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general divisions of responsibility.
You would be forgiven for thinking
there are certain things an
engineering outfit gets up to that can
be taken for granted, but such is not
the case. For example, you would
expect them to supply tools, spares
and suitably trained personnel as a
matter of course, but your contract
needs to spell this out in detail.
Engineering companies have
Engineering Manuals and
expositions, which are equivalent to
Ops Manuals, and their standard
procedures will also be laid out in
these, so between the two of you,
you should be able to crossreference
everything quite
satisfactorily. Just in case this is
difficult, here's a small sample of
what you may need to include:
Operator's name and AOC number,
and equivalent details of the
engineering support organisation.
Title and reference number of the
Exposition or Engineering Manual
concerned.
Any sub-contracts arranged for
either party for anything specialised,
such as Avionics.
· Specific responsibilities for
compliance with statutory
requirements, Service Bulletins,
mandatory modifications,
provision of spares, tools,
personnel and the compilation
of and amendment to any
technical publications that may
be about, including the
completion of log books.
· Control of deferred and
repetitive defects; somebody
needs to keep an eye on the
Tech Logs as they are returned
from each flight to make sure
the same faults don't keep
recurring.
The agreement should also include
termination or expiry arrangements
(not financial) and any action that
may be taken without the Company's
approval, or which need agreement.
Techie Stuff 269
Type Certification
This happens at the end of an
aircraft’s certification process, when
the aircraft is proven to have met
minimum design requirements. A
Type Certificate Data Sheet (TCDS) will
detail the equipment needed for the
aircraft to continue meeting the,
which is where the MEL and CDL
are derived, since pilots will not
normally have access to it. The C of
A will require that the aircraft be
operated under the TCDS.
If equipment used is not cargo, is
used during flight and interacts with
controls or systems, or affects
performance, aerodynamics or
handling, you need a Supplemental
Type Certificate (STC) for it, which
may also be included in the Flight
Manual if pilot attention is required.
Busbars
The lighter an aircraft is, the better,
so it's impractical (if only for weight
saving) to run a wire from the
battery to every component used on
it. A better solution is to run a single
(big) wire to a collection of electrical
appliances and serve all of them
from the end of that line, which is
what a busbar is all about. Physically,
an electrical busbar (bus for short) is
a metal bar with provisions to make
electrical contact with a number of
devices that use electricity. There's
nothing to stop you having main
buses supplying secondary ones.
Essential things to know about buses
are what they power, how to reroute
power to them and how to isolate
them, like fuel tanks. All aircraft
must have standby electrical power
systems, in case the normal one goes
down. For small aircraft, this is
usually the main battery, which is
oversized for this reason. The
problem is, it's time-limited and,
although there is a theoretical
minimum, it's not always safe to rely
on more than about 10 minutes.
It's helpful to know which
equipment (on which buses) uses the
least power, which will be listed in
the Flight Manual. It's perfectly
possible to navigate successfully by
only turning the VOR (or whatever)
on every 5 minutes and off after a
minute having fixed your position.
The same principles apply to
everything else, and will go a long
way towards conserving battery life.
Fire
Fire has three elements—fuel,
oxygen and the heat. Take one away
and it stops. With dangerous goods,
you can get fire from the chemical
reaction of flammable materials with
an oxidising agent – you don’t
necessarily need a source of ignition.
A Class A fire is an ordinary one,
that is, of normal combustible
material on which water is most
effective. A Class B fire is in a
flammable liquid, such as oil or
grease, where you would probably
use a blanket. A Class C fire is
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