Maintenance, Repair & Overhaul (MRO) companies in Singapore

List of MRO companies in Singapore

Aircraft and Engine MRO companies in Singapore

Aerospace Maintenance, Repair & Overhaul (MRO) companies and organizations in Singapore. Nature of Work Service offerings are:

Aerospace Component Engineering Services
Nature of Work: Component / systems maintenance, Repair services

1. Airfoil Technologies International 
Nature of Work: Repair services,  Engine & APU maintenance

2. Asian Surface Technologies Pte Ltd 
Nature of Work: Engine & APU maintenance, Component / systems maintenance, Repair services

  3. Aviation & Electronics Support Pte Ltd 
Nature of Work: Avionics maintenance

  4. Avio Aviation (AsPac) 
Nature of Work: Engine & APU maintenance

  5. Composite Technology International (CTI)
Nature of Work: Repair services

6. Combustor Airmotive Services Pte Ltd 
Nature of Work: Engine & APU maintenance, Component / systems maintenance

7. Derco Aerospace Pte Ltd 
Nature of Work: Component / systems maintenance

8. Eagle Services Asia
Nature of Work: Engine & APU maintenance

   9. Eurocopter South East Asia (ESEA)
Nature of Work: Airframe maintenance (incl. Line Maintenance)

10. GE Aviation Service Operation 
Nature of Work: Engine & APU maintenance

11.  GE Aviation Services ATI 
Nature of Work: Engine & APU maintenance

12.  Goodrich Aerostructures Singapore
Nature of Work: Component / systems maintenance

13.  Goodrich Aircraft Wheels & Brakes
Nature of Work: Component / systems maintenance

14. Hamilton Sundstrand Pacific Aerospace 
Nature of Work: Component / systems maintenance,  Repair services

15. Honeywell Aerospace
Nature of Work: Component / systems maintenance, Avionics maintenance

16. IECO – International Engine Component Overhaul
Nature of Work: Component / systems maintenance, Engine & APU maintenance

17.  Jet Aviation – Singapore
Nature of Work: Airframe maintenance (incl. Line Maintenance)
18. Meggitt Aerospace Asia Pacific 
Nature of Work: Component / systems maintenance, Repair services, Aircraft interiors MRO

19.  Messier Services Asia 
Nature of Work: Component / systems maintenance, Repair services

20.  NORDAM Singapore
Nature of Work: Component / systems maintenance, Repair service

21. PFS – Pacific Flight Services
Nature of Work: Airframe maintenance (incl. Line Maintenance)

22.  Pratt & Whitney Canada (SEA) Pte Ltd
Nature of Work: Engine & APU maintenance

23. Rockwell Collins SEA
Nature of Work: Avionics maintenance

24.  Sabena technics – Asia
Nature of Work: Engine & APU maintenance

25. SIA Engineering Company
Nature of Work:Airframe maintenance (incl. Line Maintenance), Engine & APU maintenance, Component / systems maintenance, Avionics maintenance, Repair services, Aircraft interiors MRO

26.  Singapore Aero Engine Services – SAESL 
Nature of Work: Engine & APU maintenance

27.  Singapore JAMCO Pte Ltd 
Nature of Work: Engine & APU maintenance

28.  S-PRO – Singapore Precision Repair & Overhaul 
Nature of Work: Aircraft modification; pax to freight conversion; winglet installation

29.  ST Aerospace
Nature of Work: Airframe maintenance (incl. Line Maintenance), Engine & APU maintenance, Component / systems maintenance, Avionics maintenance, Repair services, Aircraft interiors MRO, Aircraft modification; pax to freight conversion; winglet installation, Helicopter MRO, Business / corporate aircraft MRO / FBO

30. STA Engineering – ST Aerospace Engineering
Nature of Work: Airframe maintenance (incl. Line Maintenance)

31.  STA Engines – ST Aerospace Engines
Nature of Work: Engine & APU maintenance

32.   STA Services – ST Aerospace Services 
Nature of Work: Component / systems maintenance

33.   STA Systems – ST Aerospace Systems
Nature of Work: Component / systems maintenance,  Avionics maintenance

34.  StandardAero PTE
Nature of Work: Engine & APU maintenance

35.  Turbine Coating Services (TCS) 
Nature of Work: Engine & APU maintenance

36.  Turbine Overhaul Services (TOS)
Nature of Work: Engine & APU maintenance

37.  Windsor Airmotive Asia Pte Ltd
Nature of Work: Engine & APU maintenance

Boeing Company to Increase B777 Production in 2013

Boeing says it’s again increasing the production rate for its 777 aircraft due to strong customer demand.

The Chicago company said Monday it will boost output to 8.3 of the 777 planes a month in the first quarter of 2013. In March it announced plans to increase production to seven airplanes per month from five starting in the middle of next year.

United Airlines first placed the 777 into service in 1995. There have been 907 deliveries of the aircraft, which comes in several different versions including a long-range freighter.

Boeing says it has a backlog of more than 250 777s and that suppliers are prepared for its production increases. – SEATTLE

Engineering Students Must Have Mail Goggles – Gmail Labs

Gmail Labs is the newest innovation in making your Google Life Easier.

Gmail now – Gmail labs features   

To find links to all the new Gmail Labs featured in this list, visit the Gmail Labs Google Group.

1. Custom date formats – Format your Gmail account to show custom times and dates in each email for easy reading accustomed to you.
2. Email Addict – Block your email addiction with this new Gmail lab that freezes your Gmail screen and makes your invisible on Gmail chat for 15 minutes at a time.
3. Undo Send – Undo sending an email a few seconds after sending it. You only have a few seconds though.
4. Offline – Add this new lab to access your Gmail account when you can’t go online to check emails and homework assignments without having to find an Ethernet plug-in or wireless network. You can also access Gmail features offline.
5. Tasks – Checking your email is an addictive habit. Add this new Gmail lab to keep you reminded of what you really need to be doing. Now you can have a to-do list right next to your inbox.
6. Forgotten Attachment Detector – Forgetting attachments happens. Forget them no more with this handy little gadget to scan your email and ask if you meant to attach a document before you hit send.
7. Quick Links – Add URL listings as a sidebar to your Gmail account from important emails. Gmail will add any bookmarkable URL to the sidebar for quick access.
8. Create a Document – Create a Gmail document of your email conversation or open a blank document to type whatever you need on with the Create a Document lab.
9. Hide Unread Counts – Feeling overwhelmed? Hide the number of unread emails lurking on the email menu.
10. Google Docs gadget – A menu box to display all of your Google documents in one place to pull up quickly and easily.
11. Canned Responses – Automatic responses for people who need to answer lots of commonly themed emails. Choose from a pull down menu of pre-programmed responses and send away.
12. Default ‘Reply to all’ – Make “reply to all” your default reply response. No more individual emails for group projects.
13. Quote selected text – Quote the text your select in your reply email with this Gmail lab.
14. Send & Archive – One button will send your email and archive the conversation immediately.
15. Navbar drag and drop – Reorder your menu bar to how you see fit. Pull those contacts up and drop down the chat or whatever.
16. Fixed width font – Nothing is more annoying that random font changes. Keep your messages on a fixed width for paragraph breaks, double spacing and more.
17. Custom keyboard shortcuts – Make your own Gmail keyboard shortcuts. Open your trash with a touch of the keyboard.
18. Custom Label Colors – There are only so many colors you can use for folder labels. Make your own colors from now on.
19. Mark as Read Button – Add a mark as read button to label emails instead of constantly going back and forth with the labels pull down menu.
20. Go to label – A shortcut to go to labeled folders.
21. Multiple In-boxes – Got a few Gmail accounts? Link them all together all on one window for easy viewing.
22. Mouse gestures – Windows users can use their mouse to move to new conversations in a Gmail account. Move it a bit to the right, open a new conversation. Right click and open the previous conversation. Move up and go back to your inbox.
23. Add any gadget by URL – Add whatever type of gadget to the left side of your Gmail account screen by adding the URL in the provided text box.
24. Sender Time Zone – Wish you knew what time it was on the West Coast when you are going to school on the East Coast without having to think about it. This lab feature saves you the trouble by adding the time in each sender’s time zone as well as the time in your time zone.
25. Right-side labels –Don’t like the leftie menu. Well, change it to the right side with this lab.
26.Advanced IMAP Controls – “Choose which labels show up in IMAP, turn off message auto-expunging, or trash messages when they’re deleted from IMAP.”
27. Vacation Time! – Let people know when you’ll be on vacation and when you are coming back with this autoresponse lab feature.
28. Filter import/export – “Export your mail filters as a file: back them up, share them, or save them before deleting so you can restore them later. Import one of these files to quickly add or restore filters. These options become available under Settings/Filters when you enable this Lab.”
29. Text Messaging (SMS) in Chat – Text message your friends and family from your Gmail chat account.
30. Title Tweaks – Change the browser bar around to see how many new emails you have in your inbox first.
31. Search Autocomplete – Automatic search completions for your Gmail account just like on Google search.
32. Inserting images – Insert an image into the body of an email for easy viewing and sending.
33. Signature tweaks – This Gmail lab adds your signature before the quoted text in a reply, and removes the “–” line that appears before signatures according to Gmail Labs.
34. Random Signature – Love quotes? Add this lab and have rotating quotes in your email signature.
35. Mail Goggles – A must have for any student. A drunk emailing guard for late night angry emails to professors that may be failing you, of course, for no reason.

Sunday , Posted by AME at 11:19 AM

Gmail Labs is the newest innovation in making your Google Life Easier.

Gmail now – Gmail labs features   

To find links to all the new Gmail Labs featured in this list, visit the Gmail Labs Google Group.

1. Custom date formats – Format your Gmail account to show custom times and dates in each email for easy reading accustomed to you.
2. Email Addict – Block your email addiction with this new Gmail lab that freezes your Gmail screen and makes your invisible on Gmail chat for 15 minutes at a time.
3. Undo Send – Undo sending an email a few seconds after sending it. You only have a few seconds though.
4. Offline – Add this new lab to access your Gmail account when you can’t go online to check emails and homework assignments without having to find an Ethernet plug-in or wireless network. You can also access Gmail features offline.
5. Tasks – Checking your email is an addictive habit. Add this new Gmail lab to keep you reminded of what you really need to be doing. Now you can have a to-do list right next to your inbox.
6. Forgotten Attachment Detector – Forgetting attachments happens. Forget them no more with this handy little gadget to scan your email and ask if you meant to attach a document before you hit send.
7. Quick Links – Add URL listings as a sidebar to your Gmail account from important emails. Gmail will add any bookmarkable URL to the sidebar for quick access.
8. Create a Document – Create a Gmail document of your email conversation or open a blank document to type whatever you need on with the Create a Document lab.
9. Hide Unread Counts – Feeling overwhelmed? Hide the number of unread emails lurking on the email menu.
10. Google Docs gadget – A menu box to display all of your Google documents in one place to pull up quickly and easily.
11. Canned Responses – Automatic responses for people who need to answer lots of commonly themed emails. Choose from a pull down menu of pre-programmed responses and send away.
12. Default ‘Reply to all’ – Make “reply to all” your default reply response. No more individual emails for group projects.
13. Quote selected text – Quote the text your select in your reply email with this Gmail lab.
14. Send & Archive – One button will send your email and archive the conversation immediately.
15. Navbar drag and drop – Reorder your menu bar to how you see fit. Pull those contacts up and drop down the chat or whatever.
16. Fixed width font – Nothing is more annoying that random font changes. Keep your messages on a fixed width for paragraph breaks, double spacing and more.
17. Custom keyboard shortcuts – Make your own Gmail keyboard shortcuts. Open your trash with a touch of the keyboard.
18. Custom Label Colors – There are only so many colors you can use for folder labels. Make your own colors from now on.
19. Mark as Read Button – Add a mark as read button to label emails instead of constantly going back and forth with the labels pull down menu.
20. Go to label – A shortcut to go to labeled folders.
21. Multiple In-boxes – Got a few Gmail accounts? Link them all together all on one window for easy viewing.
22. Mouse gestures – Windows users can use their mouse to move to new conversations in a Gmail account. Move it a bit to the right, open a new conversation. Right click and open the previous conversation. Move up and go back to your inbox.
23. Add any gadget by URL – Add whatever type of gadget to the left side of your Gmail account screen by adding the URL in the provided text box.
24. Sender Time Zone – Wish you knew what time it was on the West Coast when you are going to school on the East Coast without having to think about it. This lab feature saves you the trouble by adding the time in each sender’s time zone as well as the time in your time zone.
25. Right-side labels –Don’t like the leftie menu. Well, change it to the right side with this lab.
26.Advanced IMAP Controls – “Choose which labels show up in IMAP, turn off message auto-expunging, or trash messages when they’re deleted from IMAP.”
27. Vacation Time! – Let people know when you’ll be on vacation and when you are coming back with this autoresponse lab feature.
28. Filter import/export – “Export your mail filters as a file: back them up, share them, or save them before deleting so you can restore them later. Import one of these files to quickly add or restore filters. These options become available under Settings/Filters when you enable this Lab.”
29. Text Messaging (SMS) in Chat – Text message your friends and family from your Gmail chat account.
30. Title Tweaks – Change the browser bar around to see how many new emails you have in your inbox first.
31. Search Autocomplete – Automatic search completions for your Gmail account just like on Google search.
32. Inserting images – Insert an image into the body of an email for easy viewing and sending.
33. Signature tweaks – This Gmail lab adds your signature before the quoted text in a reply, and removes the “–” line that appears before signatures according to Gmail Labs.
34. Random Signature – Love quotes? Add this lab and have rotating quotes in your email signature.
35. Mail Goggles – A must have for any student. A drunk emailing guard for late night angry emails to professors that may be failing you, of course, for no reason.

Maintenance, Repair & Overhaul (MRO) Companies in the Middle East countries

 

The companies featured in this section provide third-party maintenance services (heavy and light maintenance) on airliners, helicopters, VIP and corporate aircraft in the Middle East . Where available, the company name is hyperlinked directly to its web page.

List of Aircraft and Engine MRO companies in the UAE
Aerospace Maintenance, Repair & Overhaul (MRO) companies and organizations in the UAE. Service offerings are:
Afr     Airframe maintenance
Eng    Engine & APU maintenance
Com  Component / systems maintenance
Avi     Avionics maintenance
Rep    Repair services
Int      Aircraft interiors MRO
Mod   Aircraft modification; pax to freight conversion
Hel     Helicopter MRO
Bus    Business / corporate aircraft MRO / FBO

• Company: Abu Dhabi Aircraft Technologies – ADAT
• City: Abu Dhabi
• Maintenance: Afr,Eng,Com,Rep,Int,Bus

• Company: Abu Dhabi Aviation
• City: Abu Dhabi

• Company: Aerostar Asset Management
• City: Sharjah

• Company: Emirates Airline Engineering
• City:     Dubai
• Maintenance: Afr,Eng,Avi,Int

• Company: ExecuJet Middle East
• City: Dubai
• Maintenance:

• Company: Gamco Thales Systems
• City: Abu Dhabi
• Maintenance: Com

• Company: Goodrich Customer Services
• City: Dubai
• Maintenance: Com

• Company: Goodrich Interiors
• City: Dubai
• Maintenance: Int

• Company:Hawker Pacific Avionics
• City: Dubai
• Maintenance: Avi

• Company: Jet Aviation – Dubai
• City: Dubai
• Maintenance: Afr,Hel

Maintenance, Repair & Overhaul (MRO) Companies in the Middle East countries

The companies featured in this section provide third-party maintenance services (heavy and light maintenance) on airliners, helicopters, VIP and corporate aircraft in the Middle East . Where available, the company name is hyperlinked directly to its web page.

List of Aircraft and Engine MRO companies in the UAE
Aerospace Maintenance, Repair & Overhaul (MRO) companies and organizations in the UAE. Service offerings are:
Afr     Airframe maintenance
Eng    Engine & APU maintenance
Com  Component / systems maintenance
Avi     Avionics maintenance
Rep    Repair services
Int      Aircraft interiors MRO
Mod   Aircraft modification; pax to freight conversion
Hel     Helicopter MRO
Bus    Business / corporate aircraft MRO / FBO

• Company: Abu Dhabi Aircraft Technologies – ADAT
• City: Abu Dhabi
• Maintenance: Afr,Eng,Com,Rep,Int,Bus

• Company: Abu Dhabi Aviation
• City: Abu Dhabi

• Company: Aerostar Asset Management
• City: Sharjah

• Company: Emirates Airline Engineering
• City:     Dubai
• Maintenance: Afr,Eng,Avi,Int

• Company: ExecuJet Middle East
• City: Dubai
• Maintenance:

• Company: Gamco Thales Systems
• City: Abu Dhabi
• Maintenance: Com

• Company: Goodrich Customer Services
• City: Dubai
• Maintenance: Com

• Company: Goodrich Interiors
• City: Dubai
• Maintenance: Int

• Company:Hawker Pacific Avionics
• City: Dubai
• Maintenance: Avi

• Company: Jet Aviation – Dubai
• City: Dubai
• Maintenance: Afr,Hel

Aircraft Maintenance Engineering and Aerospace Engineer Interview Questions

why aircraft body is made of aluminum and Why refrigeration is done inside aircraft?

Body of aircraft is made up of aluminum due to its good tensile strength & good conductor.This is the combined effect low pressure & speed of plane in sky.

What is ram jet?

A ramjet, sometimes referred to as a stovepipe jet, or an athodyd, is a form of jet engine with no moving parts. Ramjets cannot produce thrust at zero airspeed and thus cannot move an aircraft from a standstill.

What is a liquid metal?

Mercury. “Liquid metal” is a type of alloy, a mix of three or more metals, with end results of similar properties and characteristics  to plastic that cools faster and has more than twice the strength of titanium.

What kind of work is carried out in Line Maintenance?

Are thermal protection systems of space crafts commonly composed of one panel or a collection of smaller tiles?

Does not simplification of complex honeycomb designed for thermal protection system of are usable launch vehicles jeopardize the accuracy of results?

It jeopardize the accuracy but it also has some advantages but cannot be used due to its inaccuracy.

What is the highest temperature the space shuttle under surface experiences during its mission?

Under surface of the space shuttle will experience above 2300’c at the time of re-entering.

Explain how you overcame a major obstacle?

To overcome obstacle, one should have strong determination and self confidence on himself /herself. They have to face life as it comes.

What is SPICE? Where was it developed?

SPICE is Simulation Program with Integrated Circuit Emphasis. This is analog simulator which was developed at electronics research lab of California University.

Fueling and refueling  Precautions?

In hydraulic system, what stands for red and blue colors?

What are the main areas in Aviation?

Artificial intelligence

Aircrafts and parts

Advanced materials, composites and specialty metals

Computers, electronic components and systems

Fighters and attack aircraft

Government defense policies and goals

Lasers

Navigation controls and guidance systems

Ordinance and Military vehicles

Computers, electronic components and systems

Aviation electronic/Avionics

Robotics

Satellites

Search and detection equipments

Strategic defensive initiative

Sensors and instrumentation

Ships

Space vehicles and commercialization of space

What made you choose aircraft maintenance engineering/aerospace engineer line as your career?

In aircraft maintenance/aerospace engineering there are lots of interesting topics which include rocketry, aeroplanes, Lego’s. As a school student I started sketching for future aircraft and space craft,military aircraft. I analyzed the importance of space travel, aviation history, and aerospace industry and hence decided to get into this field.

Explain the day to day responsibilities of Aerospace engineering?

Each job profile even in aerospace industry differs from others. To mainly speak about aerospace there are two branches or field. One is aeronautical and other is astronautics engineering.

Explain the differences between Aeronautical Engineering and Astronautical Engineering

Aeronautical engineering deals with vehicles which operates in the atmosphere
Aeronautical engineering deals with vehicles operating in space.
Aeronautical engineering works on tunnel tests, analyzing flight test data, manned space flights, planning future space missions, spacecraft operations, designing and testing robotic systems, developing new propulsion system, computing optimum flight trajectories,developing communication systems for distance space probes and designing new rockets.
Astronautical engineer includes designing power systems for spacecraft structure, developing communications systems for distant space probes, developing hardware skills for operations in spacecraft, designing and testing robotic systems, developing new propulsion systems and computing optimum flight.

Does the knowledge of mathematics of Science is required to get into maintenance engineering?

The basic understanding of Math is important as it is not used at all the time during the course of aerospace engineering. One should have a basic understanding of mathematical definitions and knowledge on computers is very important as the computer programs will help in doing simple calculations and verify the results are reasonable.
But on the science front it is very important to have a very good understanding on various subjects like dynamics and mechanics in physics, strong emphasis on chemistry,electromagnetism. For a good engineer one should know how law of forces makes things happen.

Also if you are good at physical sciences when opposed to life sciences like biology you will be a fit candidate for aerospace engineering.

Reasons for why patch work are in round in shape?

How would you handle if your co-worker is not co-operating with you?

Talk to your co-worker directly and explain him that you are having a problem working with him and make him understand the situation, if he is not willing to listen or not co-operating, then direct the issue to chief pilot.

What would you do if your Captain is not following the instructions properly?

Refer to your plane manual and discuss the same with your client and ensure you make him understand the procedures and rules. If he does not respond, you will call your concerned aircraft officer at the airport and escalate and make sure your voice frequency is recorded.

Without Air Traffic Control, what is the minimum descent rate of the plane?

A Pilot can descend up to 500” bare minimum, without informing the ATC (Air Traffic Controller) and this is only during an exceptional cases. However, it’s always better to be in regular touch with the Air Traffic Controller and to keep him informed about the descent rate. This will not have any traffic problems during landing in the runway.

What is Hard Landing? and Emergency Landing?

How would you handle the extreme pressure during emergency situation if you know that plane is not safe and it might crash anytime?

Few professions demand you to be selfless, and our respective clients would be the most important thing, that is why customer service differs completely in such fields compared to other streams. For example, Doctors, Lawyers, Pilots…these are the professions where employee saving your customer is the up most important thing.

So, as a engineer I fully understand my duties and responsibilities and will ensure that whatever panic situation I could be in, I will continue to deliver my duties till the end and ensure passengers are safe all times. Simultaneously I will own the full responsibility of maintenance of  Air Craft safe and in the airworthy condition.

How many types of emergency landings are there and explain?

There are three types of emergency landings like:

Forced landing: This is a situation where Air Craft engine fails and Pilot is forced to land the plane in the nearest airport.

Precautionary landing: This is used when Pilot faces a problem  due to severe weather conditions, or being lost in the air space traffic or due to lack of fuel or expecting an engine trouble.

Ditching: This is when where Pilot cannot avoid this situation but to just land on water, which is safer than air bound.

You are a Flight Engineer? How important is to get the passengers switch off the mobile phones and laptops during land off? What could be the consequences?

It is very important to check if laptop and mobile phones are switched off or not, as the consequences can be bad….because interference of air crafts communication devices and electronic devices interfere with each other and there could be chances of not proper landing.

So, it’s highly recommended that all electronic and communication devices should be
switched off during take off and landing.

What interests and abilities would help me as an Aircraft Maintenance Engineering/Aerospace engineer?

Successful aerospace engineers need lots of curiosity, problem solving skills,organizational skills, written and oral communication skills, people skills (as in leading and participating in teams) and computer skills. There are no physical requirements; in fact, we have many engineers with disabilities and it is not an issue for their job performance

What are the fringe benefits of aircraft engineer/aerospace engineering?

Good pay, good promotion potential, travel, respect from the community at large, and you get to say that you are a man with rocket science!

What are the disadvantages of being in aerospace industry?

The biggest disadvantage is that it is a relatively small field, and the number of companies in the field is getting smaller (lots of mergers between big companies in the news lately).

PART-66 /JAR-66.A.30 Experience Requirements

(a) An applicant for an PART-66 /JAR-66 Aircraft Maintenance Licence shall have acquired:

1. for PART-66 category A and subcategories B1.2 and B1.4:

three years of practical maintenance experience on operating aircraft, if the applicant has no previous relevant technical training; or
two years of practical maintenance experience on operating aircraft and completion of training considered relevant by the competent authority as a skilled worker, in a technical trade; or
one year of practical maintenance experience on operating aircraft and completion of a Part-147 approved basic training course.

2. for PART-66 category B2 and subcategories B1.1 and B1.3:
five years of practical maintenance experience on operating aircraft if the applicant has no previous relevant technical training; or
three years of practical maintenance experience on operating aircraft and completion of training considered relevant by the competent authority as a skilled worker, in a technical trade; or
two years of practical maintenance experience on operating aircraft and completion of a Part -147 approved basic training course.

3. for PART-66 category C with respect to large aircraft:

three years of experience exercising category B1.1, B1.3 or B2 privileges on large aircraft or as Part-145 B1.1, B1.3 or B2 support staff, or, a combination of both; or
five years of experience exercising category B1.2 or B1.4 privileges on large aircraft or as Part-145 B1.2 or B1.4 support staff, or a combination of both; or

4. for category C with respect to non large aircraft:

three years of experience exercising category B1 or B.2 privileges on non large aircraft or as Part-145 B1 or B.2 support staff, or a combination of both; or

5. for category C obtained through the academic route:

an applicant holding an academic degree in a technical discipline, from a university or other higher educational institution recognized by the competent authority, three years of experience working in a civil aircraft maintenance environment on a representative selection of tasks directly associated with aircraft maintenance including six months of observation of base maintenance tasks.

(b)    An applicant for an extension to an PART-66 /JAR-66 Aircraft Maintenance Licence shall have a minimum civil aircraft maintenance experience requirement appropriate to the additional category or subcategory of Licence applied for as defined in Appendix IV to this Part.

(c)    For category A, B1 and B2 the experience must be practical which means being involved with a representative cross section of maintenance tasks on aircraft.

(d)    For all applicants, at least one year of the required experience must be recent maintenance experience on aircraft of the category/subcategory for which the initial PART-66 /JAR-66 Aircraft Maintenance Licence is sought. For subsequent category/subcategory additions to an existing PART-66 /JAR-66 Aircraft Maintenance License, the additional recent maintenance experience required may be less than one year, but must be at least three months. The required experience must be dependent upon the difference between the Licence category/subcategory held and applied for. Such additional experience must be typical of the new Licence category/subcategory sought.

(e)    Notwithstanding paragraph (a), aircraft maintenance experience gained outside a civil aircraft maintenance environment shall be accepted when such maintenance is equivalent to that required by this Part as established by the competent authority. Additional experience of civil aircraft maintenance shall, however, be required to ensure understanding of the civil aircraft maintenance environment.

Aero Engine Triple Spool Design minimize Engine Surges is the majar advantage of 3 Spool Concept

Major advantage of triple spool design is it’s ability to minimize engine surges thus they are the most efficient engine flying.

As mentioned by JETPILOT, namely that the more spools you have, the better because then they will be allowed to spin at their own speed given their spool mass.

Let’s say you’re at takeoff power with for example a double spool engine. The heavy N1 spool is turning at it’s own RPM and so is the lighter N2. Now you chop off the power. The lighter N2 will drop in RPM much quicker then the heavy N1 with it’s huge fan. So what happens is that the N1 compressors are feeding way too much air to the second (HP) compressor.

Where is all that excess air gonna go ?
Well in extreme cases you can have a very damaging engine surge in which air will flow in the wrong way through the engine. Most of todays engines have very sophisticated computer controlled “bypass doors” that let the air escape from the compressor casing.
But the chance of engine surges always remains. If you have three spools, the weight difference is spread over 3 spools thus drastically reducing the chance of engine surges

Aircraft Maintenance Engineering 3-Spool-Engine Concept

Aircraft Engine Maintenance 3-Spool-Engine Concepts

What is triple spool design on the RB211? what are the advantages/disadvantages?

A 3 spool engine is one that has three sets of compressors before the combustor and three sets of turbines behind it.

A spool is made up of a compressor and a corresponding turbine used to extract the power from the exhaust gasses to turn the compressor.

Each spool is given a name. N1, N2, and N3. N1 is the large fan section in front of the engine. N2 is the low pressure compressor section. And N3 is the high pressure compressor section. Some engines incorporate N2 And N3 into one rotating mass and call it N2. Hence the double spool engine.

Each section of the compressor wants to rotate at it’s own speed, and if allowed to do so as in a triple spool engine, it is able to operate more efficiently. It can turn at it’s optimum speed, and not have to compromise between the optimum speed for the N2 and N3 sections when attached in the double spool engine.

All modern engine have 2 sets of compressors (HP and LP) and a fan section providing a vast majority of the thrust.

In a 2 spool motor the HP section and the LP section are joined. The number of spools in an engine tells how many sets of compressor blades and corresponding sets of turbine blades the engine has. A single spool engine has one set of each, a double spool engine has two sets of each, and a triple spool engine has three sets of each.

3 Spool Engine advantages and disadvantages:

• More sets of blades results in a greater engine weight, but the corresponding increase in thrust possible more than offsets the weight increase.

• Major advantage of triple spool engine design is it’s ability to minimise engine surges

The drawbacks of a 3 spool engine are increased weight, complexity, and cost to purchase and overhaul, but they are the most efficient engine flying.

Wednesday , Posted by AME at 6:27 AM

Aircraft Engine Maintenance 3-Spool-Engine Concepts

What is triple spool design on the RB211? what are the advantages/disadvantages?

A 3 spool engine is one that has three sets of compressors before the combustor and three sets of turbines behind it.

A spool is made up of a compressor and a corresponding turbine used to extract the power from the exhaust gasses to turn the compressor.

Each spool is given a name. N1, N2, and N3. N1 is the large fan section in front of the engine. N2 is the low pressure compressor section. And N3 is the high pressure compressor section. Some engines incorporate N2 And N3 into one rotating mass and call it N2. Hence the double spool engine.

Each section of the compressor wants to rotate at it’s own speed, and if allowed to do so as in a triple spool engine, it is able to operate more efficiently. It can turn at it’s optimum speed, and not have to compromise between the optimum speed for the N2 and N3 sections when attached in the double spool engine.

All modern engine have 2 sets of compressors (HP and LP) and a fan section providing a vast majority of the thrust.

In a 2 spool motor the HP section and the LP section are joined. The number of spools in an engine tells how many sets of compressor blades and corresponding sets of turbine blades the engine has. A single spool engine has one set of each, a double spool engine has two sets of each, and a triple spool engine has three sets of each.

3 Spool Engine advantages and disadvantages:

• More sets of blades results in a greater engine weight, but the corresponding increase in thrust possible more than offsets the weight increase.

• Major advantage of triple spool engine design is it’s ability to minimise engine surges

The drawbacks of a 3 spool engine are increased weight, complexity, and cost to purchase and overhaul, but they are the most efficient engine flying.

General Information about the EASA part 66 Licence!

General Information about the EASA part 66 Licence!

(Part-66)  66.1
For the purpose of this Part, the competent authority shall be the authority designated by the Member State to whom a
person applies for the issuance of an aircraft maintenance licence.
SECTION A
SUBPART A
AIRCRAFT MAINTENANCE LICENCE AEROPLANES AND HELICOPTERS
66.A.1 Scope
(a) This section establishes the requirements for the issue of an aircraft maintenance licence and conditions of its validity
and use, for aeroplanes and helicopters of the following categories:
— 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
66.A.10 Application
An application for an aircraft maintenance licence or amendment to such licence shall be made on EASA Form 19 and
in a manner established by the competent authority and submitted thereto. An application for the amendment to an
aircraft maintenance licence shall be made to the competent authority that issued the aircraft maintenance licence.
66.A.15 Eligibility
An applicant for an aircraft maintenance licence shall be at least 18 years of age.
66.A.20 Privileges
(a) Subject to compliance with paragraph (b), the following privileges shall apply:
1. A category A aircraft maintenance licence permits the holder to issue certificates of release to service following
minor scheduled line maintenance and simple defect rectification within the limits of tasks specifically endorsed
on the authorisation. The certification privileges shall be restricted to work that the licence holder has personally
performed in a Part-145 organisation.
2. A category B1 aircraft maintenance licence shall permit the holder to issue certificates of release to service
following maintenance, including aircraft structure, powerplant and mechanical and electrical systems. Replacement
of avionic line replaceable units, requiring simple tests to prove their serviceability, shall also be included in
the privileges. Category B1 shall automatically include the appropriate A subcategory.
3. A category B2 aircraft maintenance licence shall permit the holder to issue certificates of release to service
following maintenance on avionic and electrical systems.
4. A category C aircraft maintenance licence shall permit the holder to issue certificates of release to service
following base maintenance on aircraft. The privileges apply to the aircraft in its entirety in a Part-145 organisation.
(b) The holder of an aircraft maintenance licence may not exercise certification privileges unless:
1. in compliance with the applicable requirements of Part-M and/or Part-145.
2. in the preceding two-year period he/she has, either had six months of maintenance experience in accordance with
the privileges granted by the aircraft maintenance licence or, met the provision for the issue of the appropriate
privileges.
3. he/she is able to read, write and communicate to an understandable level in the language(s) in which the technical
documentation and procedures necessary to support the issue of the certificate of release to service are written.
66.A.25 Basic knowledge requirements
(a) An applicant for an aircraft maintenance licence or the addition of a category or subcategory to such an aircraft
maintenance licence shall demonstrate, by examination, a level of knowledge in the appropriate subject modules in
accordance with Appendix I to this Part.
The basic knowledge examinations shall be conducted by a training organisation appropriately approved under Part-
147 or by the competent authority.
(b) Full or partial credit against the basic knowledge requirements and associated examination shall be given for any
other technical qualification considered by the competent authority to be equivalent to the knowledge standard of
this Part. Such credits shall be established in accordance with Section B, Subpart E of this Part.
66.A.30 Experience requirements
(a) An applicant for an aircraft maintenance licence shall have acquired:
1. for category A and subcategories B1.2 and B1.4:
(i) three years of practical maintenance experience on operating aircraft, if the applicant has no previous relevant
technical training; or
(ii) two years of practical maintenance experience on operating aircraft and completion of training considered
relevant by the competent authority as a skilled worker, in a technical trade; or
(iii) one year of practical maintenance experience on operating aircraft and completion of a Part-147 approved
basic training course.
2. for category B2 and subcategories B1.1 and B1.3:
(i) five years of practical maintenance experience on operating aircraft if the applicant has no previous relevant
technical training; or
(ii) three years of practical maintenance experience on operating aircraft and completion of training considered
relevant by the competent authority as a skilled worker, in a technical trade; or
(iii) two years of practical maintenance experience on operating aircraft and completion of a Part -147 approved
basic training course.
3. for category C with respect to large aircraft:
(i) three years of experience exercising category B1.1, B1.3 or B2 privileges on large aircraft or as Part-145 B1.1,
B1.3 or B2 support staff, or, a combination of both; or
(ii) five years of experience exercising category B1.2 or B1.4 privileges on large aircraft or as Part-145 B1.2 or
B1.4 support staff, or a combination of both; or
4. for category C with respect to non large aircraft:
three years of experience exercising category B1 or B.2 privileges on non large aircraft or as Part-145 B1 or B.2
support staff, or a combination of both; or
5. for category C obtained through the academic route:
an applicant holding an academic degree in a technical discipline, from a university or other higher educational
institution recognised by the competent authority, three years of experience working in a civil aircraft maintenance
environment on a representative selection of tasks directly associated with aircraft maintenance including
six months of observation of base maintenance tasks.
(b) An applicant for an extension to an aircraft maintenance licence shall have a minimum civil aircraft maintenance
experience requirement appropriate to the additional category or subcategory of licence applied for as defined in
Appendix IV to this Part.
(c) For category A, B1 and B2 the experience must be practical which means being involved with a representative cross
section of maintenance tasks on aircraft.
(d) For all applicants, at least one year of the required experience must be recent maintenance experience on aircraft of
the category/subcategory for which the initial aircraft maintenance licence is sought. For subsequent category/subcategory
additions to an existing aircraft maintenance licence, the additional recent maintenance experience required
may be less than one year, but must be at least three months. The required experience must be dependent upon the
difference between the licence category/subcategory held and applied for. Such additional experience must be typical
of the new licence category/subcategory sought.
(e) Notwithstanding paragraph (a), aircraft maintenance experience gained outside a civil aircraft maintenance environment
shall be accepted when such maintenance is equivalent to that required by this Part as established by the
competent authority. Additional experience of civil aircraft maintenance shall, however, be required to ensure understanding
of the civil aircraft maintenance environment.
66.A.40 Continued validity of the aircraft maintenance licence
(a) The aircraft maintenance licence becomes invalid five years after its last issue or amendment, unless the holder
submits his/her aircraft maintenance licence to the competent authority that issued it, in order to verify that the
information contained in the licence is the same as that contained in the competent authority records, pursuant to
66. B.120.
(b) Any certification privileges based upon a aircraft maintenance licence becomes invalid as soon as the aircraft maintenance
licence is invalid.
(c) The aircraft maintenance licence is only valid when issued and/or amended by the competent authority and when
the holder has signed the document.
66.A.45 Type/task training and ratings
(a) The holder of a category A aircraft maintenance licence may only exercise certification privileges on a specific
aircraft type following the satisfactory completion of the relevant category A aircraft task training carried out by an
appropriately approved Part-145 or Part-147 organisation. The training shall include practical hands on training and
theoretical training as appropriate for each task authorised. Satisfactory completion of training shall be demonstrated
by an examination and/or by workplace assessment carried out by an appropriately approved Part-145 or Part-147
organisation.
(b) Except as otherwise specified in paragraph (g), the holder of a category B1, B2 or C aircraft maintenance licence shall
only exercise certification privileges on a specific aircraft type when the aircraft maintenance licence is endorsed with
the appropriate aircraft type rating.
(c) Except as otherwise specified in paragraph (h), ratings shall be granted following satisfactory completion of the relevant
category B1, B2 or C aircraft type training approved by the competent authority or conducted by an appropriately
approved Part-147 maintenance training organisation.
(d) Category B1 and B2 approved type training shall include theoretical and practical elements and consist of the appropriate
course in relation to the 66.A.20(a) privileges. Theoretical and practical training shall comply with Appendix
III to this Part.
(e) Category C approved type training shall comply with Appendix III to this Part. In the case of a category C person
qualified by holding an academic degree as specified in 66.A.30(a), (5), the first relevant aircraft type theoretical
training shall be at the category B1 or B2 level. Practical training is not required.
(f) Completion of approved aircraft type training, as required by paragraphs (b) to (e), shall be demonstrated by an
examination. The examination shall comply with Appendix III to this Part. The examinations in respect of category
B1 or B2 or C aircraft type ratings shall be conducted by training organisations appropriately approved under Part-
147, the competent authority, or the training organisation conducting the approved type training course.
(g) Notwithstanding paragraph (b), for aircraft other than large aircraft, the holder of a category B1 or B2 aircraft maintenance
licence may also exercise certification privileges, when the aircraft maintenance licence is endorsed with the
appropriate group ratings, or manufacturer group ratings, unless the Agency has determined that the complexity of
the aircraft in question requires a type rating.
1. Manufacturer group ratings may be granted after complying with the type rating requirements of two aircraft
types representative of the group from the same manufacturer.
2. Full group ratings may be granted after complying with the type rating requirements of three aircraft types representative
of the group from different manufacturers. However, no full group rating may be granted to B1 multiple
turbine engine aeroplanes, where only manufacturer group rating applies.
3. The groups shall consist of the following:
(i) for category B1 or C:
— helicopter piston engine
— helicopter turbine engine
— aeroplane single piston engine — metal structure
— aeroplane multiple piston engines — metal structure
— aeroplane single piston engine — wooden structure
— aeroplane multiple piston engines — wooden structure
— aeroplane single piston engine — composite structure
— aeroplane multiple piston engines — composite structure
— aeroplane turbine — single engine
— aeroplane turbine — multiple engine
(ii) for category B2 or C:
— aeroplane
— helicopter
(h) Notwithstanding paragraph (c), ratings on aircraft other than large aircraft may also be granted, subject to satisfactory
completion of the relevant category B1, B2 or C aircraft type examination and demonstration of practical
experience on the aircraft type, unless the Agency has determined that the aircraft is complex, where paragraph 3
approved type training is required.
In the case of a category C ratings on aircraft other than large aircraft, for a person qualified by holding an academic
degree as specified in 66.A.30 (a), (5), the first relevant aircraft type examination shall be at the category B1 or B2
level.
1. Category B1, B2 and C approved type examinations must consist of a mechanical examination for category B1
and an avionics examination for category B2 and both mechanical and avionics examination for category C.
2. The examination shall comply with Appendix III to this Part. The examination shall be conducted by training
organisations appropriately approved under Part-147, or by the competent authority.
3. Aircraft type practical experience shall include a representative cross section of maintenance activities relevant to
the category.
66.A.70 Conversion provisions
(a) The holder of a certifying staff qualification valid in a Member State, prior to the date of entry into force of this Part
shall be issued an aircraft maintenance licence without further examination subject to the conditions specified in
66.B.300.
(b) A person undergoing a qualification process valid in a Member State, prior to the date of entry into force of this Part
may continue to be qualified. The holder of a qualification gained following such qualification process shall be issued
an aircraft maintenance licence without further examination subject to the conditions specified in 66.B.300
(c) Where necessary, the aircraft maintenance licence shall contain technical limitations in relation to the scope of the
pre-existing qualification.
SUBPART B
AIRCRAFT OTHER THAN AEROPLANES AND HELICOPTERS
66.A.100 General
Until such time as this Part specifies a requirement for certifying staff of aircraft other than aeroplanes and helicopters,
the relevant Member State regulation shall apply.
SUBPART C
COMPONENTS
66.A.200 General
Until such time as this Part specifies a requirement for certifying components, the relevant Member State regulation shall
apply.

SECTION B
PROCEDURE FOR COMPETENT AUTHORITIES
SUBPART A
GENERAL
66.B.05 Scope
This section establishes the administrative requirements to be followed by the competent authorities in charge of the
application and the enforcement of Section A of this Part.
66.B.10 Competent authority
(a) General
A Member State shall designate a competent authority with allocated responsibilities for the issuance, continuation,
amendment, suspension or revocation of licences. This competent authority shall establish documented procedures
and an organisational structure.
(b) Resources
The competent authority shall be appropriately staffed to carry out the requirements of this Part.
(c) Procedures
The competent authority shall establish procedures detailing how compliance with this Part is accomplished.
The procedures shall be reviewed and amended to ensure continued compliance.
66.B.15 Acceptable means of compliance
The Agency shall develop acceptable means of compliance that the Member States may use to establish compliance with
this Part. When the acceptable means of compliance are complied with, the related requirements of this Part shall be
considered as met.
66.B.20 Record-keeping
(a) The competent authority shall establish a system of record-keeping that allows adequate traceability of the process
to issue, revalidate, amend, suspend or revoke each aircraft maintenance licence.
(b) The records for the oversight of the Part shall include:
1. the application for an aircraft maintenance licence or change to that licence, including all supporting documentation;
2. a copy of the aircraft maintenance licence including any changes;
3. copies of all relevant correspondence;
4. details of any exemption and enforcement actions;
5. any report from other competent authorities relating to the aircraft maintenance licence holder;
6. records of examinations conducted by the competent authority;
7. aircraft maintenance licence conversion reports;
8. examination credit reports.
(c) Records referred to in paragraph (b), 1. to 5. shall be kept at least five years after the end of the licence validity.
(d) Records referred to in paragraph (b), 6. shall be kept at least five years.
(e) Records referred to in paragraph (b), 7. and 8. shall be kept for an unlimited period.
66.B.25 Mutual exchange of information
(a) In order to contribute to the improvement of air safety, the competent authorities shall participate in a mutual
exchange of all necessary information in accordance with Article 11 of the basic Regulation.
(b) Without prejudice to the competencies of the Member States, in the case of a potential safety threat involving several
Member States, the concerned competent authorities shall assist each other in carrying out the necessary oversight
action.

66.B.30 Exemptions
All exemptions granted in accordance with Article 10, 3. of the basic Regulation shall be recorded and retained by the
competent authority.
SUBPART B
ISSUE OF AN AIRCRAFT MAINTENANCE LICENCE
This Subpart provides the procedures to be followed by the competent authority to issue or vary or to permit continuity
of the aircraft maintenance licence.
66.B.100 Procedure for the issue of an aircraft maintenance licence by the competent authority
(a) On receipt of EASA Form 19 and any supporting documentation, the competent authority shall verify EASA Form
19 for completeness and ensure that the experience claimed meets the requirement of this Part.
(b) The competent authority shall verify an applicant’s examination status and/or confirm the validity of any credits to
ensure that all required modules of Appendix 1 have been met as required by this Part.
(c) When satisfied that the applicant meets the standards of knowledge and experience required by this Part, the competent
authority shall issue the relevant aircraft maintenance licence to the applicant. The same information shall be
kept on competent authority file.
66.B.105 Procedure for the issue of an aircraft maintenance licence via the Part-145 approved maintenance
organisation
(a) A Part-145 maintenance organisation which has been authorised to carry out this activity by the competent
authority may prepare the aircraft maintenance licence on behalf of the competent authority or make recommendations
to the competent authority regarding the application from an individual for a aircraft maintenance licence so
that the competent authority may prepare and issue such licence.
(b) The Part-145 maintenance organisation shall ensure compliance with 66.B.100 (a) and (b). In all cases, the competent
authority shall issue the aircraft maintenance licence to the applicant.
66.B.110 Procedure for the amendment of an aircraft maintenance licence to include an additional basic category
or subcategory
(a) In addition to the documents required under 66.B.100 or 66.B.105, as appropriate, the applicant for additional basic
categories or subcategories to an aircraft maintenance licence shall submit his/her current original aircraft maintenance
licence to the competent authority together with EASA Form 19.
(b) At the completion of the procedure as specified in 66.B.100 or 66.B.105, the competent authority shall endorse the
additional basic category or subcategory on the aircraft maintenance licence by stamp and signature or reissue the
licence. The competent authority file shall be amended accordingly.
(c) Where the applicant for amendment of the basic categories qualifies for such variation via 66.B.100 in a Member
State other than the Member State in which he/she first qualified, the application shall be sent to the Member State
of first qualification.
(d) Where the applicant for amendment of the basic categories qualifies for such variation via 66.B.105 in a Member
State other than the Member State in which he/she first qualified, the Part-145 approved maintenance organisation
shall send the aircraft maintenance licence together with EASA Form 19 to the Member State of first qualification
for Member State stamp and signature of the amendment or reissue of the licence.
66.B.115 Procedure for the amendment of an aircraft maintenance licence to include an aircraft type or group
On receipt of a satisfactory EASA Form 19 and any supporting documentation demonstrating compliance with the
applicable type rating and/or group rating requirements and the accompanying aircraft maintenance licence, the competent
authority shall either endorse the applicant’s aircraft maintenance licence with the aircraft type or group or reissue
the said licence to include the aircraft type or group. The competent authority file shall be amended accordingly.

66.B.120 Procedure for the renewal of an aircraft maintenance licence validity
(a) The holder of an aircraft maintenance licence shall complete the relevant parts of EASA Form 19 and submit it with
the holder’s copy of the licence to the competent authority that issued the original aircraft maintenance licence,
unless the Part-145 approved maintenance organisation has a procedure in its exposition whereby such organisation
may submit the necessary documentation on behalf of the aircraft maintenance licence holder.
(b) The competent authority shall compare the holder’s aircraft maintenance licence with the competent authority file
and verify any pending revocation, suspension or variation action pursuant to 66.B.500. If the documents are identical
and no action is pending pursuant to 66. B.500, the holder’s copy shall be renewed for five years and the file
endorsed accordingly.
(c) If the competent authority file is different from the aircraft maintenance licence held by the licence holder:
1. the competent authority shall investigate the reasons for such differences and may choose not to renew the
aircraft maintenance licence.
2. the competent authority shall inform both the licence holder and any known Part-145 or Part-M approved maintenance
organisation affected of such fact and shall, if necessary, take action under paragraph 66.B.155 to revoke,
suspend or amend the licence in question.
SUBPART C
EXAMINATIONS
This Subpart provides the procedure for examinations conducted by the competent authority.
66.B.200 Examination by the competent authority
(a) All examination questions shall be kept in a secure manner prior to an examination, to ensure that candidates will
not know which particular questions will form the basis of the examination. The competent authority shall nominate
those persons who control the questions to be used for each examination.
(b) The competent authority shall appoint examiners who shall be present during all examinations to ensure the integrity
of the examination.
(c) Basic examinations shall follow the standard specified in Appendix I and II to this Part.
(d) Type examinations must follow the standard specified in Appendix III to this Part.
(e) New essay questions shall be raised at least every six months and used questions withdrawn or rested from use. A
record of the questions used shall be retained in the records for reference.
(f) All examination papers shall be handed out at the start of the examination to the candidate and handed back to the
examiner at the end of the allotted examination time period. No examination paper may be removed from the examination
room during the allotted examination time period.
(g) Apart from specific documentation needed for type examinations, only the examination paper may be available to
the candidate during the examination.
(h) Examination candidates shall be separated from each other so that they cannot read each other’s examination papers.
They may not speak to any person other than the examiner.
(i) Candidates who are proven to be cheating shall be banned from taking any further examination within 12 months
of the date of the examination in which they were found cheating.

SUBPART D
CONVERSION OF NATIONAL QUALIFICATIONS
This Subpart provides the requirements for converting national qualifications to aircraft maintenance licences.
66.B.300 General
(a) The competent authority may only perform the conversion specified in 66.A.70 in accordance with a conversion
report prepared pursuant to paragraph 66.B.305 or 66.B.310, as applicable.
(b) The conversion report shall be either developed by the competent authority or approved by the competent
authority.
L 315/80 EN Official Journal of the European Union 28.11.2003
66.B.305 Conversion report for national qualifications
The report shall describe the scope of each type of qualification and show to which aircraft maintenance licence it will
be converted, which limitation will be added and the Part-66 module/subjects on which examination is needed to ensure
conversion to the aircraft maintenance licence without limitation, or to include an additional (sub-) category. The report
shall include a copy of the existing regulation defining the licence categories and scopes.
66.B.310 Conversion report for approved maintenance organisations authorisations
For each approved maintenance organisation concerned, the report shall describe the scope of each type of authorisation
and show to which aircraft maintenance licence it will be converted, which limitation will be added and the module/
subjects on which examination is needed to convert to the licence, or to include an additional (sub-)category. The report
shall include a copy of the relevant approved maintenance organisation’s procedures for the qualification of certifying
staff, on which the conversion process is based.
SUBPART E
EXAMINATION CREDITS
This Subpart provides the requirements for granting examination credits in accordance with 66.A.25(b).
66.B.400 General
(a) The competent authority may only grant examination credit on the basis of an examination credit report prepared
in accordance with 66.B.405.
(b) The examination credit report must be either developed by the competent authority or approved by the competent
authority.
66.B.405 Examination credit report
(a) For each technical qualification concerned the report shall identify the subject matter and knowledge levels contained
in Appendix I to this Part relevant to the particular category being compared.
(b) The report shall include a statement of compliance against each subject stating where, in the technical qualification,
the equivalent standard can be found. If there is no equivalent standard for the particular subject, the report shall
state such facts.
(c) Based upon paragraph (b) comparison, the report shall indicate for each technical qualification concerned the
Appendix I subject matters subject to examination credits.
(d) Where the national qualification standard is changed, the report shall be amended as necessary.

 

Warning Systems – B737

Warning Lights       Master Caution and System Annunciator lights, left and right.   The Master Caution system was developed for the 737 to ease pilot workload as it was the first Boeing airliner to be produced without a flight engineer. In simple terms it is an attention getter that also directs the pilot toward the problem area concerned. The system annunciators (shown above) are arranged such that the cautions are in the same orientation as the overhead panel e.g. FUEL bottom left, DOORS bottom of third column, etc. On the ground, the master caution system will also tell you if the condition is dispatchable or if the QRH needs to be actioned. The FCOM gives the following guidance on master caution illuminations on the ground: Before engine start, use individual system lights to verify the system status. If an individual system light indicates an improper condition: • check the Dispatch Deviations Procedures Guide (DDPG) or the operator equivalent to decide if the condition has a dispatch effect • decide if maintenance is needed If, during or after engine start, a red warning or amber caution light illuminates: • do the respective non-normal checklist (NNC) • on the ground, check the DDPG or the operator equivalent If, during recall, an amber caution illuminates and then extinguishes after a master caution reset: • check the DDPG or the operator equivalent • the respective non-normal checklist is not needed Pressing the system annunciator will show any previously cancelled or single channel cautions. If a single channel caution is encountered, the QRH drill should not be actioned. Master caution lights and the system annunciator are powered from the battery bus and will illuminate when an amber caution light illuminates. Exceptions to this include a single centre fuel tank LOW PRESSURE light (requires both), REVERSER lights (requires 12 seconds) and INSTR SWITCH (inside normal FoV). When conducting a light test, during which the system will be inhibited, both bulbs of each caution light should be carefully checked. The caution lights are keyed to prevent them from being replaced incorrectly, but may be interchanged with others of the same caption. Keying of warning lights   Red lights – Warning – indicate a critical condition and require immediate action. Amber lights – Caution – require timely corrective action. Blue lights – Advisory – eg valve positions and unless bright blue, ie a valve/switch disagreement, do not require crew action. Green lights – Satisfactory – indicate a satisfactory or ON condition.

Aural Warnings Cockpit aural warnings include the fire bell, take-off configuration warning, cabin altitude, landing gear configuration warning, mach/airspeed overspeed, stall warning, GPWS and TCAS. External aural warnings are: The fire bell in the wheel well and the ground call horn in the nose wheel-well for an E & E bay overheat or IRS’s on DC. Only certain warnings can be silenced whilst the condition exists. To test the GPWS, ensure that the weather radar is on in TEST mode and displayed on the EHSI. Pressing SYS TEST quickly will give a short confidence test, pressing for 10 seconds will give a full vocabulary test. The GPWS pane. Click photo to hear the GPWS vocabulary test. (175kb) AURAL WARNING PRIORITY LOGIC MODE PRIORITY DESCRIPTION ALERT LEVEL 7 1 WINDSHEAR WINDSHEAR WINDSHEAR W 1 2 PULL-UP (SINK RATE) W 2 3 PULL-UP (TERRAIN CLOSURE) W 2A 4 PULL-UP (TERRAIN CLOSURE) W V1 5 V1 CALLOUT I TA 6 TERRAIN TERRAIN PULL-UP W WXR 7 WINDSHEAR AHEAD W 2 8 TERRAIN TERRAIN C 6 9 MINIMUMS I TA 10 CAUTION TERRAIN C 4 11 TOO LOW TERRAIN C TCF 12 TOO LOW TERRAIN C 6 13 ALTITUDE CALLOUTS I 4 14 TOO LOW GEAR C 4 15 TOO LOW FLAPS C 1 16 SINK RATE C 3 17 DONT SINK C 5 18 GLIDESLOPE C WXR 19 MONITOR RADAR DISPLAY C 6 20 APPROACHING MINIMUMS I 6 21 BANK ANGLE C TCAS 22 RA (CLIMB, DESCEND, ETC.) W TCAS 23 TA (TRAFFIC, TRAFFIC) C TEST 24 BITE AND MAINTENANCE INFORMATION I Radio Altimeter Callouts Automatic rad-alt calls are a customer option on the 3-900 series. Calls can include any of the following: 2500 (“Twenty Five Hundred” or “Radio Altimeter”). 1000 500 400 300 200 100 50 40 30 20 10 “Minimums” or “Minimums, Minimums” “Plus Hundred” when 100ft above DH “Approaching Minimums” when 80ft above DH “Approaching Decision Height” “Decision Height” Customers can also request special heights, such as 60ft.   Noise Levels If is often commented how loud these callouts are. The volume level for these callouts and any other aural warnings is set so that they can still be audible at the highest ambient noise levels, this is considered to be when the aircraft is at Vmo (340kts) at 10,000ft. The design sound pressure level at 35,000ft, M0.74, cruise thrust is 87dB at the Captains seat, compared to 90-93dB in the cabin. Many pilots consider the 737 flightdeck to be generally loud. This is Boeings response to that charge: “Using the flight deck noise levels measured by Boeing Noise Engineering during a typical flight profile (entire flight), a daily A-weighted sound exposure was calculated using ISO/DIS 1999 standards. This calculation indicates the time weight noise exposure is below 80 db(A) and should not cause hearing damage. Flight deck noise improvement continues to be a part of current Boeing product quality improvement activities.” And when asked later about the particularly noisy NG: “Boeing has conducted extensive flight tests to define the contributing noise sources for the 737 Flight Deck. Subsequently, various system and hardware modifications have been evaluated for possible improvements. Currently there are no proposed changes where the benefits are significant enough to warrant incorporation. Additional candidates are currently under study and if their merit is validated, they could be incorporated at a later date during production and retrofit.” That said, in 2005 Boeing added 10 small vortex generators at the base of the windscreen which reduce flightdeck aerodynamic noise by 3dB. (See fuselage page for photo).

Stall Warning Stall warning test requires AC power. Also, with no hydraulic pressure, the leading edge flaps may droop enough to cause an asymmetry signal, resulting in a failure of the stall warning system test. If this happens, switch the “B” system electric pump ON to fully retract all flaps and then repeat the test. System test switches on the aft overhead panel The 737-1/200’s had a different stall warning panel as shown right: The OFF light may indicate either a failure of the heater of the angle of attack sensor a system signal failure or a power failure. The test disc should rotate, indicating electrical continuity, when the switch is held to the test position. 737-200 Stall Warning Panel

TCAS Various versions of TCAS have been fitted to the 737 since its introduction in the 1990’s. The early days of TCAS there were different methods of displaying the visuals. For the Honeywell system (Previously AlliedSignal, previous to that – Bendix/King), their most popular method for non-EFIS airplanes was to install an RA/VSI which was a mechanical VSI that had the “eyebrows” on the outer edge directing the pilot to climb (green) or stay away from (red) and use the separate Radar Indicator for the basic traffic display. Even early EFIS aircraft had the RA/VSI (see photos left & right) TCAS is now integrated at production into the EFIS displays. The PFD/EADI will display advisories to climb, descend, or stay level since they give the vertical cue to the pilot. The ND/EHSI provides the map view looking down to show targets and their relative altitude and vertical movement relative to your aircraft. TCAS display integrated onto the ND

TCAS control is from the transponder panel.

Weather Radar The beamwidth of the 737 weather radar is 3.5 degrees. To calculate the height of the cloud tops above your altitude use the following formula: Cloud tops above a/c (ft) = range (nm) x (tilt – 1.5 deg) x 100 eg Wx at range 40nm stops painting at +2deg tilt. The tops would be 40 x 0.5 x 100 = 2000ft above your level. Weather radar or terrain can be overlaid onto the EHSI with these switches on the classics. In the NG the overlay switches are part of the EFIS control panel. The colours may appear similar but their meanings are very different. 737 NG’s are fitted with predictive windshear system (PWS). This is available below 2300ft. You do not need weather radar to be switched on for PWS to work, since it switches on automatically when take-off thrust is set. However there is a 12 sec warm up period, so if you want PWS available for the take-off you should switch the weather radar on when you line up. Windshear warning displayed on the ND. Notice the cone and range at which windshear is predicted. EGPWS – Peaks Display The Peaks display overlays EGPWS terrain information onto the EHSI. The colour coding is similar to wx radar but with several densities of each colour being used. The simplified key is:   Color Altitude Diff from Aircraft (ft) Black No terrain Cyan Zero ft MSL (Customer option) Green -2000 to +250 Yellow -500 to +2000 Red +2000 or above Magenta Terrain elevation unknown The two overlaid numbers are the highest and lowest terrain elevations, in hundreds of ft amsl, currently being displayed. Here 5900ft and 800ft amsl. One of the main difference between Peaks display and others is that it will show terrain more than 2000ft below your level (eg a mountain range from cruise altitude). This can be very useful for situational awareness. EGPWS Limitations Do not use the terrain display for navigation. Do not use within 15nm of an airfield not in the terrain database. Honeywell EGPWS Pilots notes

Proximity Switch Electronic Unit The Proximity Switch Electronic Unit (PSEU) is a system that communicates the position or state of system components eg flaps, gear, doors, etc to other systems. The 737-NG’s are fitted with a PSEU which controls the following systems: Take-off and landing configuration warnings, landing gear transfer valve, landing gear position indicating and warning, air/ground relays, airstairs & door warnings and speedbrake deployed warning. The PSEU light is inhibited from when the thrust levers are set for take-off power (thrust lever angle beyond 53 degrees) until 30 seconds after landing. If the PSEU light illuminates, you have a “non-dispatchable fault” and the QRH says do not take-off. In this condition the PSEU light can only be extinguished by fixing the fault. However if you only get the PSEU light on recall, you have a “dispatchable fault” which it is acceptable to go with. In this condition the PSEU light will extinguish when master caution is reset. SFP aircraft (-800SFP / -900ER) also have an SPSEU which monitors the 2 position tailskid.

Warning Lights       Master Caution and System Annunciator lights, left and right. The Master Caution system was developed for the 737 to ease pilot workload as it was the first Boeing airliner to be produced without a flight engineer. In simple terms it is an attention getter that also directs the pilot toward the problem area concerned. The system annunciators (shown above) are arranged such that the cautions are in the same orientation as the overhead panel e.g. FUEL bottom left, DOORS bottom of third column, etc. On the ground, the master caution system will also tell you if the condition is dispatchable or if the QRH needs to be actioned. The FCOM gives the following guidance on master caution illuminations on the ground: Before engine start, use individual system lights to verify the system status. If an individual system light indicates an improper condition: • check the Dispatch Deviations Procedures Guide (DDPG) or the operator equivalent to decide if the condition has a dispatch effect • decide if maintenance is needed If, during or after engine start, a red warning or amber caution light illuminates: • do the respective non-normal checklist (NNC) • on the ground, check the DDPG or the operator equivalent If, during recall, an amber caution illuminates and then extinguishes after a master caution reset: • check the DDPG or the operator equivalent • the respective non-normal checklist is not needed Pressing the system annunciator will show any previously cancelled or single channel cautions. If a single channel caution is encountered, the QRH drill should not be actioned. Master caution lights and the system annunciator are powered from the battery bus and will illuminate when an amber caution light illuminates. Exceptions to this include a single centre fuel tank LOW PRESSURE light (requires both), REVERSER lights (requires 12 seconds) and INSTR SWITCH (inside normal FoV). When conducting a light test, during which the system will be inhibited, both bulbs of each caution light should be carefully checked. The caution lights are keyed to prevent them from being replaced incorrectly, but may be interchanged with others of the same caption. Keying of warning lights Red lights – Warning – indicate a critical condition and require immediate action. Amber lights – Caution – require timely corrective action. Blue lights – Advisory – eg valve positions and unless bright blue, ie a valve/switch disagreement, do not require crew action. Green lights – Satisfactory – indicate a satisfactory or ON condition.

Aural Warnings Cockpit aural warnings include the fire bell, take-off configuration warning, cabin altitude, landing gear configuration warning, mach/airspeed overspeed, stall warning, GPWS and TCAS. External aural warnings are: The fire bell in the wheel well and the ground call horn in the nose wheel-well for an E & E bay overheat or IRS’s on DC. Only certain warnings can be silenced whilst the condition exists. To test the GPWS, ensure that the weather radar is on in TEST mode and displayed on the EHSI. Pressing SYS TEST quickly will give a short confidence test, pressing for 10 seconds will give a full vocabulary test. The GPWS pane. Click photo to hear the GPWS vocabulary test. (175kb) AURAL WARNING PRIORITY LOGIC MODE PRIORITY DESCRIPTION ALERT LEVEL 7 1 WINDSHEAR WINDSHEAR WINDSHEAR W 1 2 PULL-UP (SINK RATE) W 2 3 PULL-UP (TERRAIN CLOSURE) W 2A 4 PULL-UP (TERRAIN CLOSURE) W V1 5 V1 CALLOUT I TA 6 TERRAIN TERRAIN PULL-UP W WXR 7 WINDSHEAR AHEAD W 2 8 TERRAIN TERRAIN C 6 9 MINIMUMS I TA 10 CAUTION TERRAIN C 4 11 TOO LOW TERRAIN C TCF 12 TOO LOW TERRAIN C 6 13 ALTITUDE CALLOUTS I 4 14 TOO LOW GEAR C 4 15 TOO LOW FLAPS C 1 16 SINK RATE C 3 17 DONT SINK C 5 18 GLIDESLOPE C WXR 19 MONITOR RADAR DISPLAY C 6 20 APPROACHING MINIMUMS I 6 21 BANK ANGLE C TCAS 22 RA (CLIMB, DESCEND, ETC.) W TCAS 23 TA (TRAFFIC, TRAFFIC) C TEST 24 BITE AND MAINTENANCE INFORMATION I Radio Altimeter Callouts Automatic rad-alt calls are a customer option on the 3-900 series. Calls can include any of the following: 2500 (“Twenty Five Hundred” or “Radio Altimeter”). 1000 500 400 300 200 100 50 40 30 20 10 “Minimums” or “Minimums, Minimums” “Plus Hundred” when 100ft above DH “Approaching Minimums” when 80ft above DH “Approaching Decision Height” “Decision Height” Customers can also request special heights, such as 60ft. Noise Levels If is often commented how loud these callouts are. The volume level for these callouts and any other aural warnings is set so that they can still be audible at the highest ambient noise levels, this is considered to be when the aircraft is at Vmo (340kts) at 10,000ft. The design sound pressure level at 35,000ft, M0.74, cruise thrust is 87dB at the Captains seat, compared to 90-93dB in the cabin. Many pilots consider the 737 flightdeck to be generally loud. This is Boeings response to that charge: “Using the flight deck noise levels measured by Boeing Noise Engineering during a typical flight profile (entire flight), a daily A-weighted sound exposure was calculated using ISO/DIS 1999 standards. This calculation indicates the time weight noise exposure is below 80 db(A) and should not cause hearing damage. Flight deck noise improvement continues to be a part of current Boeing product quality improvement activities.” And when asked later about the particularly noisy NG: “Boeing has conducted extensive flight tests to define the contributing noise sources for the 737 Flight Deck. Subsequently, various system and hardware modifications have been evaluated for possible improvements. Currently there are no proposed changes where the benefits are significant enough to warrant incorporation. Additional candidates are currently under study and if their merit is validated, they could be incorporated at a later date during production and retrofit.” That said, in 2005 Boeing added 10 small vortex generators at the base of the windscreen which reduce flightdeck aerodynamic noise by 3dB. (See fuselage page for photo).

Stall Warning Stall warning test requires AC power. Also, with no hydraulic pressure, the leading edge flaps may droop enough to cause an asymmetry signal, resulting in a failure of the stall warning system test. If this happens, switch the “B” system electric pump ON to fully retract all flaps and then repeat the test. System test switches on the aft overhead panel The 737-1/200’s had a different stall warning panel as shown right: The OFF light may indicate either a failure of the heater of the angle of attack sensor a system signal failure or a power failure. The test disc should rotate, indicating electrical continuity, when the switch is held to the test position. 737-200 Stall Warning Panel

TCAS Various versions of TCAS have been fitted to the 737 since its introduction in the 1990’s. The early days of TCAS there were different methods of displaying the visuals. For the Honeywell system (Previously AlliedSignal, previous to that – Bendix/King), their most popular method for non-EFIS airplanes was to install an RA/VSI which was a mechanical VSI that had the “eyebrows” on the outer edge directing the pilot to climb (green) or stay away from (red) and use the separate Radar Indicator for the basic traffic display. Even early EFIS aircraft had the RA/VSI (see photos left & right) TCAS is now integrated at production into the EFIS displays. The PFD/EADI will display advisories to climb, descend, or stay level since they give the vertical cue to the pilot. The ND/EHSI provides the map view looking down to show targets and their relative altitude and vertical movement relative to your aircraft. TCAS display integrated onto the ND

TCAS control is from the transponder panel.

Weather Radar The beamwidth of the 737 weather radar is 3.5 degrees. To calculate the height of the cloud tops above your altitude use the following formula: Cloud tops above a/c (ft) = range (nm) x (tilt – 1.5 deg) x 100 eg Wx at range 40nm stops painting at +2deg tilt. The tops would be 40 x 0.5 x 100 = 2000ft above your level. Weather radar or terrain can be overlaid onto the EHSI with these switches on the classics. In the NG the overlay switches are part of the EFIS control panel. The colours may appear similar but their meanings are very different. 737 NG’s are fitted with predictive windshear system (PWS). This is available below 2300ft. You do not need weather radar to be switched on for PWS to work, since it switches on automatically when take-off thrust is set. However there is a 12 sec warm up period, so if you want PWS available for the take-off you should switch the weather radar on when you line up. Windshear warning displayed on the ND. Notice the cone and range at which windshear is predicted. EGPWS – Peaks Display The Peaks display overlays EGPWS terrain information onto the EHSI. The colour coding is similar to wx radar but with several densities of each colour being used. The simplified key is: Color Altitude Diff from Aircraft (ft) Black No terrain Cyan Zero ft MSL (Customer option) Green -2000 to +250 Yellow -500 to +2000 Red +2000 or above Magenta Terrain elevation unknown The two overlaid numbers are the highest and lowest terrain elevations, in hundreds of ft amsl, currently being displayed. Here 5900ft and 800ft amsl. One of the main difference between Peaks display and others is that it will show terrain more than 2000ft below your level (eg a mountain range from cruise altitude). This can be very useful for situational awareness. EGPWS Limitations Do not use the terrain display for navigation. Do not use within 15nm of an airfield not in the terrain database. Honeywell EGPWS Pilots notes

Proximity Switch Electronic Unit The Proximity Switch Electronic Unit (PSEU) is a system that communicates the position or state of system components eg flaps, gear, doors, etc to other systems. The 737-NG’s are fitted with a PSEU which controls the following systems: Take-off and landing configuration warnings, landing gear transfer valve, landing gear position indicating and warning, air/ground relays, airstairs & door warnings and speedbrake deployed warning. The PSEU light is inhibited from when the thrust levers are set for take-off power (thrust lever angle beyond 53 degrees) until 30 seconds after landing. If the PSEU light illuminates, you have a “non-dispatchable fault” and the QRH says do not take-off. In this condition the PSEU light can only be extinguished by fixing the fault. However if you only get the PSEU light on recall, you have a “dispatchable fault” which it is acceptable to go with. In this condition the PSEU light will extinguish when master caution is reset. SFP aircraft (-800SFP / -900ER) also have an SPSEU which monitors the 2 position tailskid.