Air Show - The Su-30MKM of Royal Malaysian Air Force and Thunderbirds of United State Air Force.
>> Tuesday, September 29, 2009
Air Show - The Su-30MKM of Royal Malaysian Air Force and Thunderbirds of United State Air Force. 
"The US Embassy is proud to announce the visit of the USAF Thunderbirds to Kuala Lumpur in partnership with the Royal Malaysian Air Force (RMAF)," said the US Embassy in a statement here today.
Royal Malaysian Air Force and the United State Air Force (USAF) is proud to announce that the famous aerobatic team, The Thunderbirds and SKN to 11 RMAF will hold joint air show at October 3, 2009 at the Subang Air Base.
SKN to RMAF 11 is an elite squadron of assets that have advanced the RMAF Su-30MKM.
The Thunderbirds, while the use aircraft F16 is the squadron airshow USAF based at Nellis Air Force Base, Las Vegas, United States.
The Thunderbirds, a revered air demonstration squadron of the U.S. Air Force (USAF) will perform their aerobatic formation and solo flying stunts in specially-marked jets during an air show.
The show is free and the public are invited to attend per below:
Date: October 3, 2009
Time: Starting at 10am
Thunderbirds, the team that is among the best in the world as well as the opportunity to witness the greatness of action to challenge the Royal Malaysian Air Force pilots with combat aircraft Sukhoi (Su-30MKM)
Day 1 (1st Oct 2009)
1200H - Arrival of 2 X C17 at Subang Air Base.
1430H - 1500H - Arrival of 8 X F16 & Arrival of 2 X KC135 Tanker.
Day 2 (2nd Oct 2009)
Practice Day / Media
0900H - Final Planning Meeting.
- Base Opened Day. (Armed Forces & Embassy Staff)
1030H - 1100H - C17 Demonstration.
1100H - 1130H - Thunderbirds Air Show (Fly Over KLCC Twin Tower).
1200H - F16 fly-by Chief of Armed Forces.
Day 3 (3rd October 2009)
Actal Day / Open for Public
0900H - Base Open Crowd
0915H - Arrival of Guest.
0930H - Arrival of Chief of RMAF
0945H - Arrival of Chief of Armmed Forces.
1000H - Arrival of Diplomats.
1015H - Arrival of Dignitries.
1030H - 110H C17 Demonstration.
1100H - 1130H - Sukhoi Air Show.
1130H - 1230H - Thunderbirds Air Show.
1245H - 1300H - Authograph Signing by Thunderbirds Crew.
1300H - VVIP & pilot Photography session.
Lunch.
1400. - Programme End.
Aircraft Weighing - JAR OPS 1.6
>> Friday, September 25, 2009
JAR - OPS 1.605 General
(See Appendix 1 to JAR - OPS 1.605) 
(a) An operator shall ensure that during any phase of operation, the loading, mass and centre of gravity of the aeroplane complies with the limitations specified in the approved Aeroplane Flight Manual, or the Operations Manual if more restrictive.
(b) An operator must establish the mass and the centre of gravity of any aeroplane by actual weighing prior to initial entry into service and thereafter at intervals of 4 years if individual aeroplane masses are used and 9 years if fleet masses are used. The accumulated effects of modifications and repairs on the mass and balance must be accounted for and properly documented. Furthermore, aeroplanes must be reweighed if the effect of modifications on the mass and balance is not accurately known.
(c) An operator must determine the mass of all operating items and crew members included in the aeroplane dry operating mass by weighing or by using standard masses. The influence of their position on the aeroplane centre of gravity must be determined.
(d) An operator must establish the mass of the traffic load, including any ballast, by actual weighing or determine the mass of the traffic load in accordance with standard passenger and baggage masses as specified in JAR - OPS 1.620.
(e) An operator must determine the mass of the fuel load by using the actual density or, if not known, the density calculated in accordance with a method specified in the Operations Manual. (See IEM OPS 1.605(e).)
Appendix 1 to JAR - OPS 1.605
Mass and Balance - General
See JAR - OPS 1.605
(a) Determination of the dry operating mass of an aeroplane
(1) Weighing of an aeroplane
(i) New aeroplanes are normally weighed at the factory and are eligible to be placed into operation without reweighing if the mass and balance records have been adjusted for alterations or modifications to the aeroplane. Aeroplanes transferred from one JAA operator with an approved mass control programme to another JAA operator with an approved programme need not be weighed prior to use by the receiving operator unless more than 4 years have elapsed since the last weighing.
(ii) The individual mass and centre of gravity (CG) position of each aeroplane shall be re-established periodically. The maximum interval between two weighings must be defined by the operator and must meet the requirements of JAR - OPS 1.605(b). In addition, the mass and the CG of each aeroplane shall be re-established either by:
(A) Weighing; or
(B) Calculation, if the operator is able to provide the necessary justification to prove the validity of the method of calculation chosen,
whenever the cumulative changes to the dry operating mass exceed ± 0.5% of the maximum landing mass or the cumulative change in CG position exceeds 0.5% of the mean aerodynamic chord.
(2) Fleet mass and CG position
(i) For a fleet or group of aeroplanes of the same model and configuration, an average dry operating mass and CG position may be used as the fleet mass and CG position, provided that the dry operating masses and CG positions of the individual aeroplanes meet the tolerances specified in sub-paragraph (ii) below. Furthermore, the criteria specified in sub-paragraphs (iii), (iv) and (a)(3) below are applicable.
(ii) Tolerances
(A) If the dry operating mass of any aeroplane weighed, or the calculated dry operating mass of any aeroplane of a fleet, varies by more than ±0.5% of the maximum structural landing mass from the established dry operating fleet mass or the CG position varies by more than ±0.5 % of the mean aerodynamic chord from the fleet CG, that aeroplane shall be omitted from that fleet. Separate fleets may be established, each with differing fleet mean masses.
(B) In cases where the aeroplane mass is within the dry operating fleet mass tolerance but its CG position falls outsides the permitted fleet tolerance, the aeroplane may still be operated under the applicable dry operating fleet mass but with an individual CG position.
(C) If an individual aeroplane has, when compared with other aeroplanes of the fleet, a physical, accurately accountable difference (e.g. galley or seat configuration), that causes exceedance of the fleet tolerances, this aeroplane may be maintained in the fleet provided that appropriate corrections are applied to the mass and/or CG position for that aeroplane.
(D) Aeroplanes for which no mean aerodynamic chord has been published must be operated with their individual mass and CG position values or must be subjected to a special study and approval.
(iii) Use of fleet values
(A) After the weighing of an aeroplane, or if any change occurs in the aeroplane equipment or configuration, the operator must verify that this aeroplane falls within the tolerances specified in sub-paragraph (2)(ii) above.
(B) Aeroplanes which have not been weighed since the last fleet mass evaluation can still be kept in a fleet operated with fleet values, provided that the individual values are revised by computation and stay within the tolerances defined in sub-paragraph (2)(ii) above. If these individual values no longer fall within the permitted tolerances, the operator must either determine new fleet values fulfilling the conditions of sub-paragraphs (2)(i) and (2)(ii) above, or operate the aeroplanes not falling within the limits with their individual values.
(C) To add an aeroplane to a fleet operated with fleet values, the operator must verify by weighing or computation that its actual values fall within the tolerances specified in sub-paragraph (2)(ii) above.
(iv) To comply with sub-paragraph (2)(i) above, the fleet values must be updated at least at the end of each fleet mass evaluation.
(3) Number of aeroplanes to be weighed to obtain fleet values
(i) If 'n' is the number of aeroplanes in the fleet using fleet values, the operator must at least weigh, in the period between two fleet mass evaluations, a certain number of aeroplanes defined in the Table below:
(ii) In choosing the aeroplanes to be weighed, aeroplanes in the fleet which have not been weighed for the longest time should be selected.
(iii) The interval between 2 fleet mass evaluations must not exceed 48 months.
(4) Weighing procedure
(i) The weighing must be accomplished either by the manufacturer or by an approved maintenance organisation.
(ii) Normal precautions must be taken consistent with good practices such as:
(A) Checking for completeness of the aeroplane and equipment;
(B) Determining that fluids are properly accounted for;
(C) Ensuring that the aeroplane is clean; and
(D) Ensuring that weighing is accomplished in an enclosed building.
(iii) Any equipment used for weighing must be properly calibrated, zeroed, and used in accordance with the manufacturer's instructions. Each scale must be calibrated either by the manufacturer, by a civil department of weights and measures or by an appropriately authorised organisation within 2 years or within a time period defined by the manufacturer of the weighing equipment, whichever is less. The equipment must enable the mass of the aeroplane to be established within ±0.1%.
(b) Special standard masses for the traffic load. In addition to standard masses for passengers and checked baggage, an operator can submit for approval to the Authority standard masses for other load items.
(c) Aeroplane loading
(1) An operator must ensure that the loading of its aeroplanes is performed under the supervision of qualified personnel.
(2) An operator must ensure that the loading of the freight is consistent with the data used for the calculation of the aeroplane mass and balance.
(3) An operator must comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment, and/or the maximum seating limits.
(d) Centre of gravity limits
(1) Operational CG envelope. Unless seat allocation is applied and the effects of the number of passengers per seat row, of cargo in individual cargo compartments and of fuel in individual tanks is accounted for accurately in the balance calculation, operational margins must be applied to the certificated centre of gravity envelope. In determining the CG margins, possible deviations from the assumed load distribution must be considered. If free seating is applied, the operator must introduce procedures to ensure corrective action by flight or cabin crew if extreme longitudinal seat selection occurs. The CG margins and associated operational procedures, including assumptions with regard to passenger seating, must be acceptable to the Authority. (See IEM to Appendix 1 to JAR - OPS 1.605(d).)
(2) In-flight centre of gravity. Further to sub-paragraph (d)(1) above, the operator must show that the procedures fully account for the extreme variation in CG travel during flight caused by passenger/crew movement and fuel consumption/transfer.
Centre of gravity limits
See Appendix 1 to JAR - OPS 1.605 sub-paragraph (d)
1 In the Certificate Limitations section of the Aeroplane Flight Manual, forward and aft centre of gravity (CG) limits are specified. These limits ensure that the certification stability and control criteria are met throughout the whole flight and allow the proper trim setting for take-off. An operator should ensure that these limits are observed by defining operational procedures or a CG envelope which compensates for deviations and errors as listed below:
1.1 Deviations of actual CG at empty or operating mass from published values due, for example, to weighing errors, unaccounted modifications and/or equipment variations.
1.2 Deviations in fuel distribution in tanks from the applicable schedule.
1.3 Deviations in the distribution of baggage and cargo in the various compartments as compared with the assumed load distribution as well as inaccuracies in the actual mass of baggage and cargo.
1.4 Deviations in actual passenger seating from the seating distribution assumed when preparing the mass and balance documentation. (See Note)
1.5 Deviations of the actual CG of cargo and passenger load within individual cargo compartments or cabin sections from the normally assumed mid position.
1.6 Deviations of the CG caused by gear and flap positions and by application of the prescribed fuel usage procedure (unless already covered by the certified limits).
1.7 Deviations caused by in-flight movement of cabin crew, pantry equipment and passengers.
NOTE: Large CG errors may occur when 'free seating' (freedom of passengers to select any seat when entering the aeroplane) is permitted. Although in most cases reasonably even longitudinal passenger seating can be expected, there is a risk of an extreme forward or aft seat selection causing very large and unacceptable CG errors (assuming that the balance calculation is done on the basis of an assumed even distribution). The largest errors may occur at a load factor of approximately 50% if all passengers are seated in either the forward or aft half of the cabin. Statistical analysis indicates that the risk of such extreme seating adversely affecting the CG is greatest on small aeroplanes.
JAR - OPS 1.620 Mass values for passengers and baggage
(a) An operator shall compute the mass of passengers and checked baggage using either the actual weighed mass of each person and the actual weighed mass of baggage or the standard mass values specified in Tables 1 to 3 below except where the number of passenger seats available is less than 6, when the passenger mass may be established by a verbal statement by or on behalf of each passenger or by estimation. The procedure specifying when to select actual or standard masses must be included in the Operations Manual.
(b) If determining the actual mass by weighing, an operator must ensure that passengers' personal belongings and hand baggage are included. Such weighing must be conducted immediately prior to boarding and at an adjacent location.
(c) If determining the mass of passengers using standard mass values, the standard mass values in Tables 1 and 2 below must be used. The standard masses include hand baggage and the mass of any infant below 2 years of age carried by an adult on one passenger seat. Infants occupying separate passenger seats must be considered as children for the purpose of this sub-paragraph.
(d) Mass values for passengers - 20 seats or more
(1) Where the total number of passenger seats available on an aeroplane is 20 or more, the standard masses of male and female in Table 1 are applicable. As an alternative, in cases where the total number of passenger seats available is 30 or more, the 'All Adult' mass values in Table 1 are applicable.
(2) For the purpose of Table 1, holiday charter means a charter flight solely intended as an element of a holiday travel package.
Table 1
(e) Mass values for passengers - 19 seats or less.
Table 2
(1) Where the total number of passenger seats available on an aeroplane is 19 or less, the standard masses in Table 2 are applicable.
(2) On flights where no hand baggage is carried in the cabin or where hand baggage is accounted for separately, 6 kg may be deducted from the above male and female masses. Articles such as an overcoat, an umbrella, a small handbag or purse, reading material or a small camera are not considered as hand baggage for the purpose of this sub-paragraph.
(f) Mass values for baggage
(1) Where the total number of passenger seats available on the aeroplane is 20 or more the standard mass values given in Table 3 are applicable for each piece of checked baggage. For aeroplanes with 19 passenger seats or less, the actual mass of checked baggage, determined by weighing, must be used.
(2) For the purpose of Table 3:
(i) Domestic flight means a flight with origin and destination within the borders of one State;
(ii) Flights within the European region means flights, other than Domestic flights, whose origin and destination are within the area specified in Appendix 1 to JAR - OPS 1.620(f); and
(iii) Intercontinental flight, other than flights within the European region, means a flight with origin and destination in different continents.
Table 3 - 20 or more seats
(g) If an operator wishes to use standard mass values other than those contained in Tables 1 to 3 above, he must advise the Authority of his reasons and gain its approval in advance. He must also submit for approval a detailed weighing survey plan and apply the statistical analysis method given in Appendix 1 to JAR - OPS 1.620(g). After verification and approval by the Authority of the results of the weighing survey, the revised standard mass values are only applicable to that operator. The revised standard mass values can only be used in circumstances consistent with those under which the survey was conducted. Where revised standard masses exceed those in Tables 1 - 3, then such higher values must be used. (See IEM OPS 1.620(g).)
(h) On any flight identified as carrying a significant number of passengers whose masses, including hand baggage, are expected to exceed the standard passenger mass, an operator must determine the actual mass of such passengers by weighing or by adding an adequate mass increment. (See IEM OPS 1.620(h) & (i).)
(i) If standard mass values for checked baggage are used and a significant number of passengers check in baggage that is expected to exceed the standard baggage mass, an operator must determine the actual mass of such baggage by weighing or by adding an adequate mass increment. (See IEM OPS 1.620(h) & (i).)
(j) An operator shall ensure that a commander is advised when a non-standard method has been used for determining the mass of the load and that this method is stated in the mass and balance documentation.
IEM OPS 1.620(g)
Statistical evaluation of passenger and baggage mass data
See JAR - OPS 1.620(g)
1 Sample size (see also Appendix 1 to JAR - OPS 1.620(g)).
1.1 For calculating the required sample size it is necessary to make an estimate of the standard deviation on the basis of standard deviations calculated for similar populations or for preliminary surveys. The precision of a sample estimate is calculated for 95% reliability or 'significance', i.e. there is a 95% probability that the true value falls within the specified confidence interval around the estimated value. This standard deviation value is also used for calculating the standard passenger mass.
1.2 As a consequence, for the parameters of mass distribution, i.e. mean and standard deviation, three cases have to be distinguished:
a. µ, s = the true values of the average passenger mass and standard deviation, which are unknown and which are to be estimated by weighing passenger samples.
b. µ¢, s¢ = the 'a priori' estimates of the average passenger mass and the standard deviation, i.e. values resulting from an earlier survey, which are needed to determine the current sample size.
c. x, s = the estimates for the current true values of m and s, calculated from the sample.
The sample size can then be calculated using the following formula:
where:
n = number of passengers to be weighed (sample size)
e'r = allowed relative confidence range (accuracy) for the estimate of µ by x (see also equation in paragraph 3).
NOTE: The allowed relative confidence range specifies the accuracy to be achieved when estimating the true mean. For example, if it is proposed to estimate the true mean to within ± 1%, then e'r will be 1 in the above formula.
1.96 = value from the Gaussian distribution for 95% significance level of the resulting confidence interval.
2 Calculation of average mass and standard deviation. If the sample of passengers weighed is drawn at random, then the arithmetic mean of the sample (x) is an unbiased estimate of the true average mass (µ) of the population.
2.1 Arithmetic mean of sample
where:
xj = mass values of individual passengers (sampling units).
2.2 Standard deviation
where:
= deviation of the individual value from the sample mean.
3. Checking the accuracy of the sample mean. The accuracy (confidence range) which can be ascribed to the sample mean as an indicator of the true mean is a function of the standard deviation of the sample which has to be checked after the sample has been evaluated. This is done using the formula:
whereby er should not exceed 1% for an all adult average mass and not exceed 2% for an average male and/or female mass. The result of this calculation gives the relative accuracy of the estimate of µ at the 95% significance level. This means that with 95% probability, the true average mass µ lies within the interval:
4. Example of determination of the required sample size and average passenger mass
4.1 Introduction. Standard passenger mass values for mass and balance purposes require passenger weighing programs be carried out. The following example shows the various steps required for establishing the sample size and evaluating the sample data. It is provided primarily for those who are not wellversed in statistical computations. All mass figures used throughout the example are entirely fictitious.
4.2 Determination of required sample size. For calculating the required sample size, estimates of the standard (average) passenger mass and the standard deviation are needed. The 'a priori' estimates from an earlier survey may be used for this purpose. If such estimates are not available, a small representative sample of about 100 passengers has to be weighed so that the required values can be calculated. The latter has been assumed for the example.
Step 1: estimated average passenger mass
n xj (kg)
1 79.9
2 68.1
3 77.9
4 74.5
5 54.1
6 62.2
7 89.3
8 108.7
. .
85 63.2
86 75.4
6071.6
Step 2: estimated standard deviation
n xj (xj - x) (xj - x)2
1 79.9 +9.3 86.49
2 68.1 - 2.5 6.25
3 77.9 +7.3 53.29
4 74.5 +3.9 15.21
5 54.1 - 16.5 272.25
6 62.2 - 8.4 70.56
7 89.3 +18.7 349.69
8 108.7 +38.1 1451.61
. . . .
85 63.2 - 7.4 54.76
86 75.4 - 4.8 23.04
6071.6 34 683.40
Step 3: required sample size.
The required number of passengers to be weighed should be such that the confidence range, e'r, does not exceed 1% as specified in paragraph 3.
The result shows that at least 3145 passengers have to be weighed to achieve the required accuracy. If e'r is chosen as 2% the result would be n ³ 786.
Step 4: after having established the required sample size a plan for weighing the passengers is to be worked out, as specified in Appendix 1 to JAR - OPS 1.620(g).
4.3 Determination of the passenger average mass
Step 1: Having collected the required number of passenger mass values, the average passenger mass can be calculated. For the purpose of this example it has been assumed that 3180 passengers were weighed. The sum of the individual masses amounts to 231 186.2 kg.
Step 2: calculation of the standard deviation.
For calculating the standard deviation the method shown in paragraph 4.2 step 2 should be applied.
Step 3: calculation of the accuracy of the sample mean.
Step 4: calculation of the confidence range of the sample mean.
The result of this calculation shows that there is a 95% probability of the actual mean for all passengers lying within the range 72.2 kg to 73.2 kg.
Aircraft Bonding Jumper
>> Tuesday, September 15, 2009
Aircraft Bonding Jumper
There were various types of bonding jumper i.e. P/N MS25083-2BB4, P/N BACJ40A20-9, P/N BACJ40K5A5A6, P/N BACJ40AD57-11 and P/N 69-14402-1 installed on Boeing airplane at various locations.
The following are partial description of the referenced bonding jumpers:
a) Bond Jumper P/N MS25083-2BB4 JUMPER ASSEMBLY, ELECTRIC, BONDING AND CURRENT RETURN (S/S BY MIL-C-83413/8) (per Mil-C-25083 4.0 inch long)
b) Bond Jumper P/N BACJ40A20-9 JUMPER ASSEMBLY, BONDING, COPPER, 35 AMPERE (0.190 & 0.190 Studs, 9 Inch Long)
c) Bond Jumper P/N BACJ40K5A5A6 JUMPER, BONDING, IRRADIATED, POLYOLEFIN, NYLON INSULATED TERMINAL (BMS3-11 RESISTANT) (0.190 & 0.190 Studs, 6 inch long)
d) Bond Jumper P/N BACJ40AD57-11 JUMPER ASSEMBLY, 35 AMPERE (0.250 & 0.375 studs, 11 inch long)
e) Bond Jumper P/N 69-14402-1 STATIC BONDING JUMPER, 60 amp braided tinned copper stranding (9.60 INCH LONG, STUD HOLES SLOTTED 0.14 radius WITH 0.10 CENTER OFFSET both ends)
The bonding check after installation is available via D6-54446 Standard Wiring Practices Manual (SWPM) Subject 20-20-00, and depends on the surface material and stud diameter.
Selection of a bonding jumper is based on current and frequency requirements and characteristics, material compatibility, installation geometry, environment, etc.
The selection of bonding jumpers is determined by the engineering design organization based on the specific requirements for the environment, application and other factors available at the time of design as discussed above. The reasons for a determination of a specific selection or design are not recorded, at least not with the selection. The parts or specification are available for each location in the respective IPC chapters listing the components for each area. Operator is encouraged to adhere to this selection or as specified in the drawing if not listed in the IPC.
Any deviations from the design drawing must be evaluated by Boeing.
Boeing Aircraft Paint Spec
Boeing Aircraft Paint Spec
Boeing provides some infos on the paint spec for the external antennas.
Basically, the antennas should not be painted over i.e. Marker Beacon Antenna and ADF Loop Antenna.
Radio Altimeter Antenna is straightly NOT recommended to be painted.
Most antennas installed on airplanes are already been painted by the antenna manufacturers.
Boeing has not developed any procedures to carry out cosmetic repairs or rework on the antenna.
Discussion:
As a general rule, the antennas should not be painted over. Most antennas installed on airplanes are already painted by the antenna manufacturers and Boeing does not paint over these antennas nor does Boeing recommend painting over them.
While Boeing does not develop procedures for the maintenance of vendor build parts, if an antenna is not damaged structurally and only requires cosmetic repairs, we have found that the following generally does not effect system performance: Apply BMS 10-60 Type II polyurethane enamel or an equivalent paint which is non-metallic, skydrol resistant epoxy enamel or polyurethane enamel. This paint should be applied in accordance with BAC5845. If a primer is required, Boeing suggests the use of BMS 10-79, Type II or III.
Note: Antennas must be re-tested after being re-painted.
The following more specific guidelines are offered for your consideration:
VHF Communication Antenna:
This antenna is BFE, was supplied by Sensor and is supplied by Dorne and Margolin. The suppliers prefer to have operators return the antennas to them for repair. Also, painting the antenna voids the manufacturer warranty. Therefore we don't recommend painting it. However, if the operator must paint the antenna, Boeing recommends using non-metallic, BMS10-60, Type II polyurethane enamel, color white, applied per BAC5845.
VHF (VOR/ILS) Navigation Antenna:
This antenna is an integral part of the vertical fin. Boeing has no objection to painting the VHF Nav Antenna with non-metallic, BMS10-60, Type II polyurethane enamel, applied per BAC5845.
Marker Beacon Antenna:
Boeing recommends that the Marker Beacon Antenna should not be repainted by the operator. This is a high Q antenna and is sensitive to the finish that is applied. It is recommended that the antenna be returned to the vendor for refurbishing.
ADF Sense Antenna:
Boeing has no objection to painting this antenna.
ADF Loop Antenna:
Repainting the ADF Loop Antenna is generally not recommended by vendors and no repainting instructions are provided.
Radio Altimeter Antenna:
Repainting the RA Antenna is not recommended.
Note: The metal rim around the RA Antenna may be painted for corrosion protection, but it is critical to system performance that the fastener holes and countersunk areas around the holes be free of paint and making surface to surface contact with the airplane.
ATC / DME Antenna:
Painting the antenna voids the manufacturer warranty. Therefore we don't recommend painting it. If the operator must paint this antenna, use paint using BMS10-11, Type II epoxy enamel, color BAC201 orange, applied per BAC5736.
TCAS Antenna:
Do not paint. The TCAS Antennas installed by Boeing arrive from the TCAS suppliers fully finished. Since this antenna uses very low signals to determine the direction of incoming signals, the TCAS suppliers have advised BOEING in the past that they do not recommend operators paint the TCAS Antenna. Boeing suggests that the appropriate TCAS Vendor be directly contacted for advice on Antenna painting.
Question and Answer
1) What are the paint specs for external antenna?
The paint specifications for external antennas are controlled by the individual vendors supplying each antenna. Boeing does not specify nor have detailed knowledge of these individual paint specifications.
2) Can Boeing recommend the type of paint those normally use to paint external antenna (i.e. type & P/N)?
Boeing does not recommend painting over external antennas. However, if an antenna must be painted, we suggest using BMS 10-60 Type II polyurethane enamel or an equivalent paint which is non-metallic, skydrol resistant epoxy enamel or polyurethane enamel. If a primer is required, Boeing suggests the use of BMS 10-79, Type II or III.
3) Please advices if paint below can be used to paint the external antenna?
High Solids Polyurethane Enamel Topcoat (Eclipse Series) White Topcoat Gloss P/N: BAC70846 Spec BMS 10-72 and primer High Solid electrostatic Epox Primer P/N: 10P20-44 Spec BMS 10-72.
Subject to restrictions listed in the preceding "Discussion" section, Boeing has No Technical Objection (NTO) to the use of the decorative paint system defined below for use in painting external antennas:
- High Solids Polyurethane Enamel Topcoat (Eclipse Series) White Topcoat Gloss P/N: BAC70846 Spec BMS 10-72 and primer High Solid electrostatic Epox Primer P/N: 10P20-44 Spec BMS 10-72.
Note: While Boeing has reviewed the available technical information on this paint as proposed for this use and it appears to satisfy form, fit and function requirements, Boeing has not tested nor certified it for this particular use. Therefore, after painting, it is recommended that you perform airplane tests to verify satisfactory system operation of each antenna.
4) Is there any Boeing Services Letter with regards to the External Antenna Painting or Antenna Rework / Repair?
Boeing has not prepared or released any Services Letter on rework / repair of vendor supplied antennas.
5) We understood that Marker Beacon Antenna should not be painted and ADF Loop Antenna and Radio Altimeter Antenna are straightly NOT recommended to be painted. Please advice if Boeing has come out with any Service Letter with regards to this?
Boeing has not prepared or released any Services Letter recommending that the Marker Beacon Antenna, the ADF Loop Antenna or the Radio Altimeter Antenna NOT be painted.
6) Kindly advice the proper procedure to carry out cosmetic repairs or rework on the external antenna?
For vendor supplied antennas, Boeing has not developed any procedures to carry out cosmetic repairs or rework.
Note: For vendor supplied antennas when the damage has been only cosmetic such as non-penetrating minor paint scratches, there are antennas which Boeing has painted using BMS 10-60 Type II polyurethane enamel or an equivalent paint which is non-metallic, skydrol resistant epoxy enamel or polyurethane enamel. In these cases, Boeing has found that system performance has not been degraded. This work has included limited sanding, use of some primer and application of less than 3 mils of the paint.
Source of References
1) Boeing MESSAGE NUMBER:1-1JLT7F dated 12 May 2005
2) Boeing MESSAGE NUMBER:1-1K31I4 dated 13 May 2005
LANGKAWI INTERNATIONAL MARITIME & AEROSPACE EXHIBITION LANGKAWI, MALAYSIA | 1 - 5 DECEMBER 2009
>> Thursday, September 10, 2009
THE WORLD'S PREMIER MARITIME & AEROSPACE EXHIBITION
The Langkawi International Maritime and Aerospace Exhibition is the premier destination for aerospace and maritime manufacturers targeting the Asia Pacific growth markets. For nearly 20 years, LIMA
Exhibition Program
Opening Hours
1 – 4 December 2009
Trade Visitors Only: 1000-1700
Public: 1000-1700
Download exhibition program at http://www.lima.com.my/pdf/Event_Programme.pdf
Trade Visitors
Trade Visitors may register online before attending LIMA
Public Visitors
The 5th of December is opened to public visitors. Visitors may register onsite at registration counter at a fee of RM20 per person whilst children under 12 may attend free of charge.
Visitor Attire
The organizer reserves the right to refuse entry to visitors in jeans, Bermudas, shorts sandals, slippers or sports shoes and to minor below 18 years old.
For More Details....Visit
Read more...
A319/320/321 - Cockpit Door Surveillance System- Reliability Improvement
>> Wednesday, September 9, 2009
A319/320/321 - Cockpit Door Surveillance System- Reliability Improvement
Background/Reason:
CDSS Cameras P/N 8410B1-101-105 and 8410B2-4-90 installed on A319/320/A321 fleet have experienced premature removals due to internal short circuit in the power supply board.
The aim of this task is to perform a campaign check of the CDSS Cameras MOD status and carry out an upgrade of the installed ones, which do not have MOD “A” and or MOD “B” incorporated at the label P/N.
Material Requirement
1) P/N 8410B1-101-105 MOD A (Goodrich); Flight Crew Door Camera
2) P/N 8410B2-4-90 MOD A & B (Goodrich); No1 Passenger Crew/L/H and R/H Doors Camera
References
1) Airbus A319/320/321 AMM 23-72-00
Accomplishment Instructions
WARNING: Observe all warning and caution given in the referenced AMM TASK.
1) Get access to the avionics compartment. Open, safety and tag the related CBs refer to AMM TASK 23-72-51-000-001
2) Remove Camera P/N 8410B1-101-105 FIN # 12 RA installed on front cockpit door as per AMM Removal / Installation TASK 23-72-51-000-001.
3) Check identification Label on the Camera. FIN # 12 RA
a) IF MOD “A” is indicated on the P/N plate, no further action is required, reinstall Camera as per AMM Task 23-72-51-400-001.
b) If MOD A is not indicated on the label P/N, attach U/S label and write “Unit to be modified”
c) Record in the attached feedback form and with findings.
d) If Camera S/N is affected as per the attached SIL and P/N 8410B1-101-105MOD “A” is not indicated on the Label P/N. Attach U/S Label and writes “Unit to be modified as per CMA 23-37 R03”
4) Install the modified camera FIN # 12A P/N 8410B1-101-105 with MOD “A” incorporated on the Label P/N as per AMM Task 23-72-51-400-001
5) Remove Camera FIN# 13 RA P/N 8410B2-4-90 installed on No1 passenger/crew LH
as per AMM Removal / Installation TASK 23-72-51-000-001
6) Remove Camera FIN # 14RA P/N 8410B2-4-90 installed on No1 Passenger/Crew RH
door as per AMM Removal / Installation TASK 23-72-51-000-001
7) Check identification Label on the Cameras FIN # 13 RA and 14 RA.
a) If both MOD “A” & MOD ”B” are indicated on the P/N plate; no further action is required, reinstall Cameras as per AMM Task 23-72-51-400-001
b) Record in the attached feedback form with findings.
c) If P/N 8410B2-4-90 MOD “A” OR MOD “B” is not indicated on the Label P/N. Attach U/S Label and write “Unit to be modified”
8) Install the modified camera FIN # 13 RA P/N 8410B2-4-90 with MOD “A” & MOD “B” incorporated on the label P/N as per AMM Task 23-72-51-400-001
9) Install the modified camera FIN # 14A P/N 8410B2-4-90 with MOD “A” & MOD “B” incorporated on the label P/N as per AMM Task 23-72-51-400-001
Test
10) Do the operational test of all cameras FIN # 12 RA, 13 RA and 14 RA as per AMM Task 23-72-00-710-001
Close-up
11) Return the A/C to normal operations conditions, as per AMM Sub task.23-72-00-862-051
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