BEST LINK OF QUALITY TOOLS: https://www.youtube.com/watch?

v=hUHiDPKXcw4

DOCUMENTS THAT I NEED:

 CAPABILITY LIST OF EACH AIrCrAFT ( data from Mar 2018 to date )

 FAULT TrEND ANALYSIS OF EACH AIrCrAFT ( data from Mar 2018 to date )
 INSPECTION SUMMArY OF FW AND HW
 LIST OF DEFECT occurred DUrING LAST 6 MONTHS WITH THEIr rECTIFICATION
 Applicable work package, including job cards
 rectification of snags
 List of repairs, (if applicable)
 List of ADs incorporated, (if applicable)
 Life Limited Parts control
 MTX SUMMArY OF FW AIrCrAFTS ( PErFOrMED BY PJ ENGG)
 MTX SUMMArY OF HELICOPTErS ( PErFOrMED BY PJ ENGG)
 DETAILS OF HOW EACH MTX ACTIVITY IS PErFOrMED AND FrOM WHErE THE MTX PrOCEDUrE IS
ADAPTED
 For HW: The procedure of how these inspections are carried out and what things are inspected
- Maintenance Programme,
- ADs,
- Service Bulletins,
- Aircraft Maintenance Manual,
- Aircraft IPC,
- Wiring diagrams,
- Minimum Equipment List (approved by PCAA. Till its approval MMEL will be used)
- Trouble shooting manual,
- Operations Manual

For HW: details on how these inspections are carried out , Battery CT Test, 06 Months
Inspections, 50 Hrs Inspection, 100 Hrs Inspection, 300HR/1 Year Inspection (Compressor
Split), 12 Months Inspection

For FW: details on how these inspections are carried out: out of the below mentioned
inspections, which inspections are carried out on AP BNr .

INSPECTIONS CARRIED OUT

PHASE-35
PHASE-34
PHASE-54
PHASE-55
ENG. 1 & 2 IGNITERS REPLACED
ENG.NO.1 PHASE-18
ENGINE LEAD REPLACED
PHASE-20
ENG. NO.2 STARTER GENERATOR REPLACED
PHASE-21
PHASE-22
PHASE-35
PHASE-54
PHASE-57
PHASE-18
CVR BEACON BATTERY
CARTRIDGE FIRE -EXT.
 PHASE-B
PHASE-1
PHASE-2
PHASE-3
PHASE-4

60-MONTHS & CPCP INSPECTIONS

FMS-2 CDU UNIT REPLACED
NO.1 INU UNIT REPLACED
TCAS INDICATOR REPLACED
100 HOURS
RADAR INDICATOR REPLACED
ENGINE VIBRATOR INDICATOR REPLACED
# 1 INU REPLACED
CHECK LIFE VESTS
CHECK AIR DRIVEN GENERATOR SYSTEM OIL LEVEL AND FOR OIL LEAKAGE
NO. 1 MAIN BATTERY
CAPACITY TEST/ELECTROLYTE CHECK NO. 1 MAIN BATTERY
CAPACITY TEST/ELECTROLYTE CHECK NO. 1 INS BATTERY
CAPACITY TEST/ELECTROLYTE CHECK NO. 2 INS BATTERY
CHECK APU FIRE EXTINGUISHER

PROJECTED MAINTENANCE ON DAYS

CHECK NO. 1,2 & 3 HYDRAULIC SYSTEM RESERVOIR FLUID ACIDITY
FUNCTIONALLY TEST AURAL WARNING UNIT AURAL WARNING - SPEED AND ALTITUDE
REPLACE PILOT & CO-PILOT DIGITAL CLOCK BATTERY
LUBRICATE OVERWING EMERGENCY EXIT DOOR
OPERATIONAL TEST OVERWING EMERGENCY EXIT
CHECK OVERWING EMERGENCY EXIT BETALIGHT BRIGHTNESS
VISUAL CHECK HORIZONTAL STABILIZER
VISUAL CHECK VERTICAL STABILIZER OF THE CANTED TOP RIB FOR CRACKS AND CORROSION
VISUAL CHECK HORIZONTAL STABILIZER PIVOT FITTINGS, PAYING PARTICULAR ATTENTION
BETWEEN THE FASTENERS ON EITHER SIDE OF THE LUGS
VISUAL CHECK VERTICAL STABILIZER PIVOT FITTINGS
VISUAL CHECK HORIZONTAL STABILIZER PITCH TRIM ACTUATOR
VISUAL CHECK HORIZONTAL STABILIZER PIVOT PINS
OPERATIONAL TEST AIR DRIVEN GENERATOR SYSTEM
OPERATIONAL TEST (CYCLING) OF THE THERMAL BREAKERS
CHECK RADAR PRESSURE LINE DESSICATOR
 PROJECTED MAINTENANCE ON HOURS/LANDINGS
100 HRS
300 HRS
PERFORM CHECK OF UNS FMS CDU SOFTWARE VERIFICATION
VISUAL CHECK STRUCTURES ADJACENT TO OVERBOARD LAVATORY SERVICES
CPCP CHECK LEFT MAIN LANDING GEAR.
CPCP CHECK RIGHT MAIN LANDING GEAR.
CPCP CHECK NOSE LANDING GEAR.
FUNCTIONAL TEST LEFT ANGLE OF ATTACK (AOA) TRANSDUCER LINEARITY
FUNCTIONAL TEST RIGHT ANGLE OF ATTACK (AOA) TRANSDUCER LINEARITY
ACCOMPLISH SPECIAL CHECK/REWORK - STALL PROTECTION SYSTEM - ANGLE-OF-ATTACK
600 HOUR TASKS
VISUAL CHECK SEAT TRACKS, TRACK STOPS AND ADJUSTMENT CABLES
REMOVE/INSPECT FOR CONDITION, AND RE-INSTALL LEFT FUEL TANK GRAVITY FILLER CAP
REMOVE/INSPECT FOR CONDITION, AND RE-INSTALL RIGHT FUEL TANK GRAVITY FILLER CAP
RIGHT MAIN LANDING GEAR DOOR HINGE FASTENERS
VISUAL CHECK LEFT MAIN LANDING GEAR DOOR HINGE SECTOR DOOR HINGES
VISUAL CHECK RIGHT MAIN LANDING GEAR DOOR HINGE SECTOR DOOR HINGES
NON DESTRUCTIVE TEST CABIN WINDOW CUTOUTS
VISUAL CHECK SIDE WINDOW GLAZING - PRISM CHECKS
NON DESTRUCTIVE TEST LEFT LOWER CENTER WING PLANK - WS 65.0 STRINGERS 14 AND 15
NON DESTRUCTIVE TEST RIGHT LOWER CENTER WING PLANK - WS 65.0 STRINGERS 14 AND 15
NON DESTRUCTIVE TEST LEFT LOWER WING PLANK WS 65, STRINGER 10
NON DESTRUCTIVE TEST RIGHT LOWER WING PLANK WS 65, STRINGER 10
CHECK LEFT THROTTLE CONTROL CABLE
CHECK RIGHT THROTTLE CONTROL CABLE
CHANGE NO. 1 ENGINE AIR TURBINE STARTER OIL
CHANGE NO. 2 ENGINE AIR TURBINE STARTER OIL
RIGHT REPLACE MAIN LANDING GEAR DOOR HINGE FASTENERS ALERT SERVICE BULLETIN
OPERATIONAL TEST HORIZONTAL STABILIZER PITCH TRIM ACTUATOR TRIM SYSTEM ACTUATOR BRAKE
LEFT MAIN LANDING GEAR DOOR HINGE FASTENERS
LEFT REPLACE MAIN LANDING GEAR DOOR HINGE FASTENERS ALERT SERVICE BULLETIN
CHECK UPPER SILL FS 234, BL 2.5
VISUAL CHECK WINDSHIELD AND SIDE WINDOW GLAZINGS - PRISM CHECKS
NON DESTRUCTIVE TEST LEFT LOWER WING PLANK SPAR/TRUNNION
NON DESTRUCTIVE TEST RIGHT LOWER WING PLANK SPAR/TRUNNION
NON DESTRUCTIVE TEST LEFT LOWER WING PLANK WS 45 STRINGER 10
NON DESTRUCTIVE TEST RIGHT LOWER WING PLANK WS 45 STRINGER 10
VISUAL CHECK OVERWING EMERGENCY EXIT - ATTACHMENT FITTINGS
VISUAL CHECK OVERWING EMERGENCY EXIT - SURROUND STRUCTURE AND ATTACHMENT FITTINGS
NON DESTRUCTIVE TEST LEFT LOWER WING PLANK WS 86.0
NON DESTRUCTIVE TEST RIGHT LOWER WING PLANK WS 86.0
NON DESTRUCTIVE TEST LEFT LOWER WING PLANK AFT EDGE
NON DESTRUCTIVE TEST RIGHT LOWER WING PLANK AFT EDGE
 NON DESTRUCTIVE TEST LEFT LOWER WING PLANK REAR SPAR
NON DESTRUCTIVE TEST RIGHT LOWER WING PLANK REAR SPAR
FUNCTIONAL TEST NO. 1 THROTTLE CONTROL GEARBOX ASSEMBLY OF THE ENGINE THROTTLE CONTROL
GEARBOX ASSEMBLY
FUNCTIONAL TEST NO. 2 THROTTLE CONTROL GEARBOX ASSEMBLY OF THE ENGINE THROTTLE CONTROL
GEARBOX ASSEMBLY
AD: LEFT OUTBOARD FLAP VANE SUPPORT STRAPS (MANDATORY)
AD: RIGHTT OUTBOARD FLAP VANE SUPPORT STRAPS (MANDATORY)

PROJECTED
MAINTENANC
E ON APU:
S.NO INSPECTION
1 APU - 400 HOURS APU
2 APU - APU SPECTROMETRIC OIL ANALYSIS SERVICE BULLETIN

Turbo Fan Engine:

Bombardier Challenger 604 fitted with Twin G.E CF 34-3B turbo fan engines

To move an airplane through the air, thrust is generated by some kind of propulsion system

Thrust is a mechanical force that is generated by the engines to move aircraft through the air.

Propulsion means to push forward or drive an object forward. A propulsion system is a

machine that produces thrust to push an object forward. On airplanes, thrust is usually
generated through some application of Newton's third law of action and reaction. A gas,
or working fluid, is accelerated by the engine, and the reaction to this acceleration produces a
force on the engine.

Most modern airliners useturbofan engines because of their high thrust and good fuel
efficiency.

A turbofan engine is the most modern variation of the basic gas turbine engine.

Turbine is a machine for producing continuous power in which a wheel or rotor, typically fitted
with vanes, is made to revolve by a fast-moving flow of water, steam, gas, air, or other fluid.

In the turbofan engine, the core engine is surrounded by a fan in the front and an additional
turbine at the rear. The fan and fan turbine are composed of many blades, like the
core compressor and core turbine, and are connected to an additional shaft.

How does a turbofan engine work? The incoming air is captured by the engine inlet.
Some of the incoming air passes through the fan and continues on into the core
compressor and then the burner, where it is mixed with fuel and combustionoccurs. The
hot exhaust passes through the core and fan turbines and then out the nozzle, as in a
basic turbojet. The rest of the incoming air passes through the fan and bypasses, or
goes around the engine, just like the air through a propeller. The air that goes through
the fan has a velocity that is slightly increased from free stream. So a turbofan gets
some of its thrust from the core and some of its thrust from the fan. The ratio of the air
that goes around the engine to the air that goes through the core is called the bypass
ratio.

Because the fuel flow rate for the core is changed only a small amount by the addition
of the fan, a turbofan generates more thrust for nearly the same amount of fuel used by
the core. This means that a turbofan is very fuel efficient.

nozzle produces thrust

BEST EXPLANATION OF ENGINES: https://aviation.stackexchange.com/questions/4966/what-is-the-

difference-between-a-turbofan-and-a-turboprop-engine/4969

REVErSE THrUST: And when you are landing, so much speed is not good.
Therefore, reverse thrusters may be used at the pilots' discretion to maintain
appropriate speed while landing.

Aft: Meaning to pull back on the yoke. It may also describe the back/tail location or region
within an aircraft cabin. Example: "Aft lavatory". The difference between aft and stern is
that aftis the inside (onboard) rearmost part of the vessel, while stern refers to the outside
(offboard) rearmost part of the vessel.

Thrust Reversers The electrically actuated and pneumatically operated thrust

reversers redirect fan thrust forward to shorten landing roll and reduce brake
wear
 Emergency Stow If the thrust reverser fails to auto stow and the REVERSER
UNLOCKED light illuminates, pressing the respective THRUST REVERSER EMERG
STOW switchlight energizes the arming and stow solenoids and de-energizes the
WOW solenoid. The directional valve then shifts to the stow position. Bleed air
powers the PDU air motor to drive the thrust reverser to the stow position. The
emergency stow circuit deactivates normal deploy signals. The 14th stage bleed
air valve must be open for the emergency stow system to work. After
performing an emergency thrust reverser stow, the REVERSER UNLOCKED light
remains illuminated because both the flexshaft lock and stow solenoid remain
energized.

EXTrACT FrOM A PDF DOCUMENT:

The following inspections are to be performed by authorized personnel and require a
logbook entry:
A. Duties Authorized to Be Performed by the Pilot.
1. Daily Preflight Check. The Pilot shall perform a daily preflight check prior to the first
flight of each day. The Pilot shall make an entry in the helicopter’s logbook or record that
such an inspection has been performed. The pre-flight inspection is included in the Pilot’s
14-hour duty day.
2. Turbine Engine Power Assurance Check. A Power Assurance Check shall be
accomplished on the first day of operation and thereafter within each 10 hour interval of
contracted flight operation unless prohibited by environmental factors (e.g. weather,
smoke). The power assurance check shall be accomplished by the contractor in
accordance with the Rotorcraft flight manual or approved (per AMD/USFS maintenance)
company performance monitoring program. The results shall be recorded and either kept
in the helicopter or at the assigned work location. A current record of the power check will
be maintained with the aircraft under the contract and any renewal period.

50/100-Hour Inspections. The vendor shall provide the necessary maintenance

personnel and equipment to inspect and service the aircraft in the field. Under normal
circumstances, 50/100-hour inspections should be performed before or after daily
standby or as approved by the Contracting Officer or designated representative.
2. Annual Inspection. An annual inspection is required once every 12 calendar months.
This inspection is identical to the 100-hour inspection in scope and detail, but must be
performed by a licensed Airframe and Powerplant (A&P) mechanic with Inspection
Authorization (IA). This inspection shall not be overflown.
3. Approved Aircraft Inspection Program (AAIP). In lieu of 100-hour/annual inspections,
phase inspections may be authorized by the vendor’s maintenance program. Phase
inspections can normally be accomplished in a very short period of time, since only a
portion of the aircraft is inspected at each phase.
4. Time/Calendar Life Inspections. Various engine and airframe components require
hourly or calendar inspections or replacement. These inspections will normally be
performed in conjunction with other inspections. These inspections shall not be
overflown unless the vendor has an FAA-approved extension from the manufacturer.
5. Airworthiness Directives and Service Bulletin Compliance. Special inspections may
be required by the FAA or by the manufacturer. These inspections must be
accomplished within the time frames indicated in the directive or bulletin. The vendor
is required to provide a compliance list at the designated base.

TOWING: The forward movement of an aircraft, usually with engines off, using the
power of a specialised ground vehicle attached to or supporting the nose landing
gear. It may occur for the movement of both in service and out of service aircraft.

ROTABLES
'Rotables' are those components of the aircraft which need to be 'rotated' at frequent intervals. For
example, the tyres of the plane will have to be changed when they finish a certain number of landings
(let us say 250 landings). There could also be a necessity to change a tyre when unusual damage is
seen on it before it completes the life. Similar is the case with components like oil filter, and many
such other small components.

Airlines or operating companies are expected to keep a stock of such items in their own store. "How
many pieces of each item is required to be kept" is answered in a 'recommended scale' supplied by the
manufacturer. Such spares are called rotables. But then, for major components such as an engine,
you also know roughly when it would fall due for replacement and then, you could demand a new
engine from the company just about two weeks or so before the anticipated date of replacement.
However, there could be a necessity to replace the whole engine when it gets damaged due to some
reason like bird strike or a damage due to some debris sucked in into it while on ground or probably a
serious internal damage that was unforeseen. To cater for such eventualities, a couple of whole engines
could also be in the list of such items on recommended scale for an airline having some twenty aircraft
on strength. Essentially, when such an item becomes due for replacement, the time needed would be
whatever is the actual needed for removal of the old and fitment of the new. The aircraft is ready for its
next flight within about an hour or two --- of course, the replacement of engine and its priliminary
testing could take more than a day too.

There is another set of components or aircraft parts that are changed only when a damage is found on
the existing item. Such items would not be usually made available in the stores and they are demanded
from the supplier only when it is necessary to replace one of them. Usually, there could be more than
one item of such nature in the aircraft --- for example, a radio set --- and, aircraft is safe to fly even if
one of them has packed up. There is a list of such items related to every aircraft called 'minimum
equipment list' --- MEL. It specifies how the capabilities of the aircraft are affected by the one item
going unserviceable and explains safety implications. It also specifies that with this particular
component being unserviceable, 'the aircraft is safe to fly with such limitations'. Such items are called
items on 'MEL' and they could also be rotables. The regulator further decides on a concession time
after such an unserviceablity and specifies that from the time this problem is noted, the aircraft is
'allowed to fly' for something like --- two days, ten days or thirty days --- without replacement of the
item. If the particular MEL has a specification value of ten days, on eleventh day or before, if the item
is not replaced, the aircraft is 'grounded' till the item is replaced.
CONSUMABLES AND EXPENDABLES:

Materials identified as raw material, composites and chemicals are indicated as Consumables &
Expendables and are handled within the Airbus Standard Parts Team.
These materials cover e. g. metal extrusions and profiles, plastic extrusions, wires, cables and
protection, seals and strips, insulation material, tapes, paints, adhesives and lubricants,
switches and hoses.
These materials are not stocked by Airbus but Airbus is relying on a worldwide partner network
to supply and source the material on demand.

GOOD POST ON HELI FUNCTIONING:

https://www.explainthatstuff.com/helicopter.html

Helicopter : MOD 073773 TWIST GrIP : twist grip throttle are used to control helicopter
engine rpm

FADEC: FADEC
A full authority digital engine control is a system consisting of a digital computer, called
an "electronic engine controller" or "engine control unit", and its related accessories that
control all aspects of aircraft engine performance