1.0 ACKNOWLEDGEMENT

I would like to thank the company Systematic Aviation Services Sdn Bhd and especially to my supervisor, Mr. Razak because always helped me a lot during my internship. Not forgetting the ' Training Manager , Mr Mohd Yasser bin Yusof in monitoring and helping me along my internship. He also gave a lot of advice, guidance and knowledge that is so helpful to me in the aviation industry is based on his own experience.In addition, I also feel very grateful to have friends who have helped me along prepare reports for industrial training. In addition, I want to thank to my parents that I really love that is never tired of helping me in the form of financial and moral support.Finally, I want to thank the parties was involved, either directly or indirectly during the training industry. I also want to apologize to all involved if I have done a mistake during industrial training in this company.

Thank you.

2.0 INTRODUCTION

Internship is an obligation to final year students diploma in Mechanical Engineering (Aeronautics) 3DDPT. The training was conducted for 20 weeks beginning on October 27, 2014 until March 13, 2015. Each student must be in accordance with the scope of work that has been designated by the university. Therefore, I have chosen the company Systematic Aviation Services Sdn Bhd to apply the knowledge that I have learned during this diploma program. In addition, I also chose this company to meet the criteria and scope of work specified.The main purpose of training the industry is to develop talent and to apply what you've learned by every student. Consequently, industry training also serves to give students exposure to experience a real working situation.Among the advantages that I found during a training exercise in the industry this is my company better understand and be able to apply theory in the classroom to real aircraft such as the ' theory of flight ' . Time working on this company from 8.00 am to 5.00 pm. It can be disciplined me in terms of timeliness and trained me not to feel awkward when in actual working environment later.In addition, I also can learn how an organization's management company can be run in the company. It can help me to understand more deeply how the management of a plane starting from the purchase of spare parts up to the process of maintenance , repair , and overhaul ( MRO ) is executed.Finally, in the course of my work can hone his talents as riveting, repair of aircraft structures and are able to make more accurate decisions on a problem

3.0 COMPANY BACKGROUND

Systematic Aviation Services (SAS-it) came into being in 1994 with 5 staff at DCA Hangar, Sultan Abdul Aziz Shah Airport, Subang. The company establishment was solely driven by passion and enthusiasm to fly.

In 1996 this company won the tender for the maintenance of DCA Malaysia Learjet 60 aircraft which, up till then, were maintained by overseas company. Indeed, after more than 15 years of experience, SAS-it consider it selves amongst the most experienced in handling Learjet 60 globally.

In 2003, this company were given the opportunity to maintain 10 units of Eurocopter AS355 Ecureuil helicopters owned by Royal Malaysian Police (RMP). They have supported RMP nationwide operations with Ecureuil at all times including during Lahad Datu conflict, various reconnaissance, search and rescue (SAR) operations. SAS-it engineers and maintenance crews are all well trained to handle operations in distress and emergency, protecting our nation together with front-line crews.

The company undivided supports to clients have opened up opportunities for further expansion. In 2011, they were appointed by Bell Helicopters as one their Independent Representatives and we are very proud to represent such a strong brand in our industry. SAS-it also won the tender for the maintenance of AW139 helicopters owned and operated by Agensi Penguatkuasaan Maritim Malaysia (APMM) in the same year. Enriched with experiences in dealing with Government's agencies and maintaining various type of aircraft, SAS-it strive to deliver excellent results with APMM, realizing their vision which is 'To be among the best maritime enforcement agency in the world'.

Throughout the years, our flight operations have also expanded rapidly. SAS-it are the only agricultural aerial spraying provider in Malaysia since 2002. This company clienteles are the leading institutions and of world class standard in the segment of agricultural they are in. BOH Tea, Malaysia Palm Oil Board (MPOB), United Plantations, FELDA and Steven Plantations have been with us for many years. Their respective, impressive track records are reflections of our trusted services.

SAS-it have served countless number of customers for tour and charter service in all over Malaysia and they have given numerous amounts of diligent supports to business, private and recreational aircraft owners whenever required.

This company commitment to aviation industry has always been the same since the first day of our establishment. They started on its own. From a humble beginning, SAS-it are now a major player in GA.

Vision and Mission

Founder CEO Leader: Ismail Ashaari

4.0 Job Scope

The systematic aviation services, divided into two major departments which is management department and engineering departments. Each department have small section underneath. Each department has its own role to play and collaborate in the development of this company. Here are the positions available in this company:

In the engineering department, there are six parts to facilitate maintenance beneath a plane and do it regularly.For management department, there are two section. This department acts in office management, financial, and asset purchase and storage companies.

Therefore, I and with the other trainee have been instructed by the chief engineer to perform different tasks on a weekly basis according to schedule. Here are the tasks that have been assigned on a weekly basis.

Fix wing section DCA Hangar Bell Helicopter Avionic Tech record Design office TTDI workshop

4.1 Fix wing sectionFix wing section is a section in managing piston engine aircraft such as Cessna U206G, Piper, Diamond Aircraft, MD3 aircraft, and AG - CAT GRUMMAN to spray fertilizer BOH tea plantation in Cameron Highlands. In addition, this section maintains an aircraft gas turbine turboprop engine Cessna Caravan owned Melaka Air rented by this company. With the expertise of experienced engineers piston engine here, namely Mr.Sivan has taught me a lot when doing assignments

4.1.1 Towing

Towing is the first thing taught by engineers here. Towing is necessary to enable the aircraft to be moved without engine power. The procedure required will vary greatly dependent on the type of aircraft to be moved.In the case of light aircraft with a tail wheel a flexible towing bridle can be used and a steering arm attached to the wheel. The towing vehicle is used to pull the bride which has been attached to strong points of the aircraft, these are usually located at the main undercarriage legs.As the vehicle pulls the aircraft forward, the tail wheel steering arm is held to direct the aircraft, as the vehicle turns in the direction required, the bridle can ride round in the pulley. The turning circle is limited by the stop plates on the bridle. This is method ensures that an even pull is maintained on both sides of the bridle.The same method can be employed on light aircraft with a nose wheel by the towing aircraft backward.Light aircraft can also be towed using a towing frame, this is similar method to the bridle except the towing frame is rigid and so can be used to steer the aircraft as well as tow it

There are some safety precaution:The following precaution must be observed when towing operation in progress, reference must be made to the manual for specific instruction1. aircraft must not exceed walking pace while being towed(in closed area)2. Oleo-leg and tires must be correctly inflated prior to moving the aircraft, and sufficient brake pressure available for an emergency stop3. Undercarriage ground locks must be fitted prior to towing4. At night aircraft navigation lights must be ON5. By-pass pin or towing pin must be fitted before connecting the tow bar6. Person in charge with all other team members in his sight7. Personnel must be stationed on the wing tip and tail to ensure clearance round obstacles8. There must be a competent person occupying the pilot set to operate the aircraft brake in case of the emergency9. When manhandling light aircraft by pushing, do not push on flying control surface or other delicate parts such as fabric skin. The leading edges of the wing are normally strongest, so push the aircraft backwards10. To avoid unnecessary stress to tires and undercarriage the maximum turning angle should never be exceeded the manufactures maximum turning angle is normally painted on the side of the aircraft nose. Try to terminate towing by leaving the aircraft in a straight line, this will prevent side loads remaining the tires when the aircraft comes to stop11. Do not operate the aircraft is being towed, allow the tractor or tug to keep the aircraft under control

4.1.2 Aircraft Marshalling

Besides taught to towing a plane, I also trained to become aircraft marshall when the plane was taxing, takeoff and landing. I have also been involved as a marshall with assisted by technician for some aircraft.Aircraft marshalling is visual signaling between ground personnel and pilots on an airport, aircraft carrier or helipad. Marshalling is one-on-one visual communication and a part of aircraft ground handling. It may be as an alternative to, or additional to, radio communications between the aircraft and air traffic control. The usual equipment of a marshaller is a reflecting safety vest, a helmet with acoustic earmuffs, and gloves or marshaling wandshandheld illuminated beacons.At airports, the marshaller signals the pilot to keep turning, slow down, stop, and shut down engines, leading the aircraft to its parking stand or to the runway. Sometimes, the marshaller indicates directions to the pilot by driving a "Follow-Me" car (usually a yellow van or pick-up truck with a checkerboard pattern) prior to disembarking and resuming signalling. This, however, is not an industry standard.At busier and better equipped airports, marshallers are replaced on some stands with a Visual Docking Guidance System (VDGS), of which there are many types.On aircraft carriers or helipads, marshallers give take-off and landing clearances to aircraft and helicopters, where the very limited space and time between take-offs and landings makes radio communications a difficult alternative.There is some ground handling signal that always used while marshalling an aircraft:All clearFlagman directs pilot (stop)Insert chocks Pull ChockStart EngineCut Engine

Proceed straight aheadTurn LeftTurn Right

Slow downStop

4.1.3 Spark Plug CleaningThree of the eight aircraft MD3 having trouble starting the engine. This is due to all the aircraft parked outside the hangar. Indirectly, this aircraft is exposed to the rain and heat and this heat causes the spark plugs wet and rusty exposed to rain. Therefore, Mr.Sivan directed me to remove spark plugs from the engine and make the cleaning process of the spark plug.

Figure 1: Spark Plug Description1. removed spark plug from the engine2. Put the spark plug to the rack (See figure 1) and label the number at spark plug rack and on the engine. This step are very important to prevent spark plug are changing each other.3. After removed all the spark plug, clean the spark plug thread by using AV-gas and iron brush

4. Clean the electrode by using Sand Blast Machine

5. After cleaned all the spark plug, coat the thread by using Anti-Seize6. Install the spark plug to the engine and tight the spark plug by using Torque Wrench 4.1.4 Cable InspectionAs we know the pilot of an aircraft needs to control the surfaces that govern the attitude of flight of the aircraft. There are various method of achieving for example the use of control cable, or control rods, or electrical signals (fly by wire)Control cables provide a strong, light, and flexible method of control. These cable only operate in tension, and can only be used in z pulling direction. However, cables are normally arranged in pairs, that is making a continuous loop, providing a pull in both direction

The cable is made of galvanized steel and is normally impregnated with a friction preventative lubricant during manufacture. Cable design is based on the number of strands and the number of wire in each strands

For a cable system to operate effectively the cable tension must be correct by using Tensiometer. Excessive tension imposes an unnecessary loading on the system, whereas a slack cable could cause an ineffective response to a control signal. As cable runs are some times over a large distance it may be necessary to have more then one cable in a run. The method of joining cables together is achieved by using a turn barrel arrangement as shown in figure below

When adjusting cable control, it is important that the cable end-fitting do not foul the pulley otherwise cable movement will be restrictedThe inspection of aircraft control cable is limited to a visual survey of the cable with emphasis on the surface condition of the cable for corrosion and also for broken strands of wire within the cable construction.

4.2 DCA HangarThe company has won the tender in 1996 three to maintain three aircraft belonging Department Civil Aviation (DCA) Calibration. There is two Bombardier Learjet - 60 and a Beechcraft King Air. All of this aircraft used gas turbine engine. Indirectly helped me better understand this engine system and how to maintain the engine when I was attached in this hangar

4.2.1 Assisted in Changing the Main Landing WheelLearjet main landing wheel was wear limit after doing regular flights. Therefore, I have helped technicians to change the wheel.A. Removal of the Main Gear Wheel (See Figure 1.)

Figure 1: Main Wheel Assemble1) There are necessary tools and equipment to remove the wheel from landing gear

NAMEPART NUMBERUSE

Anti-Seize CompoundMIL-T-83483 or MIL-T-5544Lubricate threads and bearing surfaces

Clean, Soft, Lint-freeClothDrying and cleaning

GreaseMIL-G-81322Pack bearings and lubricate seals, bearing cups, and axle

Grease, Mobil Aviation(Alternate Grease)Mobil SHC100Pack bearings and lubricate seals, bearing cups, and axle

Isopropyl AlcoholTT-I-735Cleaning

NitrogenInflate the tire

Schrader Tire Deflator4277Deflate the tire

Stoddard SolventP-D-680Clean the parts

Tire Inflation Cage3170030Tire inflation protection

Tire Pressure Gauge Capable of 300 psi [20.7 bar]Measure the tire pressure

Caution: mil-prf-81322 and Mobil shc100 grease are not compatible when mixed. If grease used previously cannot be identified or is Known to be different, remove all grease from the component before applying grease. Damage to equipment may occur if Incompatible grease types are mixed.(2) The aircraft are put on the jacks (See Figure 2)

Figure 2: I assisted technician in jacking the aircraft

Warning: the tire must be deflated before removing the axle nut from the Axle. If a wheel bolts have failed, the wheel assembly can separate with explosive force when the axle nut is loosened. Do not remove the valve core until the tire is completely deflated. The valve core can be ejected at high velocity if Unscrewed before air pressure is released. Do not reduce tire pressure when tire is hot.

(3) The valve cap are remove from the valve stem.(4) The tire deflator installed on the valve stem.(5) Deflate the tire.(6) Remove the tire deflator from the valve stem.(7) Remove the valve core from the valve stem and retain.(8) Install the valve cap on the valve stem.(9) Cut the safety wire and remove the screws from the anti-skid generator drive cap. (Refer Figure 3)

Figure 3: I opened the anti-skid generator drive cap

(10) Remove the anti-skid generator drive cap.Caution: bearing cones will be released when wheel assembly is removed. Care must be taken to prevent dropping or damaging these parts. Make sure that the bearings and seals are tagged upon Removal for reinstallation in the same wheel half.(11) Remove the axle nut screws, axle nut, key washer and wheel from aircraft.(12) If wheel assembly is to be remounted on the aircraft, visually check the tire for wear and cuts. Check the tire bead for damage before installation. (13) If tire must be replaced. (14) Visually inspect the axle.

B. Installation of the Main Gear Wheel (See Figure 1.) (1) After remove the wheel, tapered bearing must be cleaned and recoating by using aero shell fluid-22

.

(2) Before we install the Main Gear Wheel, pull the brake away from the hub. To prevent corrosion, apply a thin coat of grease to the first 3 inches [7.62 cm] of the axel on both sides where it extends out of the hub.NOTE: If necessary, loosen or remove the clamp that holds the brake hydraulic line and transfer wire together to obtain access to the area of the axle to be greased Aircraft with 2 rotor brakes, must have bolts loosened to separate. Reinstall any removed clamp or hardware and visually inspect the brakes for leaks.(3) Install the seal, inboard bearing cone, wheel assembly, outboard bearing cone, and seal on axle.NOTE: Marked side of seal is placed toward bearing. Make sure that the wheel bearing hub area (grooves) have grease applied to them before the bearing seal is installed. (See Figure 202.)Caution: check for full engagement of brake rotating disc tangs into wheel slots.(4) Install the key washer and axle nut.

(5) Torque the axle nut to 80 in-lb. [9.0 Nm], then back off to 0 in-lb., with parts touching. Then torque the axle nut to 20 in-lb. [2.3 Nm]. If the nut and axle are not in a locking positionAdvance the nut to the nearest locking position (not to exceed 60 degree) required to install the wheel speed transducer retaining screws. Caution: when completing the safety on wheel speed transducer Retaining screws, use needle nose pliers to tuck the safety wire pigtail end into a groove section of the main wheel nut, away from the hub cap. This will prevent the safety wire pigtail ends from damaging the aluminum hub cap.(6) Install the wheel speed transducer retaining screws into slots and safety wire.(7) Install the wheel speed transducer drive cap and safety wire screws as required.(8) Install the valve core in the valve stem.(9) Inflate the tire with nitrogen. Make sure that the valve core is not leaking and install the valve cap.(10) Remove the aircraft from jacks. (11) Check and adjust the tire pressure 24 hours after installation on the aircraft.

4.2.2 Bleeding TestBrake system on the Learjet - 60 had a little trouble and inefficient after refill hydraulic oil into reservoir. This is due in hydraulic fluids and contains air bubbles entering the hydraulic line. Less efficiency effect due to the pressure imposed on the hydraulic line partially used to compress air bubbles. By it, LAE Mr.Azmir Khan asked me to help technician do bleed test to remove air bubbles. NOTE: Brake system bleeding is required whenever the system is opened at any point between the power brake valves and the wheel brake assemblies, whenever the brakes become spongy in service, whenever the parking brake will no longer hold, or after emergency air pressure braking. In case of parking brake malfunction or emergency air pressure braking, check the system for leakage.

Normally the 20 psi [38 kPa] head pressure in the hydraulic reservoir will be sufficient to bleed the brakes; however, if the head pressure is not sufficient, the hydraulic system should be pressurized using a ground hydraulic power cart. System pressure should be maintained at approximately 600 psi [4,137 kPa], during bleeding.

When bleeding the brakes, use care to depress brake pedal slowly as excessive fluid flow through the bleed port could cause the hydraulic fuses to close. Hydraulic fuses which are accidentally closed should automatically open after approximately 1 minute. Fuses which do not open must be removed and placed on a hydraulic test bench with reverse flow applied.

(1) Check the hydraulic reservoir fluid level to ensure proper fill level. (2) Remove the bleeder screw from brake housing.(3) Slowly depress the applicable brake pedal and allow hydraulic fluid to flow until there are no air bubbles evident.(4) Remove the bleeder hose from the bleeder nipple.(5) Install and tighten the bleeder screw prior to releasing brake pedal.(6) Check for leaks. (7) Repeat steps (1) to (6) for the remaining brake assemblies.(8) Service the hydraulic reservoir.

4.2.3 Assisted in Pressurizing the Cabin for Annual Inspection

WARNING: the pressure cart and personnel must be behind the aft pressure bulkhead rather than along the side of pressurized cabin. Look through the windshield on aircraft equipped with analog airspeed and analog altimeters, during the initial fuselage pressurization, to make sure that there is no airspeed and altimeter indicator movement, or damage to the indicators could occur. Personnel must monitor the air handling equipment at all times to make sure that the cabin altitude does not change more than 2000 feet per minute and the cabin pressure is not more than the test pressure. To reduce the burst explosive possibility and to avoid injury to personnel, the cabin must be filled with styrofoam blocks during the cabin pressurization testing.

Cabin Proof Pressure Test at 12.5 psig [86.2 kPa] (See Figure 201.) NOTE: For conditions that need a cabin proof pressure test, see Table 201.Because of the large volume of air necessary for the 12.5 psi [86.2 kPa] cabin proof pressure testing, take the aircraft to a facility that has sufficient airflow capacity and control. The estimated maximum delivery capacity is 12.5 psi [86.2 kPa] at 250 CFM. The aircraft leak rate and air source equipment installation can change the capacity.

(1) Get the necessary tools and equipment. NAMEPART NUMBERUSE

Cabin Pressure Cart15-7603-1000 or B21117 or B1737Pressurize the cabin

Protective Paper20VProtect the windshield and cabin windows

Windshield CoverL60-000, L60-020, orL60-030Protect the windshield and cabin windows

Safety NetTN313227Cover fuselage during pressure testing

Styrofoam BlocksFill cabin for pressurization test

Safety Valve(12.6 psi [86.9 kPa] limit)1875 OLTo release system pres- sure above 12.5 psi [86.2 kPa]

(2) On Aircraft with Auxiliary Power Unit (APU) installed, to perform the pressure test do the following.(a) Open the left engine lower cowl.(b) Disconnect the bleed air tube at the outlet port on the engine mixing valve and connect the pressure cart to the disconnected bleed air tube.(c) Connect the cabin pressure cart cabin sense line.(d) Set the BATTERY 1 and 2 switches to OFF.(e) Set the manual pressure controller to DN and turn the rate control knob to MAX.(f) Set the cabin air switch to ON.(g) Set the right engine thrust lever above MCR (Maximum Cruise).(h) Set the left bleed air switch to EMER.(3) On Aircraft without (APU) installed, to perform the pressure test do the following.(a) Open the tailcone access door.(b) Connect the cabin pressure cart to the aft service port on the bleed air manifold assembly in the tailcone.(4) Connect the safety valve to the pressure cart.(5) Install caps or plugs on the atmospheric ports of the primary and secondary outflow valves.NOTE: This will disable the differential pressure controllers of the primary and secondaryoutflow valves.(6) Fill the cabin with styrofoam blocks or equivalent.(7) Close all the access openings except those used for the pressure test.NOTE: You do not need to close the lower cabin door vent and potty vent that are normallyopen during flight.CAUTION: put protective papers or a protective cover on the windshield And the cabin windows before you install the safety net. If you Do not do this, you can scratch the windshield and the cabin Windows.(8) Put protective papers or a protective cover on the windshield and cabin windows.(9) Install the safety net.(10) Observe the airspeed indicator and the altimeter through the windshield during the initial fuselagepressurization to make sure that there is no indicator movement. If indicators show movement,usea cap to plug the ports.(11) Start the cabin pressure cart and slowly increase the pressure until it is 12.5 (0.1) psig[86.2 ( 0.7) kPa].(12) Let the fuselage stay pressurized at 12.5 (0.1) psig [86.2 ( 0.7) kPa] momentarily and then slowly decrease the pressure.(13) On Aircraft with (APU) installed, When the fuselage pressure is at 0.0 psig [0.0 kPa], disconnect the cabin pressure cart from the bleed air tube and reconnect the bleed air tube to the outlet port on the engine mixing valve.(14) On Aircraft without (APU) installed, When the fuselage pressure is at 0.0 psig [0.0 kPa], Disconnect the cabin pressure cart from the aft service port on the bleed air manifold assembly in the tailcone.(15) Remove the caps or plugs from the atmospheric ports of the primary and secondary outflow valves and reconnect the aircraft lines.(16) Make sure the pressure has reached 0.0 psig [0.0 kPa], remove the safety net.(17) Remove the safety net.(18) Remove the protective papers/cover from the windshield and the cabin windows.WARNING: do not open the cabin door before the cabin pressure reaches 0.0 psig [0.0 kpa]. The door can open with sufficient force to cause injury to personnel.(19) Open the door and remove the styrofoam blocks.

4.2.4 Assisted in Flap Safety Switch Inspection

Besides I help engineers maintain the Learjet - 60, I also assist technicians in maintaining aircraft control surface King Air. For an example safety flap switch.Flap safety switches serve to ensure the inboard flap and outboard flap move at the same angle when the flap operation. If both of the flap does not move at the same angle, it will produce different pressure under the wing the wing and caused the plane to be unstable.

There is several step to testing the flap safety switch:1. Connect the aircraft to an external power source. Turn the external and battery switches ON.2. Extend the flaps to the pull down position.3. Open the flaps indicator or control circuit breaker.4. Disconnect the right outboard flap adjustable rod by removing the arm attached bolt.5. Manually reposition the arm until the roller cam has allowed the safety switch roller to move off the cam secure disconnected parts to prevent damage if flaps moves.6. Select flaps UP, reset the circuit breaker. The flaps should not retract.CAUTION: Be prepared to immediately shut off the Master Switch, should the flaps start to retract.7. If the flaps retract, replace the flaps safety switch and re-rig the flaps system in accordance with procedures.8. Select flaps DOWN. Open the flap indicator or control circuit breaker.9. Connect the flap adjustable rod to the outboard flap.10. Perform steps 3 through 7 on the left side.11. Retract the flaps.12. Turn OFF all electrical power and disconnect external power.

4.2.5 Assisted in Installing the Aileron Crossover Cable

Figure 1: Aileron Control Cable and Pulley - Removal/Installation

(1) Disconnect pull cord from copilot's control wheel and attach to aileron crossover cable ball (sector) end.(2) Disconnect pull cord from pilot's control wheel and pull crossover cable through column assembly until cable end reaches pulley under copilot's control column.(3) Remove cotter pin and nut from bolt securing pulley. (4) Remove pulley guard pin.(5) Carefully pull bolt aft while holding pulley until bolt has just cleared pulley. Do not pull bolt through aft bushing. Push pulley upwards, while ensuring that aft bushing remains on bolt.

NOTE: It is important that aft bushing remain on the bolt during this procedure. If aft bushing falls off bolt, a significant amount of maintenance work will be required to retrieve bushing. (See Figure 202, Detail F.)

(6) Slide aileron crossover cable end across pulley.(7) Lower pulley down into position and slide bolt forward through pulley and corner fitting. Ensure that aft bushing remains in place. Install nut onto bolt. Install pulley guard pin.(8) Continue to pull crossover cable through column assembly until cable end reaches pulley under pilot's control column.(9) Remove cotter pin and nut from bolt securing pulley. (10) Remove pulley guard pin.(11) Carefully pull bolt aft while holding pulley until bolt has just cleared pulley. Do not pull bolt through aft bushing. Push pulley upwards, while ensuring that aft bushing remains on bolt.NOTE: It is important that aft bushing remain on the bolt during this procedure. If aft bushing falls off bolt, a significant amount of maintenance work will be required to retrieve bushing. (See Figure 2.)

Figure 2

(12) Slide aileron crossover cable end across pulley.(13) Lower pulley down into position and slide bolt forward through pulley and corner fitting. Ensure that aft bushing remains in place. Install nut onto bolt. Install pulley guard pin.(14) Continue to pull crossover cable through column assembly until cable end reaches pilot's control wheel. (15) Once cable is pulled through, untie pull cord from crossover cable ball (sector) end and attach cable end to sector assembly. Install spring pin.(16) Connect crossover cable threaded end to turnbuckle. Do not install turnbuckle locking clip at this time.(17) make sure of the steps that follow:(a) Move ailerons through their full range of travel in both directions. Make sure both pulleys turn smoothly with cable movement.(b) Inspect pulley position in slot in bottom of control column. Pulley shall be approximately centered in slot with no contact on side of slot.(c) Ensure that pulley cannot be slid forward or aft on bolt.(18) Visually make sure the proper installation of bushings.(19) Torque the bolts to 60 to 80 in-lb. [6.78 to 9.04 Nm]. Install the cotter pins. (20) Rig aileron control systemNOTE: Ensure all rigging pins are removed from system.(21) Install copilot's control column access cover.(22) Install pilot's and copilot's control wheel sector covers.(23) Connect electrical power to the aircraft.

4.2.6 Assisted in Changing DamperLearjet - 60 (9M-FCL) have a problem with its lower door, when the door is opened, the lower door goes down fast did not follow the proper standard time. Therefore I have helped change the damper new technicians

A. Remove Damper (See Figure 1.) (1) Unlock and open door.(2) Remove upholstery and panels as required. (3) Support door in open position.Warning: cable is under tension. Use caution when removing cotter pin.

(4) Rotate damper counterclockwise and disconnect cable from bracket at cabin door frame by removing bolt, washer, and cotter pin.(5) Carefully allow damper to rotate clockwise to release spring tension. Remove cotter pins at sector and remove both cables.(6) Loosen attaching parts and remove sector from damper.(7) Remove attaching parts and damper from aircraft.

B. Install Damper (See Figure 1.)(1) Position damper and secure with attaching parts.(2) Install sector onto damper shaft and secure with attaching parts.(3) Position spring tension cable on sector and secure with cotter pin.(4) Position ball end of door frame cable on sector and secure with cotter pin. Rotate damper counter clockwise and secure other end of cable to bracket on cabin door frame with attaching parts.(5) Adjust lower door damper (Refer step C)(6) Install previously removed panels and upholstery.(7) Close and lock door.

Figure 1: Damper installation

Step C: Adjust Lower Door Damper (1) Tools and EquipmentNAMEPART NUMBERUSE

Spanner Wrench1025-921-1Adjusting spanner nut

NOTE: Equivalent substitutes may be used in lieu of the following:(2) Allow lower door to freefall from closed to open. Door shall not impact or rebound exceedingly.(3) If door impacts or rebounds exceedingly, adjust damper.(4) Remove retaining ring and cover plate from back of damper.

CAUTION: do not allow spanner wrench to rotate during adjustment. Rotation of spanner nut will cause failure of diaphragm bond.

(5) Use spanner wrench to loosen check nut and spanner nut.

NOTE: If spanner wrench does not have sufficient length to contact spanner nut, replace the door damper. The seal of the door damper may be compromised.

(6) Adjust screw at end of shaft (counterclockwise to increase damping).(7) Adjust, install, and operationally check. Continue until desired level of damping is reached. (8) Install cover plate and retaining ring.

4.2.6 Aileron Control Cable Tension Check

Next I assist Mr Hazwan check the cable tension on aileron control system on Learjet 60. The reason they done the inspection are to make sure the tension of the cable are strong and didnt loosen. The precaution during inspection are:

Do the check of the aileron control-cable tension in accordance with current inspection internal Ambient temperature has a direct effect on cable tension. All cable tensions specified in the procedures that follow are with ambient temperature at 24 Celsius (75 Fahrenheit) .Use the cable tension temperature-load correction-chart to find the correct tension values. Make sure that the aileron cable is against the rear of the tensiometer when you apply pressure. This is necessary to prevent too much tension force on the cable. Do not push or pull on the tensiometer or cable when you record the values.

These are the procedure:1. With the aileron in the neutral position, install the 0.25 inch (6.35mm) diameter rigging pin (in the rigging pin hole) at the aileron sector in the underwing keel beam.1. Remove the floorboards as required to get access to the wing aileron control cables1. Attach the tensiometer to the LH-forward aileron control-cable. Cable tension must be 85(+10.00, -5.0)lb at 75 Fahrenheit [38.6(+4.6,-2.3)kg at 24 Celsius. Do the same to the RH-Forward aileron control-cable.1. Remove the LH and RH wing access panels as required to get access to the wing aileron control-cables1. Attach the tensiometer to the LH-Wing aileron control-cable. Cable tension must be 85(+10.00, -5.0) lb. at 75 Fahrenheit [38.6(+4.6,-2.3) kg at 24 Celsius. Do the same to the RH-Wing aileron control-cable.1. Adjust aileron control cables if the recorded values do not fall in the permitted tolerances.1. Remove the tensiometer from the aileron control cable.1. Install all the floorboard and the wing access cover.

4.3 WorkshopSystematic Aviation services has a workshop at Taman Tun Dr. Ismail (TTDI). This workshop operate to build Vans Aircraft airframe. There are two airframes that have been produced here, the RV - 9A with registration number 9M - EAX and 9M - EAJ . Both aircraft were used for experimental aircraft. With this workshop, I can polish my hands on skill. Additionally, the guidance of the technicians here, which is Mr.Zambrie has taught me how production of an airframe is conducted.4.3.1Repainting the ComponentIn TTDI Workshop I had the chances to do painting process on aircraft airframe. Few precaution are needed during process which is : The painting will be done at outside are that have better ventilation. Make sure the surface of the paint must be smooth and clean Make sure to wear mask and glove as a safety precaution to avoid from dangerous.Those are the steps for painting :1. The Airframe will be chemically stripped, removing all old paint and primers using aircraft grade paint strippers. Rub the paint off the surface with a fine sandpaper. The aim is to get a smooth surface when repainting 1. Rub the structure by using scotch bride and some liquid soap. This purpose to to remove the dirt on the surface like grease1. Washed with hot water to remove any stripper residue. 1. Airframe will be acid etched and Alodyne to further clean and enhance paint adhesion.

Alodyne5. Airframe will be further cleaned with mineral spirits prior to priming with epoxy chromate primer.6. Aircraft epoxy primer will be lightly sanded. At this time any dents and scratches will be repaired and reprimed. 7. Airframe and parts will be top coated with 3 coats Aircraft Grade Jet-Glo or Dupont Polyurethane paint.

Primer

8. Freshly painted inspection plates and fairings are installed using new stainless steel screws and nylon washers.9. A final inspection is made with emphasis on detail and overall quality.

4.3.2 Riveting the Wing SkinA rivet is a permanent mechanical fastener. Before being installed, a rivet consists of a smooth cylindrical shaft with a head on one end. Nowadays, there are so many types of rivet. But for aircraft wing, we use flush rivet because to reduce Parasite Drag. A flush rivet is used primarily on external metal surfaces where good appearance and the elimination of unnecessary aerodynamic drag are important. A flush rivet takes advantage of a countersink hole; they are also commonly referred to as countersunk rivets. Countersunk or flush rivets are used extensively on the exterior of aircraft for aerodynamic reasons. Additional post-installation machining may be performed to perfect the airflow. There is several step how to riveting the wing skin:1. Remove plastic on the skin and clean the surface by using thinner to avoid a sticky surface

2. measuring distance rivet holes then mark the hole using whiteboard marker3. Drill the skin. Note: drill diameter size must be same size with rivet diameter.4. Do countersunk after drill the hole.

5. Use Cleco to hold the hole especially to aligned two skin in one hole 6. Rivet the skin by using squeezer

4.4 Store and LogisticStore and logistics is one of the department that manages aircraft parts, purchase and storage. In addition to the storeroom it is also known as a Control Unit Room because any spare parts in and out of this room must be recorded in order to avoid loss of parts from stolen. In stores, I have learned how management of the spare parts. For example, recording spare parts data into computer. The information recorded into the computer are description, part number, serial number, quantity and shelf storage. When employees find a spare parts they only need to enter the part number into the computer and press ENTER. Computer System will display the name of the spare part and its position in the store, for an example F - 22-2. F is the number of shelves, while 22 is the number of the section, and the 2 is the number of boxes. It easier for personnel to find spare parts

Figure 1: the rack inside the store with section numberIn addition, I also have learned how to manage new spare parts before located into store. There is two important step which is:1. Visual Check.Every new spare parts must be checked in good condition, sufficient quantities and items to be equal to the purchase.

2. DocumentationItems must be comes with invoice and inventory certificate. In this document should be considered description, part number, serial number, and the right quantities by items that have been reached.

Besides that, I also learned how to handling aircraft component. All the aircraft component and material shall be properly identify by use of tags as per applicability.

Unserviceable tag:

Unserviceable tag shall be generated for an aircraft component LRU, removed without substitution. Aircraft component found discrepant by Stores Quality inspector shall be send for inspection/ testing with repair tag.Serviceable tag.Serviceable tag is used for a serviceable aircraft component by the shop. An aircraft component is released by stores quality inspector manager with serviceable tag (Certificate of Inspection) along with the copy of vendors appropriate release certificate

Identification tag:Identification tag shall be attached with serviceable aircraft component that have been temporarily removed from an aircraft either to gain access or for troubleshooting, fault isolation, and the others. Such a component shall be installed back upon completion of the required task. The tag shall identify reason for temporary and shall be signed by Aircraft Engineer, removing such aircraft component.Otherwise, I also learned type of locking devices in this store.

Bolt, Nut and Washer boardWhen the aircraft is subjected to vibration and stress it tends to loosen its various parts, to prevent this stress or load, various of locking devices are used, some of these listed below

1. Cotter PinsThese are steel or nickel alloy steel pins of different diameter and lengths.

Use: they are used with slotted or castle nuts to lock the bolt or studsFitting: Align the nearest slot of the nut with the hole provided in the bolt or stud, insert the cotter pin through the slot of the nut and the hole of the bolt, or stud and bend legs of the cotter pin around the nut.Removal: straighten the legs of the cotter pin with the help of cotter pin extractor and pull it from the head side. Cotter pin are used once only

2. Wire LockingWire locking are made of noncorrosive steel or copper. Different gauge of wire are available for use with different size of fasteners. Use: it is use to lock nuts, bolts head, oil caps, wheel caps, drain cocks, turn buckles and pipe unions.Fitting: it differ with the component, double twisted method of safety wiring is most common method used. The wire may be twisted by hand except for the final few twist which should be made with twister. Single wire method may be used on screw in a closely spaced or closed geometrical pattern such as triangle. The wire locking must be on locking direction Removal: cut or break the wire and pull in out3. Tab Washer:Tab washer are available in various sizes and consist of tabs which are used to the nut Use:they are used to safety the plain nuts or bolts headFitting: they are placed under the nuts,once tab in bent into the hole of structure and the other tabs are bent around the nutRemoval: straighten the tabs and remove the nut and tab washer.

4.Lock PlateThese are thin plates with six or twelves sizes to fit around a nut or bolt head. Use: to lock nuts or bolt headFitting: position the nut or bolt, so that the plate fits around it and lock the plate with set screws and spring washerRemoval: removal the set screw, remove the plate and remove the nut

5. Spring WasherIt is under the head of machine screw or with the plain nuts where the self-locking nut or slotted nut is not appropriate. The spring tension will keep the nuts or screw s from loosening.

6. Check Nuts Check nuts are used as locking devices for non-self-locking plain nuts. They are used to lock the eye ends of tie rod.

Safety Precaution:1. The locking wire shall not be used to secure the emergency devices such as handle and switch table2. When the locking wire is used, particular care should be exercised to ensure that it will not prevent emergency operation of the emergency devices.3. Do not loosen or tighten the properly tightened nut to align with the safety wire holes.4. Lock pins and cotter pin should fit snugly in the hole provided5. Cotter pin, lock wire and tab washers are used one only

4.5 Bell HelicopterThe company has three helicopter model Bell of two Bell407gx and a Bell 429. In addition, the company also maintains a MD helicopter. This company is also a Bell representative in Malaysia. With extensive experience in helicopter maintenance, the company has won the tender to maintain the AW139 helicopter belonging to the MMEA. In Bell Helicopter I had been assigned to assist and help LAE Muhammad to maintain and service all SAS helicopter.The first thing engineers taught me is recognize helicopter component and its theory of flight. The basic thing that I always do here are jacking and towing the helicopter. During jacking or lowering the helicopter, keep my feet clear from the landing gear skid tubes to avoid from injuries. Never push the tail rotor while towing the helicopter. Then, make sure that there is a person at the tip of each rotor blade as a lookout during move the helicopter in a hangar or near other aircraft to prevent any contact or damage to the rotor blades.

Figure 1: Bell407GX

Figure 2:Bell429

Assisted in Installing Main Rotor BladeAnother work that I had the chances to assist is Bell 429 main rotor installation. Before install the blade, a blade rack should be near the work area. Make sure to examine the colour code mark for every blade. The main rotor blades and the assembly component are colour coded for position. All the blade that had been install need to be in the same colour location.

The step for installing are:1. Lift main rotor blade. This step need unless three personnel to ensure the blade is not bend. Note: never push and hold on Trim Tab.2. Align main rotor blade at main rotor grip. Note: before installation, make sure colour code mark at main rotor grip are same at main rotor blade.

3. Install fixed diameter blade bolts to the main rotor blade grip.4. Install bolt, washer, head castle nut and cotter pin5. Turn the blade to install another main rotor blade. Note: before turn the blade, make sure main rotor brake OFF and the area are free from any contact.6. Step 2 to 5 are repeated until all the main rotor blade completely assembled

Assisted in Installing Pitch Link

Pitch link is a component to change main rotor blade angle.There is several step in installing pitch link:

1. Position link (1) so that left-hand threaded rod end is on top side of barrel and aligned with pitch change horn (2)2. Installbushing(7) in pitch change horn (2).

CAUTION: Threads of bolt and nut shall be clean and compound free. Contaminated threads can cause improper torque, which may cause damage toflightcontrol system. NOTE: A maximum of four washers are allowed under bolt head (if required) to ensure bushingclamp-up and pin hole aligns3. Applya light coat of corrosion preventive compound to shank of bolt (4). Use corrosion preventive compound4. Install bolt (4) through washer(s) (6),bushing(7), pitch change horn (2), and link (1)5. Check fit of self-retaining bolt (4) 6. Hold bolt (4). Install nut (5). Use open end wrench.7. Hold bolt (4). Torque nut (5) to75 FOOT-POUNDS. Use torque wrench, socket, and open end wrench.8. Increase torque to aligned cotter pin hole, but do not exceed91 FOOT-POUNDS.9. Install new cotter pin (3).10. Applysealing compound around bolt (4) head, washer (7), and nut (5). Use sealing compound

Assisted in Removing Main Rotor HubBeside that, I also assisted technicians in removing main hub rotor during 100 hour inspection. Note: If the main rotor hub is to be replaced, perform steps B, C, D, E and F. if hub is to be removed, go to step G.B.Remove main rotor droop stop ringC.Remove main rotor upper seal retainer and plain encased sealD.Remove main rotor lower seal and oil seal retainerE.Remove main rotor electrical brush, brush holder, and pitch web electrical lead.F.Remove hub (2) from lowershoe(3).(1)Hold eight bolts (4). (2)Remove eight nuts (5) and washers (6).Use hingedhandle, two sockets, and box wrench.(3)Remove eight bolts (4) and preload indicating (PLI) washers (7).(4)Discard PLI washers (7).(5)Lift hub (2) fromshoe(3).(6)Place hub (2) flat side down on work bench.G. Remove four main rotor strap packs (8), spacers (9), and hub plate (10) fromshoe(3)

4.6 Avionic

4.6.1 Assisted in Testing Emergency Locator Transmitter (ELT)Basically there are three types of emergency locator beacons in use today to transmit distress signals: the maritime EPIRBs - Emergency Position Indicator Radio Beacon. The aviation community uses ELTs - Emergency Locator Transmitters, the PLBs - Personal Locator Beacons are used for land-based applications. Although Cat II EPIRBs and PLBs can be used by the pilot of an aircraft as these are manually activated beacons whereas the CAT I EPIRBs are housed in a special bracket, aviation ELTs are automatically activated and manually tested.To make sure that the ELT is operating it will need to be tested operationally and maintained according to regulations.A).ELT TestingTest should be conducted only in the first five (5) minutes of any hour and then only for a maximum of three audio sweeps of the transmitter. A VHF receiver tuned to 121.5 MHz should be used to monitor the test. The 406 MHz data message will be transmitted after fifty (50) seconds of the ELT being activated.

Figure 1: I assisted Avionic Engineer inspect FDR and ELT

The ELT system should be tested in accordance with the manufacturer's instructions for a new installation. This testing is to include verifying the code and will usually require the use of a system tester. The remote control should be switched through each mode of operation according to instructions to determine that the equipment is operating correctly.B).Configuration moduleSome installations are fitted with a Configuration Module that automatically loads configuration data coding into the ELT when it is installed. It is important that the Configuration Module data is correct for the aircraft it is installed on. When it is installed or updated, verify and / or update the Configuration Module data in accordance with the manufacturer's instructions.With the aircraft engines shutdown and the ELT transmitting, the aural monitor, if fitted, should be heard. If a visual monitor is provided it should be visible from the pilot's normal seated position.To ensure that the ELT is not susceptible to inadvertent activation by conducted or radiated interference, tests should be done with all avionics powered by the aircraft electrical system operating. The test should be carried out with the ELT armed and monitored on both 121,5 MHz and the remote indicator panel and include the following steps: Individually operate each and every item of the electrical equipment and system, except HF/VHF/UHF communications transmitters, and evaluate all reasonable combinations of control settings and operating modes common to your operation Individually operate the installed HF/VHF/UHF transmitters on various frequencies in their operating range Repeat the second step with all electronic equipment operating collectively, evaluating reasonable combinations of control settings and operating modes common to your operationC).Maintenance RequirementsAviation rules require an operational check of the ELT in accordance with Maintenance Part 43 at intervals not exceeding 12 months or 100 flight hours, whichever comes first. Some transport aircraft are exempt from that rule.The inspection of the aircraft prior to the release to service should include the following inspections: ELT, antenna, antenna cable and remote switch installation for condition, security and being free of corrosion Placard for legibility System self-test carried out in accordance with the manufacturer's instructionsUsually, routine maintenance will not render an ELT unserviceable.BatteriesThe rules also require an inspection of the battery condition and expiry date. This must be recorded in the aircraft maintenance logbook. If the remote control/indicator has a battery fitted, the expiration date of this battery must also be recorded in the maintenance logbook.

Figure 2: ELT battery was removed for inspection

Batteries are required to be changed: On or before the expiry date or When the transmitter has been in use for more than an cumulative hourIf the battery is replaced, the ELT must be tested for serviceability according to the manufacturers instructions.Temporarily removalSometimes an aircraft can be allowed to operate with an inoperative ELT or without one fitted. This will allow an aircraft to be ferried to a place where repairs to, or installation of, an ELT can be carried out. The flight is deemed to be a ferry flight and usually no passengers may be carried.In case of such a ferry flight under the above provision the ELT, or a suitable cockpit location, is to be placard inoperative and the appropriate entries to be made in the aircraft logbook or other technical log in accordance with the rules.

4.7 Tech RecordTech record is a section for managing aircraft maintenance management. The main function of this section is to ensure the maintenance process runs smoothly. In addition, the tech record also serves to ensure that the aircraft is maintained in accordance with the schedule. This is to avoid wasting time and according to regulation set by the International Civil Aviation Organization. The main purpose is control of technical record and log books. In this company, there is a staff that is experienced in tech record that it is Mr. Habil. He has taught me many things, especially to ensure the process runs aircraft maintenance in accordance with regulation.

Aircraft log book.Aircraft logbooks, records, and forms provide complete history of aircraft inspections, flight hours or hours of operation, modifications, and major repairs. These records provide maintenance personnel with a source of information for scheduling future periodic inspections and component replacement. In addition, these logs, records, and forms, when maintained properly, provide management with information related to the aircrafts and equipments service age.

Figure 1: Aircraft Logbook for Learjet-60Incomplete or poorly maintained records can result in unnecessary inspections and overhaul of aeronautical components, even loss of aircraft and pilot or aircrew. Obvious mistakes in record keeping may be corrected by the current custodian and initialed or signed off without further reference to the previous custodian. Discrepancies that require corrective action should be researched immediately by the current custodian. The discrepancies should be corrected after receipt of correspondence from the previous custodian that specifies the appropriate corrective action. As you can see, properly maintained aircraft logbooks and records provide a critical function in aviation maintenance and aircrew safety. As an AZ assigned to the logs and records section of maintenance control, you will be responsible for maintaining logbook accuracy. To effectively perform as logbook clerk, we should have an in-depth working knowledge of the technical directive (TD) compliance system,

Tech LogTech log is a paper that needs to bring together when the aircraft was flying. In this paper will be logged flight hours and total flight hours. When the aircraft encountered a problem when flying, the pilot will record the problem in this paper.

Figure 2: Tech Log for Learjet-60 After landing, this paper will be submitted to the engineer for troubleshooting problems. After that, the engineer will record the action taken on the matter. Then log this tech will be submitted to the tech record to be recorded and stored in the aircraft maintenance log book.