25 Apr

Easa part 66 module 7 PDF

Last updated on April 27th, 2022 at 03:21 am

EASA Part 66 Module 7

Module 7 Maintenance Practice.

Maintenance Practice Book Sample Pages

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Easa Part 66 Maintenance Practices (4664 Questions)

Sample – Maintenance Practices Exams ( 40 questions 30 min),
Category A – Maintenance Practices Exams ( 72 questions 90 min),
Category B1 – Maintenance Practices Exams ( 80 questions 100 min),
Category B2 – Maintenance Practices Exams ( 60 questions 75 min),

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Maintenance Practice Book Chapters

7.1 Safety Precautions – Aircraft and Shop
Safe working practices including around electricity, gases, oils, and chemicals. Action in case of fire and knowledge of extinguishing agents.

7.2 Workshop Practices
Care and control of tools and materials; allowances and tolerances; standards of workmanship. Calibration of tools and equipment.

7.3 Tools
Common hand tools and power tools; precision measuring tools; lubrication equipment and methods; functuion and use of electrical test equipment.

7.4 Avionic Test Equipment
Operation, function, and use of avionic general test equipment.

7.5 Engineering Drawings and Standards
Drawing types, symbols, dimensions, tolerances, and projections; title block information; microfilm and computerized presentations. ATA Specification 100. ISO, AN, MS, NAS, and MIL standards. Wiring and schematic diagrams.

7.6 Fits and Clearances
drill sizes, classes of fits; schedules of fits and clearances for aircraft and engines; limits of bow, twist, and wear; standard methods for checking shafts, bearings, and other parts.

7.7 Electrical Wiring Interconnection System (EWIS)
Continuity, insulation, and bonding techniques and testing. Use of hand and hydraulic crimp tools. Testing crimp joints. Connector pin removal and insertion. Co-axial cables, testing and installation. Identification of wire types, inspection criteria, and damage tolerance. Wire protection techniques; cable looming and support; cable clamps, protective sleeving including heat shrink and shielding.

7.8 Riveting
Riveted joints, spacing and pitch. Tools for riveting and dimpling. Inspection of riveted joints.

7.9 Pipes and Hoses
Bending, belling, and flaring aircraft pipes. Inspection and testing of pipes and hoses. Installation and clamping of pipes.

7.10 Springs
Inspection and testing of springs.

7.11 Bearings
Testing, cleaning and inspection of bearings. Lubrication requirements. Defects of bearings and their causes.

7.12 Transmissions
Inspection of gears and backlash. Inspection of belts, pulleys, chains, and sprockets. Inspection of screw jacks, lever devices, push-pull rod systems.

7.13 Control Cables
Swaging of end fittings. Inspection and testing of control cables. Bowden cables, aircraft flexible control systems.

7.14 Material Handling
Sheet Metal: bend allowance, metal working, inspection. Composites: bonding environmental conditions, inspection.

7.15 Welding, Brazing, Soldering, and Bonding
Soldering methods and inspection. Welding and brazing methods, and inspection. Bonding methods and inspection.

7.16 Aircraft Weight and Balance
Center of gravity/balance limits and calculation and use of relevant documents. Preparation and weighing of aircraft.

7.17 Aircraft Handling and Storage
Aircraft taxiing, towing, and associated precautions. Aircraft storage methods. Refueling and defueling procedures. De-icing and anti-icing procedures. Electrical, hydraulic, and pneumatic ground supplies. Effects of environmental conditions on handling and operation.

7.18 Disassembly, Inspection, Repair and Assembly Techniques
A) Defects and visual inspection; corrosion removal, assessment, and reprotection. B) general repair methods; aging, fatigue, and corrosion control programs. C)Non-destructive inspection including penetrant, radiographic, eddy current, ultrasonic, and boroscope methods. D) Disassembly and reassembly techniques. E) Troubleshooting techniques.

7.19 Abnormal Events
Inspection following lightning strikes and HIRF penetration. Inspections following heavy landings and turbulence.

7.20 Maintenance Procedures
Maintenance planning; modification procedures; stores procedures; certification/release procedures; interface with aircraft operations; inspection and quality control assurance; control of life limited procedures. Read more

25 Apr

EASA Part 66 Module 6 PDF

Last updated on February 5th, 2022 at 07:05 pm

Module 6 Material and Hardware.

EASA Part 66 module 6 PDF Book Sample Pages

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Module 6 B2 Book $46.95 — Module 6 B1 Book $46.95

Materials and Hardware (4164 Questions)

Sample – Materials Exams ( 40 questions 30 min),
Category A – Materials and Hardware Exams ( 52 questions 65 min),
Category B1 – Materials and Hardware Exams ( 72 questions 90 min),
Category B2 – Materials and Hardware Exams ( 60 questions 75 min),
Category B3 – Materials and Hardware Exams ( 60 questions 75 min),

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Notes

First post and replies | Last post by syukran, 3 years ago

8096

Hi has anyone got the part 4 of mod 6 notes for as...

By mark.oshe... 3 years ago
I will check and come but to you. or you can check...

By Aviation ... 3 years ago
@afoullous hi is the notes the latest version? min...

By syukran 3 years ago

Various fasteners and methods of safetying

First post and replies | Last post by Aviation Training Exam, 3 years ago

5820

Here some examples of fasteners and methods of saf...

By Aviation ... 3 years ago

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EASA Part 66 Module 6 Book Content:

5.1 Electronic Instrument Systems
Typical systems arrangement and cockpit layout of electronic instrument systems.

5.2 Numbering Systems
Binary, octal, and hexadecimal numbering systems and conversions.

5.3 Data Conversion
Analogue and digital data; Operation and application of analogue/digital converters, inputs and outputs and various limitations.

5.4 Data Buses
Operation of data buses in aircraft systems including knowledge of ARINC, Ethernet and other specifications.

5.5 Logic Circuits
Identification of common logic gate symbols, tables, and equivalent circuits as used in aircraft systems; schematic diagrams, and logic diagrams.

5.6 Basic Computer Science
Computer terminology, operation, layout, and interface in a micro-computer and associated bus systems; single and multi address instruction words; memory terms and devices; data storage systems

5.7 Microprocessors.
functions and operation of a microprocessor including control and processing, register, arithmetic logic elements

5.8 Integrated Circuits.
operation of encoders and decoders, medium, large, and very large scale integration

5.7 Multiplexing.
operation, application and identification in logic diagrams of multiplexers and demultiplexers

5.10 Fiber Optics
Advantages and disadvantages; Fiber optic data bus; terminations; couplers, control terminals, remote terminals; application in aircraft systems.

5.11 Electronic Displays
Operation of common types used in modern aircraft including cathode ray tubes (CRT), light emitting diodes (LED), and liquid crystal displays (LCD).

5.12 Electrostatic Sensitive Devices
Handling of sensitive components; Awareness of risks and personnel anti-static protection devices

5.13 Software Management Control
restrictions, airworthiness requirements and effects of unapproved changes to software programs.

5.14 Electromagnetic Environment
EMC Electromagnetic compatibility; EMI Electromagnetic Interference; HIRF High Intensity Radiated Field; Lightning protection

5.15 Electronic Digital Aircraft Systems
Arrangement of systems and associated BITE (built in test equipment)including:
ACARS-ARINC Communication, addressing and reporting systems, EICAS Engine indication and crew alerting system, FBW Fly by wire, FMS Flight management systems, IRS Inertial reference system, ECAM electronic centralized aircraft monitoring, EFIS Electronic flight instrument system, GPS Global positioning system
TCAS Traffic alert collision avoidance system, Integrated modular avionics, Cabin Systems, Information Systems, Read more:

31 Dec

Aircraft Ice and Rain Protection

Last updated on January 7th, 2022 at 02:27 pm

Aircraft Ice and Rain Protection

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Easa Part 66 Maintenance Practices (4664 Questions)

Sample – Maintenance Practices Exams ( 40 questions 30 min),
Category A – Maintenance Practices Exams ( 72 questions 90 min),
Category B1 – Maintenance Practices Exams ( 80 questions 100 min),
Category B2 – Maintenance Practices Exams ( 60 questions 75 min),
Category B3 – Maintenance Practices Exams ( 75 questions 40 min),

easa_part_66_academy Ch15

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 16: Cabin Environmental Control Systems (62 pages),
Chapter 17: Fire Protection Systems (22 pages),

Aircraft Ice and Rain Protection

The two types of ice encountered during flight are clear and Ice and Rain Protection rime. Clear ice forms when the remaining liquid portion of the water drop flows out over the aircraft surface, gradually freezing as a smooth sheet of solid ice. Formation occurs Ice and Rain Protection when droplets are large, such as in rain or in cumuliform clouds. Clear ice is hard, heavy, and tenacious aircraft Ice and Rain Protection.

Its removal Ice and Rain Protection by deicing equipment is especially difficult.
Rime ice forms when water drops are small, such as those in stratified clouds or light drizzle. The liquid portion remaining after initial impact freezes rapidly before the drop has time to spread over the aircraft surface. The small frozen droplets
trap air giving the ice a white appearance. Rime ice is lighter in weight than clear ice and its weight is of little significance aircraft ice and rain protection.

Aircraft Ice and Rain Protection

However, its irregular shape and rough surface decrease the effectiveness of the aerodynamic efficiency of airfoils, Ice and Rain Protection reducing lift and increasing drag. Rime ice is brittle and more easily removed than clear ice .
Mixed clear and rime icing can form rapidly when water drops vary in size or when liquid drops intermingle with snow or ice particles. Ice particles become imbedded in clear ice, building a very rough accumulation sometimes in Ice and Rain Protection a mushroom shape on leading edges. Ice may be expected to form whenever there is visible moisture in the air and temperature is near or below freezing aircraft ice and rain protection.

An exception is carburetor icing, which can occur during warm weather with Ice and Rain Protection no visible moisture present.

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31 Dec

Aircraft Fuel System

Last updated on January 7th, 2022 at 02:27 pm

Aircraft Fuel System

[RICH_REVIEWS_SNIPPET category=”all”]

Easa Part 66 Maintenance Practices (4664 Questions)

Sample – Maintenance Practices Exams ( 40 questions 30 min),
Category A – Maintenance Practices Exams ( 72 questions 90 min),
Category B1 – Maintenance Practices Exams ( 80 questions 100 min),
Category B2 – Maintenance Practices Exams ( 60 questions 75 min),
Category B3 – Maintenance Practices Exams ( 75 questions 40 min),

easa_part_66_academy ch14

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 16: Cabin Environmental Control Systems (62 pages),
Chapter 17: Fire Protection Systems (22 pages),

Aircraft Fuel System

Fuel System Independence Aircraft Fuel System Each fuel system for a multiengine airplane must be arranged so that, in at least one system configuration, the failure of any one component (other than a fuel tank) does not result in the loss of power of more than one engine or require immediate action by the pilot to prevent the loss of power of more than one engine.
If a single fuel tank (or series of fuel tanks interconnected to function as a single fuel tank) is used on a multiengine airplane, independent tank outlets for each engine, each
incorporating a shut-off valve at the tank, must be provided.
The shutoff valves may serve as firewall shutoff valves, which are also required. However, note that if the line between the valve and the engine compartment contains more than one quart of fuel (or any greater amount shown to be safe) Aircraft Fuel System that can escape into the engine compartment, an additional
firewall shutoff valve is needed. Lines and any components from each tank outlet to each engine must be completely independent of each other .
The fuel tank must have at least two vents arranged to Aircraft Fuel System
minimize the probability of both vents becoming obstructed simultaneously. The filler caps must be designed to minimize the probability of incorrect installation or in-flight loss.

Aircraft Fueling System

Fuel System Lightning Protection Aircraft Fuel System The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by direct
lightning strikes or swept lightning strokes (where highly probable). Swept strokes occur when the lightning strike is deformed by interaction with aerodynamic forces and propagates in a unique manner due to the material and shape of the airframe surfaces. Corona and streamering Aircraft Fuel System must also be inhibited at fuel vent outlets since they may ignite the fuel-air mixture . A corona is a luminous discharge that occurs as a result of an electrical potential difference between the aircraft and the surrounding area. Streamering Aircraft Fuel System is a branch-like ionized path that occurs in the presence of a direct stroke or under conditions when lightning strokes are imminent.

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31 Dec

Aircraft Landing Gear Systems

Last updated on January 7th, 2022 at 02:27 pm

Aircraft Landing Gear Systems

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Materials and Hardware (4164 Questions)

Sample – Materials Exams ( 40 questions 30 min),
Category A – Materials and Hardware Exams ( 52 questions 65 min),
Category B1 – Materials and Hardware Exams ( 72 questions 90 min),
Category B2 – Materials and Hardware Exams ( 60 questions 75 min),
Category B3 – Materials and Hardware Exams ( 60 questions 75 min),

easa_part_66_academy Ch13

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 16: Cabin Environmental Control Systems (62 pages),
Chapter 17: Fire Protection Systems (22 pages),

Aircraft Landing Gear Systems

Numerous configurations of landing gear types can be aircraft Landing Gear Systems
found. Additionally, combinations of two types of gear are common. Amphibious aircraft are designed with gear that allow landings to be made on water or dry land. The gear features pontoons for water landing with extendable wheels aircraft for landings on hard surfaces. A similar system is used to allow the use of skis and wheels on aircraft that operate on both slippery, frozen surfaces and dry runways. Typically, the skis are retractable to allow use of the wheels when needed.
Figure 13-2 illustrates this type of landing gear.
NOTE: References to auxiliary landing gear refer to the aircraft Landing Gear Systems nose gear, tail gear, or outrigger-type gear on any particular aircraft. Main landing gear are the two or more large gear aircraft Landing Gear Systems located close to the aircraft’s center of gravity.
Landing Gear Arrangement Three basic arrangements of landing gear are used: tail wheeltype landing gear (also known as conventional gear), tandem landing gear, and tricycle-type landing gear.

Tail Wheel-Type Landing Gear Tail wheel-type landing gear is also known as conventional gear because many early aircraft use this type of arrangement.
The main gear are located forward of the center of gravity, causing the tail to require support from a third wheel aircraft Landing Gear Systems assembly. A few early aircraft designs use a skid rather than a tail wheel. This helps slow the aircraft upon landing and provides directional stability. The resulting angle of the aircraft fuselage, when fitted with conventional gear, allows the use of a long propeller that compensates for older, underpowered engine design. The increased clearance of the aircraft Landing Gear Systems forward fuselage offered by tail wheel-type landing gear is also advantageous when operating in and out of non-paved runways. Today, aircraft are manufactured with conventional aircraft gear for this reason and for the weight savings accompanying the relatively light tail wheel assembly.

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Aircraft Aircraft Hydraulic Power Systems

31 Dec

Aircraft Hydraulic Power Systems and Pneumatic Power Systems

Last updated on January 7th, 2022 at 02:27 pm

Aircraft Hydraulic Power Systems

[RICH_REVIEWS_SNIPPET category=”all”]

Materials and Hardware (4164 Questions)

Sample – Materials Exams ( 40 questions 30 min),
Category A – Materials and Hardware Exams ( 52 questions 65 min),
Category B1 – Materials and Hardware Exams ( 72 questions 90 min),
Category B2 – Materials and Hardware Exams ( 60 questions 75 min),
Category B3 – Materials and Hardware Exams ( 60 questions 75 min),

easa_part_66_academy Ch12

Chapter 01: Aircraft Structures (70 pages),
Chapter 02: Aerodynamics, Aircraft Assembly, and Rigging (70 pages),
Chapter 03: Aircraft Fabric Covering ( 24 pages),
Chapter 04: Aircraft Metal Structural Repair ( 114pages),
Chapter 05: Aircraft Welding ( 38 pages),
Chapter 06: Aircraft Wood and Structural Repair ( 28 pages),
Chapter 07: Advanced Composite Material ( 58 pages),
Chapter 08: Aircraft Painting and Finishing ( 22 pages),
Chapter 09: Aircraft Electrical System ( 106 pages),
Chapter 10: Aircraft Instrument Systems (86pages),
Chapter 11: Communication and Navigation (78 pages),
Chapter 12: Hydraulic and Pneumatic Power Systems (54 pages),
Chapter 13: Aircraft Landing Gear Systems (96 pages),
Chapter 14: Aircraft Fuel System (62 pages),
Chapter 15: Ice and Rain Protection (32 pages),
Chapter 16: Cabin Environmental Control Systems (62 pages),
Chapter 17: Fire Protection Systems (22 pages),

Aircraft Hydraulic Power Systems

Hydraulic systems have many advantages as power sources Hydraulic and Pneumatic
Power Systems for operating various aircraft units; they combine the advantages of light weight, ease of installation, simplification Hydraulic and Pneumatic
Power Systems of inspection, and minimum maintenance requirements.
Hydraulic operations are also almost 100 percent efficient, Hydraulic and Pneumatic
Power Systems with only negligible loss due to fluid friction.
Hydraulic Fluid Hydraulic and Pneumatic
Power Systems Hydraulic system liquids are used primarily to transmit and Hydraulic and Pneumatic Power Systems distribute forces to various units to be actuated.

Liquids Hydraulic and Pneumatic Power Systems are able to do this because they are almost incompressible.
Pascal’s Law states that pressure applied to any part of a confined liquid is transmitted with undiminished intensity to every other part. Thus, if a number of passages exist in a system, pressure can be distributed through all of them by Hydraulic and Pneumatic
Power Systems means of the liquid.
Manufacturers of hydraulic devices usually specify the type Hydraulic and Pneumatic
Power Systems of liquid best suited for use with their equipment in view of the working conditions, the service required, temperatures expected inside and outside the systems, pressures the liquid must withstand, the possibilities of corrosion, and other conditions that must be considered. If incompressibility Hydraulic and Pneumatic Power Systems
and fluidity were the only qualities required, any liquid that is not too thick could be used in a hydraulic system.

But a satisfactory liquid for a particular installation must possess Hydraulic and Pneumatic Power Systems a number of other properties. Some of the properties and
characteristics that must be considered when selecting a Hydraulic and Pneumatic
Power Systems satisfactory liquid for a particular system are discussed in the following paragraphs.

Aircraft Pneumatics Power Systems

A liquid such as gasoline that has a low viscosity flows easily, while a liquid such as tar that has a high viscosity flows slowly.
Viscosity increases as temperature decreases. A satisfactory liquid for a given hydraulic system must have enough body Hydraulic and Pneumatic Power Systems to give a good seal at pumps, valves, and pistons, but it must not be so thick that it offers resistance to flow, leading to power loss and higher operating temperatures.

Hydraulic and Pneumatic Power Systems These factors add to the load and to excessive wear of parts. A fluid that is too thin also leads to rapid wear of moving parts or of parts that have heavy loads. The instruments used to measure the viscosity of a liquid are known as viscometers or Hydraulic and Pneumatic Power Systems viscometers. Several types of viscosimeters are in use today.
The Saybolt viscometer measures the time required, in seconds, for 60 milliliters of the tested fluid at 100 °F to pass through a standard orifice. The time measured is used to Hydraulic and Pneumatic Power Systems express the fluid’s viscosity, in Saybolt niversal seconds or Saybolt furol seconds.

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easa part 66 digital techniques

Easa part 66 module 7 PDF

EASA Part 66 Module 7

Module 7 Maintenance Practice.

Maintenance Practice Book Sample Pages

Book Store

Easa Part 66 Maintenance Practices (4664 Questions)

EASA Part 66 Module 7 Forum

Module 7: Easa Part 66 Maintenance Practices

Maintenance Practice Book Chapters

EASA Part 66 Module 6 PDF

Module 6 Material and Hardware.

EASA Part 66 module 6 PDF Book Sample Pages

Book Store

Materials and Hardware (4164 Questions)

EASA Part 66 Module 6 Book Forum

Module 6: Materials and Hardware

EASA Part 66 Module 6 Book Content:

Aircraft Ice and Rain Protection

Aircraft Ice and Rain Protection

Easa Part 66 Maintenance Practices (4664 Questions)

Aircraft Ice and Rain Protection

Aircraft Ice and Rain Protection

Aircraft Fuel System

Aircraft Fuel System

Easa Part 66 Maintenance Practices (4664 Questions)

Aircraft Fuel System

Aircraft Fueling System

Aircraft Landing Gear Systems

Aircraft Landing Gear Systems

Materials and Hardware (4164 Questions)

Aircraft Landing Gear Systems

Aircraft Hydraulic Power Systems and Pneumatic Power Systems

Aircraft Hydraulic Power Systems

Materials and Hardware (4164 Questions)

Aircraft Hydraulic Power Systems

Aircraft Pneumatics Power Systems

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