CHAPTER 1

INTRODUCTION

1.1 BACKGROUND OF THE PROJECT

Aircraft BAE Hawk Mk 208 is used by the Royal Malaysian Air Force, single-seat
and light multi-role type aircraft. This aircraft is manufactured by British Aerospace. Have
their first flight in Royal Malaysian Air Force on 19th May 1986 and still operates until now.
This aircraft is designed for air defence, anti shipping, close air support, interdiction and for
ground attack.. It also has high manouever capability with a small visual signature. This
aircraft is powered by an Adour 951 two shaft, low bypass ratio turbofan engine from
Rolls-Royce Turbomeca to get 29.00 kN of thrust. Besides that, this aircraft has been
upgraded with some avionics system that more sophisticated including a Fire Control
Computer (FCC), Multi-Mode Radar (MMR), Laser Range Finder (LRF) and Forward
Looking Infra-Red (FLIR).

Due to the modern era, all the system that used electrical power really needs a very
stable electrical power consumption, to maintained the serviceability of all the systems. On
5th March 2013,amidts the Lahad Datu Stand-Off, 5 Hawk Mk 208 along with 3 F-18D
Hornet of Royal Malaysian Air Force were deployed in strikes on hideouts of the defunct
sultanate and terrorist group Royal Security Forces Of The Sultanate Sulu in Lahad Datu
ahead of the ground assault by joint forces of Royal Malaysian Army and Royal Malaysian
Police.

1
 FIGURE 1 : ROYAL MALAYSIAN AIR FORCE HAWK MK 208

1.2 ELECTRICAL POWER GENERATING SYSTEM OVERVIEW

Due to the tragedy at Lahad Datu around 5 years ago, the capability of this aircraft
must be at the highest functional level. With the length of 11.38 meters, wingspan 9.39
meters, height 4.16 meters and the wing area of 16.69 meter squared, this aircraft must have
enough power to make sure all the system is fully operational. Enough electrical power
supplied from the main generator will make the aircraft get the maximum speed of 1037
km/h, make all avionics system functionally well to get the successful of our mission to
protect our country. The main generator of hawk mk 208 provides 115/200 v a.c, 3-phase,
400 Hz is supplied to the maintained and off-loadable a.c busbars. One output from phase A
of the a.c maintained busbars supplies a 115/26 v transformer. The 26 v, single phase, 400
Hz a.c output from the transformer is supplied to the 26 v, 400 Hz busbar.

A start signal applied to the Auxiliary Power System Control Unit (APSCU) starts
the Auxiliary Power Unit (APU) which drives the auxiliary generator. When the auxiliary
generator shaft speed reached 12000 rev/min the generator is switched on-line and is the a.c
power source. The 115/200 v, 3-phase, 400 Hz a.c output from the auxiliary gen is
connected to the maintained a.c busbar. When the engine speed reaches 45% NH, the main

2
generator is switch on-line by its Generator Control Unit (GCU), which causes the auxiliary
generator to be switched off-line. The main generator will take over the power source of a.c
busbar. A stop signal is also applied to the APSCU through contacts of a weight-on-wheel
relay, when the aircraft is airborne.

FIGURE 2 : HAWK MK 208 MAIN GENERATOR

1.3 OBJECTIVE OF THE PROJECT

To check the serviceability of the main generator of aircraft Hawk Mk 208 :

a. To conduct the functional test of the Hawk Mk 208 main generator.

b. To replace the Hawk Mk 208 main generator.
c. To inspect the generator oil level and generator oil filter.
d. To measure the output of the Hawk Mk 208 main generator.

3
1.4 SCOPE OF THE PROJECT

The a.c power generating system is designed to provide electrical power used by the
aircraft system. The main part in the system is Main Generator, Auxiliary Generator,
Auxiliary Power System Control Unit (APSCU), Generator Control Unit (GCU) and the
display unit that is Centralized Warning System (CWS) and Multi-Purpose Display Unit
(M.P.DU). This project focuses on the replacement of the main generator, inspection on the
cooling system element on main generator and measurement of the a.c power output from
the main generator.

1.5 IDENTIFICATION PROBLEM OF THE PROJECT

The symptom of component defect is shown to the pilot in flight through the
display on the Centralized Warning Panel (CWP), Multi-Purpose Display (M.P.D) and the
Communication Control System (CCS) to start the audio and visual warning. In some
cases, the failure of the generator can be seen when doing the inspection or servicing. For
some faults after a protective function trip and when the fault has been cleared, it is
necessary to operate the main generator off-reset-on or APU generator off-reset-on switch
to reconnect the related generator. For other reconnection of the generator is automatically
after fault has been cleared. But if the system remain in failure situation, pilot must land the
aircraft as soon as possible to prevent more damage to the other system in aircraft.

4
1.6 SIGNIFICANT OF THE PROJECT

Electrical Power Generating System is the one of the important system in the
aircraft because this system can cause a lot of trouble to the system of the aircraft and to the
pilot himself when this system fails in flight. Failure of the electrical power system will
also cause disaster followed by the failure of the operation that has been scheduled and
most importantly when the aircraft is in mission to protect this country. Thus, in order to
avoid the problems in this system, inspection of the generator oil level and filter must be
checked properly due to the hours of the schedule inspection and can be referred in Aircraft
Maintenance Manual for Hawk Mk 208. The indication of generator failure is very
important in aircraft to assist pilot to take the correct action as soon as possible to make
sure the pilot have approximately time to return back home or landed in any nearest airport
when the emergency situation happened.

5
 CHAPTER 2

METHODOLOGY AND THE EXECUTION OF INSPECTION

2.1 INTRODUCTION

Methodology is very important during project report when involving in inspection

and test of the electrical power generating system. In this methodology would be explain
method that are use for inspection and test power generating system, tools and equipment
and also documentation. Planning for test and inspection with adequate qualified technician
with minimum hour must be carried out with safety precaution on aircraft and working
area. During execution of inspection, all procedure and documentation must be followed
accordingly to aircraft maintenance manual and Royal Malaysian Air Force policy. In this
methodology always emphasize cleanliness and safety to be taken during inspection at
working area.

2.2 METHODOLOGY OF THE PROJECT

The failure of Main Generator of Hawk Mk 208 has many option of troubleshooting
to be taken to prevent wasting our time, money and energy. If we found and confirmed that
the main generator failed, we must replace to the new or repaired main generator. Besides
that, there is two schedule servicing for every 25 hours flight of the aircraft done followed
by a.c supply system test-main generator. The servicing that we must do as per shown:

a. Check the Generator Oil Level

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 b. Check the Generator Oil Filter

2.2.1 PREPARATION PLAN

Preparation for replacement, inspection and testing of the respective component

must be planned with electrical technician members. Planning also involve with technicians
includes hours during replacement, inspection, functional test of the system and
documentation to be raised and the most importantly, safety precaution and cleanliness at
working area.

2.2.2 RECEIVED JOB

The servicing job usually happened when the hours due has come but if the pilot
report some malfunction on the aircraft system, the technical site must take some action to
solve that problem raised by the pilot. Beside that, the failure can also get from technical
site when they are doing their daily inspection basicly before and after flight. The orders to
do the job usually come from the seniors rank in technical site after they do some
discussion.

7
FIGURE 3 : DISCUSSION AND DECISION MADE BY THE SENIORS RANK

2.2.3 DISCUSSION

Discussion were made between electricians crew regarding the defect either it is

been raised by pilot or it have been found by the ground crew. It is to find the best solution

within the experience based on the Aircraft Maintenance Manual and Royal Malaysian Air

Force policy. The electrical power system test carried out with Engine Ground Run (EGR)

by a qualified personel. If it is confirms the defect is within one of the component in a.c

electrical power system, then the component must be replace with the new or repaired one.

After that, the functional test will proceed to check if the problem have been cleared or not.

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2.2.4 PREPARING TOOLS AND EQUIPMENTS

No Item Functions

To check the value of a.c

voltage

FLUKE Digital Multimeter

Used to manage tools

storage.

Tools Shadow Board

To open and close the

panel

Multi-purpose Screw Driver (GS)

9
 4

To re-oiling the oil into

the generator

To remove and install

the generator

TABLE 2.1: TOOL AND EQUIPMENT FOR TEST AND

INSPECTION

Tools and test set that are being used for the inspection are shown in Table 2.1. All

tools and test set that have been taken must be recorded by the tools store duty personnel.

Tags must be put at the shadow board due to item been taken out.

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2.3 EXECUTION OF TEST AND INSPECTION

The test and inspection progress was illustrated as in Diagram 2.2.

Closed Job Card

Received The And Preparing
Job Aircraft Release
Record form

Closed Job Card

Planning With andTest For The
Preparing
Fellow Members System To Be
Aircraft Release
For The Job Carried
Record formOut

Preparing The Inspection And

Aircraft In Safe Servicing On
For Servicing Progress
Condition

Preparing The Remove And Install

Proper And The Main
Correct Tools Generator

Diagram 2.2

2.3.1 OPENED JOB

The servicing job usually happened when the hours due has come but if the pilot
report some malfunction on the aircraft system, the technical site must take some action to
solve that problem raised by the pilot. Beside that, the failure can also get from technical
site when they are doing their daily inspection basicly before and after flight. The orders to
do the job usually come from the seniors rank in technical site after they do a discussion.

11
 FIGURE 4 : OBTAIN THE JOB RECEIVED

2.3.2 JOB PLANNING AND DISCUSSION

Job planning and discussion as in Figure 2.2 regarding to the job of electrical

power system in according with Aircraft Maintenance Manual 9M 101B-44208-1K

Chapter 55-20 and Royal Malaysian Air Force policy.

FIGURE 5 : DISCUSSON BETWEEN THE CO-WORKER BEFORE START THE JOB

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2.3.3 DOCUMENTATION AND TOOLS PREPERATION

Review job requirement as in Figure 2.3 for preparing the tools, measurement tools

and the references for the electrical power system.

FIGURE 6 : PREPARING THE TOOLS TO BE USE

2.3.4 PREPARING AIRCRAFT IN SAFE FOR SERVICING CONDITION

The procedure to prepare the aircraft in safe for servicing condition is accordingly
with reference Flight Servicing Schedule 9M 101B-44208-5B1.

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2.4 REPLACEMENT ON PROGRESS

The procedure before remove and install the main generator can be refered in
Aircraft Maintenance Manual 9M 101B-44208-1K and the Safety And Maintenance Notes
in 9M 101B-44208-5A2.

1. Before the removal or installation of any component of the system, the aircraft

must made electrically safe.

2. Before the removal or installation of any electrical component, the related

circuit fuses and/or circuit breaker must be removed and/or opened, dummy

fuses and/or circuit breaker locked must be installed.

3. Protective caps and blanks must be installed to all disconnected electrical

receptacles, connectors and componens as appropriate.

4. When component installation is complete:

i. Make a dual inspection when any electrical connectors is

disconnected or conneted during maintenance. This is to make sure

that any locking device is correctly installed.

ii. Remove the related circuit dummy fuses and install a serviceable

fuses of the correct type and rate

iii. Remove the circuit breaker lock and close and close the related lock

and close the related circuit breaker.

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 iv. Do a test of the systems and component moved during installation

and make sure the component operates successfully.

v. Apply sealant to the electrical bonding point, where applicable.

2.4.1 THE MAIN GENERATOR REMOVAL

When all the equipments and the manpower is ready, the removal of main generator

can be proceed. The reference to remove the generator in according with Aircraft

Maintenance Manual 9M 101-44208-1K Chapter 55-20 Page 31 to 32.1 Para 3.3.1 to 3.3.9.

i. First step, open the doors 811B and 812B. Refer Aircraft Maintenance

Manual 9M 101-44208-1C Chapter 15-50 Page 19 to 20.

ii. Second step, remove panel 811A. Refer Aircraft Maintenance Manual 9M

101-44208-1C Chapter 15-50 Page 19 to 20.

iii. Then, positioning a suitable container that capable of holding the amount of

10 liters of generator oil below the generator.

iv. After that, record or marking the routing of the cable and the correct

position of P-clips and tyraps. This will help to prevent damage to the cables

and will assist the personnel with the correct removal and installation

procedure.

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 v. Then, disconnect the connectors J1 and J2. Install protective covers to the

connectors and receptacles. Tie up the cable assembly clearly to avoid

possible damage during removal and installation process.

vi. Remove main terminal block cover, remove nuts from terminals and

disconnect the main output cables from terminal T1, T2 and T3. Disconnect

the neutral connection from terminal N. then protect the cable terminations

and tie the cable assembly clearly. Install nuts to terminals and install

terminal block cover.

vii. Remove and dispose of locking wire at generator oil inlet / oil outlet quick

release connectors. Disconnect the connectors and install approved

protective caps to disconnected pipes and generator connections.

viii. Must operate this tasking at least 3 persons to remove the generator because

the generator is heavy. 2 persons to support the generator while the other

person remove the V-band clamp.

ix. Take a note the position of V-band clamp T-bolt on the generator flange to

easier the job when installing back the new generator.

x. With V-clamp removed, carefully move away the generator from the

accessories gearbox until the generator drive shaft is cleared from the

gearbox.

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 FIGURE 7: THE REMOVAL OF MAIN GENERATOR

2.4.2 THE MAIN GENERATOR INSTALLATION

First of all, before we install the new or repaired main generator, we must flushing
the aircraft portion of the main generator. The reference for the main generator installation
is 9M 101-44208-1K Chapter 55-20 Page 33 to 34 Paragraph 3.4.1 to 3.4.16.

i. After that, proceed to install the generator by moved in the generator drive shaft into
the gearbox carefully with 2 persons slowly support to up the generator and other
person setting the position of shaft until the generator fitted correctly to the original
position of T-bolt on the generator flange. It can easier the job to fitted the V-clamp
correctly.

ii. When the V-clamp re-tightent successfully, connect all the pipes and generator
connection. Then revove the protective caps and connect the connectors to the
generator. Apply back the locking wire at the generator oil inlet and oil outlet.

iii. After removes the nuts and terminal block covers, connects back the terminal
N,T1,T2 and T3 with nuts. Apply sealant to the terminal point to prevent the current

17
 jump to the other terminal point. Then, fitted back the terminal block cover to
increase the safety.

iv. Re-install the protective cover at the connectors and recptaccles, then connect back
the connector J1 and J2. After that, apply the P-clips and tyraps followed the routing
that has been recorded and marked earlier.

v. When all the cable refitted successfully, remove the container far from the aircraft.
Then, proceed to the inspection to inspect the generator oil level, generator oil filter
and to measure the amount voltage that produced by the new generator.

FIGURE 8 : THE INSTALLATION OF MAIN GENERATOR

2.5 INSPECTION ON PROGRESS

This schedule inspection must be done before exceed the due of 25 hours of flight.
When the suitable time has arrived, we must do this servicing to make sure the
serviceability of the aircraft run smoothly.

2.5.1 CHECK THE GENERATOR OIL LEVEL

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 The reference used for this inspection is Aircraft Maintenance Manual 9M 101-
44208-1A Chapter 5-90 Page 1 to 3 Paragraph 1.1 to 1.2.8.
i. Firstly, we must make sure that the aircraft has stopped the engine for some time to
make sure the oil in the generator not hot
ii. Secondly, we must make sure the position aircraft at correct level and free from
other obstacle
iii. Thirdly, bring the correct tools such as a correct size of general screwdriver to open
the panel that covering the main generator.
iv. Then, visually inspect the generator sight glass and confirm the oil level. If the oil
level above or below the sightglass bulls eye, the generator can be damaged if run
with the incorrect oil level.
v. If the amount of oil in generator exceed of predetermined level, we must drain the
oil. Push the overflow valve cap in and turn counterclockwise to release the cap and
then remove the cap.
vi. Connect the drain tubeto the overflow valve. Place the open end of the tube in an
empty container and allow any oil to drain.
vii. Besides that, monitored the sight glass until the oil level is visible within the bulls
eye.
viii. If the amount of oil level is below from the predetermined level, we must re-oiling
the oil into the generator.
ix. Make sure bring the correct type of re-oiling gun with the new can of oil. Make sure
re-oiling gun is fully primed to keep air out from entered the cooling system og the
generator.
x. The correct type of oil for use in the generator cooling system is MIL-L-23699 or
MIL-L-7808.
xi. Remove the protective cap from the oil fillvalve and connectthe re-oiling gun.
Slowly operate the re-oiling gun. When the oil overflows through the drain tube
stop operating the re-oiling gun. Allow any oil overflow from drain valve to stop.
xii. Then visually inspect the generator sight glass and confirm the top of oil level is
visible within the bulls eye.
xiii. Then, removes the re-oiling gun and drain tube. Install back the overflow valve
protective cap and oil fill protective cap.

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xiv. After that, start the engine and allow the engine run for a minimum of 5 minutes
then check the generator for sign of oil leakage. If found satisfactory stop the engine
and wait for 10 minutes. Then do a visual inspection and confirm the oil level is
visible within the bulls eye.
xv. If the oil level is not correct, repeat all the job until get the correct oil level and
found satisfactory.
xvi. The reference used for this replenishment is Aircraft Maintenance Manual 9M
101B-44208-1A Chapter 5-90. Figure 1 shown the picture of main generator for re-
oiling procedure.

FIGURE 9 : GENERATOR RE-OILING CONNECTION

20
 SIGHT GLASS

DRAIN VALVE

FIGURE 10 : INSPECT THE GENERATOR OIL LEVEL

2.5.2 CHECK THE GENERATOR OIL FILTER

This schedule inspection also must be done before exceed the due of 25 hours of
flight. When the suitable time has arrived, we must do this servicing to make sure the
serviceability of the aircraft run smoothly. The reference for this servicing can be referred
in Aircraft Maintenance Manual 9M 101-44208-1K Chapter 55-20 Page 28 Paragraph 2.9
to 2.11.
i. In this case, the faulty of filter element can be happened when the differential oil
pressure (pop-out) indicator protrudes from its housing at a pressure of 2.4 bars
(35 lbf in^2) indicates that the filter element needs replacement.
ii. Before we proceed to the next step, we need to prepared the correct tools to
replace the filter element. We also need to ensure we have a new stock of filter
element. If there is no stock, we must to create a demand and proceed to the

21
 material and get the filter as soon as possible to avoid wasting our time to do
this job.
iii. After we prepared all the sparepart and tools, we can start do our job until the
job finished.
iv. After the filter replacement, we need to reset the button by pushing it in flush
position with the housing. Whenever the oil filter element is removed for
examination or replacement, we must use new oil seal for the installation. There
is no special instruction are necessary for the removal or installation of the filter
element.
v. When the job found satisfactory, we must do a test of a.c supply system on the
main generator. This test must be carried out to ensure main generator can
provide a predetermined output of a.c power to distributes to all aircraft system
that need the electical power.

FLUSH
INDICATOR

FILTER ELEMENT

FIGURE 11 : THE LOCATION OF FILTER ELEMENT AND THE INDICATOR

2.6 A.C SUPPLY SYSTEM TEST - MAIN GENERATOR

To do a test of a.c supply system, firstly we have call several members and a
qualified personel to help start the engine and run the engine at the idling speed, to make
sure the aircraft at a safe condition to make a test of a.c power. The voltmeter must be

22
prepared and set to the correct a.c voltage range. The captive protective cover must be
remove from the a.c test socket. The reference to apply this test in according with Aircraft
Maintenance Manual 9M 101-44208-1K Chapter 55-20 Page 28 Paragraph 2.12.1 to 2.12.7.

i. Connect the negative lead of the voltmeter to the pin E of the test socket, then
connect the positive lead of the voltmeter to the pin A,B and Cof the a.c test socket.
ii. Make sure the value at the voltmeter indicates 115 v a.c +/- 2.5 v a.c 400 Hz +/- 20
Hz at each pins. If we get the value, the test found satisfactory for 115 v a.c
iii. Then, for the test of 26 v a.c, connect the negative lead of the voltmeter to the pin D
of the a.c test socket. Connect the positive lead of the voltmeter to the pin F of a.c
test socket.
iv. Make sure 26 v a.c +/- 1 v a.c 400 Hz +/- 20 Hz is indicated. When the result is
found satisfactory, remove the voltmeter lead from the a.c test socket, reinstall the
protection cover to the a.c test socket.
v. Lastly, inform the fellow member to shut down the engine. The reference of this
servicing job can be referred to the Aircraft Maintenance Manual 9M 101B-44208-
1K Chapter 55-20. Figure shown the main generator a.c supply system test.

A.C VOLTAGE
TEST SOCKET

FIGURE 12 : THE SOCKET FOR MEASURE THE A.C OUTPUT FROM

GENERATOR

23
 FIGURE 13 : THE SITUATION WHEN DO THE TEST FOR A.C VOLTAGE

2.7 CLOSED JOB

When all the maintenance servicing and all test is carried out found satisfactory, do
the loose article check on the aircraft surrounding, make sure all panel refitted and all the
tools that used stored at a correct place safely. After that, must finish the job with a
paperwork on SPKB system to updates the information that the servicing has been done.
When the servicing has been updated in the system, the aaircraft can be prepared for the
next flight.

24
 FIGURE 14 : FINISH JOB WITH UPDATES IN THE SPKB SYSTEM

CHAPTER 3

PROJECT RESULT AND ANALYSIS

3.1 RESULT AND ANALYSIS

25
 The Hawk Mk 208 fighter aircraft electrical power system inspection check is quite

meticulous as the desired result will only be achieved by following the steps strictly. The

note and warning describe in the maintenance manual must be read and understood fully

prior to the operational check as the safety and smoothness of this operational is very much

depends on it.

There are quite some occasion whereby the result are not as prescribed by the

maintenance manual. When this occurs the strong basic knowledge on aircraft electrical

fundamental is essential to solve the undesired result issue. A pin on the plug sometimes

can be corroded also due to exposure to the ambient condition. This causes the system will

not function or will give false reading in the M.P.D or C.W.S. Fortunately during this

operational check, all result attained are as prescribe by the maintenance manual as the

system are in good condition, the fuel gauging system can be declared serviceable and the

Certify Release for Service document can be signed for.

3.2 RESULTS OF THE OUTPUT VOLTAGE PRODUCED BY THE GENERATOR

1ST ATTEMP POSITIVE LEAD NEGATIVE LEAD VOLTAGE VALUE

PIN A 114.6 V
115 V AC PIN B PIN E 113.9 V
PIN C 116.2 V
26 V AC PIN F PIN D 26.7 V

2ND ATTEMP POSITIVE LEAD NEGATIVE LEAD VOLTAGE VALUE

PIN A 115.5 V
115 V AC PIN B PIN E 115.3 V
PIN C 114.7 V

26
 26 V AC PIN F PIN D 26.4 V

3RD ATTEMP POSITIVE LEAD NEGATIVE LEAD VOLTAGE VALUE

PIN A 116.1 V
115 V AC PIN B PIN E 114.3 V
PIN C 115.8 V
26 V AC PIN F PIN D 25.4 V

TABLE 1 : RESULTS OF THE OUTPUT OF A.C VOLTAGE

3.3 ANALYSIS

Based on the output results of main generator for 3 attemps, we can make a
decision that the testing is going successful. It also shown that the generator is fully
functional and can provide a stable a.c voltage for 115 v a.c 3-phase 400 Hz and 26 v a.c
single-phase 400 Hz.

3.4 CLUSTERED COLUMN CHART BASED THE OUTPUT OF A.C VOLTAGE

ON THE MAIN GENERATOR

27
 Chart Title
140

120

100

80

60

40

20

0
115V PIN A-PIN E 115V PIN B-PIN E 115 V PIN -PIN E 26 V PIN F-PIN D
1st ATTEMP 2nd ATTEMP 3rd ATEMP

TABLE 2 : CLUSTERED COLUMN CHART ON 115 V A.C AND 26 V A.C

3.5 PIE CHART ON HOURS DONE ON INSPECTION AND SERVICING

28
 3 HOURS
8.33%
8.33%
8.33%
3.33%
8.33%

16.67%

33.33%
13.33%

RECEIVED JOB DISCUSSION

PREPARED THE AIRCRAFT AND TOOLS REPLACEMENT
INSPECTION MEASURE A.C OUTPUT AND TEST
CLOSED JOB

TABLE 3 : PIE CHART ON HOURS DONE ON INSPECTION AND SERVICING

CHAPTER 4

29
 DISCUSSIONS, RECOMMENDATIONS AND CONCLUSIONS

4.1 DISCUSSIONS

The successful and smoothness of this operational check is very much depend on its
planning, execution method and the teamwork of the subordinates. The safety aspect are
paramount factor to this check as it involve the safety of equipment and the safety of the
person who carried out the test and inspection. All related tools, references are well
prepared prior to the inspection and test check. Aircraft condition are prepared to
accommodate the inspection check including of grounding of the aircraft and informing
other related aircraft trade about the date, time and estimated period of the check to ensure
nil distruption.

4.2 RECOMMENDATIONS

Since this inspection check is carried out by more one crew, it is essential that the
all personnel involved being knowledgeable about the inspection and the servicing to have
the same understanding of the steps of the procedures. It is also a must to check latest
revision of the references to ensure its validity and to review the OEM Alert Service
Bulletin manual to verify if there is any additional step required that is published in the
bulletin but still not incorporated in the maintenance manual.

4.3 CONCLUSIONS

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 It can be concluded that this inspection check is successful, the maintenance
personnel have the sufficient knowledge prior to inspect, to do the servicing and to test the
Hawk Mk 208 electrical power generating system. The personnel also have complete tools
for the test and inspection procedure. On completion, documentation to record the results,
references and precision equipment used must be closed, signed and archived for future
references.

REFERENCES

1. AIRCRAFT MAINTENANCE MANUAL 9M 101B-44208-1A CHAPTER 5-90 .

2. AIRCRAFT MAINTENANCE MANUAL 9M 101B-44208-1K CHAPTER 55-20.
3. AIRCRAFT MAINTENANCE MANUAL 9M 101B-44208-1C CHAPTER 15-50.
4. SAFETY & MAINTENANCE 9M 101B-44208-5A2.
5. FLIGHT SERVICING SCHEDULE 9M 101B-44208-5B1.

31