If you take a look at any aeroplane, be it military or civilian, apart from the airframe and the engines it requires a lot of controlling systems. These are most often electronic and look after navigation, communications, engine and fuel management to name a few systems. Unfortunately with this technology sometimes it does malfunction, and this gives rise to the need for avionic repairs.
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.
With the plane now back into the flight schedule the engineer now has the faulty piece of equipment to deal with. If it has happened at a major airport the airline might have their own maintenance facilities there. Although in most cases the piece of equipment will be sent for rectification work at a specialist company, who have the necessary licenses from the manufacturer.
One important task that the maintenance engineer can do is provide as much information as possible when completing the paperwork. This enables the rectification company to narrow their diagnostic checks, and so save time. On confirming that there is a fault, the company will investigate what has caused it.
As these pieces of equipment are mainly electronic in nature, the area in which they are checked over has to be environmentally clean. This means that the temperature and humidity levels are controlled, also dust and other particulate matter are kept to the minimum. The technicians are all highly trained, and use various devices to eliminate the possibility of static discharges while they are working on the equipment.
When they are conducting further diagnostic testing, they will be monitoring various readings and operations, and comparing them against accepted normal limits. Sometimes it can be something as simple as a partially dislodged circuit board or a broken wire, maybe caused by a heavier than usual landing. At other times it can be a component on a circuit board which has 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.
With the plane now back into the flight schedule the engineer now has the faulty piece of equipment to deal with. If it has happened at a major airport the airline might have their own maintenance facilities there. Although in most cases the piece of equipment will be sent for rectification work at a specialist company, who have the necessary licenses from the manufacturer.
One important task that the maintenance engineer can do is provide as much information as possible when completing the paperwork. This enables the rectification company to narrow their diagnostic checks, and so save time. On confirming that there is a fault, the company will investigate what has caused it.
As these pieces of equipment are mainly electronic in nature, the area in which they are checked over has to be environmentally clean. This means that the temperature and humidity levels are controlled, also dust and other particulate matter are kept to the minimum. The technicians are all highly trained, and use various devices to eliminate the possibility of static discharges while they are working on the equipment.
When they are conducting further diagnostic testing, they will be monitoring various readings and operations, and comparing them against accepted normal limits. Sometimes it can be something as simple as a partially dislodged circuit board or a broken wire, maybe caused by a heavier than usual landing. At other times it can be a component on a circuit board which has 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.
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