one of the first thing to snap on aircraft

talking bout discharger, there's a discharge metal strip on the radome right?
i thought it should'nt be painted, but i saw a lot of aircraft got a painted strip.
does it still do their jobs? i mean discharging static charges

This post has been edited by azameel: Apr 23 2009, 01:56 PM

nowadays the bond is up to 15 years but fully funded by MAS
but the training is all messed up
some Tame are on their 6th year and still havent got their LWTR
especially the Avionic guys

haha i know the other guy, Carlson
he work together with me last time

This post has been edited by azameel: Apr 26 2009, 06:24 PM

because i've been in class for so long and even if i ojt, MAS got 11 lines

and sometimes each line can have more than 1 aircraft



owh while im in line 11 a&c

last time i did an aft bulkhead bolt replacement,
each of the bolt cost around 80-100usd, only like 3-4 inch length and 1/2 inch width
and there was around 144bolts (if im not mistaken) to be changed
imagine that

for the 777 at line 10, it comes from the kebab, thats why the smell is strong

This post has been edited by azameel: Apr 28 2009, 11:11 PM

yup, by referring to the tech log, a document or better call it a book carried on aircraft for the pilot to record any defect (if no defect still has to write nil defect and some other flight info)
there will be a column where pilot will enter the to and from. so we can now the flight details

one of the responsibility of an lae is to clear the defect in the tech log before releasing the aircraft to fly again, if it cant be repaired and the defect is acceptable in a guide called mel (minimum equipment list), the defect can be deferred to a deferred defect log and the aircraft can fly with the defect (but of course the defect wont bring any danger to the aircraft)

The bolt that i mentioned is inconel, a nickel chromium alloy

http://asms.casa.go.kr/asms_ad/file/2003-11-25.htm

(this is the AD (airworthiness Directive of the job that i did )
replacing H-11 steel bolt with inconel bolt (now it had become too technical)
and while replacing it we found one broken bolt, broke into two



This post has been edited by azameel: Apr 29 2009, 01:48 AM

the aircraft are basically a cylinder with a hemisphere cap at the rear and forward.
the 'cap' is called presure bulkhead. the one i change is the bolt that holds the aft bulkhead.
the outer side is unpressurized whereas the inner side is basically inside the cabin (refer pic) but behind the galley and it is already pressurized, thats why it is called pressure bulkhead.



the picture is the aft section of the aircraft where u can see the slots for the fin and stabilizer

the joint between the manufacturing joint or sections of the fuselage are by bolts, while the attachment beteween the skin and the frames are by (rivets or hi-loc). and between each frames,stringers,longeron etc is attached by (rivets or hi-loc)

the AD is issued when there is a modification, replacement or repair needed for any in service finding of defect or any unsafe condition which may cause failure to the aircraft. so the airline must comply to the AD in the time given in order to remain airworthy or serviceable. pheww AD is in my exam last few weeks

This post has been edited by azameel: Apr 29 2009, 06:58 PM

almost an ACE but then now going to A&C only
emmm u mean which A&C guy?

This post has been edited by azameel: Apr 29 2009, 07:00 PM

minimum pay for MAS fresh graduates should be around 3K+ without any overtime.
the more license you get, the more allowance you get.

you cant apply for the jobs if you dont have lwtr.Everything is about license, unless you enter a training program which would take around 5 years. even if with only LWTR its not that easy to get an Airline to train you for the specific type rating, since most of the airlines prefer LAE with type rated

Btw DCA calibration is DCA's hangar near the hangar 1.

And working in ASU is fun, especially meeting up those stewardess
But refueling the aircraft yourself is a bit scary. especially when the bowser or the captain is late

x payah, aku tido kol 8.30 bangun kol 11.30, power x?


but transit check is boring, you do the same thing everyday, even if there is defect, most of it is transferrable to MR2 which the work will be carried out later. like tkh said, nite shift is fun, provided if there is work

haha..i only know methanol injection for one purpose, to cool down something
not to heat things up

This post has been edited by azameel: May 25 2009, 09:59 PM

awal balik, mane gambar asmirandah??

thats what i said, to cool something down,
dulu dah nak buat projek kat kereta dah tapi susah cari nozzle.
and water injection falls under ATA chapter 82 huhu..

im not so sure on this, and i never heard of it also, this one have to wait for jazzy to answer
for easa to bcar its possible but u have to take the air leg exam, for the timebeing no oral,
but if you have cat b1, dca only approve A and C, but not the E

i saw few of ur senior had become junior tech at klia asu
and they had to follow us for few transit checks
an apprentice under an apprentice

This post has been edited by azameel: Jun 13 2009, 12:24 AM

yup, i think they are already junior tech, and the new JT are mixed Poly guys and Miat guys,
but most of them are posted to east malaysia

i heard from my fren, he said one of the jt goint to kuching is a girl,
while the one working wit me is going to Miri
others im not sure, but quite a number to east msia

This post has been edited by azameel: Jun 14 2009, 05:40 AM

as long the aircraft is airworthy and complies to all rules and law
Am i right?

and if any mandatory maintenance/mods/repair/AD etc is not complied the C of A will become invalid
and the aircraft is said to be not airworthy meaning not safe to fly

very little
but i think soon maybe a lot of lame will come out,
cause currently there are few batches are in their DCA exams and waiting for QA MAS etc