When most people look at an aircraft they will see the body and the engines, and they often never get to see the controlling systems as they are hidden away. It makes no difference if they are viewing a civil or a military aircraft as they are all similar. They all have complicated systems to look after such things as engine management, navigation and communications. However every so often these complicated systems can go wrong which can require avionic repairs.
Consider a commercial airline, whenever an aircraft becomes unserviceable this can lead to delays, and even possibly cancellations. Either occurrence is not thought of as ideal by either airline or passenger. So in an ideal world all such problems are best kept to the minimum.
Most of these control units are all housed together in a specific part of the aircraft. In the event of a malfunction the engineer, after diagnosing the problem, will replace the faulty piece of equipment. Once the system has been tested the aircraft can return into the flight schedule with the minimum of interruption.
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.
During their diagnostic testing they will be looking for certain laid down responses or measurements, these will be checked against the accepted operating parameters. Some faults are easier to trace than others. For instance a heavier than normal landing might have caused a cable to disconnect or even a PCB to partially disconnect. It could just as easily be a component on the PCB which has failed.
Definite faults are much easier to trace, and deal with, than any intermittent ones. Once the technician is happy that they have isolated the fault and rectified it, more testing can be carried out. This proves that there are no other faults which might have been masked by the original one.
Once the technician is happy that everything is operating as it should he will sign off these avionic repairs. The equipment is then dispatched back to the originating company or airline. There it will remain until the next time this equipment is called into service to help rectify another fault.
Consider a commercial airline, whenever an aircraft becomes unserviceable this can lead to delays, and even possibly cancellations. Either occurrence is not thought of as ideal by either airline or passenger. So in an ideal world all such problems are best kept to the minimum.
Most of these control units are all housed together in a specific part of the aircraft. In the event of a malfunction the engineer, after diagnosing the problem, will replace the faulty piece of equipment. Once the system has been tested the aircraft can return into the flight schedule with the minimum of interruption.
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.
During their diagnostic testing they will be looking for certain laid down responses or measurements, these will be checked against the accepted operating parameters. Some faults are easier to trace than others. For instance a heavier than normal landing might have caused a cable to disconnect or even a PCB to partially disconnect. It could just as easily be a component on the PCB which has failed.
Definite faults are much easier to trace, and deal with, than any intermittent ones. Once the technician is happy that they have isolated the fault and rectified it, more testing can be carried out. This proves that there are no other faults which might have been masked by the original one.
Once the technician is happy that everything is operating as it should he will sign off these avionic repairs. The equipment is then dispatched back to the originating company or airline. There it will remain until the next time this equipment is called into service to help rectify another fault.
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