Source: http://aircraft-support.blogspot.co.at/2009/10/
Timestamp: 2017-07-26 02:40:24
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Matched Legal Cases: ['ART-66', 'ART-66', 'ART-66', 'ART 66', 'ART66', 'art 66']

EASA PART-66 (JAR-66) Aircraft Maintenance License AERO PLANES AND HELICOPTERSPART-66 (JAR-66).A.1 Scope
Category A Category B1 Category B2 Category C (b) Categories A and B1 are subdivided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines. The subcategories are:
A1 and B1.1 Aeroplanes Turbine A2 and B1.2 Aeroplanes Piston A3 and B1.3 Helicopters Turbine A4 and B1.4 Helicopters Piston PART-66 (JAR-66).A.10 Application
KNOWLEDGE LEVELS — CATEGORY A, B1, B2 AND C AIRCRAFT MAINTENANCE LICENSE Basic knowledge for categories A, B1 and B2 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either the category B1 or the category B2 basic knowledge levels.
Qualification on basic subjects for each PART 66 aircraft maintenance license category or subcategory should be in accordance with the following matrix. Applicable subjects are indicated by an ‘X’: PART66 (JAR66) Module Syllabus
Download the Application Form. Fill the Form. Mention exam date and venue. (You may add one extra module so that you can use its time for other modules. Get it signed by your Quality Assurance / Control Department. Send Form with Fee to CAA UK Address. Wait for CAA confirmation of date and venue. Revise your course at least three times. Last night before exam have a peaceful sleep( very important). Arrive one hour before exam. At examination seat, Relax and write all easy answers in one go. Those you do not know just skip them. Do them in 2nd attempt. After you finish paper. Go home and try to recall question and answers and send them to us. For further details and guidance, pls feel free to visit http://aircraft-license.com/
EASA Part 66 Program - Aircraft Maintenance License
Airbus A380 Manufacturer: Airbus First flight: 27 April 2005 Introduced: 25 October 2007 with Singapore Airlines Primary users: Singapore Airlines, Emirates, Qantas Produced: 2004 – present Number built: 38 as of September 2009 Unit cost: US$ 317.2 - 337.5 million
The Airbus A380 aircraft is designed to carry 555 passengers in a typical seating configuration, including an Economy, a Business and a First class in a typical three-class configuration, and able to fly for almost 15,000 km (8,000 nautical miles) non-stop. During its UK visit, BAA and Airbus carried out ground handling and airport compatibility trials, which helped to ensure that everything was ready for the aircraft's entry into service.
The Airbus A380 made it’s first commercial flight to the UK in 2008. The Singapore Airlines A380 flight touched down on 18 March 2008 at Heathrow Airport and taxied to the purpose built stand at Terminal 3, Pier 6. The Airbus A380 is a double-deck, wide-body, four-engine airliner manufactured by the European corporation Airbus, a subsidiary of EADS. The largest passenger airliner in the world, the A380 made its maiden flight on 27 April 2005 from Toulouse, France, and made its first commercial flight on 25 October 2007 from Singapore to Sydney with Singapore Airlines. The aircraft was known as the Airbus A3XX during much of its development phase, but the nickname Superjumbo has since become associated with it.
FLIGHT TEST CREW PAYS TRIBUTE TO THE A380 Moments after emerging from the cockpit of the A380 after its successful first flight, chief test pilot Jacques Rosay said flying the world’s biggest passenger jet had been “like handling a bicycle.” As captain for the take-off and the initial part of the test flight, he lavished praise on the aircraft for its performance: “This aircraft is very, very easy to fly. Any Airbus pilot will feel immediately at ease with this aircraft, a pure member of the Airbus family.” He described the take-off as “totally perfect” and paid tribute to the Airbus designers and the customer pilots who worked together to design the cockpit. “The cockpit makes the work for the crew easier and safer. It’s an excellent cockpit – and an excellent aircraft.” Other members of the flight test crew also praised the aircraft’s performance. Claude Lelaie, senior vice president flight division at Airbus, who took over the captaincy for the second part of the test flight including the landing, said: “It was a great pleasure to perform this first flight on this marvellous aircraft.” Fernando Alonso, chief flight test engineer and vice president flight test division, said the A380’s take-off weight for the first flight, at 421 tonnes, was the greatest take-off weight of any aircraft in the world. “In terms of systems everything worked fine,” he said. “It’s an extremely comfortable aircraft.” Noël Forgeard, Airbus president and CEO, said he and Charles Champion, executive vice president for the A380 programme, were “extremely proud of everyone who made this happen”. FIRST WORDS OF CHIEF TEST PILOT JACQUES ROSAY
Chief Test Pilot Jacques Rosay spoke of the flight test crew’s delight with the way the A380 was performing in a radio call from the cockpit around an hour into the flight. In a conversation broadcast on the ground to journalists, Jacques said: “The take-off was perfect. Up to now it is all absolutely perfect so we are very happy.” Jacques was speaking to Peter Chandler, Deputy Project Pilot for the A380 The conversation took place with the A380 at 10,000 feet and north of the Pyrenees, between Toulouse and Foix. “The behaviour of the aircraft both before and after take-off was completely normal,” said Jacques. “After take-off we went up to 10,000 feet accompanied by the chaser aircraft, the Corvette. The aircraft has been fantastic. “The whole scene is magnificent, as perfect as we thought it would be.” Jacques said the landing-gear had been successfully retracted and the A380 was now moving as planned into the second phase of the test flight. Photographs of the A380 in flight were being taken from the Corvette. Later Claude Lelaie, senior vice president Airbus flight division, also took part in an exchange with Peter Chandler broadcast to the assembled media. He said the A380 was now south of Toulouse and flying at 13,000 feet, adding: “We are currently testing the autopilot and we’ve decelerated down to a low speed.” For details of A380 first flight crew, visit http://events.airbus.com/A380/seeing/indexminisite.aspx
Best Video of A380 at Heathrow Airport view not seen on TV, http://www.youtube.com/watch?v=HvR1Oe6CfoQ&NR=1
Boeing B777-300ER Chiller 600-1 Software Update References 1. B/E Aerospace SB600-1-25-009, Rev 0
Background/Reason: On the newly inducted B777-300ER aircraft it was found that on the chiller/refrigerator/freezer an error message was displayed continuously and the respective unit had to be replaced. This issue was raised to vendor. B/E Aerospace confirmed that other operators also observed this problem. B/E Aerospace has issued SB600-1-25-009, Rev 0 to update the software in all chiller/refrigerator/freezer units on affected aircraft by uploading the software via USB tool, provided by B/E Aerospace.
Material Requirement (Vendor B/E Aerospace) 1) P/N: NYCOTE7-11; Sealant, Coating; Qty A/R 2) P/N 4012268-001 Revision “H”; USB with Software; Qty 01
3) Software Loader; Qty 01 4) P/N 4012629-001; USB Progr. Pod; Qty 01 Accomplishment Instructions 1) Observe all Warnings and Cautions as stated in CMM 25-36-40, Rev 2.
Refer to B777 AMM 25-31-00 to pull the applicable C/B from the galley control panel in the respective galley. 2) Remove air filter assy (-10, IPL Fig 1), rear cover (40, IPL Fig 4) and main cover (80) as detailed in DISASSEMBLY section of CMM, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.B.
Note: The blue LED of Modified USB Programming Pod will illuminate, indicating power and correct initialization with Laptop.
7) Remove power to Chiller/Refrigerator/Freezer (-1, IPL Fig 1) and PC (No. 103), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.H. 8) Disconnect 62 pin receptacle of Modified USB Programming Pod, PN 4012629-001, from J5 and USB receptacle from USB port of PC (No.103), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.J. 9) Reconnect receptacle P5 (320, IPL Fig 2) to J5 of PCB (PC3) (450, IPL Fig 5). Secure P5 (320, IPL Fig 2) to J5 using the two (2) screws attached to receptacle P5 (320), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.K.
10) Verify software installation, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.L. 11) Perform test of software installation, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.M (Refer to AMM 25-31-00). 12) Apply CCZ (Repair Equipment/Materials List) to ground lock screw (E5) as detailed in REPAIR section of CMM, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.N. 13) Reinstall main cover (80, IPL Fig 4), rear cover (40) and air filter assy (-10, IPL Fig 1) as detailed in ASSEMBLY section of CMM, as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.P. 14) Using an engraving pen, engrave Service Bulletin “SB009” on the right side of nameplate (120), as stated in the B/E Aerospace SB600-1-25-009, Rev 0, section 2.R. 15) Galley chillers P/N 600-1 have been loaded with new software Revision “H” on each chiller and are having S/N are as follows:
Galley A3 - Compartment 308 S/N ____________ Galley A3 - Compartment 309 S/N ____________ 16) Make an entry in the Aircraft Technical Log. THIS MATERIAL MUST NOT BE USED FOR FLIGHT OR AS A MAINTENANCE REFERENCE - IT IS FOR GUIDANCE ONLY
B777-300ER Chiller
The airline employs 27,000 people (including divisions that support other parts of the group) and has "been letting attrition take its natural course", he says. "We stopped recruiting cabin crew and put 2-3,000 on unpaid leave because we'd made an error in the maths and had too many, regardless of the meltdown." Emirates ceased recruiting in February/March, but Clark says that with "growth, in terms of aircraft induction, continuing apace the lines crossed in September and we're recruiting 494 cabin crew between now and February". Similarly, flightcrew hiring has restarted, with Clark saying he has "just signed off 46 pilots".
BOEING 727-200 RVSM AND RNP-10 IMPLEMENTATION (FOR 9M REGN ACFT)A. INTRODUCTION1. DCA Malaysia Airworthiness Notice (AN) No. 77 issue 1 dated 15 May 2005 has mandated the requirements to meet Reduced Vertical Separation Minimum (RVSM) and Required Navigation Performance (RNP) for aircraft to fly at and above FL 290 (29,000 feet).2. RVSM means vertical separation between aircraft of 1000 ft between FL 290 and FL 410 both inclusive. For RNP-10, an aircraft is required to maintain a lateral position within 10nm of its air traffic (ATC) cleared position 95% of the total flying time.3. RVSM airspace has been imposed for South China Sea since Nov 2002 and most routes in this region are already RNP-10. RVSM and RNP-10 are expected to be implemented over the Indian Ocean in the near future.4. At present most of B727 fleet are flying below FL 290 and on non-RNP10 routes because existing avionics equipment are not compliant to RVSM and RNP-10 requirements.B. BENEFITS OF COMPLYING TO RNP-10 AND RVSM1. The penalty of not qualifying for RVSM and RNP-10 are: Extra fuel burn since flying lower; Fighting for the air space with all other aircraft that are not RVSM & RNP-10 qualified, Possibility of reduced payload if extra fuel is required, and Reduced flexibility in timing of flights.2. The benefits of qualifying for RVSM and RNP-10 operations are: Being able to fly at higher altitudes and save fuel, Not having to reduce payload based on fuel burn, Ability to step climb to optimum altitudes faster, Increased air safety since ATC workload is expected to reduce with RVSM implemented. Increased aircraft re-sale value, and Better marketability for leasing out.C. MODIFICATION FOR RVSM COMPLIANCE 1. For aircraft fitted with single ADC;a) Modify the existing single Air Data Computer (ADC) internally to incorporate with Static Source Error Correction (SSEC); or replace the existing ADC B13 to B100b) Modify to install second new ADC2. For aircraft fitted with dual ADC;a) To upgrade the ADC B13 to B100. The RVSM compliant p/n is HG480B100. With reference to Boeing 727-SL-02-004, page 1 of 9, issue dated 8th Oct 1996 stated that HG480B100 is equivalent to HG480B13 DADC with Static Source Error Correction (SSEC) incorporated.3. Replace F/O’s pneumatic altimeter with a new electric altimeter; Replace standby pneumatic altimeter with a new non-metric standby pneumatic altimeter; Check airframe skin waviness per Boeing SB 727-53-0220; and Carry out revenue flights with portable loaned equipment to verify the altimetry.D. INTRODUCTION TO RVSM HEIGHT KEEPING PERFORMANCE MONITORING1. RVSMICAO has introduced RVSM in 2002 to increase optimization of aircraft operations and support the increasing traffic volume worldwide. This concept consists of the reduction of aircraft vertical separation minimum from 2000 feet to 1000 feet between flight levels 290 and 410 (inclusive); thus, doubling the airspace capacity. In addition, an aircraft flying in the RVSM airspace can operate smoothly at its optimum flight level, enabling fuel efficiency and reducing flight delays and operational costs for aircraft operators.2. Why Monitoring Is Required?Reducing vertical separation minimum by half can pose a safety problem for aircraft not able to keep its flying altitude. Thus, inspections and approvals are required before aircraft can operate in RVSM airspace. In addition, height keeping performance is also required to ensure the level of safety set by ICAO.E. MODIFICATION FOR RNP-10 COMPLIANCE 1. Dual flight management navigation systems (FMS) are required to be fitted and coupled to autopilot, HSI and flight director system (FAA Order: 8400-12A). Most airlines like Air Asia, MAS, SIA, Qantas etc fit such dual FMS systems.2. For aircraft (B727) fitted with existing primary navigation Litton LTN-450 NMS, the unit is no longer in production. DCAM has not accepted this system together with stand-alone GPS as RNP 10 compliant. So it would make sense to standardize the B727-200 fleet dual FMS installation.3. There are three manufacturers of FMS that meets the RNP-10 requirements: Rockwell Collins (Airlines standard) Universal Avionics UNS-1K Flight Management System (General Aviation standard) Honeywell HT9100 Navigation Management System (Airlines standard)4. Alternate modification to comply with RNP-10 is using upgraded GPS Trimble model 2101 I/O (instead of dual FMCs); and this proposal is agreed by DCAM.5. The existing GPS system is stand alone system. Basically, this modi. replace the existing GPS receivers Freeflight 2101 with Freeflight 2101 I/O Approach Plus.ii. Install new GPS mode annunciator and NAV/GPS transfer switch/annunciator on the Capt’s (P1-1) and FO’s (P3-1) Instrument Paneliii. hook up the GPS system with the captain’s HSI, flight director and autopilot.6. Two (No. 1 and No. 2) new GPS Receiver Freeflight 2101 I/O Approach Plus P/N81440-02-241L are installed at the existing location to meet RNP-10 compliance.7. The existing dual GPS receiver Freeflight 2101 P/N 81439-00-242B have been replaced with new GPS Receiver Freeflight 2101 I/O Approach Plus P/N 81440-02-241M (or latest s/w version) and both are fully interchangeable.8. Pls note that ONLY GPS Receiver Freeflight 2101 I/O Approach Plus P/N 81440-02-241L (M ore latest s/ware) meets RNP-10 requirements.9. Only GPS No. 1 coupled to Autopilot Roll Steering.10. ADC No. 1 provides air data input to both GPS No. 1 and No. 2.11. Both GPS 2101 I/O Approach Plus receivers are coupled to both HSIs (Capt and FO).
RVSM and RNP-10
ETOPSETOPS is an acronym for Extended-range Twin-engine Operational Performance Standards, an International Civil Aviation Organization (ICAO) rule permitting twin-engine commercial air transporters to fly routes that, at some points, are farther than a distance of 60 minutes' flying time from an emergency or diversion airport with one engine inoperative. This rule allows twin-engine airliners—such as the Airbus A300, A310, A32X, A330 and A350 families, and the Boeing 737, 757, 767, 777 and 787—to fly long-distance routes that were previously off-limits to twin-engine aircraft. ETOPS operation has no direct correlation to water or distance over water. It refers to single-engine flight times between diversion airfields—regardless as to whether such fields are separated by water or land. Early ETOPS experience The FAA and the ICAO concluded that it is safe for a properly designed twin-engined airliner to conduct intercontinental transoceanic flights. The guidelines issued form the ETOPS regulations. The FAA was the first to approve ETOPS guidelines in 1985. It spelled out conditions that need to be fulfilled for a grant of 120 minutes' diversion period, which is sufficient for direct transatlantic flights. Today, ETOPS forms the bulk of transatlantic flights. The FAA gave the first ETOPS rating in May 1985 to TWA for the B767 service between St. Louis and Frankfurt, allowing TWA to fly its aircraft up to 90 minutes away from the nearest airfield: this was later extended to 120 minutes after a federal evaluation of the airline's operating procedures. ETOPS extensions In 1988, the FAA amended the ETOPS regulation to allow the extension to a 180-minute diversion period subject to stringent technical and operational qualifications. This made 95% of the Earth's surface available to ETOPS flights. The first such flight was conducted in 1989. This set of regulations was subsequently adopted by the Joint Aviation Authorities (JAA), ICAO and other regulatory bodies. In this manner the B737, 757 and 767 series and the Airbus A300-600, 310, 320 and 330 series were approved for ETOPS operations. The success of ETOPS aircraft like 767 and 777 killed the intercontinental trijets. This ultimately led Boeing to end the MD-11 program a few years after Boeing's merger with McDonnell Douglas, as well as to scale down the production of its own Boeing 747. The cornerstone of the ETOPS approach are the statistics that show that the turbine itself is an inherently reliable component, and it is the engine ancillaries that have a lower reliability rating. Therefore an engine for a modern twin jet airliner has twin sets of all ancillaries mounted in the engine, which gives the required reliability rating. The North Atlantic airways are the most heavily used oceanic routes in the world. Most North Atlantic airways are covered by ETOPS 120-minute rules, removing the necessity of using 180-minute rules. However, many of the North Atlantic diversion airports, especially those in Iceland and Greenland, are subject to adverse weather conditions making them unavailable for use. As the 180-minute rule is the upper limit, the JAA has given 15% extension to the 120-minute rules to deal with such contingencies, giving the ETOPS-138min, thereby allowing ETOPS flights with such airports closed. ETOPS240 and beyond are now permitted[1] on a case-by-case basis, with regulatory bodies in nations ranging from the USA, to Australia, to New Zealand adopting said regulatory extension. Authority is only granted to operators of two-engine airplanes between specific city pairs. The certificate holder must have been operating at 180 minute or greater ETOPS authority for at least 24 consecutive months, of which at least 12 consecutive months must be at 240-minute ETOPS authority with the airplane-engine combination in the application. Early ETOPS The regulations allow an airliner to have ETOPS-120 rating on its entry into service. ETOPS-180 is only possible after 1 year of trouble-free 120-minute ETOPS experience. Boeing has convinced the FAA that it could deliver an airliner with ETOPS-180 on its entry into service. This process is called Early ETOPS. Thus the B777 was the first aircraft to carry an ETOPS rating of 180 minutes at its introduction. The JAA, however disagreed and the Boeing 777 was rated ETOPS-120 in Europe on its entry into service. European airlines operating the 777 must demonstrate one year of trouble-free 120-minutes ETOPS experience before obtaining 180-minutes ETOPS for the 777. ETOPS exclusions Private jets are exempted from ETOPS by the FAA, but are subject to the ETOPS 120-minute rule in JAA's jurisdiction. Several commercial airline routes are still off-limits to twinjets because of ETOPS regulations. There are routes traversing the South Pacific (e.g. Auckland, New Zealand - Santiago, Chile), Southern Indian Ocean (e.g. Perth, Western Australia - Johannesburg, South Africa) and Antarctica. Beyond ETOPS-180 Effective February 15, 2007, the FAA ruled that US-registered twin-engined airplane operators can fly over most of the world other than the South Polar Region, a small section in the South Pacific, and the North Polar area under certain winter weather conditions provided that the inflight shutdown rate is 1 in 100,000 engine hours. This limit is more stringent than ETOPS-180 (2 in 100,000 engine hours). The qualified aircraft must have appropriate fire-suppression systems, adequate oxygen supplies for crew and passengers (to continue high altitude flight) in the event of depressurisation, and automated defibrillators. Weather reporting, training, and diversion accommodation requirements remain unchanged. Since aircraft occasionally divert for non-engine mechanical problems or passenger medical emergencies, the rule requires that airplane systems be able to support lengthy diversions in remote and sometimes harsh environments. The rules do not apply to 3- or 4-engined cargo aircraft or twinjets freed from ETOPS constraints. EASA distinguishes between twin-engine (ETOPS) and aircraft with 3 or 4 engines. Rules governing such aircraft (3 or 4 engines) are covered under LROPS rules. LROPS would demand similar rules with regard to emergency oxygen and fire-suppression. EASA is expected to release rules for ETOPS and LROPS in 2008. ETOPS ratings The following ratings are awarded under current regulations according to the capability of the airline: ETOPS-75ETOPS-90ETOPS-120/138ETOPS-180/207 However, ratings for ETOPS type approval are fewer. They are: ETOPS-90, which keeps pre-ETOPS Airbus A300B4 legally operating under current rulesETOPS-120/138ETOPS-180/207, which covers 95% of the Earth's surface. Approval for ETOPS ETOPS approval is a two-step process. Firstly: the airframe and engine combination must satisfy the basic ETOPS requirements during its type certification. This is called ETOPS type approval. Such tests may include shutting down an engine and flying the remaining engine during the complete diversion time. Often such tests are performed in the middle of the oceans. It must be demonstrated that, during the diversion flight, the flight crew is not unduly burdened by extra workload due to the lost engine and that the probability of the remaining engine failing is extremely remote. For example, if an aircraft is rated for ETOPS-180, it means that it should be able to fly with full load and just one engine for 3 hours. Secondly: An operator who conducts ETOPS flights must satisfy his own country's aviation regulators about his ability to conduct ETOPS flights. This is called ETOPS operational certification and involves compliance with additional special engineering and flight crew procedures on top of the normal engineering and flight procedures. Pilots and engineering staff must be qualified and trained for ETOPS. An airline with extensive experience operating long distance flights may be awarded ETOPS operational approval immediately, others may need to demonstrate ability through a series of ETOPS proving flights. Regulators closely watch the ETOPS performance of both type certificate holders and their affiliated airlines. Any technical incidents during an ETOPS flight must be recorded. From the data collected , the reliability of the particular airframe-engine combination is measured and statistics published. The figures must be within limits of type certifications. Of course, the figures required for ETOPS-180 will always be more stringent than ETOPS-120. Unsatisfactory figures would lead to a downgrade, or worse, suspension of ETOPS capabilities either for the type certificate holder or the airline. References New ETOPS regulations, Jan. 26, 2007 - The new FAA ETOPS ruling"FAA frees twins from ETOPS limits", Flight International Jan. 16-22, 2007, Reed Publication LimitedAirbus:LROPS - Airbus page on LROPS (Long Range Operations) http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/2e0f31985abd83ef8625746b0057fd06/$FILE/AC%20120-42B.pdf Read more...