You are on page 1of 26


Company Profile
Thai Airways International Public Company Limited (THAI) is the national flag
carrier of Thailand. Formed in 1988, the airline has its corporate headquarters in Chatuchak
District, Bangkok, and primarily operates out of Suvarnabhumi Airport. THAI is a founding
member of the Star Alliance. The airline is the largest shareholder of the low-cost carrier Nok
Air with a 49% stake, and it launched a regional carrier under the name Thai Smile in the
middle of 2012 using new Airbus A320 aircrafts.
From its hub at Suvarnabhumi Airport, THAI flies to 75 destinations in 35 countries,
using a fleet of more than 80 aircraft. The airline was once the operator of two of the world's
longest nonstop routes between Thailand and Los Angeles and New York, but due to high
fuel prices and the withdrawal of aircraft, the airline abandoned all nonstop U.S. services in
2012. Currently, services between Bangkok and Los Angeles are served via Incheon Airport
near Seoul. THAI's route network is dominated by flights to Europe, East Asia, and
South/Southwest Asia, though the airline serves Johannesburg in South Africa and five cities
in Oceania. THAI was the first Asia-Pacific airline to serve London Heathrow Airport.
Among Asia-Pacific carriers, THAI has one of the largest passenger operations in Europe.

Organization Profile
THAI Technical Department is one of the leaders in the Maintenance, Repair and
Overhaul (MRO) of commercial aircraft, engines and components. With 48 years of
experience and professional engineers and skilled mechanics, we have been providing safety
and reliability services 24 hour-a-day for routine and emergency support to our customers.
With 3 major maintenance facilities, Donmueang base, Utapao base, and Suvarnabhumi base,
we are able to offer line and light maintenance, heavy maintenance including major
modification, interior and exterior painting, component overhaul, engine overhaul and
calibration services.
As always, we ensure our customers aircraft a safety, quality and environmental care
to achieve the highest level of the satisfaction of our customers and society.

Thai Airways International Public Company Limited Technical Department,
Suvarnabhumi Airport Bangphli, Samut Prakarn 10540, Thailand
Tel: 66 (0) 2137-6300 , 66 (0) 2563-9565
Fax: 66 (0) 2504-3392

Product and services
Line Maintenance ; With more than 48 years of experience in the air and on the
ground, THAI Technical Department is the most capable maintenance facility centrally
located in the region. As the main base operator at Suvarnabhumi International Airport, we
provide 24-hour-a-day routine and non-routine services including AOG support for more than
60 customers airlines that call at Suvarnabhumi International Airport and more than 50
customers airlines from other line stations. Our team of highly qualified engineers and
skilled mechanics is ready to provide professional Technical Handling and Technical
Assistance you require.
Light Maintenance ; THAI Technical Department conducts light maintenance on a
wide variety of aircraft types including Airbus A300-B4, A300-600, A310, A320, A330,
A340, Boeing B737, B747, B757, B767, B777, DC-10, MD-11, ATR42 and ATR72.
Licensed aircraft engineer, available round the clock, provide full A-check maintenance for
the latest aircraft, making Bangkok an ideal place for an airline to schedule overnight stays
for its aircraft. We can also carry out emergency maintenance required for the aircraft to
safely return to their home base.
Heavy Maintenance ; The core activity of our THAI Technical Department is Heavy
Maintenance and here, we excel. We have the expertise and facilities to carry out IL-check,
D-checks or multiple C-checks for Boeing B737, B747, B777 series and Airbus A300 series
aircraft from stripping them to their main structures, modification and repairing structural
sections, to engine overhaul, and hydromechanical and IERA testing and repair. The
maintenance is being run with advanced workshops to conduct non-destructive tests on
structural elements, diagnose and repair on-board computers and other electronic and
navigational equipment, and even repair upholstery, fiberglass, sheet metal and other
Component Overhaul ; The maintenance of hydromechanical, computer, electronic,
and avionics components is one of the biggest, most expensive concerns for today's airlines.
We are well aware that airlines do need a comprehensive facility capable of maintaining
components to international standards with possibly lowest price. Many airlines have found
the answer to their needs in THAI Technical Department. Thai Airways International is one
of Asia's most reputable airlines. THAI Technical Department has kept pace with the airline's
dynamic growth and now being ranked as one of the best facilities in Asia. We are capable of
handling maintenance requirements for most Boeing, and Airbus models including
McDonnell-Douglas model as well. With a wide range of precision components we can
replace a plane's malfunctioning unit within hours, saving the airline a trip to home base.
Built to strict FAR class 2 standards, our hermetically sealed IERA work shop employs the
latest ATEC Series 6 enabling us to analyze all avionics, including navigational components
and on-board central computers for the A300-600, A310, A330, A340, B737, B747, B777
and MD-11 series.

Engine Overhaul ; As being the first Asian airline to use high-thrust CF6-50 engines
and also the launch customer for the A300-600 with CF6-80C2 engines, THAI Technical
Department is maintaining its capabilities to perform CF6-50 and CF6-80C2 engines
overhaul. With more than 20 years of experience, we are confident of being leading in GE
CF6-50 and CF6-80C2 engines overhaul. As we are also operating PW4158/4164/4168
engines and RR Trent 500/700/800/900 engines, we are in a progress of increasing more and
more capabilities to the maintenance of such engine models. In our CF6 engine repair shop,
we strip an engine to its smallest components. We then utilize the latest Digital Electronic
Automation three-dimensional measuring equipment to conduct diagnostic tests. We also
employ more traditional non-destructive testing methods including ultrasonic, eddy current,
dyepenetrant, X-ray, and magnetic particle equipment. In our workshops, we chemically and
mechanically clean, repair, and/or create all parts, or replace them from our inventory of
200,000 line items. We can plasma coat metals using an advanced model molten spray robot.
We use a Macromet II to test hardness of metal component surfaces. Among our precision
equipment is the biggest Vertical Turret Lathe ever made. The one-storey tall lathe can cut
and trim metal pieces to a maximum diameter of 2.6 metres. On site is a test cell capable of
generating a maximum thrust of 150,000 pounds. This modern facility enables us to run
General Electric and Pratt & Whitney and RR (Rolls-Royce) engines to full power while
executing computer control checks using programmes developed by engine manufacturers.
We do test FADEC engines and replace their components. There is also a small shaft cell to
test gas turbine engines using computerised test equipment.
Calibration Services ; In the year 1985, Thai Airways International Public Company
Limited (THAI) set up the maintenance center for maintenance of wide body aircraft i.e.
Airbus A300, Mc Donnel Douglas DC10, Boeing 737/747 and also the associated
components installed in each related aircraft. THAI repair station is operating to satisfy the
requirements of regulations of authorities concerning the airworthiness such as Federal
Aviation Regulations (FAR) of Federal Aviation Administration (FAA) USA and Joint
Aviation Regulations (JAR) of Joint Aviation Authorities (European country). The
maintenance of precision measuring tools and equipment (PME) used in aircraft maintenance
activities at repair station are stated and required in the requirements of those regulators.
Calibration tasks are conducted and complied to the requirements of ISO/IEC 17025 and also
recognized and accepted by authorities which THAI Technical Services Department are
holding their special types of certificates for aircraft repair station such as Federal Aviation
Administration (FAA) USA and European Aviation Safety Agency (EASA)

Organization Structure


Training Program and Schedule
Date Activity Description Remark
1 April - 2 April Brief phase - General knowledge about Aviation,
Company, Organization
- A force action on plane
- Lift, Drag, Weight, Trust
- Documentation, Agreement

3 April - 30 April AP as
Engineering at
- LH ( Airframe Maintenance Division)
- Light Maintenance (A-Check)
- Preventive Check
- Procedure manual
- Cargo Maintenance
- LE; Air-Craft Engineer Planner
- Flight control surfaces


2 May 30 May AP as
Engineering at
- NDT SHOP ( Non-destructive Wheel)
- Sheet Metal Shop (LH-U)
- Wheel and Brake Shop
- Break , Hub, Tire
- Engine Dress-up Shop
- Fan blade Maintenance
- Bore Scope
- Fuel Manifold

*Daily schedules are described in the following part of this report

Training Details and Discussions
Basic Flight Control Surface

Lift and Basic Aerodynamics
In order to understand the operation of the major
components and subcomponents of an aircraft, it
is important to understand basic aerodynamic
concepts. This chapter briey introduces
aerodynamics; a more detailed explanation can be
found in Aerodynamics of Flight. Four forces act
upon an aircraft in relation to straight-and-level,
unaccelerated ight. These forces are thrust,
lift, weight, and drag. !"" $%& '

- Thrust is the forward force produced by the powerplant/ propeller. It opposes or
overcomes the force of drag. As a general rule, it is said to act parallel to the
longitudinal axis. This is not always the case as explained later.
- Drag is a rearward, retarding force, and is caused by disruption of airflow by
the wing, fuselage, and other protruding objects. Drag opposes thrust, and acts
rearward parallel to the relative wind.

!"# % ( )*+,"- .,/%*0 *0 12.0"

- Weight is the combined load of the airplane itself, the crew,
the fuel, and the cargo or baggage. Weight pulls the airplane
downward because of the force of gravity. It opposes lift,
and acts vertically downward through the airplanes center of gravity (CG).
- Lift opposes the downward force of weight, is produced by the dynamic effect of the
air acting on the wing, and acts perpendicular to the ightpath through the wings
center of lift.
An aircraft moves in three dimensions and is controlled by moving it about one or
more of its axes. The longitudinal or roll axis extends through the aircraft from nose to
tail, with the line passing through the CG. The lateral or pitch axis extends across the
aircraft on a line through the wing tips, again passing through the CG. The vertical, or
yaw, axis passes through the aircraft vertically, intersecting the CG. All control
movements cause the aircraft to move around one or more of these axes, and allows for
the control of the airplane in ight.

Figure 2- Illustrates the pitch, roll, and yaw motion of the aircraft along the lateral,
longitudinal, and vertical axes, respectively.

One of the most signicant components of aircraft design is CG. It is the specic
point where the mass or weight of an aircraft may be said to center; that is, a point around
which, if the aircraft could be suspended or balanced, the aircraft would remain relatively
level. The position of the CG of an aircraft determines the stability of the aircraft in ight.
As the CG moves rearward (towards the tail) the aircraft becomes more and more
dynamically unstable. In aircraft with fuel tanks situated in front of the CG, it is important
that the CG is set with the fuel tank empty. Otherwise, as the fuel is used, the aircraft
becomes unstable. [Figure 2-3] The CG is computed during initial design and
construction, and is further affected by the installation of onboard equipment, aircraft
loading, and other factors.

Major Components
+,-./01. 2345,2678 247 97831679 :/4 2 ;2437-< /:
5045/878= >/8- /: -.7> .2;7 -.7 82>7 >2?/4
@/>5/676-8A B.7 /;742,, @.242@-7438-3@8 247 ,2417,<
97-74>3679 C< -.7 /431362, 978316 /C?7@-3;78A D/8-
2345,267 8-40@-0478 36@,097 2 :087,217= E3618= 26
7>5766217= ,269361 1724= 269 2 5/E745,26-A
The fuselage is the central body of an
airplane and is designed to accommodate the
crew, passengers, and cargo. It also provides
the structural connection for the wings and
tail assembly. Older types of aircraft design
utilized an open truss structure constructed of
wood, steel, or aluminum tubing. The most
popular types of fuselage structures used in
todays aircraft are the monocoque (French
for single shell) and semimonocoque. These
structure types are discussed in more detail
under aircraft construction later
The wings are airfoils attached to each side of
the fuselage and are the main lifting surfaces that
support the airplane in ight. There are numerous
wing designs, sizes, and shapes used by the various manufacturers. Each fullls a certain
need with respect to the expected performance for the particular airplane. Wings may be
attached at the top, middle, or lower portion of the fuselage. These designs are referred to as
high-, mid-, and low-wing, respectively. The number of wings can also vary. Airplanes with a
single set of wings are referred to as Many high-wing airplanes have external braces, or
wing struts, which transmit the ight and landing loads through the struts to the main
fuselage structure. Since the wing struts are usually attached approximately halfway out on
the wing, this type of wing structure is called semi-cantilever. A few high-wing and most
low-wing airplanes have a full cantilever wing designed to carry the loads without external
The empennage includes the entire tail group
and consists of xed surfaces such as the vertical
stabilizer and the horizontal stabilizer. The movable
surfaces include the rudder, the elevator, and one or
more trim tabs.
The rudder is attached to the back of the vertical stabilizer. During ight, it is used
to move the airplanes nose left and right. The elevator, which is attached to the back of the
horizontal stabilizer, is used to move the nose of the airplane up and down during ight.
!"# & 3"0/"+ *) &+.4%/5 63789

Trim tabs are small, movable portions of the trailing edge of the control surface. These
movable trim tabs, which are controlled from the ight deck, reduce control pressures. Trim
tabs may be installed on the ailerons, the rudder, and/or the elevator.
The landing gear is the principal support
of the airplane when parked, taxiing, taking off,
or landing. The most common type of landing
gear consists of wheels, but airplanes can also
be equipped with oats for water operations, or
skis for landing on snow. The landing gear
consists of three wheelstwo main wheels and
a third wheel positioned either at the front or
rear of the airplane. Landing gear with a rear
mounted wheel is called conventional landing
gear. Airplanes with conventional landing gear
are sometimes referred to as tailwheel airplanes. When the third wheel is located on the nose,
it is called a nosewheel, and the design is referred to as a tricycle gear. A steerable
nosewheel or tailwheel permits the airplane to be controlled throughout all operations while
on the ground. Most aircraft are steered by
moving the rudder pedals, whether nosewheel or
tailwheel. Additionally, some aircraft are
steered by differential braking.
Performance Instrument
The performance instruments indicate the
aircrafts actualperformance. Performance is
determined by reference to thealtimeter, airspeed
or vertical speed indicator (VSI), heading
indicator, and turn-and-slip indicator. The
performanceinstruments directly reect the
performance the aircraftis achieving. The speed
of the aircraft can be referencedon the
airspeed indicator. The altitude can be
referenced on the altimeter. The aircrafts climb
performance can be determined by referencing
the VSI. Other performance instruments
available are the heading indicator, angle of
attack indicator, and the slip-skid indicator.
Navigation instruments are comprised
of indicators that display GPS, very high
frequency (VHF) omni-directional radio range (VOR), nondirectional beacon
(NDB), and instrument landing system (ILS) information. The instruments indicate
!"# ' :.0;%0& &".+
!"# ( <0.2*& ;%-12.5 6/*18 .0; ;%&%/.2
;%-12.5 6=*//*>8 )+*> . 3"--0. '?@9

the position of the aircraft relative to a selected navigation facility or x. They also
provide pilotage information so the aircraft can be maneuvered to keep it on a
predetermined path. The pilotage information can be in either two or three dimensions
relative to the ground-based or space-based navigation information.

Fig6 - The primary flight control instruments.
This is the general overview of aircraft structures. A more in-depth understanding of
aircraft structures and controls can be gained through the use of ight simulation software or
interactive programs available online through aviation organizations such as the Aircraft
Owners and Pilots Association (AOPA). Pilots are also encouraged to subscribe to or review
the various aviation periodicals which contain valuable ying information.


Fig 7 - Inside the cockpit of Boeging 787, Dreamliner. ; Fly-By-Wire Technology.

Fig 8 The plan for new-model Aircraft Mantainance.

TGS Fleet

F - Royal First (First class)
C - Royal Silk (Business Class)
Y - Economy class
THAI's Boeing 747-400 (HS-TGP) has been painted with a retro Thai International livery as part of the airline's
50th anniversary in 2010. The Thai International livery was used in THAI's fleet in the 1960s when the airline
was founded as a joint venture between Thailand's domestic carrier, Thai Airways Company (TAC) and
Scandinavian Airlines System (SAS).
THAI's Airbus A380-800 (HS-TUC) will be the 100th Airbus A380 to be built.
THAI's Airbus A340-500 (HS-TLD) serves for VIP passengers (government) as well as select scheduled routes.
THAI's Airbus A330-300 (HS-TEP) was the 1000th Airbus A330/A340 delivered.
THAI has Boeing Customer Code D7. For example, Boeing 747-400 aircraft that the airline has ordered directly
from Boeing Commercial Airplanes are coded Boeing 747-4D7.


Fig 9 Turbojet Engine Schematic.

Fig 10 Turbofan Engine Schematic.

Fig 11 Gas-Turbine Turbo-Fan Engines

Gas-Turbine Turbo-Fan Engines is mostly used in most modern aircraft; The fan
rotates & sucks in air. About 80% of the air passes through the by-pass duct, cools the
engine, & makes most of the thrust. The other 20% of the air is compressed, mixed with
fuel, & ignited. The explosion passes through the turbine, making the turbine rotate. A
shaft connects the turbine to the fans & compressors, so when the turbine rotates, the fans
& compressors also rotate. The gases then pass through smaller & smaller areas, increasing
the pressure. Finally, the gases pass out of the exhaust nozzle at very high speed, giving the
engine thrust - Newton III (Action/Reaction)
Turbine Engine Instruments
Engine instruments that indicate oil pressure, oil temperature, engine speed,
exhaust gas temperature, and fuel ow are common to both turbine and reciprocating
engines. However, there are some instruments that are unique to turbine engines. These
instruments provide indications of engine pressure ratio, turbine discharge pressure,
and torque. In addition, most gas turbine engines have multiple temperature-sensing
instruments, called thermocouples, which provide pilots with temperature readings in and
around the turbine section.

N1 Indicator
N1 represents the rotational
speed of the low pressure
compressor and is presented on
the indicator as a percentage of
design rpm. After start the
speed of the low pressure
compressor is governed by
the N1 turbine wheel. The N1
turbine wheel is connected to
the low pressure compressor
through a concentric shaft.

N2 Indicator
N2 represents the rotational speed of the high pressure compressor and is presented on
the indicator as a percentage of design rpm. The high pressure compressor is governed by
the N2 turbine wheel. The N2 turbine wheel is connected to the high pressure compressor
through a concentric shaft.

!"# %) AB.2C-1**2 .D%.2C)2*E ,*>1+"--*+9

The rudder is attached to the vertical
stabilizers, which allow the pilot to control
the yaw axis. Rudder is one of the main
parts in controlling the turns of an aircraft.
It works along with the ailerons to produce a
co-ordinates turn. The rudder is controlled
by two pedals inside the cockpit. As the
pilot pushes the right pedal, the rudder
moves to the right. The air flowing over the
fin then pushes against the right side of the
rudder and so allowing the nose of the
airplane to yaw to the right.
The elevators or what they called flight control surfaces is located at the vertical
stabilizer of the aircraft. It controls the orientation of the aircraft by altering its pitch and also
the angle of attack of the wing. In the other word, it allows the aircraft to nose-up/nose-
down. The working principle of the elevators is quite similar to the rudder. As the air hit
under the elevator,
the airplane tends
to tilt downward
and vice versa.

Flaps are located at the trailing edge of
the wing of a fixed-wing aircraft. Its main duty
is to reduce aircrafts speed and increase the
angle of descent for landing. Extending the
flaps results in increasing the platform area,
allowing lift force to be generated at a lower
speed. It also increases the drag coefficient of
the aircraft because of higher induced
drag caused by the distorted span-wise lift
distribution on the wing with flaps extended.
!"# %& FB;;"+ "))",/- *0 <%+,+.)/ 5.E09
!"# %' G2"4./*+ "))",/- *0 <%+,+.)/ 1%/,H9
!"# %( !2./- .0; $2.1- *0 <%+=B- IJJCKJJF

The aileron is located at the trailing
edge of the wing of a fixed-wing aircraft. The
aileron also controls the turn of the aircraft (at
the roll axis). The two ailerons are
interconnected to each other. If one goes up,
the other one will go down. The down-going
aileron increases the lift force, while the up-
going aileron reduces the lift force. This results in a
rolling moment about the aircrafts roll axis. The
ailerons are controlled by right/left movement of the
control stick or yoke.

The stabilizers are located at the rear of the
aircraft. In the other word, stabilizers provide the stability while the aircraft is flying. Two
types of stabilizers can be found on the aircraft: Horizontal and Vertical stabilizers. The
horizontal stabilizer acts with its pair to provide horizontal stability. It can be fixed or
adjustable. It also supports the working of elevator. The vertical stabilizer is normally fixed
and supports the rudder. It yields directional stability to the aircraft.

!"# %* <%2"+*0- "))",/ *0 <%+,+.)/ +*229

Training Program and Schedule is shown on page 6

Fig 17 Picture of me in front of TG plane Boeing 747-400 ( Right)
The identification card for AIRSIDE ( Left )

Fig 18 Show the Avionic
compartment room access
from the Nose landing
gear of Boeing 747-400.
Registration Hotel-Sierra-
Tango-Golf-Romeo. The
Avionic compartment
stored computer for flight

Fig 19 Cockpit of Boeing 747-400
(Mr.Noptawat is on the left seat)
Thai Airways International was
established in 1959 in partnership with
Scandinavian Airlines System (S.A.S.). The
inaugural flight was between Bangkok and
Hong Kong in a 4-engined piston-prop
Douglas Caravelle 6-B on May the first,
1960. The company quickly grew. 17 years
later, Thai Airways was bought out by the
Thai Government (TG) to become the
national airline of Thailand. However, it was
partly privatised in 1992 (7%) and 2003
(23%). The airline is now 30% private and
70% Government-owned. Today, Thai
Airways has 94 commercial aircraft (6
belong to THAI Smile), 2 cargo planes, and
about 26,000 employees. The airline has
over 700 flights a week to more than 70
major destinations in 38 countries around the
world, and they have many awards for high levels of safety and service.
Fan blade Maintenances
Maintenance of fan blade is done on the required flight hour.(It will be stated in the
manual, for example, every 200 flight hours, the fan blades must be removed for inspection)
There are a total of 26 blades on the outer compressor. The blades must be removed for
inspection (crack). Lubricating fluid is also applied on the blades and also inside the gap.
The fan blades are made up of titanium. Titanium can withstand critical temperature and also
offers a light weight.

!"# )+ $.0 =2.;"L F*22CF*5," "0&%0"

LH-M is one of the departments in maintenance of aircraft (light maintenance).
There are three major types of maintenances: light maintenance, heavy maintenance, and line
maintenance. Heavy maintenance is done at Don Muang and Utapao. Light maintenance and
line maintenance are done at Suvannabhumi. Line maintenance takes the shortest amount of
time(its done when the plane arrives at the airport/transit). Light maintenance can take up
for several days to a week. Heavy maintenance takes the longest period. Airplanes check
types are divided into 4 categories: A-check, B-check, C-check, D-check. It is arranged in
the order of the lightest to heaviest check. Various types of aircraft require different amount
of time in the check-up(A-D check).
In an A-check, mechanics will receive job card from the engineers. These job cards
will indicate all the maintenance jobs that must be done on that particular day. Mechanics in
charge of that plane are required to complete the whole job. After all the jobs are done,
inspector will come and inspect the plane for the final call. After the inspection is done, the
plane then leaves the hangar.
In this task, we are assigned to replace the brake accumulator of an aircraft. The
accumulator uses its stored air pressure to give emergency brake pressure in the event of loss
of hydraulic system A and B pressure. Brake accumulator consists of two portion; gas and
fluid. It is separated by a diaphragm. The old hydraulic fluid is drained out and the new one
is pumped inside. The brake accumulator is located at different location for different type of

Fig 21 Engine was unmounted from the Aircraft.


Fig 22 - Engine on its holder; Roll Royce Trend.

Fig 23 - Wheels are dissembled for check-up. If the defects are not found, the wheels are
inflated and then assembled back to the landing gear.


Fig 24 - Wheels are dissembled for check-up. Using the computer system.

Fig 25 Wheels are dissembled for check-up. If the defects are not found, the wheels are
inflated and then assembled back to the landing gear.


Fig 26 Wheels are dissembled for check-up. If the defects are not found, the wheels are
inflated and then assembled back to the landing gear.
Bore scope is one of the methods in inspecting inside the combustion chamber of the
engine. Inspector will insert the ball scope machine(contains a display screen and a probe
with camera) inside the engine. First of all, the hole must be opened for boundscoping.
Then, the inspector could insert the probe into the engine via the hole. The screen will
display the inside of the engine. Inspector will know right away whether anything is wrong
inside the engine

Fig 27 The APU (Auxiliary
Power Unit ) was being Bore
scope using the General Electric.


Fig 28 The APU (Auxiliary Power Unit ) was being Bore scope using the General Electric.
Replacing new insulator on thrust reverser
the sheet metal shop is responsible in replacing new insulator on the thrust reverser of
the aircraft (Airbus 330). The thrust reverser is used to aid in braking the aircraft. It can only
be used only when the plane is on the ground. When the thrust reverser is activated, the
thrust reverser bounces out and thus reverse the thrust force from the engine. The old
insulator cannot withstand the heat causes by the engine and so they must be replaced. In the
first step, the old insulation is removed. The ultrasonic test is then applied to check on crack
on the thrust reverser.

!"# ), :MCN !H""/ O"/.2 -H*19


Fig 30 Cockpit of Boeing 777, Fly-By-Wire and Glass cockpit.
Glass Cockpit
A glass cockpit is an aircraft cockpit that features electronic (digital) instrument
displays, typically large LCD screens, rather than the traditional style of analog dials and
gauges. While a traditional cockpit relies on numerous mechanical gauges to display
information, a glass cockpit uses several displays driven by flight management systems, that
can be adjusted to display flight information as needed. This simplifies aircraft operation and
navigation and allows pilots to focus only on the most pertinent information. They are also
popular with airline companies as they usually eliminate the need for a flight engineer. In
recent years the technology has become widely available in small aircraft.

Fig 31 - My identification card at TG Technical Department.


THAI Technical Department is well known for its capability and performance to
operate the safety aviation service. My internship is precious moment. Ive learned lots of
knowledge and skills for TG. They provide the caution for safety and economy philosophy.
I learned about AP which is engine parts and aircraft control surface.
I gained lots of knowledge, skill, and mind of safety from TGs Technician, and I will
have to be energetic person as TG has many tests to evaluate the performance of its
engineers. Also I learned to plan the schedule to go the work (Job card) on time with safety.
I suggest my junior Mechanical Engineering student to join the 2-month training at
TG Technical Department (Hanger), because they provided variety ranges of knowledge.
Also Thai Airways is well known company as the National Airline.
Ive learned the schematic overview of the work process at department, and then I
continue to learn and practice my skill in individual sector of BKKLH.
The planning is very important to life, economy and safety.

!"# &) P*"%0& ?(?C(JJ *+ QB>=* .-
R0*E .- %/ HB&" ./ /H./ /%>" *) %/
B04"%2 %- 1.%0/"; %0 !S<F <::T<3G
2%4"+59 S7 %- *0" *) /H" )*B0;"+ *)
!S<F <::T<U3G %0 'VV?9