay questions. Time allowed 65 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 3 Electrical Fundamentals:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A- 0 multi-choice and 0 essay questions. Time allowed 25 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-50 multi-choice and 0 essay questions. Time allowed 65 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-50 multi-choice and 0 essay questions. Time allowed 65 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 4 Electronic Fundamentals:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-20 multi-choice and 0 essay questions. Time allowed 25 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-40 multi-choice and 0 essay questions. Time allowed 50 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 5 Digital Techniques/Electronic Instrument Systems:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-16 multi-choice and 0 essay questions. Time allowed 20 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1.1 & B1.3-40 multi-choice and 0 essay questions. Time allowed 50 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1.2 & B1.4-20 multi-choice and 0 essay questions. Time allowed 25 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-70 multi-choice and 0 essay questions. Time allowed 90 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 6 Materials and Hardware:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-50 multi-choice and 0 essay questions. Time allowed 65 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-70 multi-choice and 0 essay questions. Time allowed 90 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-60 multi-choice and 0 essay questions. Time allowed 75 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 7 Maintenance Practices:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-70 multi-choice and 2 essay questions. Time allowed 90 minutes plus 40 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-80 multi-choice and 2 essay questions. Time allowed 100 minutes plus 40 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-60 multi-choice and 2 essay questions. Time allowed 75 minutes plus 40 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 8 Basic Aerodynamics:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-20 multi-choice and 0 essay questions. Time allowed 25 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-20 multi-choice and 0 essay questions. Time allowed 25 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-20 multi-choice and 0 essay questions. Time allowed 25 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 9 Human factors:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-20 multi-choice and 1 essay question. Time allowed 25 minutes plus 20 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-20 multi-choice and 1 essay question. Time allowed 25 minutes plus 20 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-20 multi-choice and 1 essay question. Time allowed 25 minutes plus 20 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">Subject Module 10 Aviation Legislation:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-30 multi-choice and 1 essay question. Time allowed 40 minutes plus 20 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-40 multi-choice and 1 essay question. Time allowed 50 minutes plus 20 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-40 multi-choice and 1 essay question. Time allowed 50 minutes plus 20 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 11a Turbine Aeroplane Aerodynamics, Structures and Systems:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-100 multi-choice and 0 essay questions. Time allowed 125 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-130 multi-choice and 0 essay questions. Time allowed 165 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 11b Piston Aeroplane Aerodynamics, Structures and Systems:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-70 multi-choice and 0 essay questions. Time allowed 90 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-100 multi-choice and 0 essay questions. Time allowed 125 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">Subject Module 12 Helicopter Aerodynamics, Structures and Systems:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-90 multi-choice and 0 essay questions. Time allowed 115 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-115 multi-choice and 0 essay questions. Time allowed 145 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;">Subject Module 13 Aircraft Aerodynamics, Structures and Systems:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-130 multi-choice and 0 essay questions. Time allowed 165 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 14 Propulsion:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-25 multi-choice and 0 essay questions. Time allowed 30 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 15 Gas Turbine Engine:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-60 multi-choice and 0 essay questions. Time allowed 75 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-90 multi-choice and 0 essay questions. Time allowed 115 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 16 Piston Engine:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-0 multi-choice and 0 essay questions. Time allowed 65 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-0 multi-choice and 0 essay questions. Time allowed 90 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-None.<o:p></o:p></span><br />
</div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 11pt;"> Subject Module 17 Propeller:</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category A-0 multi-choice and 0 essay questions. Time allowed 25 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B1-30 multi-choice and 0 essay questions. Time allowed 40 minutes.<o:p></o:p></span><br />
</div><div class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Category B2-None.<o:p></o:p></span><br />
</div><div class="MsoNormal" style="text-align: justify;"><br />
</div><div class="MsoNormal" style="text-align: justify;"><a href="http://www.blogger.com/post-create.do" name="EXAMINATIONS"><b><u><span style="font-family: Arial; font-size: 11pt;">EXAMINATIONS</span></u></b></a><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div><span style="font-family: Arial; font-size: 11pt;">This Subpart provides the procedure for examinations conducted by the competent authority.<o:p></o:p></span><br />
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<a href="http://www.blogger.com/post-create.do" name="PART66.B.200_Examination_by_the_competen"><b><span style="font-family: Arial; font-size: 11pt;">PART66 (JAR66).B.200 Examination by the competent authority</span></b></a><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
<span style="font-family: Arial; font-size: 11pt;">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.<o:p></o:p></span><br />
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<span style="font-family: Arial; font-size: 11pt;">(b) The competent authority shall appoint examiners who shall be present during all examinations to ensure the integrity of the examination.<o:p></o:p></span><br />
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<span style="font-family: Arial; font-size: 11pt;">(c) Basic examinations shall follow the standard specified in Appendix I and II to this Part.<o:p></o:p></span><br />
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<span style="font-family: Arial; font-size: 11pt;">(d) Type examinations must follow the standard specified in Appendix III to this Part.<o:p></o:p></span><br />
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<span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
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<span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
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<span style="font-family: Arial; font-size: 11pt;">(g) Apart from specific documentation needed for type examinations, only the examination paper may be available to the candidate during the examination.<o:p></o:p></span><br />
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<span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
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<span style="font-family: Arial; font-size: 11pt;">(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.<o:p></o:p></span><br />
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<b><span style="font-family: Arial; font-size: 11pt;">PART66 (JAR66) Licence Step by Step.</span></b><span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
<ul type="disc"><li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Download the Application Form. <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Fill the Form. Mention exam date and venue. (You may add one extra module so that you can use its time for other modules. <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Get it signed by your Quality Assurance / Control Department. <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Send Form with Fee to CAA <st1:place w:st="on"><st1:country-region w:st="on">UK</st1:country-region></st1:place> Address. <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Wait for CAA confirmation of date and venue. <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Revise your course at least three times. <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Last night before exam have a peaceful sleep( very important). <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">Arrive one hour before exam. <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">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. <o:p></o:p></span></li>
<li class="MsoNormal"><span style="font-family: Arial; font-size: 11pt;">After you finish paper. Go home and try to recall question and answers and send them to us. <o:p></o:p></span></li>
</ul><br />
<b><span style="font-family: Arial; font-size: 11pt;"><span style="font-size: x-small;">For further details and guidance, pls feel free to visit <a href="http://aircraft-license.com/">http://aircraft-license.com/</a></span><o:p></o:p></span></b><br />
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<span style="font-family: Arial; font-size: 11pt;"><o:p></o:p></span><br />
</div>Imran Ismailhttp://www.blogger.com/profile/01807196382974339935noreply@blogger.com1