Both military and civilian aircraft have so much more to them than just the body and the engines. There are many different controlling systems, and deal with such things as communication, navigation and engine management. There are many more systems too, and you will not be surprised to learn that sometimes this technology becomes faulty. This can mean that avionic repairs will be needed.
In the civilian sector, any aircraft which is out of service can lead to flight cancellations, or delays. Either scenario is not ideal, for either the airline or the passengers. So any disruption is best kept to the minimum amount of time possible.
The vast majority of these control units are all housed in the same bay within the aircraft. Whenever there is a fault the engineer will diagnose the most likely cause, and replace the problem item. He will then test the system to ensure that it is once again working, before releasing the aircraft back into the schedule. This makes sure that the disruption has been as small as possible.
Once the aircraft has slotted back into the schedule the engineer can sort out the faulty item. Some airlines have their own test and repair facilities at major airports, but for the most part faulty equipment is sent to specialist companies for rectification work. These companies operate under licenses from the equipment manufacturers and aviation authorities.
The airline's engineer fills out the necessary paperwork, giving as much information as possible. This will save time at the specialist engineering company as the problem can be narrowed down, and not so much time wasted on diagnostic checks. Once they have confirmed that there is a fault, their next step is to find the cause.
The workshop facilities where the equipment is checked has to meet certain criteria. The environment has to be controlled in both temperature and humidity, and the air is scrubbed to remove dust particles. Even the technicians working on the equipment will have undergone specialist training, and will employ various devices to minimize the possibility of static discharges damaging the equipment.
During the diagnostic testing the technicians will be looking for operations and readings at set points, these will be compared against the average readings provided by the manufacturer. In a few cases the fault is easy to see with the naked eye, it might be a broken wire or an unshipped PCB. It can also be an electronic component on a PCB which failed.
If it is a definite fault then these are easier to trace, rather than an intermittent one. Once the fault has been traced and rectified the technician will conduct even more tests. This is to confirm that the equipment is once again fully serviceable, and that there are no further faults which might have gone undetected.
The technician will sign for these avionic repairs only when he is convinced that everything is working as it should do. The piece of equipment can now be sent back to the airline. They will retain it, in a state of readiness, until the next time it is required.
In the civilian sector, any aircraft which is out of service can lead to flight cancellations, or delays. Either scenario is not ideal, for either the airline or the passengers. So any disruption is best kept to the minimum amount of time possible.
The vast majority of these control units are all housed in the same bay within the aircraft. Whenever there is a fault the engineer will diagnose the most likely cause, and replace the problem item. He will then test the system to ensure that it is once again working, before releasing the aircraft back into the schedule. This makes sure that the disruption has been as small as possible.
Once the aircraft has slotted back into the schedule the engineer can sort out the faulty item. Some airlines have their own test and repair facilities at major airports, but for the most part faulty equipment is sent to specialist companies for rectification work. These companies operate under licenses from the equipment manufacturers and aviation authorities.
The airline's engineer fills out the necessary paperwork, giving as much information as possible. This will save time at the specialist engineering company as the problem can be narrowed down, and not so much time wasted on diagnostic checks. Once they have confirmed that there is a fault, their next step is to find the cause.
The workshop facilities where the equipment is checked has to meet certain criteria. The environment has to be controlled in both temperature and humidity, and the air is scrubbed to remove dust particles. Even the technicians working on the equipment will have undergone specialist training, and will employ various devices to minimize the possibility of static discharges damaging the equipment.
During the diagnostic testing the technicians will be looking for operations and readings at set points, these will be compared against the average readings provided by the manufacturer. In a few cases the fault is easy to see with the naked eye, it might be a broken wire or an unshipped PCB. It can also be an electronic component on a PCB which failed.
If it is a definite fault then these are easier to trace, rather than an intermittent one. Once the fault has been traced and rectified the technician will conduct even more tests. This is to confirm that the equipment is once again fully serviceable, and that there are no further faults which might have gone undetected.
The technician will sign for these avionic repairs only when he is convinced that everything is working as it should do. The piece of equipment can now be sent back to the airline. They will retain it, in a state of readiness, until the next time it is required.
About the Author:
If you want to contact specialists for your avionic repairs, it is best that you check out this website at www.avionics411.com. Browse the homepage and see the quality of the work by clicking on http://www.avionics411.com.
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