2starterAviation

ABOUT HOSES ( http://aviationinspection.com)

2011-01-21T06:03:00.000-08:00

General condition

Deterioration of a hose is characterized by discolorations, flaking, hardening and crazing. Installation should be checked to ensure that any supports or clips are correctly fitted with no corrosion or chafing underneath them, and the hose is not twisted or stressed.

a.    Kinks and Twists This defect is usually caused by incorrect installation or handling, is permanent damage restricting flow and the hose should be replaced.
b.    Broken Braids Isolated random breakage of the braid wires is a minor defect. If breakage of several wires are concentrated in one area, or two or more wires in a braid is broken, it is a major defect.
c.    Chafing and cuts Light scuffing, cuts and abrasion of the outer cover, with the braids not exposed is a minor defect. Minor adjustment of the hose clamps to avoid chafing is recommended, (unless otherwise approved clamping of pipes should be in accordance with aircraft type design)
d.    Corrosion Light local corrosion of braids and end fittings, due to oxidation or chemical attack, may be a minor defect to be monitored in subsequent inspections.
e.    Brittleness High temperatures and long service may harden hoses and make them brittle and should be replaced. This may also point to incorrect type of hose for the application and should be investigated.
f.     Contamination Instances of significant hardening, discoloration or sponginess of the outer rubber cover may indicate chemical contamination and could require replacement of the hose.
g.    Leakage Any leakage from fittings that retains the flexible element is a major defect and the hose should be replaced.
h.    Damaged fire sleeve Localized cuts and abrasions where the hose is not exposed is a minor defect for further monitoring.
i.      Blisters Puncture the blister and if the operating fluid leaks out, it is a major defect.

Testing of Hoses

1. During overhaul or major refurbishment of the engines, all hoses should be tested. A test interval of six years is recommended for airframe hoses.

2. Before testing hoses should be inspected per paragraph 5.1 of this AWB. In general the serviceability criteria for hose assembly when not installed (ie at piece part level) should be more stringent than when it is installed on the aircraft. Removable fire sleeves should be removed during this inspection.

3. Hoses should be tested for internal restriction or kinking by passing a steel ball in both directions. Refer FAA AC 43.13-1B CHG 1 for the size of the ball to suit various hose sizes. In general a steel ball the diameter of which is approximately 90 percent of the bore of the end fitting will be adequate for this test.

4. Hoses should be hydraulic pressure tested at 1.5 times the maximum system pressure without leakage.

5. Vacuum hoses should be tested to 28 inches of mercury vacuum and the hose should not collapse after it has been tested for leakage per paragraph 7.3.

6. Hoses with Teflon lining, or hoses that have undergone a permanent set should be restrained in their preset shape using lock wiring during the test to ensure that they do not flex.

7. After test, the hose should be cleaned, ends blanked and marked with the date of test, and test pressure, along with direction of fluid flow and type of fluid where applicable. Data may be stenciled on the external surface, or impressed on a metal band secured to the hose.

8. Hoses should be suitably preserved. Restraint per paragraph 7.5 should be retained during transport and storage.

Part-66 Module Question Numbers (klik pada tulisan hijau)

2011-01-19T07:19:00.000-08:00

Mathematics	EASA Syllabus Module 1 (Either)
Physics	EASA Syllabus Module 2 (B1)
Electrics	EASA Syllabus Module 3 (Either)
Electronics	EASA Syllabus Module 4 (B2)
Digital Techniques	EASA Syllabus Module 5 (B2)
Materials & Hardware	EASA Syllabus Module 6 (B1)
Maintenance Practices	EASA Syllabus Module 7 (B1)
Basic Aerodynamics	EASA Syllabus Module 8 (Either)
Human Factors	EASA Syllabus Module 9 (Either)
Aviation Legislation	EASA Syllabus Module 10 (Either)
Fixed Wing Aircraft - Turbine	EASA Syllabus Module 11A (B1)
Fixed Wing Aircraft - Piston	EASA Syllabus Module 11B (B1)
Helicopters	EASA Syllabus Module 12 (B1)
Avionic Systems	EASA Syllabus Module 13 (B2)
Engine Instrumentation	EASA Syllabus Module 14 (Note2)
Gas Turbine Engines	EASA Syllabus Module 15 (B1)
Piston Engines	EASA Syllabus Module 16 (B1)
Propellers	EASA Syllabus Module 17 (B1)
Essay	EASA Syllabus Essay Paper
	EASA Knowledge levels
Part-66 Module Question Numbers	Part-66 Exam Question NumbersNEW

PROPELLER

2011-01-19T06:54:00.000-08:00

General Information

Thrust is the force that move the aircraft through the air.Thrust is generated by the propulsion system of the aircraft. There are different types of propulsion systems develop thrust in different ways, although it usually generated through some application of Newton's Third Law. Propeller is one of the propulsion system. The purpose of the propeller is to move the aircraft through the air. The propeller consist of two or more blades connected together by a hub. The hub serves to attach the blades to the engine shaft. .

The blades are made in the shape of an airfoil like wing of an aircraft. When the engine rotates the propeller blades, the blades produce lift. This lift is called thrust and moves the aircraft forward. most aircraft have propellers that pull the aircraft through the air. These are called tractor propellers. Some aircraft have propellers that push the aircraft. These are called pusher propellers.

Description

Leading Edge of the airfoil is the cutting edge that slices into the air. As the leading edge cuts the air, air flows over the blade face and the cambe side.

Blade Face is the surface of the propeller blade that corresponds to the lower surface of an airfoil or flat side, we called Blade Face.

Blade Back / Thrust Face is the curved surface of the airfoil.

Blade Shank (Root) is the section of the blade nearest the hub.

Blade Tip is the outer end of the blade fartest from the hub.

Plane of Rotation is an imaginary plane perpendicular to the shaft. It is the plane that contains the circle in which the blades rotate.

Blade Angle is formed between the face of an element and the plane of rotation. The blade angle throughout the length of the blade is not the same. The reason for placing the blade element sections at different angles is because the various sections of the blade travel at different speed. Each element must be designed as part of the blade to operate at its own best angle of attack to create thrust when revolving at its best design speed

Blade Element are the airfoil sections joined side by side to form the blade airfoil. These elements are placed at different angles in rotation of the plane of rotation.

      The reason for placing the blade element sections at different angles is because the various sections of the blade travel at different speeds. The inner part of the blade section travels slower than the outer part near the tip of the blade. If all the elements along a blade is at the same blade angle, the relative wind will not strike the elements at the same angle of attack. This is because of the different in velocity of the blade element due to distance from the center of rotation.
      The blade has a small twist (due to different angle in each section) in it for a very important reason. When the propeller is spinning round, each section of the blade travel at different speed, The twist in the peopeller blade means that each section advance forward at the same rate so stopping the propeller from bending.
      Thrust is produced by the propeller attached to the engine driveshaft. While the propeller is rotating in flight, each section of the blade has a motion that combines the forward motion of the aircraft with circular movement of the propeller. The slower the speed, the steeper the angle of attack must be to generate lift. Therefore, the shape of the propeller's airfoil (cross section) must chang from the center to the tips. The changing shape of the airfoil (cross section) across the blade results in the twisting shape of the propeller.

Relative Wind is the air that strikes and pass over the airfoil as the airfoil is driven through the air.

Angle of Attack is the angle between the chord of the element and the relative wind. The best efficiency of the propeller is obtained at an angle of attack around 2 to 4 degrees.

Blade Path is the path of the direction of the blade element moves.

Pitch refers to the distance a spiral threaded object moves forward in one revolution. As a wood screw moves forward when turned in wood, same with the propeller move forward when turn in the air.

Geometric Pitch is the theoritical distance a propeller would advance in one revolution.

Effective Pitch is the actual distance a propeller advances in one revolution in the air. The effective pitch is always shorter than geometric pitch due to the air is a fluid and always slip.

Forces and stresses acting on a propeller in flight

The forces acting on a propeller in flight are :
     1. Thrust is the air force on the propeller which is parallel to the directionof advance and induce bending stress in the propeller.
     2. Centrifugal force is caused by rotation of the propeller and tends to throw the blade out from the center.
     3. Torsion or Twisting forces in the blade itself, caused by the resultant of air forces which tend to twist the blades toward a lower blade angle.

The stress acting on a propeller in flight are :
     1. Bending stresses are induced by the trust forces. These stresses tend to bend the blade forward as the airplane is moved through the air by the propeller.
     2. Tensile stresses are caused by centrifugal force.
     3. Torsion stresses are produced in rotating propeller blades by two twisting moments. one of these stresses is caused by the air reaction on the blades and is called the aerodynamic twisting moment. The another stress is caused by centrifugal force and is called the centrifugal twisting moment.

2010-12-31T20:28:00.000-08:00

PERFORMANCE RECOVERY WASH P&WC PT6A-27 ENGINE

NO	PROCEDURES	Penjelasan
1.	Fill the wash tank 5 litres of cleaning solution. (Mixture of Magnus 25% and water 75% by volume, drinking quality water is permissible).	Ini terpulang pada jurutera,(rujuk dulu) ade yag nak nisbah 1:3 , 1:5 , dan cuba dapatkan drinking kualiti air(air yg bertapislah).Kalau dah takde pakai je air paip biasa.
2.	Pressurise the wash tank with air or nitrogen (30-50 PSI). Connect the wash wand to pressurised tank.	Sebelum isi angin pastikan cup di tutup rapat dan secure. Isi angin dalam press tank seperti biasa.
3.	Open the cowlings, cut the locking wire and disconnect P3 air pressure line at approximately 5 o’clock position of rear fire seal mounting (view from rear). Install suitable blankings.	Hose ..ni besar dari yg lain.( macam di balut dengan kertas aluminium) lepas tu tutp dengan blank. Kalau takde blank tu , guna plastic.
4.	Position the wash wand on the compressor inlet screen.	Wash wand ni yg bentuk macam penyangkut tu.Letak di air inlet screen dan halakan ke dalam( compressure turbine)
5.	A.Open the ignition C/B in the cockpit.	RUJUK GAMBAR
5.	B. Push the cabin heating selector to the cold position.
6.	Connect the GPU supply to aircraft and carry out motoring as follow:-
	C. Idle control lever CUT OFF.
	D. Power control lever at DETENT.
	E. Prop. Control lever FEATHER.
	F. Aux fuel pump switch ON
	G. Set the starter switch to ON.	Masa ni stater / propeller mula bergerak/ pusing ..so s/by
	H. When Ng reaches 5% inject cleaning mixture/water for rinse cycle into the engine end keep on the injection.	Masa NG sampai 5% jurtera akan bagi signal/ jerit “GO” ..baru ‘supply’ air.
	- Stop motoring (Max. duration 30 second).	Dalam masa 30 saat jurutera akan ‘stop motoring’ air masih lagi di supply sehingga...
	- Cut the cleaning mixture/water injection as soon as Ng. falls to 5%.	NG drop To 5% ..jurutera kan signal/jerit stop..
	- Switch OFF the Aux. fuel pump.	Di offkan kemudian utk tujuan lubrication pada system.
7.	Remove the wash wand and disconnect it from the wash tank.	Tanggalkan wash wand dari wash tank.
8.	Allow cleaning solution to soak for 15 to 30 minutes.	Biarkan terendam 15-20 minit.
9.	Fill the separate tank with 10 litres of water. ( Drinking quality water is permissible ).	Isi semuala air jika perlu.

10.	Pressurise the tank with air or nitrogen (30 to 50 PSI). Connect the wash wand to pressurised tank.	Tambah pressure dalam tank jika perlu.
11.	Carry out raising with water two times repeating procedure 4 to 6. ( Observe the limitations of starter ).	Bila semual engine ulangan 2 x mengikut step 4-6.
12.	Removed the wash wand and blankings.	Tanggalkan wash wand dan blank
13.	Reconnect the coupling nut of P3 Air tube, torque the nut 90 to 100 lb. In and wire lock.	Pasang semula p3 line dan torque/secure dengan locking wire.
14.	Close the cowlings, reset the ignition C/B and carry out engine ground run at 80% Ng. for one minute or more to completely dry the engine and check for zero leakage at reconnected coupling nut.	Tutup semula cawling Reset cb Dan carried- out EGR at 80%

INTERVAL INSP/CX- OUR AIRCRAFT( klik pada gambar)

2010-12-21T06:05:00.000-08:00

PT6A-27(ENGINE PART)

2010-12-21T05:27:00.000-08:00

PT6A-27 CROSS VIEW

2010-12-21T05:21:00.000-08:00

2010-12-21T04:43:00.000-08:00

2010-12-21T04:19:00.000-08:00

2010-02-13T07:02:00.000-08:00

INTERNASIONAL STANDARD ATMOSPHERE

Disebabkan values yang berbeza , pada tempat yang berbeza dan pada masa yang berbeza, maka perlu ada satu penanda / standard baca untuk menentukan kedudukan atmosphere.

Termasuk instrument yang perlu dikalibrasi dan memerlukan satu standard khas untuk dijadikan rujukan.

Internasional Standard Atmosphera yang pertama telah di persetujui oleh Committee on air navigation (ICAN) pada tahun 1954 apabila penerbangan antara negara baru bermula. Apabila operation ketinggian dan kelajuan mangkin meningkat international Civil Aviation Organisation (ICAO) telah mengisu standard Atmosphere yang telah dikaji semula pada tahun 1952 , kemudian telah di sahkan oleh ICAO pada tahun 1968

The values assumed by the ICAO are listed below.

· Permerhatian berdasarkan pada kedudukan sea level pada poin latitude 45 degres North and south.

· Udara adalah kering. Untuk mengukur kekeringan udara menggunakan Hygrometer dengan bulbs basah dan kering.

· Sea level gravity pada latitudes N dan S ialah 980.665 Cm/sec.2

· Sea level density(kelembapan) ialah 1.225Kg/M3.

· Suhu standard pada sea level ialah 15 desrees C. Diukur menggunakan Thermometer.

· Penurunan suhu berbanding dengan peningkatan ketinggian ialah 1.98 degrees C per 1000ft.

· Tekanan udara sea level pada 15 degrees C ialah 1013.25 milibars. Diukur menggunakan barometer.

Air speed Indicator,(Untuk mengukur kelajuan pesawat) Altimeter (untuk mengukur ketinggian pesawat) dan Vertical speed ( untuk menngukur ketinggian per minit) termasuk peralatan yang menggunakan sensor tekanan(Press sensing) di kalibrasi menggunakan Internasional standard Atmosphere.

Tekanan sekeliling pesawat akan di hantar ke instrument dan peralatan press sensor yang lain menggunalan system PITOT/STATIC.

Sebagai contoh bagi satu system Pitot / Static :-

Air Speed Ind – supply by pitot/ static

· Altimeter/vertical speed ind – supply by static only

2010-02-06T20:32:00.000-08:00

AIRWORTTHINESS NOTICE (NO 81) Date 1 oct 2002

1. MCAR Regulation 26 menghendaki mana-mana pesawat yang terbang mesti mempunya sijil C of A yang telah di isu dan sah. Bagi pesawat yang tidak memerlukan untuk mematuhi regulatuion 26 ini hanya boleh terbang sekitar ruang udara Malaysia sahaja dan situasinya tertakluk kepada Permit To Fly PTF)yang di luluskan. Pesawat yang memerlukan Nevigasi Antarabangsa perlu mempunyai Certificate of Airworthiness.

2. MCAR Reg: 27 menceritakan atau menyediakan keperluan / langkah-langkan yang perlu diambil sebelum sesuatau C of A itu diisu. Ianya temasuk Type Certificate dan Airworthiness certificate proses.

3. Apa itu Type Cert(TC) :- TC adalah proses untuk memastikan rekaan, pembinaan, bahan guna, spesifikasi dan kemampuan guna pesawat menepati ‘prescribed design standard’, syarat dan peraturan.TC akan di isu berdasarkan kepada kejayaan melengkapan proses ini.

4. Airworthiness Certificate adalah suatu proses untuk memastikan pesawat telah mematuhi kehendak TC dan pesawat telah di pastikan selamat untuk di gunakan. Bagi mematuhi kehendak kejuruteraan dan technical , Airworthiness Certificate juga merupakan proses untuk pehak berkuasa DCA membenarkan pesawat beroperasi. C of A akan diisu berdasarkan kejayaan dalam kelengkapan proses ini. Bagi pesawat yang bukan TC – PtF kan di isu berdasarkan kelengkapan proses ini.

5. Tujuan Notice ini adalah unutk menjelaskan berbagai kategori C of A ,pengenalan kepada kategori dan Tujuan PtF serta hubung kaitnya dengan C of A.

6. Certificate of Airworthiness- Kategori C of A yang terdapat dalam MCAR Third Schedule adalah seperti berikut:-

· Public Transport(Passenger)– Any purpose.

· Public Transport(Cargo)– Any purpose selain daripada Public Transport(Passenger).

· Areal Work – Any purpose selain daripada Public Transport.

· Private – Any purpose selain daripada Public Transport /Areal Work

· Special – Any purpose selain daripada public transport seperti yang di jelaskan didalam C of A tidak termasuk membawa penumpang kecuali yang telah dinyatakan didalam permit.

7. C of A kategori merupakan kategori operasi sesebuah pesawat.dan tiada kaitan dengan TC kategori. Aircraft type certificate didalam TC kategori mengkin beropaerasi didalam mana-mana C of A kategori.

· For small aeroplane (FAR/JAR Part 23): Normal ,Utility,acrobatic, dan commuter category.

· For Large aeroplane(FAR/JAR PART 25): Transport Category.

· For small rotocraft (FAR/JAR PART:27) : Normal Category.

· For large rotocraft ( FAR/JAR PART 29): Transport Category.

· For special class (( JAR –VL A): Very light aeroplane

· For Special class(BCAR Section Q): Non Rigid Airship

NOTE : Unit udara Polis beroperasi di bawah Privet C of A kategori. Private kategori membenarkan pesawat di gunakan untuk bantuan dan penerbangan persendirian tetapi bukan untuk tujuan komesil (commercial).

Detail pesawat

2010-02-06T04:34:00.000-08:00

2010-02-03T05:46:00.000-08:00

MARKING PADA TAYAR

2010-01-31T06:56:00.000-08:00

TYRE MARKING

Setiap tyre mempunyai marking atau tanda-tanda pengenalan yang telah di print pada side wall tayar i oleh pengeluar tayar. Diantaranya ialah :

Sais tayar (26 x 10.00 – 18)

26 – Diameter luar tayar

10.00 – Lebar tayar

18 – Diameter dalam tayar

Part Number pengeluar.

Termasuk juga pengenalan pengeluar ,Drawing Number termasuk juga tanda ( huruf) yang menunjukkan sama ada ianya jenis bertiub atau tidak.

Contoh : 2283 Nov 73 OR 23202283

Ply Rating (lapaisan)

Sebagai penanda menyatakan kekuatan tayar.

Contoh :- 10 Ply Rating atau 10PR.

Speed Rating

Tayar untuk penggunaan kelajuan tinggi (lebih 160 mile /hrs) mempunyai speed rating sebagai penunjuk kepada Design speed untuk tayar tersebut.

Contoh :- 200 mile/hrs

Creep mark

Adalah suatu keadaan dimana tayar bergerak seiring dengan wheel hub. Keadaan ini amat merbahaya dimana jika ” tube” bergerak bersama tayar , ianya akan mengoyakkan “valve housing” dan menyebabkan tayar kan pancit dengan cepat. Untuk mengesan pergerakan ini “Creep mark” akan di cat pada tayar dan pada wheel hub flange dengan ukuran 1” inci lebar pada tayar yang bersais sehingga 24 “ diameter luarnya dan 1 ½ “ lebar pada tayar yang ber sais lebih besar diameter luarnya. Marking ini hendaklah di periksa setiap kali selesai penerbangan. Jika terdapat pergerakan pada creep mark ini , buat pemerhatian pula pada Valve hausing dan pastikan valve dalam keadaan lurus dan jika ini berlaku ini ber makna tiada pergerakan pada tiub dan jika sebaliknya berlaku tube telah bergerak dan tyre assy hendaklah di service.

2010-01-30T05:20:00.000-08:00

EMERGENCY LOCATOR TRANSMITTER (ELT)

Adalah satu alat dimana boleh di activf kan secara manual atau secara automatic untuk memancarkan signal kecemasan (distress singal) ke satelit. ELT ini di pancarkan secara outomatik mengguna suis garaviti( G-SWITCH) dimana suis ini akan teractif apabila berlaku kemalangan kepada pesawat. Dengam ELT ini pasukan mencari dan menyelamat akan menuju arah( pin-point) secara mudah untuk mengesan kawasan kemalangan.

ELT ialah pemancar keselamatan yang di reka bagi memancarkan isyarat kecemasan melalui 3 gelombang radio iaitu –

· 121.5 megahertz (VHF) -1st of February 2009 end of satellite coverage for 121.5MHz.

· 243.0 megahertz (UHF) –Military Guard.

· 460.0 mhz.(Baru)

Berbagai jenis ELT secara amnya di gunakan. Terdapat lebih kurang 170,000 versi lama 121.5 mhz dalam perkhidmatan sekarang . Tetapi telah dibukti kan 97% darinya telah memacarkan signal secara palsu dan hanya 12% sahaja beroperasi seperti yang dikehendaki. Dan telah terbukti juga tiada pengenalan data pesawat dikesan . Bagi mengatasi masaalah ini Cospas-Sarsat system telah membangun kan saluran 406 MHz yang baru. Dengan penggunaan saluran baru ini “ false signal “ dikurangkan malah kejayaan dalam tugas mencari dan menyelamat meningkat dan juga masa yang di gunakan untuk mencari dan menyelamat dapat di pendekkan.

Untuk mengetahuan perbezaan saluran antara 121.5 dan 406 lawati laman web ini :http://www.sarsat.noaa.gov/406vs121.pdf

Jenis-jenis ELT secara umumnya

Untuk pesawat (General Aviation)
Untuk ketenteraan (“beepers” or “beacons”)
Untuk persaorangan (PELTs or PLBs)
Untuk penggunaan maritime( EPIRBs)
Terbaru -(406/GPS)

Operasi ELT pada pesawat udara.

3 Switch positions--on, arm/standby, and off
G-switch activated (Generally 9G)
May be manually operated by placing the switch in in the ‘ON’ position

Bolehkah kita menguji ELT pada keadaan biasa ?

Boleh dengan syarat menguji pada 5minit pertama setiap jam dan tidak lebih dari 3 sweep atau bunyi bib.

wing

2010-01-24T03:33:00.000-08:00

KESELURUHAN FUEL SYSTEM BAGI KING AIR 350 TERDIRI DARI POLYURETHANE RUBBER BLADDER TYPE CELL TANK DAN INTEGRAL WET WING TANK.

· INTEGRAL WET WING TANK – SEBAHAGIAN DARIPADA AIRCRAFT STRUCTURE KEBIASAANNYA PADA WING,TELAH DI GUNAKAN DAN DI SEALED OFF DAN BAGI MEMBENTUK FUEL TANK. IANYA DIPANGGIL WET TANK (WET WING).

· BLADDER TYPE CELL TANK - POLYURETHANE RUBBER /FABRIC BAG YANG DI PASANG PADA BAHAGIAN PESAWAT UNTUK MEMBENTUK CELL DAN DI GUNAKAN UNTUK MENYIMPAN (HOLD) FUEL.

· FUEL TANK SYTEM INI TERDIRI DARIPADA:-

1 X NACELLE TANK,

2 X LEADING ADGE

2 X BOX TANK

1 X INTEGRAL WET TANK

TANK-TANK INI TELAH DI SAMBUNG SESAMA SENDIRI DAN FUEL DIHANTARI KE NECELLE TANK SECARA GRAVITI. JUMLAH KESELURUHAN YANG BOLEH DIGUNAKAN ( USABLE FUEL) BAGI KEDUA-DUA WING IALAH 386 GALLONS DAN DI MONITOR OLEH SATU INDICATOR BAGI SETIAP WING. FUEL FILLER CAP PULA BOLEH DI DAPATI PADA BHG BERHAMPIRAN LEADING EDGE PADA SETIAP WING.

· UNTUK SYSTEM AUXILIRY PULA, TERDIRI DARI PADA SEBUAH FUEL TANK BAGI SETIAP WING. SETIAP TANK DI SEDIAKAN DENGAN FUEL FILLER CAP NYA SENDIRI. JUMLAH KESELURUHAN FUEL YANG BOLEH DIGUNAKAN BAGI SETIAP TANK IALAH 79.5 GALLONS. AUX FUEL SYSTEM INI MENGGUNAKAN ‘JET PUMP’ UNTUK PINDAHKAN FUEL KE MAIN FUEL SYSTEM

PT6A-60A

2010-01-23T05:09:00.000-08:00

PERHATIKAN BEARING YANG SUPPORT ENGINE COMPONENT DAN KENAL PASTI SYHPTOM JIKA BEARING NI GAGAL BERFUNGSI. PATIKAN JUGA ENGINE STATION DAN FLANGE DAN FUNGSINYA.

SOALAN MENGUJI MINDA , APA KAH FUNGSI P3 DAN P2.5.

2010-01-21T07:13:00.000-08:00

JENIS KEBAKARAN DAN PEMADAM API DI GUNAKAN

KERTAS /KAYU/KAIN -WATER/FOAM/DRY POWDER

CECAIR MUDAH TERBAKAR - FOAM/CO2/DRY POWDER

GAS MUDAH TERBAKAR - CO2/ DRY POWDER

PERALATAN ELETRIKAL -CO2/DRY POWDER

PERLINDUNGAN KENDERAAN -DRY POWDER

2010-01-21T07:09:00.000-08:00

JIKA ADA YANG BERTANYA , PEMADAH API JENIS APA YANG SESUAI DI GUNAKAN PADA PESAWAT , MAKA JAWAPAN NYA TERTAKLUK KEPADA JENIS KEBAKARAN APA YANG SEDANG BERLAKU ATAU DIJANGKA AKAN BERLAKU. DAN PERLU JUGA DIINGAT KESAN KEPADA PESAWAT ITU SENDIRI. BINCANGKAN ?

SUATU PEMBAKARAN ITU HANYA AKAN BERLAKU APABILA 4 ELEMAN PENTING INI UJUD IAITU :-

· (FUEL) -BAHAN BAKAR

APA SAJA BAHAN YANG BOLEH “DIOXIDIZED” DENGAN CEPAT CONTOH SEPERTI KAYU,KERTAS, OIL, GREASE DAN BEBERAPA JENIS METAL , HABUK. DAN GAS.

· (OXYGEN)-UDARA

UDARA YANG DISEDUT UNTUK PERNAFASAN DI SEKELILING KITA MEMPUNYAI 21% OXYGEN . UNTUK MEMULAKAN PEMBAKARAN KITA HANYA PERLU 16% OXYGEN SAHAJA. BERMAKNA PEMBAKARAN BOLEH BERLAKU DIMANA-MANA SAHAJA.

· (HEAT)-BAHANG

KEBANYAKAN KITA TERKELIRU UNTK MEMBEZAKAN HEAT DAN TEMPARATURE. HEAT ADALAH SEJENIS TENAGA YANG DIKATAKAN TO BE IN DISORDER (TIDAK TERATUR) . MANAKALA TEMPERATURE PULA PENGUKUR KEPADA DISORDER ITU.

SIFAT HEAT INI PULA ADALAH BOLEH BERUBAH/BERGERAK.

· DAN “ CHEMICAL CHAIN REACTION “

HASIL DARI 3 BAHAN DIATAS MAKA TERBENTUKLAH CHEMICAL CHAIN REACTION DIMANA RIAKSI INI BERMULA PADA PROSES AWAL PEMBAKARAN DAN MEREBAK/ MEMBESAR SECARA CEPAT .PROSES INI LEBIH DI KENALI SEBAGAI “TETRAHEDRON” ATAU “TRINGULAR PYRAMID”

TERDAPAT DUA STANDARD YANG DIGUNAKAN DALAM MENGKLASIFIKASIKAN API.

BRITISH STANDARD

· CLASS A- SOLID MATERIAL- KAYU,KERTAS, KAIN .

· CLASS B- CECAIR (LIQUIDS) ATAU CECAIR SOLID YANG

TERBENTUK -MINYAK, CAT, LEMAK.

· CLASS C- GAS - PROPENE, BUTANE.

· CLASS D- BESI (METAL) MAGNESIUM, SODIUM,

TITANIUM.

AMERICAN STANDARD

· CLASS A -SOLID.

· CLASS B -CECAIR/GAS (Liquids/Gases).

· CLASS C -PERALATAN ELETRIK.

· CLASS D -BESI (METAL).

JENIS PEMADAM API , WARNA DAN KANDUNGAN

· MERAH – KANDUNGAN AIR

· CREAM/PUTIH – BUIH(FOAM) BERASAKAN AIR.

· BIRU – TEPUNG PUTIH(DRY POWDER)

· HIJAU – B.C.F (HALON 1211)

· HITAM – C02 (CARBON DIOXIDE)

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2010-01-16T19:30:00.000-08:00

AIRCRAFT BATTERY

SERVICE REQUIRED FOR EFFICIENT BATTERY MAINTENANCE

· INNITIAL SERVICING

· ROUTINE SERVICING ( INSPECTION AND CHARGING )

· QUARTERLY SERVICING ( 3 MOUNTS PERIOD )

ITEM PC6 C206 C208

TYPE OF BATTERY NICKEL CADMIUM LEAD ACID LEAD ACID

P/NUMBER (4071-2 SAFT) (G242 –GILL) (6381E-GILL)

VOLT 24V 24V 24V

A/H 40AH 10AH 43AH

HOW LONG OF LIFE OF THE BATTERY? AS FAILED CAP CHECK AFFECIENCY:-

· 80% - FOR LEAD ACID

· 85% - FOR NICAD

TYPE OF BATTERY CHARGING.

· CONSTANT CURRENT CHARGING

· CONSTANT VOLTAGE CHARGING ( ON AIRCRAFT)

BATTERY ELECTROLYTE.

· LEAD ACID USED -SULFHURIC ACID.

· NICKEL CADMIUM(NI -CAD) USED -POTASIUM HYDROXIDE (KOH2)

SPILLAGE OF ACID NEUTRALIZED BY :-

· LEAD ACID – SODA BICARBONATE

· NICKEL CADMIUM (NICAD) _ BORIC ACID OR ACETIC ACID.

2010-01-16T08:00:00.000-08:00

KOMPONEN YANG TELAH DI PASANG PADA PESAWAT. TERANGKAN KEPERLUAN YANG PERLU DILAKUKAN.

· PASTIKAN P/NO PADA ITEM SAMA SEPERTI DALAM IPC.

· PASTI PEMASANGAN YANG DILAKUKAN MENGIKUT PERATURAN YANG DITETAP KAN DIDALAM MM.

· JALANKAN FUNTIONAL TEST ATAU LEAK CHECK (JIKA PERLU) , SEPERT YANG TERCATAT DALAM MM.

· JIKA MELIBATKAN OVERLAPING TRADER PASTIKAN LAE TERLIBAT SAMA.

· JIKA PERLU , LAKUKAN DUPLICATE INSPECTION.

· CATATKAN DIDALAM LOG BOOK BERKENAAN P/NO, S/NO – ON DAN OFF, BATCH NO DAN POSITION.

· DAN SEBAGAI PELENGKAP TUGAS ISU CRS

KEROSAKAN PESAWAT YANG TELAH DI CATAKAN DI DALAM TECH LOG PESAWAT DAN BAGAI MANA UNTUK MNYELESAIKANNYA.

· LAKUKAN TROUBLESHOOT DAN RECTIFY DEFECT SEPERTI YANG DIKEHENDAKI OLEH IAW MM.

· GANTI ITEM YANG TELAH ROSAK SEPERTI YANG DI ARAHKAN DIDALAM IAW MM.

· JALANKAN FUNTIONAL/LEAK CHECK JIKA DI KEHENDAKI OLEH IAW MM.

· CATATKAN KETERANGAN ITEM YANG DITUKAR SEPERTI P/N, S/NO-ON DAN OFF, BATCH NO POSITION DIDALAM DOKUMEN BERKENAAN.

· JIKA MELIBATKAN OVERLAPING TRADER , PASTIKAN TERLIBAT SAMA.

· JALANKAN DUPLICATE INSP JIKA PERLU.

· CLEAR DEFECT IN TECH LOG.

SOALAN MENGUJI MINDA

· APA ITU OVERLAPING TRADER ?

· APA ITU TROUBLESHOOT ?

· APA DIA DUPLACATE INSP?

2010-01-15T22:35:00.000-08:00

APA YG PERLU DIBUAT JIKA SPARE YANG BARU KELUAR DARI STOR DAN HENDAK DI PASANG PADA PESAWAT.

1. Periksa samaada spare tadi ada “serviceable label” dimana telah di tandatangan di cop dan bertarikh.

2. Periksa spare tadi tu P/NO yang betul seperti yang di minta / atau sama seperti yang terdapat dalam IPC

3. Periksa P/no dan S/NO pada spare sama dengan tercatat pada “serviceale label”.

4. Periksa juga “Batch Number” telah di isu keluar.

5. Periksa spare tadi ,dan pastikan di bungkus dengan baik, tiada tanda-tanda kecacatan( evidence of damage) atau tercemar (contamination)

6. Perikasa tarikh luput(shelf life) spare yang berkenaan.

7. Periksa status ubah suai ( Modification status) jika ada..

8. Buang (Drain) inhibiting oil pada spare berkenaan dan masukkan semula operating fliud (if applicable ).

SOALAN MENGUJI MINDA

· Apa yang di Cop pada “serviceable label” ?

· Apa itu “Batch Number”?

· Apa spare yang dimaksudkan spare contamination?

· Apa itu “self life”?

· Apa itu “inhibiting oil”?

2010-01-07T20:10:00.001-08:00

klik pada gambar

PENGENALAN ENGINE C208

2010-01-03T02:52:00.000-08:00

Kadang-kadang gambar boleh menerangkan sesuatu yang tersirat dengan lebih jelas.