Automatic Flight Control System:

An autopilot is a system used to control the trajectory of an aircraft without constant 'hands-
on' control by a human operator being required.

Flight Directors: In aviation, a flight director (FD) is a flight instrument that is overlaid on the
attitude indicator that shows the pilot of an aircraft the attitude required to follow a certain
trajectory to which the flight is to be conducted.
Attitude Indicator: It is an instrument used in an aircraft to inform the pilot of the orientation
of the aircraft relative to Earth's horizon.

Trim in an Aircraft: Check the image here

https://www.grc.nasa.gov/WWW/K-12/VirtualAero/BottleRocket/airplane/trim.html
In flight, during maneuvers, the airplane rotates about its center of gravity (cg). But when the
aircraft is not maneuvering, we want the rotation about the cg to be zero. When there is no
rotation about the cg the aircraft is said to be trimmed.

Aircraft flight control systems consist of primary and secondary systems. The ailerons, elevator
(or stabilator), and rudder constitute the primary control system and are required to control an
aircraft safely during flight.

Ailerons: A hinged surface in the trailing edge of an aero plane wing, used to control the roll
of an aircraft about its longitudinal axis.

Horizontal Stabilizer Trim Control Unit: ???

Elevator: ???

Rudder: Rudders function in the following manner: When in flight, if the rudder is made to
move towards the left, the airflow around the vertical stabilizer is affected. ... The tail of the
aircraft moves right, while the nose yaws to the left

Yaw Dampers: A yaw damper is a device used on many aircraft (usually jets and turboprops) to
damp (reduce) the rolling and yawing oscillations known as the Dutch roll mode. It consists of
yaw-rate sensors and a processor that provides a signal to an actuator connected to the rudder.

Actuator: Mechanical Actuators are used as a mechanism to translate mechanical motion

(often rotary) into linear motion or with the help of gearing into rotary motion at a different
speed

Automatic Pitch Trim Control: ???

FDR: The flight data recorder (FDR) is a device that preserves the recent history of the flight
through the recording of dozens of parameters collected several times per second. The cockpit
voice recorder (CVR) preserves the recent history of the sounds in the cockpit, including the
conversation of the pilots.

Messages on AFCS:
AFCS MSGS FAIL: No valid AFCS messages received from Autopilot
Config AP: Autopilot is engaged with the A/C during take-off mode
AP TRIM IS LWD: Autopilot is engaged with a left wing down out-of-trim condition.
AP TRIM IS ND: Autopilot is engaged with a nose down out-of-trim condition.
AP TRIM IS NU: Autopilot is engaged with a nose up out-of-trim condition.
AP IS RWD: Autopilot is engaged with a right wing down out-of-trim condition.
YD INOP: Yaw Damper channel is either off or failed (INOP means ‘in-operative’)
Refer Reading Link:
http://www.smartcockpit.com/docs/CL605-AUTOMATIC_FLIGHT_CONTROL_SYSTEM.pdf

Assignment No. 5: Develop a Preto Chart:

Defects need to be analyzed, we need to have a comprehensive set of data, to find out the
frequency of occurrence of the defects, causes of the defects, a bar graph is drawn, with the
largest bar on the left and smaller on the right side, showing the severity of problems from left
to right.

Now I need some data values from my PJ, so that I may be able to plot the graph.

Read Suhail Nasir e-mail:

E-mail:
Dear Planning,
Please also add following in to AP-GAK work pack,

. AFCS INOP. Light remains on most of the time. (Defect #1)

. FDR FAIL light on. (Defect #2)

. APU OIL light came on three times. I added oil twice and once found some oil spillage on
right side of fuselage. Probably from APU fuel feed line shroud drain. . (Defect #3)

. FMS to be updated.
. Left wing let to be repair. . (Defect #4)

. Oven to be rectified.
. Toilet door gets jammed. Its strip is broken. We applied glue to temporarily hold it
there. . (Defect #5)

. Cabin to cockpit call bell not working. . (Defect #6)

 CORROSION ON MAIN GEAR BOX (MGB), CASING
OF EC-130 B4 HELICOPTER, SERIAL # 7325 OF PRINCELY JETS

1. The helicopter was inducted in Princely Jets on 25 May 2014 and has logged 364 hours.

2. Oil Seepage was observed between flared housing and MGB. Visiting Avtech (South Africa)

Engineer Mr. Marc Lawson, opened the assembly for replacing the seals. His report is

placed at Flag-A.

3. Following figure of Flag B.

i) It can be seen that flared housing and MGB casing are bolted in the factory. These are only

opened in case of seal failure or overhaul.

ii) As indicated by Marc in his report,” the corrosion had come from under the yellow primer

(paint) and this could have happened at the last installation”.

4. Based on his experience on EC-130 B4 Helicopter Marc had seen two seal failures. One at

1000 hours and the second at 2500 hours. In both cases only seals were replaced, NO

CORROISON ON MGB CASING OBSERVED.

5. In view of the above the findings on MGB casing of EC-130 B4 Helicopter, serial # 7325, be

referred to Eurocopter for advice. Princely Jets be compensated and defective parts

replaced.

Incident on Princely Jets Helicopter AP-BIH

Smoke was observed from engine due to first mis-start. Under such parameters, pilot’s checklist of Flight
Manual does not specify any particular steps for restart of engine, except 15 seconds time delay for fuel drain
and 3 minutes for starter cool down, if TOT remains within normal. Incase TOT goes above normal limits
then motoring of the engine is to be carried out before attempting another start. The incident has been logged
in technical log book.
 Fuel leakage snag has been entered in the Tech Log and also in the Aircraft Log Book. The snag has been
rectified. Detail forwarded to CAA by CE (RW) letter, dated 11 Jan 2011.
All defects have been documented properly as per the advise of CAA and authorized persons have rectified
the same.

AP-GAK CL-604 visible damage reported by Execujet on 11 April 2011

Please find brief descriptions of the visible only damages found on the aircraft CL 604, after night’s storm.
1. LH winglet trailing edge damaged approx half way down from the winglet tip.
2. Wedge shaped hole in the upper portion of the radome, possible water damage to the radar due to rain
ingress.
3. RH wingtip assembly of Cessna Citation X N760XJ embedded in the RH side of the nose electrical bay.
4. RH nose bay access door split in two horizontally just above the door latches.
5. RH outboard TRU in the nose electrical bay torn from its mounting points.
6. Fuselage forward frame distorted in the approx 2 O’clock position.
7. Fuselage skin damaged between the above forward frame damage and the forward edge of the forward
electrical bay RH access door.
8. RH outboard flap inboard end seal strip bent.
9. Tail tank jettison pipe scraped along its lower edge, appears to be paint damage only.
10. Scrape marks on lower portion of aft fuselage behind the equipment bay access hatch, 2 antennae detached
from the aircraft in this area.

Taken from CL-604-5438 Defects Excel Sheet saved in AP-GAK Folder:

 Perform initial investigation/troubleshooting/defect rectification: Main Door Leak Noise After Take Off.
 Perform initial investigation/troubleshooting/defect rectification: No. 1 A/C Pack Over Pressure Message
(only no.2 pack serviceable)
 Found 8 Nicks on LH Engine Blade- investigate limits and rectify
 Found Dent on LH Engine #1 Blade. investigate limits
 Found 5 Nicks on RH Engine Blade, investigate limits and rectify
 #2 Hydraulic system case drain filter DPI found popped out- Investigate and replace filters
 Wing L.E gap seals coming off - Reseal
 MLG #2 Tire found found at 162psi less by 12% - replace tire IAW AMM 12-15-00-780-801
 MLG #3 Tire found found at 158 psi less by 15% - replace tire IAW AMM 12-15-00-780-801
 Several PBEs in cockpit is blown - Replace
 RH fuel tank filler cap lanyard found broken - replace
 Center tank filler cap found corroded
 LH Hydraulic SOV operational test failed and CB keeps popping during test
 LH #2 and #3 passenger seat back rest have a free play
 Clamp to be replaced in NLG harness
 LH and RH MLG traling arm pivot pin requires lubrication as per MODSUM IS604-32-002
 Found Clamps damaged on LH & RH MLG - Replace
 "Fasten Seat belt" signs are intermittent troubleshoot
 LH and RH aft "No smoking" signs U/S - Investigate
 Perform initial investigation/troubleshooting/defect rectification: Silver Frame Around The Glass
Next To The Lamp Has Come Loose
 Seal on RH windshield found damaged /lifting - Repair
 LH MFD reversion knob on reversionary control panel found loose
 Refueling door lock found corroded - clean
 Toilet servcing door lock found corroded - Clean

Read this link for further defects:

https://www.avbuyer.com/articles/jet-maintenance/5-common-but-avoidable-aircraft-
maintenance-issues-63523

5 Common, But Avoidable Aircraft Maintenance Issues

 Worn Engine Fan Blades
 Contaminated Air Conditioning Heat Exchangers
 Abnormal Fuel Tank Contamination
 Water Draining in Winter Operations
 Replacement Parts

Read below as well and see if they can be classified as defects or not:

Unscheduled Maintenance checks

1. OVERWEIGHT LANDING (05-51-01)

2. HARD LANDINGS (05-51-02)
3. EXTREME TURBULENCE OR MANEUVER (05-51-03)
4. LIGHTNING STRIKE AND STATIC DISCHARGE (05-51-04)
5. OVERSPEED OF LANDING GEAR AND WING FLAPS (05-51-05)
6. DEFLATED TIRE, BURST TIRE OR FUSIBLE PLUG RELEASE (05-51-06)
7. WING LEADING EDGE OVERHEAT ( 05-51-07)
8. AIR DRIVEN GENERATOR IN−FLIGHT DEPLOYMENT (05-51-08)
9. CABIN OVERPRESSURIZATION (05-51-09)
10. ENGINE CHECKS (05-51-10)
11. ENGINE DRIVEN PUMP (EDP) OPERATED DRY AFTER LOSS OF
HYDRAULIC FLUID. (05-51-11)
12. HYDRAULIC SYSTEM OVERHEAT (05-51-12)
13. SYMMETRY AND ALIGNMENT (05-51-13)
14. PITOT STATIC VISUAL DRAIN AFTER ADVERSE WEATHER OPERATIONS
(05-51-14)
15. HIGH ENERGY STOP/REJECTED TAKEOFF (RTO). (05-51-15)
16. ELECTRICAL MOTOR DRIVEN PUMP (EMDP) OPERATED DRY AFTER LOSS
OF HYDRAULIC FLUID (05-51-18)

Dear Sir,
Air-conditioning motor and aircraft main battery replaced, systems checked found OK.
Regards
 Cabin door step upper actuator replaced

Cabin door step lower actuator replaced

R/T Nose Cargo door actuator replaced

Co-pilot Digital clock replaced

Main Transmission (MGB) Refitted

Tail Rotor Gear Box (TGB) Refitted
Tail Rotor Drive Shaft Refitted
Tail Boom Refitted

Assignment Contd:
In Pareto Chart we need to mention the defects occurring during maintenance activities. Once I
get the MTX data from Fahad, I will try developing one.
Read the following, best description:

A Pareto chart provides facts needed for setting priorities. It organizes and displays
information to show the relative importance of various problems or causes of problems. It is
a form of a vertical bar chart that puts items in order (from the highest to the lowest) relative
to some measurable effect of interest: frequency, cost or time.

The chart is based on the Pareto principle, which states that when several factors affect a
situation, a few factors will account for most of the impact. The Pareto principle describes a
phenomenon in which 80 percent of variation observed in everyday processes can be
explained by a mere 20 percent of the causes of that variation.

Placing the items in descending order of frequency makes it easy to discern those problems
that are of greatest importance or those causes that appear to account for most of the
variation. Thus, a Pareto chart helps teams to focus their efforts where they can have the
greatest potential impact. Pareto charts help teams focus on the small number of really
important problems or their causes. They are useful for establishing priorities by showing which
are the most critical problems to be tackled or causes to be addressed

Step 1
Develop a list of problems, items or causes to be compared.

Step 2
Develop a standard measure for comparing the items.
 How often it occurs: frequency (e.g., utilization, complications, errors)
How long it takes: time
How many resources it uses: cost

Step 3
Choose a timeframe for collecting the data.

Step 4
Tally, for each item, how often it occurred (or cost or total time it took). Then, add these
amounts to determine the grand total for all items. Find the percent of each item in the
grand total by taking the sum of the item, dividing it by the grand total and multiplying by
100.

EXAMPLE:

Tallying items in a compilation table

Causes for Late

Number of Occasions Percentage
Arrival
Family problems 8 11
Woke up late 20 27
Had to take the bus 4 6
Traffic tie-up 32 44
Sick 6 8
Bad weather 3 4
Total 73 100

Step 5
List the items being compared in decreasing order of the measure of comparison: e.g., the most
frequent to the least frequent. The cumulative percent for an item is the sum of that item’s
percent of the total and that of all the other items that come before it in the ordering by rank.

Arranging items in a compilation table

Causes for Late

Arrival Number of Cumulative
Percentage
(Decreasing Occasions Percentage
Order)
Traffic tie-up 32 44 44
Woke up late 20 28 71
Family problems 8 10 82
Sick 6 8 90
Had to take the bus 4 6 96
Bad weather 3 4 100
 Step 6
List the items on the horizontal axis of a graph from highest to lowest. Label the left
vertical axis with the numbers (frequency, time or cost), then label the right vertical axis
with the cumulative percentages (the cumulative total should equal 100 percent). Draw in
the bars for each item.

Step 7
Draw a line graph of the cumulative percentages. The first point on the line graph should
line up with the top of the first bar. Excel offers simple charting tools you can use to make
your graphs, or you can do them with paper and pencil.

Step 8
Analyze the diagram by identifying those items that appear to account for most of the
difficulty. Do this by looking for a clear breakpoint in the line graph, where it starts to level
off quickly. If there is not a breakpoint, identify those items that account for 50 percent or
more of the effect. If there appears to be no pattern (the bars are essentially all of the
same height), think of some factors that may affect the outcome, such as day of week,
shift, age group of patients, home village. Then, subdivide the data and draw separate
Pareto charts for each subgroup to see if a pattern emerges.

AMP is usually prepared from latest revision of AMM/MPD

What is Aircraft Snag: It is simply a defect which can make the aircraft not airworthy. Such a
defect needs a mechanic to rectify, the defect can be deferred for a certain period if necessary.
A snag if found by the pilot, is reported in the technical log of the aircraft (one among the
documents present in the cockpit). The certifying Aircraft Maintenance Engineer (AME)has to
make sure, necessary action has been taken to rectify it before certifying that particular aircraft
for the next flight.

TRANSIT CHECK OF AIRCRAFT:

Between flights, our line technicians perform a transit check of the airplane at the airport ramp.
This includes a walk-around inspection of the airplane for obvious damage, required servicing,
correction of discrepancies, and operational tasks specified for the airplane. Our qualified ground
personnel carry out a visual pre-flight walk-around of the airplane, and the flight crew completes
a pre-flight checklist from the flight deck. Together, these precautions should help ensure the
airworthiness of the airplane.

I downloaded the Transit Check Form from this website, I signed up on June 28 th, and has free
trial until July 28th, 2018.
Link: https://www.scribd.com/archive/plans?doc=167572784&escape=false&metadata=%7B%22context%22%3A
%22archive_view_restricted%22%2C%22page%22%3A%22read%22%2C%22action%22%3Afalse%2C%22logged_in
%22%3Afalse%2C%22platform%22%3A%22web%22%7D