Aircraft Maintenance Engineer

Aircraft Engineer is also called as Aircraft maintenance engineer. Not to be confused with Aerospace Engineer or Aeronautical engineer. Usually referred As LAE ( Licensed Aircraft Engineer). In Europe they are called Certifying Aircraft Technicians. In united States they are called as an Aircraft mechanic or A&P mechanics.

Aircraft Engineer

Aircraft Engineer

An individual must obtain a Licence from the national Aviation authority in order to become an Aircraft engineer. The procedure to become an Aircraft engineer might differ from country to country depending on the national Aviation Authority policy. In Europe and in most of the common wealth countries EASA part 66 is being adopted. EASA is the European Aviation Safety Agency. some countries adopt FAR part 65 to issue Aircraft mechanic licence. Few countries are adopting a similar procedure to BCAR section L.

How to become EASA part Certifying Staff?

How to become FAA A&P mechanic.

There are several Grades of aircraft maintenance engineers. The individual with the authorising privileges are referred as certifying staff. In most cases certifying staffs are engineers. certifying staffs are licenced. To Acquire An Aircraft Engineers license the individual should prove the competent authority that he/she has adequate knowledge and experience.

There are non certifying staffs too. non certifying staffs can be mechanics or technicians.

Working Environment Of an Aircraft Engineer

An Aircraft maintenance engineer can be working in a Line Base Or workshop maintenance Environment. Line maintenance is maintenance which is performed at ramp. Usually during the turn around. It can be a transit check, trouble shooting,component replacement. Nowadays A and B checks also performed on the ramp. Base Maintenance are usually scheduled maintenance. Performed at dedicated places such hangar or maintenance bays. overhaul workshops are where the component is usually overhauled. At the completion of the maintenance task a certifying staff signs a release stating that maintenance has been performed in accordance with the applicable airworthiness requirements.

 

 

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Recent Posts

IDG – INTEGRATED DRIVE GENERATOR SYSTEM

INTEGRATED DRIVE GENERATOR SYSTEM (IDG, GCU) – DESCRIPTION AND OPERATION

IDG is combination of a CSD and an AC generator. The hydro-mechanical Constant-Speed Drive drives the AC generator at constant speed.

1 . General
Each engine (HP rotor) drives its associated IDG through the accessory gearbox. The drive speed varies according to the engine rating.
The IDG provides a 115/200 VAC, 3-phase, 400 Hz AC supply at the Point of Regulation (POR).
The IDG has two parts: the Constant-Speed Drive (CSD) and the generator.

. System Description
A. Integrated Drive Generator (IDG)
The IDG converts variable speed shaft power directly into constant frequency 400 Hz AC electrical power.
This is accomplished by the Constant Speed Drive (CSD) which drives the AC generator at constant speed.
The AC generator produces thus constant frequency power.

B. Function of the Generator Control Unit (GCU)
Each GCU controls its dedicated IDG:
– IDG 1 : GCU 1,
– IDG 2 : GCU 2.
The main functions for the regulation and protection of the IDG are:
– regulation of the generator voltage at Point Of Regulation (POR),
– regulation of the generator speed,

C. Function of the IDG Pushbutton Switches
If an IDG is faulty (overheat or abnormal oil low pressure), the FAULT legend comes on. The pilot must then open the safety guard and push the IDG pushbutton switch. This action results in the mechanical disconnection of the faulty IDG.
NOTE : With engine stopped, the IDG cannot be disconnected. An underspeed condition generated by the GCU inhibits the disconnection.

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