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Proud Supporters of PAMA & Canadian AME Associations

Transport Canada Approved for R/T 2011 RecurrentRecurrent TrainingTraining ExamExam

the APU explained

Restoration feature: Waco INF biplane rebuild

June–July 2011 Publication Mail Agreement No. 0041039024 and Return Undeliverable Canadian Addresses to: Volume 10/Issue 1 Alpha Publishing Group Inc. Suite 2–203 4360 Agar Drive, Richmond BC, V7B 1A3 $6.95 email: [email protected] AMU-June-July11-OFC&IFCa 6/9/11 4:28 PM Page 2 AMU June-July 1 6/9/11 1:39 PM Page 1

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Exam Time Again! 4 Events Calendar 4 Advertisers Index oes it remind you of your high school 6 STCs and New Products days? Every June, just to dampen your 8 Industry Forum Denthusiasm toward the upcoming sum- mer, you are faced with exams that may well deter- 20 AME Association mine your future. and PAMA News Well, the exam in this issue (for our Canadian 42 Classified readers) isn’t quite as daunting as those of your school days. In fact, if you find the back issues 46 AMU Chronicles of AirMaintenance Update from the past year, Sam Longo and go through them in order, you will find the 38 answers to all the questions. Once you’re done, follow the instructions in the exam section and So Long to the 10 send your completed exams to us for marking. Native American Soldier I bet you’ll all pass with flying colours. Named “Huey” And speaking of the upcoming summer, this is Mike Broderick the busiest time of year for many of us in this industry. Whether it’s tourist season, mining sea- The Dog Days of Summer 18 son, forestry season, or fire season, we can wind up (if and when they get here!) working long hours, sometimes in intense heat, Sue Yost because at this time of year more than any other, the aircraft must fly if we all want to make a living. Center Pull-out Section: 2011 The problem is that when working these long hot hours, our work habits can become a little Recurrent Training Exam sloppy. Sue Yost, in her Human Factors piece in this issue, addresses this, and comes up with some The Restoration of 28 advice on how to deal with the problems associ- Waco INF NC618Y ated with summertime work so those aircraft that Sandy Brown must fly are indeed fit to fly. Also in this issue is the first of what we hope to APU Explained 38 be a long series of features on Restorations. Sandy Gordon Walker Brown tells us about the role his passion for Kin- 10 ner engines played in helping him decide on a Waco INF as a rebuild project. His love of wood- AirMaintenance Update Published by Alpha Publishing Group Inc. work sealed the deal, and he writes about the proj- Suite 2–203 4360 Agar Drive, Publication Mail Agreement Number 0041039024 ect in detail. Richmond, BC Canada V7B 1A3 and Return Undeliverable Canadian Addresses to: Alpha Publishing Group Inc. phone: fax: So, enjoy the magazine, get the exam done, 604.214.9824 • 604.214.9825 Suite 2–203 4360 Agar Drive, and remember that summer is not entirely for toll free: 1.877.214.9826 Richmond, BC Canada V7B 1A3 hard work. Remember to save time for barbecues, email: [email protected] website: www.amumagazine.com swimming, and whatever else your personal sum- managing editor: Ian Cook Subscription Rates: 1 Year: $35.00, 2 Years: $55.00 mertime passions are. Have a great summer! art director: Gregory Kero AirMaintenance Update is published 6 X annually. AirMaintenance Update may not be reproduced in publisher: Bill Carter whole or in part in any form without the express Ian Cook advertising sales: Ken Moon written permission of Alpha Publishing Group Inc. Editor Advertising inquiries: (604) 214-9824 Copyright 2011, Printed in Canada

Corporate Member of: production manager: Nicole Johnston

Helicopter circulation: Anne Gervin Association International contributors: Mike Broderick, Sandy Brown This publication neither endorses nor confirms the Sam Longo, Brian McNair, information contained within. The appropriate Gordon Walker, Sue Yost authorities should be contacted prior to commencing work on any aircraft or aircraft part or procedure. www.amumagazine.com Publications Mail Registration No. 0007198278 ISSN 1703-2318

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EVENTS CALENDAR

CANADIAN EVENTS EAA Airventure Eighth Annual Latin American Business July 25 – 31, 2011 Aviation Conference & Exhibition Wittman Regional Airport August 11 – 13, 2011 Canadian Business Aviation Association Oshkosh, Wisconsin Sao Paulo, Brazil Annual Convention www.airventure.org www.abag.org.br July 6 – 7, 2011 The Westin Calgary NBAA 64th Annual Meeting and Convention Calgary, Alberta October 10 – 12, 2011 Business Aircraft Europe www.cbaa.ca Las Vegas Convention Center/Henderson September 13 – 15, 2011 Executive Airport, Las Vegas, Nevada Biggin Hill, UK www.nbaa.org www.miuevents.com/bae2011 Abbotsford International Airshow August 12 – 14, 2011 MRO IT Abbotsford Airport October 20 – 21, 2011 Third International HELI World Abbotsford, B.C. Sheriton Chicago Hotel & Towers Conference www.abbotsfordairshow.com Chicago, Illinois November 2 – 4, 2011 www.aviationweek.com/events Exhibition Centre Frankfurt, Germany Canadian International Airshow September 3 – 5, 2011 INTERNATIONAL EVENTS Canadian National Exhibition MRO Asia 2011 Toronto, Ontario November 8 – 10, 2011 www.cias.org Paris Airshow June 20 – 26, 2011 CNCC - China National Convdntion Center Le Bourget Airport, Paris, France Beijing, China www.paris-air-show.com www.aviationweek.com/events UNITED STATES EVENTS Expo Aero Brazil July 14 – 17, 2011 NBAA Regional Forum Let us know of your event: San Jose, California Sao Jose Dos Campos International Airport Ian Cook, Editor July 14, 2011 Sao Jose Dos Campos, Brazil AirMaintenance Update www.nbaa.org www.expoaerobrasil.com.br [email protected]

ADVERTISERS INDEX

Action Aero...... 31 Eagle Fuel Cells Inc...... 8 Progressive Air...... 11 Advanced Power Products ...... 19 FAA Production Studios ...... 41 PropWorks...... 30 Aeroflite International Services Ltd...... 32 Genuine Aircraft Hardware Co...... 30 Rapco Inc...... 2 Aeroneuf Instruments Ltd ...... 14 Global Finishing Solutions...... 35, 47 SIL Industries ...... 9 Aerosmith Heli Service ...... 34 Gregorash Aviation ...... 5 Skyservice ...... 40 Avantext...... 16 Hartwig Aircraft Fuel Cell Repair...... 40 Superior Oil Coolers...... 31 BKD Aerospace Industries Inc...... 27 ICE Designs...... 12 Thunder Bay Aviation ...... 33 Barfield Inc ...... 15 JetBed ...... 37 Timken ...... 12 Canadian Aero Accessories Ltd ...... 7 MARSS ...... 39 Tulmar...... 39 Canadian Propeller Ltd ...... 36 NAASCO ...... 13 U.S. Air Tool Company ...... 29 Casp Aerospace Inc ...... 15 Okanagan Aero Engine Ltd...... 36 Universal Aero Engines Ltd...... 29 Concorde Battery...... 35 Perimeter Aviation ...... 41 Vector Aerospace ...... 48 Condor Aircraft Accessories...... 32 ProAero Engines Inc...... 34 Western Propeller Company Ltd...... 14

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stcs & new products

New Aircraft Battery Parasitic Load Tester DART announces FAA approval of LED from Concorde Pulse Lights for Bell 204/205/210/212/214/412 TConcorde Battery Corporation has released a new DART Helicopter has announced that it Parasitic Load Tester (PLT) to measure the parasitic has received FAA certification for its load/drain on aircraft batteries by such things as relays, Cargo Mirror mounted LED Pulse Lights clocks, radios and on board computers when the master for Bell 204/205/210/212/214/412 model of switch is off and the aircraft is inactive. The tester is aircraft. Transport Canada and EASA designed to mate with a MS3509 style quick disconnect approvals have been previously receptacle. This innovative PLT was engineered in received. These lights install easily on response to concerns in the aviation community about any DART Dual Cargo Mirror. DART’s LED the effect of parasitic loads/drains on battery state of Pulse Lights are brighter than charge, airworthiness and battery life. conventional incandescent bulbs and provide superior forward recognition in limited visibility conditions or high traffic areas. LED lights are also durable and consume less For information visit www.concordebattery.com power than incandescent. For information visit www.darthelicopterservices.com

DripPansUSA announces new 3M Aerospace introduces 3M Scotch-Weld Interlocking Drip Pans Structural Void Filling Compounds DripPansUSA has announced the launch of its 3M Aerospace is changing the way aircraft new interlocking drip pans that help protect components are manufactured with the 3M floors better than ever by allowing users to join Scotch-Weld Structural Void Filling pans to fit floors of all shapes and sizes. The Compounds EC-3550 B/A FST and EC-3555 B/A sturdy yet lightweight drip pans are available FST. These low-density void fillers help save in 18”x 48” and 24”x 30” sizes and are easy to time and costs in aircraft production by set up and clean up. The interlocking design eliminating process steps, reducing worker allows users to join multiple drip pans along time. With a unique combination of easy their edges, protecting floors in an infinite dispensability and non-sag performance, arrangement of shapes and sizes. The drip these compounds offer productivity-enhancing advantages. They are fast-cure, non- pans are made of black polyethylene and are brittle, non-sag materials resist chip-outs and breakouts. The non-sag properties allow approximately 125 inches high. For more information visit www.DripPansUSA.com application to multiple work pieces at one time and good paint retention and adhesive bond strength is exhibited. For more information visit www.3M.com/LDVF

Hartzell introduces Scimitar Top Prop New aerospace literature available 3-Bladed Conversion for Beech Baron 55 Twins from Transhield, Inc. Hartzell Propeller Inc. has received Transhield, Inc. offers a new FAA approval of an STC that covers a literature sheet featuring new 3-bladed propeller conversion kit Shrinkable Fabri covers for for the Beechcraft Baron 55 fleet. This protecting out-of-service new Top Prop conversion provides aircraft and aircraft parts such Baron owners with improved reliability, as engines, landing gear and added performance and decreased other parts subject to damage noise levels. The new kit features during transportation and long- Scimitar aluminum alloy blades, or short-term storage. The providing increased ground clearance as well as noise reduction. Installation of the literature also provides propeller typically results in a 2- to 4-knot increase in speed at high power settings information on Transhield’s patented Adhesive Additive Delivery – Vapor Corrosion compared to the originally installed propellers. Inhibitor (AAD-VCI) system which provides maximum protection from corrosion during For more information visit www.hartzellprop.com transportation and storage. For more information visit www.transhield-usa.com

AVFAB receives STC Approval on new High-Density Seat Aviation Fabricators (AvFab) recently announced STC approval for their high-density Traveler Seat for the King Air Got An STC? series aircraft. Both this and AvFab’s first model, the Econo Seat, now have EASA approval. The high-density seating or a product options are designed for adding passenger capacity, and Do you have a new STC, are available in a Narrow Back version, allowing installation in a later model B200/B200GT and 350 King Air without useful to aircraft technicians? For a free listing removing the arm ledges from the sidewall. The Traveler builds on the quality and durability of the Econo while adding on this page, send a photo and a description to other features, including more leg room, easier entry and exit, and improved comfort. This was accomplished without an increase above the 23 lbs. Econo Seat weight. [email protected] For information visit www.avfab.com

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industry forum

StandardAero announces Pratt & Whitney PW300 Line Eastway Jet Services - first service center to complete Service Capability at Springfield Facility installation of Embraer Phenom 100 Service Bulletin EMPE AZ, April 11, 2011 — StandardAero Business ONKONKOMA NY, March 22, 2011 — Eastway Jet TAviation announced today that it has added line services on RServices has completed installation of a recently released the Pratt & Whitney Canada, PW300-series of engines to its list Embraer Phenom 100 Service Bulletin. Eastway was the first of maintenance capabilities. service center to accomplish and modify the de-icing system with The Springfield, Illinois, service center is the first Service Bulletin 500-30-0004 in the United States. StandardAero Business Aviation facility to provide line main- The Service Bulletin was introduced because the de-ice tenance on the PW307 and PW308 engines. Airframe plat- system can accumulate water that can trigger the “D-I forms powered by these engines include the Falcon 2000 WINGSTB FAIL” CAS message when the de-ice system is DX/EX/LX, Falcon 7X and the Hawker 4000. turned on. In addition to line maintenance services, StandardAero can The Service Bulletin installs new tubes upstream of the now install the Data Transmission Units (DTUs) for the water separator. A new supply bleed-tube and check valve PW307 and PW308 engines, allowing for automatic trend replaces the siphon tube (installed on the underbelly of the air- data downloads and transmissions in support of Pratt & craft) that allowed residual water to be carried with air flow. Whitney Canada’s Eagle Service Plan (ESP). The new tubes installed under the forward belly panel reposi- StandardAero announced its plans to enter the PW300 tioned the ejector flow-control valves (EFCV) and reposi- service market at last year’s annual National Business Aviation tioned the systems pressure switches to avoid water freezing on Association (NBAA) Convention and Expo in Atlanta, the sensor elements. Georgia. The aircraft has been flying for more than a month since StandardAero’s facilities in Houston, Texas (IAH), the modification, with positive results. Implementation of the Augusta, Georgia (AGS), and Los Angeles (LAX) are sched- Service Bulletin can be accomplished in three to four days, and uled to be offering similar services later this year. For more is highly recommended. information visit www.standardaero.com. For more information visit www.eastway.com.

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Mike Broderick joins HEROS team LENDALE CA, May 4, 2011 — Helicopter Engine GRepair Overhaul Services (HEROS) is pleased to announce that Mike Broderick has joined the HEROS team. Mike has assumed the responsibilities of Vice President of Business Development, and with over 40 years of combined helicopter and helicopter power plant experience – specifically the Model 250 turbo-shaft engines – we are certain he is up to the task. Along with Mike’s years of practical experience, we are cer- tain many of you already know Mike, whether from attending one of his technical presentations or through reading his bi- monthly column in AirMaintenance Update (AMU) magazine. Recently, Mike received the prestigious Joe Chase Award pre- sented by PAMA/Flight Safety Foundation. Mike’s experience, expertise, and strong sense of customer support will blend well with, and enhance, an already strong Your World Leader in Fixed Wing team of professionals at HEROS. Mike can be reached via his email: [email protected]; office phone 1-818-265-9730 during and Helicopter Service normal business hours of 8 a.m. to 5 p.m., or his cell 661-644- 5370. For more information visit www.herosinc.com. Servicing the Aviation Industry since 1967 Curtiss-Wright and Boeing sign contract to provide expanded manufacturing support for 787 Dreamliner ARSIPPANY NJ, April 5, 2011 — Curtiss-Wright PCorporation today announced that it has been selected by The Boeing Company to provide emergent and specialty pro- duction support for the final assembly and delivery of the 787 Dreamliner in South Carolina. This is the latest installment in a 94-year relationship between Curtiss-Wright and Boeing, and advances Curtiss- Wright's position as a leader in complex manufacturing of aerospace structures, components and systems. Under the contract, Curtiss-Wright's Motion Control segment's facility in Shelby, NC, and the Metal Treatment segment of Curtiss- Wright, together will provide emergent and specialty produc- tion of components to Boeing's 787 final assembly facility in 121 – 19140 28th Avenue South Carolina on a 24 hours a day, seven days a week basis. Surrey, B.C. Canada V3S 6M3 Curtiss-Wright first delivered products to Boeing in 1917 when Glenn Curtiss provided an engine for the second Boeing production aircraft, the Model 4. Today, Curtiss-Wright delivers an array of proprietary motion control products and metal treatment services to Boeing. In addition to the 787 Dreamliner, Curtiss-Wright also provides products and services for Boeing 737, 747, 767, and 777 airplanes. Ph: 604.531.7989 Fax: 604.531.7951 For more information visit www.curtisswright.com email: [email protected] www.silindustries.com StandardAero completes First Article Install of Pro Line 4 to Pro Line 21 Avionics Cockpit Upgrade on Falcon 50EX EMPE AZ, April 6, 2011 — StandardAero Business TAviation has announced that it has successfully completed the Rockwell Collins Pro Line 4 to Pro Line 21 cockpit upgrade on a Falcon 50EX business jet. The announcement makes StandardAero Business Aviation the first maintenance, repair and overhaul (MRO) service provider to successfully complete the retrofit. For more information visit www.standardaero.com. ■

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feature

So Long to the Native American soldier named “Huey”

BY MIKE BRODERICK Helicopter Engine Repair Overhaul Services

ood day, boys and girls. Are you all set for another What’s in a Name? thrilling educational venture into the world of G aircraft whose wings beat the air into submission? Now, why did the army name this helicopter Iroquois, and how Good, because today we are going to talk about the venerable Bell did this Native American get nicknamed Huey? Well let’s start UH-1 Iroquois Helicopter, aka “Huey”. with the official name, Iroquois. In doing my research, I discovered I happened to catch an article reporting that the last US Army there are a lot of opinions as to why the army adopted a policy of Huey assigned to the Yakima, Washington Training Center – close using Native American names for their helicopters, but nothing to where Huey began its career, and the last one operating for the conclusive, so we just have to accept the fact that there is an official army in the western US – was being retired to be replaced with a policy. However, we do know that the names are selected based more modern Eurocopter UH-72 Lakota. So after reading this upon the resonance of the chosen name as well the history and the press release, I figured that, after 55 years of faithful and illustrious relationship of this name designation to the mission of the aircraft. service, we should have a class discussion about this aircraft. The names picked by the army have to be imaginative, without

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sacrificing dignity, and suggest an aggres- sive spirit and confidence in the capabilities of the aircraft. Now, as cool as the name Iroquois is, the name that really stuck is Huey. And how do you get from Iroquois to Huey? The first combat operation of the UH-1 was in Vietnam and at that time the helicopter was designated the HU-1 (helicopter - utility 1) which led to the nickname of Huey, and the name stuck. As a matter of fact, this name became so popular that Bell began casting the name HUEY on the anti-torque pedals and the official army name of Iroquois faded from common use. So whadya think? Isn’t that some cool and useful CK (cocktail knowledge)? Of course it is, and as with all CK, utilizing this tidbit of information is permissible at the occurrence of any con- versational gap while you are attempting to impress the impressionable.

The Development of Huey

Now, I say we start with a general descrip- tion of Huey. By design, this helicopter is plain and unadorned, kind of the strong but not so silent type. (For those who know Huey’s signature rotor beat, you know what I mean.) However, Huey was much better looking than other rotary-wing candidates proposed during the 1950s. Bell Helicopter produced a design whereby the main fuse- transmission section, and the empennage allows for a windowed section that offers lage housing the cockpit and passenger or tail section, which contains the tail rotor excellent vision forward, above, to the sides, cabin would cover and protect the crew, and transmission. In Bell’s design, the pilot and and forward below. Pilot and copilot entry would also include proposed systems and co-pilot are seated forward and below the for cockpit seating is provided via automo- equipment, consisting of an overhead engine, the main-rotor mast and transmis- bile-style hinged doors mounted on either mounted engine, main rotor mast and sion site. This forward cockpit design side of the cockpit. The cabin has a large

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sliding windowed door on either side of the fuselage for easy access. As mentioned earlier, the single engine is mounted atop the rear portion of the crew cabin roof, with the rotor mast ex- tending upward, forward of the engine. The rotor blades on initial models were simple two-blade arrangements with a rotor stabilizing bar system located at right angles to the blades for added control, which was/is a typical Bell design. Of course, also typical of Bell design is engine exhausting rearwards over the empennage and tail section. The tail section itself makes up nearly half the length of the entire fuse- lage and includes a horizontally mounted, controllable elevator located near the aft end of the tail boom. The elevator is con- nected via mechanical links to, and is syn- chronized with, the cyclic system and assists in pitch attitude of the helicopter. The tail boom section ends with a sin- gle vertical fin, with the two-blade tail rotor system mounted on the left side. The un- dercarriage consists of a pair of fixed land- ing skids, braced in two areas, allowing for landing and take-off from just about any type of surface making it useful to both land and sea-based operators. Throughout its production run, with the exception of a twin-engine extension of the basic design (Bell 212, 214, 412), the base UH-1 Huey series would retain this unique and very identifiable design. With its transport origins and inherently large cabin space, the Huey was designed from the outset to serve occupants in quantity, as you will see in our study of the progressive models. So now that we have a general descrip- tion of the helicopter how ‘bout we start with Huey’s conception?

Baby Huey: On October 22, 1956, the XH-40 was developed, and made its first flight in response to the US Army’s request for a new medevac/transport type turbine- powered helicopter. Now, before we get too far along, you should know that over 80 variations of helicopters produced by Bell Helicopters were spawned from the origi- nal XH-40. However, because of time and space, today’s discussion covers an abbrevi- ated list of Huey’s family. The Baby Huey (aka XH-40) was powered by a prototype Lycoming YT53-L-1A turbo-shaft engine producing 700 shaft horsepower (shp). In

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Huey had arrived as the first turbine-powered‘‘ helicopter to enter production for the U.S. military, and was designated HU-1A . . .

1957, two more XH-40 prototypes were delivered to the army. A model, with its 770 shp engine, was not quite enough to do the In 1958, six more XH-40s, now called YH-40 to reflect a modifica- job. Enter the B model Huey. Bell, together with Lycoming, who tion, were delivered to the army for further evaluation. provided the 960 shp T53-L-5, gave the army the UH-1B. The B model not only gained some powerplant muscle, but Bell also in- Adolescent Huey: In March of 1960, the army ordered 100 of creased the height of the main rotor mast by 13 inches, which sup- the YH-40 helicopters. And, faster than you can say “Greetings ported a now 44-foot diameter main rotor system, with the chord from the President” (for those not old enough to remember or are increased on each of the two blades to 21 inches and a longer cabin not familiar with the US system of conscription, this statement was that could accommodate seven passengers. the lead sentence on your Draft Notification letter), Huey had The civilian version of the B was designated as a Bell 204B. arrived as the first turbine-powered helicopter to enter production As quickly as the B was accepted and put to work, Huey’s design for the US military, and was designated HU-1A. The UH-1A was modified again. The UH-1C model was developed as a model (after the name change in 1962), while supposedly under gunship until the AH-1G Huey Cobra was available. The evaluation, was pressed into service for crew training (TH-1A). C model, aka “Huey Hog”, got a bigger engine – the T53-L11 Then in 1962, Huey along with the 57th Medical Detachment, (1,100 shp) – more armaments, a new rotor system with even wider arrived in Vietnam, followed by 20 more to serve with the US chord main rotor blades, dual hydraulics, an improved inlet sys- Army’s Utility Tactical Transport Company (UTTCO) as armed tem, and a longer tail boom which was fitted with a wider chord escorts to the existing H-21 Shawnees and the H-34 Choctaws vertical stabilizer. The UH-1 M model came into being when the troop carriers. T53-L11 in the C model was replaced with the Lycoming T53- L13 engine, and gave the C model the power it needed to support Huey the Soldier: While the army was thrilled with its new tur- the onboard weaponry. Now, as successful as the C and M modifi- bine-powered helicopter, it became evident that the short-bodied cations were, the army wanted a version that could carry a crew of

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four (two pilots and two door gunners) as well as deliver 8 to10 sol- diers to a designated area ready to fight. To keep their major cus- tomer satisfied, the engineers continued to modify the ever-patient Huey. Enter the D model. Huey’s body grew by 41 inches. The en- larged cabin could now accommodate a total seating capacity of 15, including the crew. The bonus here, though, was Huey’s ability to also be converted to handle six stretchers, making the D model a great medevac aircraft. The cabin doors were modified in this new stretched version. The B, C, M and D models were designed, tested, and delivered to the battle during the years of 1962 and 1963, with a total of 2,561 D models built and delivered between 1963 and 1966. In 1967, the H model was introduced and proved to be the most popular version. Like the M model, the H sported a 1,400 shp Lycoming T53 –L-13 engine, and was basically an improved D model. But unlike any of the previous models of the UH-1H, the pitot static tubes were moved from the nose to the roof. There were 4,850 H models delivered to the army alone. This model was also built under license by Germany, Japan, Italy Votre solution en and Taiwan. Maintenance d’Avioniques Huey not only wears the uniform of the US Army, but also the Marine Corps (Semper Fi), designated as a UH1-E. The major difference here was the use of all aluminum construction to miti- Your solution for gate corrosion from shipboard assignments. (The army version had some magnesium parts.) As a marine, Huey underwent some Avionics Maintenance modifications, installed a rotor brake (for quick shut down aboard ship) and had a rescue hoist mounted on the roof. The marines Revision Overhaul used the Echo model for both troop transport and as a gun ship. Reparation Repair Vente Sales

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Huey was also in the US Air Force, desig- previously noted, Germany, Japan, Italy, nated as a UH1-F. The major difference Turkey and Taiwan. here is that the F model is essentially a B model with a 1,250 shp GE T58 engine Huey’s relatives: Spawned from that first installed. The F model is distinguishable XH-40 prototype, the creative engineers of externally because the T58 exhausts to the Bell Helicopter have provided a superior right instead of directly aft. When Huey rotary-winged airborne military machine as joined the navy, he was called a HH1K. well as the 204, 205, 210, 212, and 214, 412, Basically, this was an E model, with differ- and Huey II helicopters. We will discuss the ent avionics and a T53-L-13B engine. The 210 and Huey II in just a minute, but I must K version saw action in Vietnam beginning mention that still in service today is the AH- in 1970. 1 Cobra. A ride in this helicopter is for sure Of the total 16,000 variants of Huey on my bucket list, so some of of you old built, 7,013 went to Vietnam, and 3,305 of “snake drivers” can help me out. these never came home. Huey served as a Now, today’s Cobra has evolved to AH- medevac, helicopter, a gun-ship, a recon- IZ or “Zulu Cobra”, which is supported by naissance/observation helicopter, and as a a quieter four-bladed composite main rotor troop transport. Huey has been the perfect which folds for ship-board transportation, a soldier: reliable, obedient, cooperative and new gearbox, a Pratt & Whitney T400- unflinchingly brave. To put it succinctly, WV-402 Twin Pac, and improved avionics. Huey was the right helicopter at the right Currently, this super snake is only flying for time to do the job. the US Marine Corps.

Huey the International Soldier: Huey Huey in “retirement”: Retirement is a has not only served as a member of the US relative term when talking about Huey, but armed forces but has been employed as a before we discuss Huey’s future in “retire- soldier by Australia, El Salvador, Lebanon, ment” it should be noted here that Huey – Argentina, Israel, the Philippines and, as or the success of Huey along with the other

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(to be discussed next). Huey II is a Huey on steroids as one Bell both economically and practically for the army and commercial executive noted. The modification comes in a kit, which includes a operator too. 212 tail boom as well as the horizontal stabilizer, a strengthened Well boys and girls, we all know how that one ended, with Eu- pylon support, a K-Flex drive shaft, 212 main rotor blades and hub, rocopter winning the proposal with their really new and modern 212 tractor type tail and a Lycoming T53-703 engine. These COTS helicopter – the EC145. Realizing that more operators improvements provide 28 percent more take-off power and a would go for the Huey II mod as opposed to sending the helicopter 642-lb. payload increase. back to the factory, the 210 program was canceled, and the 210 is Also, Huey II has an increased hover ceiling of 39 percent on now out of production. So with the current success of the Huey II a standard day. The kit can be installed in about 12 weeks, and (over 215 Huey IIs on the job) and with more of these modifica- over the past 10 years, over 460 Huey’s have been modified. The tions in the pipeline, I think you will agree there are still many reason for the success of the Huey II is ease of modification, the more years that we will be serenaded by the whomp-whomp- ability of the operator to install the kit if they prove they have the whomp of Huey doing what only Huey can do. capabilities, and the flexibility of all the ancillary equipment that Well, I think that is enough for one day, and what say we wrap can be installed. up our discussion about my Native American friend named Huey? Suggested after-class reading: “Spinning Tails: Helicopter The 210: This helicopter – which experienced minimal success Stories” by Jan Hornung, from iUniverse, Inc. publishing. at best (five were built and four sold) – was a UH-1H, modified with a more powerful Lycoming T53-17B engine, 212 nose, MIKE BRODERICK is Vice President of Business 212 tail boom, K-Flex driveshaft, 212 main rotor blades and Development at Helicopter Engine Repair Overhaul Services hub, 212 tractor type (right side mounted) tail rotor. This (HEROS). Over the past 35 years, he has served a shop techni- improved the max internal weight from 9,500 lbs. and 10,500 lbs. cian, engine shop supervisor, Engine Program Director, Director on the hook to 10,500 and 11,200. The difference here (besides the of Maintenance, Director of Operations, and owner of a Rolls- engine) was that the 210 was actually a UH-1H that was re-manu- Royce engine overhaul and MD Helicopter component overhaul factured and sold from Bell as a new aircraft and sold with new air- shop. He is a certified A&P, and holds a Bachelor of Science craft warranty. The Model 210 was Bell’s proposed entry into the degree in Aviation Administration. As well, Mike has been army’s new aircraft request for a new light utility helicopter appointed as an FAA representative for the FAA Safety Team (LUH). The army wanted a new, commercial off-the-shelf (FAAST). Mike is a regular contributor to Air Maintenance (COTS) helicopter. Bell figured the 210 would fill the requirement Update. ■

16 A IRM AINTENANCE U PDATE AMU June-July 2 6/9/11 1:51 PM Page 8

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feature The Dog Days of Summer gloomy skies, mud, and cool winds. This is enough to turn the most ardent optimist into a Grinch. Tempers can be short, out- door tasks miserable and physically chal- lenging – if not impossible – and the danger factor can increase as you become careless by succumbing to “get-the-job-done-itis” (a new word for Mr. Webster). Management can help in a number of areas: training (initial and recurrent) to keep personnel up-to-speed on new, or seldom- used procedures, adequate staffing so that the workload is realistic, documentation that is complete and accessible, reasonable time deadlines, and the support required to do jobs well and safely. As your operational environment and requirements change, so do the seasons. Seasonal changes are beyond anyone’s control. Heat, cold, snow, and rain are often going to be the monkey on your back that you alone may have to deal with. Your phys- BY SUE YOST, HPA Consultants ical ability to work in the cold or heat will be different from that of your co-workers, and this may require exceptional levels of team- work and communication to get through a shift. f there is one thing that we all can count on in this industry, it is If summer ever gets here (and I am having some serious doubts change. Materials, tooling, equipment, regulations, proce- this year) and the really hot, humid weather arrives, there are Idures and technology: it is all in a constant state of flux. This things that both you and your managers can do to make the days a leaves you, the engineer/technician, always scrambling to keep up little easier. with the latest and greatest, deciding if this new system or product will work for you, and if so, changing procedures to match new in- Managers, you can: structions. And, of course, there are always the changing needs and requirements of customers, both established and new, and team- ● realize that staff will be working slower, and adjust your work and communication adjustments as staffing and management expectations and work load accordingly changes happen. ● make fresh water available at all times, and encourage them Your operation may also have seasonal changes to cope with. to drink it These could include moving to/from skis, wheels, or floats, sea- ● provide frequent rest breaks, shade if possible, and water sonal pilots who need to be familiarized with your operation, or for cooling (hose, spray bottles) you may be opening/closing cabins and outposts while trying to ● possibly adjust uniform expectations while staying safe get maintenance done on aircraft needed for the new season. (can they wear shorts?) And to make the work environment just a little more interest- ● try to schedule physically heavy maintenance for cooler hours, ing, there are the human element changes that occur daily. As I and if staff are working outside, try to use hangar/building shade, write this, we are in the middle of a week of rain, with dull, dreary, if possible

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Front line staff, you can: In these cases, try to cool the person down with cool, room-tem- ● drink water provided, and try to cut back on caffeine perature water (not too cold or they will get cramps), and have (coffee, chocolate, Pepsi, Coke), or if you really need them rest in a shaded area or away from the sun. the “boost”, chase it with a bottle of water or juice to avoid If the person has been working in the heat and has stopped the dehydration that will follow sweating, and their skin is hot, dry and red, call 911. While you are ● dress in cottons (they breathe) and wear light-coloured, waiting, try to cool them down. A person who has gone this far may loose-fitting clothes also have seizures; just make sure they don’t hurt themselves and ● if you wear a ball cap or hard hat, take it off at break or lunch wait it out. (40 to 50 percent of body heat escapes through the top of Again, your best offense is a good defense. Try to stay cool and your head); wear light coloured ball caps prevent any heat-related emergencies from happening. Use your ● take breaks often (but be reasonable), and use them to rehydrate, safety nets (above), and work together to make your summer days rest, and cool down uneventful and safe. ● be aware of the signs of heat related emergencies, both in yourself and co-workers, and be ready to take steps in treating them SUE YOST is the owner and principal facilitator for HPA Consul- Now, what are the signs of heat problems? You will see/feel: tants, based out of SW Ontario. HPA has been running Human ● sweating, fatigue, Factors in Aviation Maintenance workshops for 11 years, and also of- ● nausea, vomiting, headache fers SMS, QA, CARs, and CRM, as well as First Aid and WHMIS ● irritable, bizarre behavior training. Scheduled courses can be seen at www.flysafe.ca and in-house ● lose your sense of humour; become less social training is always available to suit your needs. Call 519-674-5050 ● skin colour either pale or red or email [email protected] ■

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Western AME Association

PO Box 1104, 5328 Calgary Trail NW, Edmonton, Alberta, T6H 4J8 email: [email protected] website: www.wamea.com

Are AMEs ready, willing and able to formally create the Let’s contrast this with my previous profession as an accountant. Aircraft Maintenance Engineer Profession in Canada? Under Alberta law, there is an act, passed by the legislature. This act pro- At our symposium in Calgary in March, I addressed a large contingent of vides for: AMEs on the subject of professionalism in the context of the aircraft main- ● the incorporation of the Society of Management Accountants of tenance engineer. The message is worth repeating here, to beat the drum Alberta for the AME. ● it gives the society exclusive scope and name protection - a monopoly Most of you are not aware of the recent increased buzz at the highest ● it lets the society set eligibility and requirements for admission levels in the AME associations of Canada, in Transport Canada, and ● control over who can be a CMA amongst respected and experienced AMEs on this matter. An AME at Air ● the society operates rules for suspension and cancellation Canada may have provided the spark we needed to get serious about put- ● it is required to permit the public to know who its members are ting this issue on the table. Last summer he challenged and lost an appeal ● it establishes all the standards for learning and practicing, and to have an exclusive union representing AMEs as a distinct minority on the ● it provides for discipline and penalties. basis that they are professionals, not tradespeople. Several email drum- beats followed. This society is totally self-regulating, with a Code of Ethics, a Code of Practices and a Code of Conduct. Here’s what I had to say to the AMEs at the symposium: When I decided to resign from my accountancy profession, I was THE WORLD IS RUN BY THOSE WHO SHOW UP instructed to return the certificate, by serial number. It is property of the society just as your AME licence is property of the government of Canada. By coming to our association’s symposium, trade show and mini-courses, So, even though AMEs are regulated by the Minister of Transport, you are demonstrating exactly what it takes to run the things that affect and the accountants are self-regulated, it is reasonable to believe that we your lives. You demonstrate a quality that is professional, and professional- are all professionals. We carry more responsibility to the public than does ism is what I want to discuss – professionalism in the context of the Aircraft the general public, because they have not received the relevant training Maintenance Engineer. that we have. We have the highest degree of integrity and competence, In the beginning, in the mid 1980s, WAMEA was formed at the and as AMEs, we have a Code of Conduct. A Code of Conduct is a list of encouragement of Transport Canada, when Mr. Justice Charles Dubin rules – what you must or must not do. Penalties are identified, systems of reported, in his landmark report on Aviation Safety, that no method compliance and appeal are defined – in short, CARs. This is what I call existed for AMEs to address concerns directly to Transport Canada. So, imposed control. So we have a Code of Conduct, but we do not have a

WESTERN AME when WAMEA’s founding directors rose to the challenge, they set out to stated Code of Ethics. A Code of Ethics says “This is who we are, and what create a professional association of AMEs interested in advancing their we stand for.” occupational interests. These men chose their words with care, to state a A Code of Ethics is used by professional associations to insist that its vision, to set out a mission. members achieve conformity to the norm, that they abide more or less So, follow along with me and let us explore the significance of their strictly with the established and agreed rules. This is what I call self-con- words. What does it mean to be professional? trol. If we are to advance our cause, and our claim that we are a My background has been useful to help me study this. When I earned Professional Association of AMEs, we have work to do. We need to work my AME licence in 1976, I had no idea that eight years later I’d join together to develop, and adopting our own Code of Ethics is how we can another profession as a Certified Management Accountant. I practised execute self-control. And by becoming self-controlled, we will evolve into that for 15 years, then voluntarily surrendered my professional certificate a close partnership with the holder of our Code of Conduct: Transport to carry on as an AME again. These two professions can be fairly com- Canada. We need to do this on a Canada-wide basis, before we can benefit pared. from being a professional association. But first, How does a profession come to be? A profession arises when Let’s summarize the ingredients for professionalism: education, an occupation transforms itself by developing formal qualifications, based apprenticeship, examination, admission, discipline, monopoly, codes of on education, apprenticeship, and examination, and creating regulatory conduct, and codes of ethics. bodies with powers to admit members, to discipline, and to monopolize. These qualities combine to allow the public to be assured that with Typically, this is regulated by a government statute. And typically, individ- accreditation, you, having earned a Minister’s Delegation of Authority uals are required to be qualified and licenced in the profession. called an Aircraft Maintenance Engineer licence, that you conform to the In our case, the government statute is the Canadian Aviation general expectations of the profession. Regulations – CARs (566 in particular). Our profession as AMEs comes Now, I think we can answer the question: What does it mean to be a into being by the laws of Canada. professional? A professional is a person who behaves, is seen and is

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perceived that way, by his peers and the public. For you to be professional, But, overall, I think it is because you are professionals. And to all of you, you control your behaviour. You make your judgements, you take your I give my thanks for showing up today. Enjoy the symposium, and make actions, and you choose your words with care. the most of what is offered. Remember, the world is run by those who show up. There are rewards for professionalism in an organized group: That was my speech. Other AMEs are speaking out. I am pleased to paraphrase comments by others: ● Power – to control your area of expertise, and to determine who is We have specialized knowledge and legal authority in our field, but we included. are not part of a professional organization that is authorized by statute to ● Prestige – society confers on you high regard and social status because establish the qualifications for membership. If we met both these criteria, what you do is regarded as vital to the public good it would force our employers to recognize our true role and responsibili- ● Legitimacy – having clear, legal authority in important matters of ties. Let’s get organized, bring our battle to the federal legislature, intro- public safety duce a private member’s bill in parliament to create a quasi-judicial ● Rewards – society is willing to pay well for valuable work membership body that prescribes educational and experience require- ● Mobility – your skill, knowledge and authority as a professional belong ments, a code of ethics, and mandatory membership to practice the profes- to you, not to the organization that employs you, and sion. It will cost money to organize and operate, and membership dues will ● There is the fellowship you find by association with your peers have to absorb that cost. But the return to members for their dues will be great. An investment of money and time now will pay dividends for all And this brings me to where we are now. In Calgary, it is spring time, AMEs in the future. symposium time. You have come together to engage in professional devel- This is another beat of the drum. Listen. Make some noise yourself. opment, for personal development, and to advance your careers. Why? Join your AME association, and take part in the movement to profession- Maybe because you have an interest in life-long learning, maybe because alize the AME. you want to keep up with new technology and practices, or maybe because you want to maintain and improve your competence. Or, maybe your Peter Jenkins AMO boss sent you to comply with legal requirements for training. President, Western AME Association

AME Association of Ontario 2283 Anson Drive, Mississauga, Ontario L5S 1G6 tel: 1-905-673-5681 fax: 1-905-673-6328

email: [email protected] website: www.ame-ont.com ONTARIO AME

AME Association of Ontario Activities Golf Tournament The AME association of Ontario is soliciting input for our 2011 nomina- The Northwestern AME Golf Tournament will be held on July 8, 2011 tions for the following awards: Robert McCombie Award, Gordon B. at the Centennial Golf Course in Thunder Bay. Contact Marty Gibson at Rayner Award, Clare Leavens Award, AME Hall of Fame. Details on [email protected] or on the web at www.nwoame.ca each of these awards can be found on our website. The AME Association of Ontario supported the 11th annual Aviation Confederation College Fore Charity Golf Tournament held on May 27th at the Carlisle Golf and This year’s recipients of the Confederation College Aircraft Maintenance Country Club. Engineers awards are: Laurence Gillespie and Erica Henderson. Volunteers are needed to help with the planning of this year’s Ontario AME Symposium. Contact Cara Tweyman for details at cara@precision- aerocomponents.com Feedback All members are encouraged to forward their comments for the asso- Giving and receiving ciation’s discussion on the impact of Transport Canada’s Fatigue Risk Is this statement not true? We prefer to be praised rather than punished, Management System. Other current topics include AME recognition as a and prefer to be punished rather than ignored. professional employee and the single AME license. The most challenging and important communication skill is the abil- The annual membership renewal letter sent out to members in March ity to let people know when you are unhappy with something they have includes new membership benefits including: free admission to the done or neglected to do. The skill involved is to let them know about your Canadian Warplane Heritage Museum, insurance for AMEs and AMOs discontent in a way that focuses on the problem not the person. When this at a 10 to 15 percent below market price plus waiving the $200 annual fee happens trust, understanding, and mutual respect will develop. I have exclusively through the Magnes Group Inc. www.magnesgroup.com experienced this for myself. This important skill can be used in a work set- Congratulations to Mr. Peter Pengelly on becoming a new Director ting, but can also be considered in your personal life as well. Here are some at Large for the association. tips on making the most of feedback opportunities:

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Giving feedback 10. Acknowledge afterwards – Be prepared to monitor or check in period- ically and acknowledge the person afterwards when their behaviour is 1. Do it soon – Timing is everything. Do not let the problem fester. Your in accordance with your agreement. relationship with your associates will be poisoned if they have done something to upset you and you let things slide by not dealing with the issue. This also applies when in an operational situation (i.e., team Receiving feedback leader to team member). Getting feedback is probably the greatest opportunity for you to grow, 2. Do it in private – Allowing other people to see and hear the discussion learn, and improve your relationship with others. Why? As a fact of life, is a disservice to the person who you are giving the feedback to. It you are constantly being given feedback from your team or others you should be done one on one, with no interruptions. Take the person off interact with. It happens daily and/or on every shift. To ignore it is to the hangar floor to a secluded area. In one case, I took the person out- lose the opportunity to adjust your behaviour and attitudes. Here is how side on the tarmac in front of the hangar where we were completely to take full advantage of messages others are giving you: alone. My private, timely, feedback helped the individual realize his non-performance. Over time, he went on to correct the weakness 1. Be receptive to feedback – If you are not sure how you are doing, (habitual lateness) and eventually went on to become the foreman of ask people that you trust to evaluate you. the section. 2. Listen, listen, listen – Let the person giving feedback finish before you 3. Get an invitation – Ask the person when it is convenient to meet. This interrupt. Listen to be influenced. If the information is extensive then will ensure buy-in to the message you are about to give. In the unlikely consider taking notes. event that the person refuses, you will need to be more assertive. Agree on a venue. Remember, the feedback should be obtained as soon after 3. When done, summarize and echo back to the giver – It is always the problem occurs as possible. important to confirm that you have received the message and para phrased it back to the feedback giver indicating that you understand 4. Be specific – Tell the person exactly what you know without diluting and will act upon the message. the message. This means no generalities. If possible, give numbers, dates, and locations. Avoid using words like “always” or “never”. It is 4. Thank the person for the feedback – Let the person know how valu- not necessary to exaggerate in order to make your point. able and useful it was. More important, tell them how you are going to use the information to change and improve. 5. Be assertive – Work hard to satisfy your own needs. Being assertive means: a) using the “I” word, never the “you” word. Saying “I have a 5. Do not explain at the time – Try not to explain the reason for not doing problem and need your help” will garner greater support than less than expected. Take the time to think and allow your emotions to “You are doing this or that”, b) speak with a firm deliberate voice, subside and be put aside before responding. c) to maintain eye contact, and d) project confidence in your posture. 6. Ask for follow-up feedback – Ask the person who gave you the feed- ONTARIO AME ONTARIO 6. Choose your words carefully – Do not use inflammatory language. If back to give you feedback at a later time, particularly if they see a you slip up then emotional, defensive behaviour may result. The per- change for the better. son will focus on the way the feedback is being given rather than on the message. It is important to think about what words you will use, and to If you can adapt to practicing effective feedback you will become a success- rehearse (ahead of the meeting) so that you stay on message, and ful leader, team member, and human being for the benefit of all. Good clearly get your “constructive criticism” across to the other person. luck.

7. Involve the person in finding a satisfactory solution – Ask how they can NOTE: You can read my other advice columns on the following subjects help. Do not tell them how to solve the problem, as this will reduce the from my personal experience on the AME Association of Ontario website buy-in necessary to have the issue resolved. www.ame-ont.com. Click newsletters: Professionalism, Doing it Right the First Time, Safety Awareness, Prevention (being prepared), Attitude is 85 8. Check back and clarify – Double check and clarify the key discussion Percent, Soft Skills, Robbing Parts, Managing Time, Meetings-Briefings points so that there will be no misunderstanding. About the author 9. Summarize – Summarize your understanding with agreements. You John Longo has AME certification and many years experience in technical opera- could say, “So what I’m hearing you say is . . . Is that correct?” tions as a certified technician, technical trainer, operations manager and industry Summarize the discussion at the end so that you both clearly under- advisor. He is currently working as an aviation consultant with an international stand what was said and what was agreed upon. clientele and serving as Director of Training for the AME Association of Ontario.

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Atlantic AME Association

News from the Rock By Mel Crewe

Hello fellow AMEs, apprentices, and corporate members. It is time once operations and there is talk of a further expansion to the building or con- again for an update from this end of the rock. I recently had the opportu- struction of a new hangar nearby. About 225 people work at this facility. nity to contact many of the operators around the airport to get the latest news. Operations for many of the local companies have increased. This is There is also another firm operating adjacent to the airport, that being a good complaint. Universal Helicopters (Newfoundland) Limited. They operate from a small hangar on Majors Path, where they conduct operations with a Bell The majority of the hangars at the airport are owned by Provincial 206L under contract to the provincial government. Quinlan Brothers Aerospace Ltd. Hangars #1, 2, 3 4 and 6 are owned by PAL, and house the Fisheries also contract the services of Universal to operate their Bell 407. many companies under their control. I had a chance to speak to Brian Kendell at Provincial Aviation Maintenance Services Inc. which occupies The big news around St. John’s this week is the Wells report on Offshore

Hangars #1 and 6. It is from these facilities that they conduct the major Helicopter Safety, commissioned following the tragic loss of Cougar ATLANTIC AME modifications on aircraft that have been contracted to their firm. They are Fllight 0491 on March 12, 2009 that claimed 17 lives. There was one sur- currently modifying two DHC- 8s from the United Arab Emirates, vivor. The inquiry, which was quite extensive, heard testimony from all Department of National Defence DHC-8, Government of facets of the offshore industry. Judge Robert Wells delivered his report Newfoundland and Labrador CL-415 and other aircraft. This is certainly November 17, 2010 and it contained 29 recommendations that should be a very busy facility and engineers and avionics personnel are in great implemented. The most prominent was the establishment of a separate, demand. Over at Hangar #2 and 3, Provincial Airlines Ltd. are conducting independent agency to oversee all safety issues in the province’s offshore maintenance on their fleet of DHC-8s, Beechcraft King Air 200 oil industry. The second phase of the report will be released by the surveillance aircraft, Cessna Citation C-550, Fairchild Metroliner, and the Transportation Safety Board when they complete their investigation in Saab-340. This is another extremely busy facility and the demand for early winter. engineers and avionics personnel is at a premium. The Government of Newfoundland and Labrador has negotiated an Over at Hangar #2, Prince Edward Air has contracted space to operate and agreement with the Province of Nova Scotia, Emera Energy Ltd., and maintain a fleet of two Beechcraft 1900Cs on its cargo/courier route. The Nalcor Ltd. to start construction on the Muskrat Falls hydro development other hangar that is under their control is Hangar #4 which is primarily project. This project is worth $6.2 billion, and will supply quite a boost to used for general aviation and an FBO terminal. It also houses the the area. The number of jobs that will be created is incredible and it will be operation of the Shell Aero Centre. The number of personnel employed quite a boost for local helicopter operators in Nova Scotia and at these buildings is well into the hundreds and is a steady source of Newfoundland and Labrador. Construction of dams, transmission towers, employment. transmission lines and facilities is looking very encouraging for them. The long-awaited project will certainly be welcomed by these operators. The only other hangar on the Torbay side of the airport is the General A project of this magnitude is welcome but safety is a major concern. Services building, home of the Canadian Coast Guard helicopter section. The Coast Guard operates a fleet of helicopters, mainly the MBB BO- Recently, I had the pleasure of representing the AME association at the 105s and periodically a Bell 212. The Canadian Armed Forces Reserve Regional Aviation Safety Council meetings at the Delta St. John’s Hotel Squadron is also housed in this facility. They service transient armed forces and Conference Centre. These meetings were sponsored by Transport aircraft. Woodward’s Oil, the Esso dealer, also operates from this building. Canada and attracted close to 50 representatives from various companies and government departments. The topics presented at the seminar were On the Terminal side of the airport, one would find Cougar Helicopters well presented and attracted quite a lot of discussion. In the afternoon, the Inc., the firm that supplies helicopter services to the offshore oil platforms group was divided into two groups and maintenance personnel had a operating some 200 miles off our coast. Cougar has a fleet of Sikorsky round-table meeting to discuss maintenance issues. Norbert Belliveau, S-92s and a Sikorsky S-61. The maintenance staff is extremely busy and Regional Aviation Safety Officer (Maintenance), is to be commended for activity around the heliport is thriving. It is quite an operation to supply an excellent job organizing the event. The sessions ended at about 4 p.m. such a demanding industry. This concludes my report for this issue and we look forward to safe opera- The hangar is also the location of the Irving FBO, which supplies fuel and tions for our aircraft. services too many transient flights. Space is becoming a factor in their

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PAMA Dallas-Fort Worth Chapter

President’s Corner ● Student: $10 per year A&P Students at FAA approved schools, apprentice technicians The aviation maintenance community is not a very large community and and avionics students; current ID required is represented by two organizations – PAMA and AMT Society – both ● Company: $650 per year operating and recruiting independently of each other. Both organizations Includes membership for one primary representative, three additional are in existence to benefit the aviation professional. It seems to me that the members, job postings, recognition, plaque and more. two organizations should work together to benefit their memberships. Both organizations have programs that benefit their members, and com- Corporate Sponsorships bining their efforts could result in even greater benefits for all. But there are some obstacles to overcome. For example, the AMT Society is a for- Your company name and profile will appear in this section when you profit corporation and PAMA is a non-profit organization, but I am sure choose to be a corporate member. You will get an opportunity to advertise that if we put our heads together, we could come up with a solution to any new product or offers in this section of the electronic newsletter. This enable both organizations to work together. I would also like to suggest an is a great opportunity. This newsletter goes out to many in the local avia- idea that could boost PAMA’s membership by giving NCATT certified tion community. Please contact Roger Sickler, [email protected] aerospace technicians full voting membership status. Volunteers and Sponsors Needed For those unfamiliar with them, the NCATT establishes and maintains education programs, skill standards and certifications for aerospace tech- We are looking for help in order to make this chapter a success. Please nicians. At present, an NCATT certified tech can join PAMA but will not consider helping out with contacting companies to sponsor meetings, or be able to vote on National PAMA issues or be elected to the Board of helping at any of our events. If you have any special talents, such as graphic Directors. I would like to receive your views on the two above items. or web design, please give us a call. Sign up to be a sponsor this year and enjoy the benefits of monthly advertising. Contact Roger Sickler at As you know, I have served as Southwest Regional Director and currently [email protected] for more information. sit on the PAMA board. When my term expires – as per the PAMA term limits – I am not eligible to be reelected. I hope we can fill the position so that the Southwest membership will have a voice on the national board. Professional Aviation Maintenance Association If you would be interested in this rewarding position and in helping to guide our organization as it continues to develop to meet our member- PAMA National Symposium: www.pama.org ships needs, please contact me. PAMA Dallas–Ft. Worth: www.pama-dfw.com

Be Safe, Monthly meetings are generally held on the third Monday of the month, Roger Sickler but will be changed due to holidays or other conflicting issues. If you know President, DFW Chapter of PAMA of an upcoming event that needs to be added to the calendar, please con- tact Karen Winterrowd at [email protected] to have the informa- tion included in the newsletter. Membership Information Contacts: PAMA DALLAS-FORT WORTH PAMA PAMA’s diverse membership facilitates an exchange that enables each of our members to be more effective and to grow in their career. ● President: Roger Sickler, [email protected] ● Vice President: Criss Berry, [email protected] Membership categories include: ● Secretary: Curt Landrum, [email protected] ● Regular: $49 per year ● Treasurer: Eric Green, [email protected] Airframe and/or Power Plant Mechanics, Avionics Technicians, ● Past President: Ruben Flores, [email protected] US military maintenance personnel ● PAMA Activities Chairman: Jeff Saucedo, [email protected] ● Associate: $49 per year ● Newsletter: Karen Winterrowd, [email protected] Individuals actively engaged in aviation. ● TCC Student Rep: Joel Becker

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PAMA First State Chapter PAMA FIRST STATE

Chapter News by John Agnew (Chapter Secretary) Are you already a member? PAMA is your association – your voice in the aviation industry, the government and the community. We encourage you Even though meetings ended in May, we have the chapter summer social to call or e-mail us whenever you have questions or need assistance. You event: the 6th Annual First State Chapter Golf Tournament on June 14, can’t afford NOT to be a member. 2011 at the Deerfield Country Club in Newark, Delaware, the site of this year’s First State Chapter Maintenance Symposium. Fill out the registra- Chapter Board tion form online for this year’s event. The cost of $100 will include: lunch, drinks, golf cart, and dinner. The day starts at 12 noon with registration ● Michael Harkins (Chapter President), Aero Taxi, Inc. and lunch. The shotgun start, with a best ball format, will start at 1 p.m. (302)328-3430; [email protected] Dinner, drinks and the awards ceremony will follow the tournament. ● Bob Gaden (Chapter Vice President), Dallas Airmotive But let us not forget our past. At the April meeting, 25 members heard [email protected] Will Fernandez of Aircraft Technical Publishers. ATP gave a very inform- ● John Agnew (Chapter Secretary), Cephalon Inc. ative presentation on Aircraft Record Keeping. The first subject of the 610-457-7045; [email protected] night was a background overview of the ATP operation and what it takes ● John Serwinski (Chapter Treasurer) Delcastle High School for 60 people at ATP to keep up, on a daily basis, with the 431 ADs pub- (302) 995-8075; [email protected] lished last year and 3,500 page changes. The main body of the presenta- ● Scott Kershaw (Advisor), Aramark Services tion was navigating through ATP. Will showed us the four different ways (215) 863-4614; [email protected] to access and search for documents, the many FAA forms available to the user, and how to build and update a compliance profile for a customer. Advisors Many thanks to Will and ATP for putting on a great presentation. ● Andrew Arcuri (Advisor - Engine Maint) [email protected] Join PAMA Today! ● Bob Kane (Advisor – Repair Station) Dassault Falcon Jet (302) 322-7227 [email protected] Go to WWW.PAMA.org for information on how you can join. Please Support Our Sponsors

PAMA SoCal Chapter PAMA SOCAL

April 2011 Meeting Wrap accident in Teterboro and the 2009 USAir “Miracle on the Hudson” Thank You Corporate Air Parts! ditching, respectively.

The SoCal chapter was treated to another must-know, hands-on, highly Earl reviewed the use of cabin safety equipment, including crash axes and impactful, “life or death” technical presentation and elegant dinner by fire extinguishers, FAA and aircraft manufacturer requirements, medical returning host Corporate Air Parts at the 94th Aero Squadron Restaurant versus first-aid kits, crew member medical certifications, child restraints, in Van Nuys on April 12, 2011. Mr. Earl Marchesi, Manager, Operations life rafts and their certifications, and explained the features of a standard and Business Development, owners Neil and Donna Looy, and twin-cell airline-style life preserver with a live inflation demonstration. Supervisor of Customer Service and Equipment Sales, Jennifer Looy went He also shared some invaluable tips about what not to put in carry-on over the top, bringing a full-sized booth display and extensive array of luggage, the hazards of synthetic clothing in the event of a fire, and a quick safety and survival equipment to complement Earl’s technical presentation and easy homemade smoke mask that should be a staple for all air travel. on “Cabin Safety 2011, A Seasoned Review and Update of Life Support Earl and colleagues also provided attendees with individual demos before and Survival Equipment for Corporate Aviation.” Earl stressed the impor- and after the meeting. tance of not cutting corners on cabin safety during difficult economic times. He compared the aftermaths (with slides) from negligent and The chapter extends its many thanks to Earl and all at CAPS for their gen- exceptional safety operations, such as the 2005 Challenger runway erous time, expense, and effort in putting on a superb presentation and

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product demonstration, for picking up the dinner tab, and for donating ● NBAA Convention: Oct 10 –12, Las Vegas, NV – NBAA.org scholarship raffle prizes. For more on CAPS including their world-class ● IA Training – Rotorcraft Support: Oct. 18, Burbank, CA (see below) survival training, contact Earl ([email protected]), visit ● AEA Regional Conference: Oct 19 –21, Reno, NV – AEA.net www.corpairparts.com, or just click on the CAPS logo on the SoCal ● Western Museum of Flight Monthly, Torrance, CA – WMOF.com PAMA website homepage.

Chapter President Greg Potter, in his customary debonair tie and jacket, 2011 Helicopter Training Seminar presided over the meeting covering chapter business, industry events, the Sponsored by Rotorcraft Support Inc. announcement of PAMA National’s new president , reminder of the chap- Co-Sponsored by: Federal Aviation Administration ter’s scholarship application deadline, introductions of guests and the chapter board of directors. ● Tuesday, October 18, 2011, Burbank Airport Marriot Hotel and Convention Center, 2500 N Hollywood Way, Burbank, CA Many thanks to volunteers Jennifer Looy of CAPS and Luisa Benin of ● FAA Course Approval: C-IND-IM-090410-K-006-01 Clay Lacy Aviation for assisting board members Chris Cancelosi and ● Eight hours of helicopter specific training, completion certificates Warren Horton in raffle ticket sales and the drawing. Chapter Sgt. at Arms issued on site Glenn Beckley signed in guests and IA Training attendees, and teamed ● (818) 843-6000 with Secretary Gail Erwin in logging in the plethora of raffle prizes. The ● Sign- in 7:00 a.m. to 7:45 a.m. Seminar 8:00 a.m. to 5:30 p.m. chapter also thanks Mr. Carl Abejon of Burbank Sign for once again ● Hosted, morning and afternoon refreshments, lunch and evening donating his time and expense in creating the showpiece door sign. hospitality hour

Thank you to the following for scholarship raffle prize donations: RSVP/more information, contact Mike Broderick at (661) 644-5370 Aero-Nash/Jet Brella, Aircraft Window Repairs, Aviall, Business Aerotech, Consolidated Aircraft, Corporate Air Parts, Extraord-N-Air, Gulfstream LGB, Helicopter Accessories Services, Kansas Aviation, News From PAMA National Rotorcraft Support, SoCal Jets, Triumph Instruments - BUR Message from the Chairman Announcing PAMA’s New President Release Date: April 11, 2011 June Meeting Announcement To the members of PAMA: Tuesday, June 14, 2011, 94th Aero Squadron Restaurant, Van Nuys, CA, I wish to announce an important staff update at PAMA, effective April 1, Rickenbacker Room (downstairs): 5:30 p.m. Social Hour, 6:30 p.m. meet- 2011: John Casker will retire as president of PAMA. Dale Forton will be ing - technical presentation. the new president of PAMA. The selection of Dale as our new president ensures PAMA’s evolution to effectively represent the aviation mainte- nance professional. I believe, and the board of directors agrees, that Dale PAMA SOCAL PAMA 2011 Chapter Scholarship Awards Meeting! possesses the leadership and strategic planning skills needed to guide our organization into the future. Dale has 30 years of industry and association Dinner and technical presentation hosted by Mr. Robert “Bob” Cupery, experience. His credentials include Director of Maintenance for 135,145, CFO/Founder Aircraft Window Inspection and Care. & 147 operations as well as holding positions as Service Manager, Parts Manager, Technician, and Director of Product Support. He has also had experience at various positions on the PAMA board including Vice 2011 SoCal PAMA Calendar Chairman. Read Dale's biography at www.pama.org/pama-news

● June 14: Chapter meeting, Scholarship Awards PAMA has been well served by John’s tireless efforts over the last three- ● July and August: No meeting; summer recess plus years. John brought management skills that were instrumental in ● September 13: Chapter meeting PAMA’s growth and recognition in the industry. We will miss him, and we ● November 8: Chapter meeting wish him well in his retirement. It is important to note that these staff ● December 13: Holiday Social decisions were made with careful consideration, and were reached after an extensive review by the PAMA leadership council and with the approval of the PAMA board of directors. When evaluating such changes, the ulti- Industry Events 2011 mate goal for all involved is simple: how can we best position PAMA for success now and for the future? Dale will fulfill that goal. ● NBAA Regional Forum: July 14, San Jose, CA – NBAA.org ● ALEA Convention: July 20 –23, New Orleans, LA – ALEA.org Though change provides challenges, rest assured: we will work to insure ● IA Training–AMT Society: Sept. 10, LAX, CA – AMTSociety.org this transition in roles occurs smoothly. Over the next several months, ● AOPA Aviation Summit: Sept. 22–24, Hartford, CT – AOPA.org John, the staff and the PAMA BoD will work closely with Dale to

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acclimate him to his new role. I know that both John and Dale, along technician and professionalism within the ranks. As we move forward with the board of directors, look forward to your support during this together with these initiatives, each organization will maintain its own exciting time. autonomy and mission while partnering on issues of mutual interest.”

If you have any questions, please feel free to contact me at 703-778-4647 Clark Gordon, PAMA Chairman stated: “It is incumbent as industry lead- or [email protected] ers for us to work as one to further the acknowledgement of the aviation maintenance professional.” Thank you. Dale Forton, PAMA President stated: “As our economy continues to Clark Gordon, PAMA Board Chairman grow, the demand for well-trained maintenance professionals will be in Read the full message online at www.pama.org/pama-news. the forefront of each organization. Working together will ensure the proper recognition and economic growth of our individual members.”

Taking Command of Our Industry All three groups plan to hold regular meetings together to build on this momentum and work through selected common causes that will unite the April 6, 2011 – In a focused effort to continue to enhance and grow the global aviation maintenance community. aviation maintenance professional, a meeting was held on April 6th between members of the AMT Society, National Business Aircraft Association (NBAA) Maintenance Committee, and the Professional 2011 SoCal Chapter PAMA Board of Directors Aviation Maintenance Association (PAMA). With a spirit of camaraderie Additional Contact Information at www.SoCalPAMA.org never before seen in our maintenance industry, all parties agreed to move forward in a positive and proactive manner in order to show a united front ● Greg Potter, President: [email protected] to our members and colleagues and take command of our industry. ● Warren Horton, Vice-president: [email protected] ● Dan Ramos, Treas/Newsletter/Website: [email protected] Brad Townsend, current Chairman of the NBAA Maintenance ● Gail Erwin, Sec/Newsletter/Website: [email protected] Committee, stated: “We have been talking about opportunities for a while. ● Glenn Beckley, Sgt. At Arms: [email protected] We acted on it during the NBAA Maintenance Managers Conference this ● Bill Johnston, Topic Chair: [email protected] year, just held in San Diego. Coincidentally, this year’s theme was ● Chris Cancelosi, Meeting Coordinator: [email protected] “Building a Community of Leaders.” Choosing to act on that spirit, we made a simple but elegant commitment to build a community of partner- ship benefiting individual brother and sister aviation maintenance profes- PAMA Mission Statement sionals around the globe as well as those we have pledged to serve.” The organizations have agreed to align efforts on common interests for the The mission of PAMA is to promote continuous improvement in profes- betterment of aviation technicians throughout the industry. sionalism and recognition of the aviation maintenance technician through communication, education, representation and support. Tom Hendershot, Executive Director of AMT Society, stated: “At the Maintenance Management Conference we agreed to collaborate on issues related to aviation maintenance including regulatory concerns, National SoCal PAMA News AMT Day, and the education of technicians. This initiative puts together, Dan Ramos, Publisher; Gail Erwin, Editor for the first time, a prominent force dedicated to promoting the aircraft

BECOME INVOLVED! Join and be heard — Contact your local PAMA Association today!

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IRMAINTENANCE UPDATE is Transport Canada-approved for AIRMAINTENANCE UPDATE,Suite 2—203, 4360AgarDrive, Richmond, A recurrent training. This is our ninth exam, published annually BC, V7B 1A3. The exam must be postmarked no later than in our June/July anniversary issue, in accordance with our agree- October 31, 2011. We will mark your test and return it along with ment with Transport Canada. The exam consists of questions documentation supporting your submission. We will keep a copy of based on articles appearing in all six issues from the past year: your written test and results on file for future reference, and a copy June/July 2010, August/September 2010, October/November will be forwarded to Transport Canada. 2010, December 2010/January 2011, February/March 2011, — Good luck again to all participants! AMU and April/May 2011. You will require all six issues in order to write the exam. If you are missing any issues, call us at (604) YOUR CONTACT INFORMATION 214-9824, or email us at [email protected], and we will mail them to you at a cost of $6.95 per magazine postpaid. For a prompt and accurate response to your 2011 Exam answers, A 75% pass rate is required in order to qualify for your 16 hours please fill in the following information (print clearly). towards RT. The questions in the exam are arranged in order of their Name:...... appearance in AirMaintenance Update according to issue and individual Address: article. The exam can also be accessed and printed from our web ...... site: www.amumagazine.com. Answers should be printed in the ...... spaces provided and must be drawn directly from the text of the arti- ...... cles in order to be considered correct. All questions requiring a Phone:...... Postal Code: longer answer than the space allowed must be type-written on a separate sheet of paper. Completed exams should be submitted to: Email:......

June–July 2010 (Volume 9/Issue 1) 3) What is the minimum number of hours for an approved structures course? ......

4) How long must a college graduate work at an AMO before applying for an AME license (M & E)? AME Training and Licensing ...... 1) Name the three types of aircraft maintenance-related approved courses taught in community colleges across 5) How long is the time period for the above question if the Canada. candidate has graduated from a college with full Transport 1...... Canada accreditation? ...... 2...... 6) What is the minimum passing grade for exams connected 3...... with an AME license? ......

2) What is the minimum number of course hours for the 7) What does an AME license qualify the holder to do? maintenance and avionics courses approved by Transport ...... Canada or the Canadian Aviation Maintenance Council? ......

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8) What, besides an appropriate license, is required for an 15) Name seven safety nets that can help prevent minor or AME to certify a repair to an aircraft? major incidents...... 1...... 2...... 3...... 4...... 5...... 6...... 9) When an AME certifies a repair, what is he or she ...... certifying? ...... 7...... Coatings That Boost the Bottom Line ...... 16) What purpose does the paint on an aircraft serve besides decoration? What’s in a Battery? (Part 1) ...... 10) Name the two major categories of batteries...... 17) Name three things that help determine how long paint will last. 11) Briefly, what is the difference between the two? 1...... 2...... 3...... 18) Name three advantages of a clearcoat paint system. 1...... 12) What are the names of the two half-cells that make up a 2...... voltaic cell? 3...... 1...... 2...... August–September 2010 (Volume 9/Issue 2) 13) What is the direction of the flow of electricity in an electrical system? ......

Distraction 14) Name four things that can cause a technician to be distracted. Turbine Engine Indications 1...... 1) In a single spool turbine, what is the rotational speed of the ...... compressor referred to? 2...... 3...... 2) What is the normal reference number for N1? 4......

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3) What are the two most common types of N1 sensors? 12) What devices are used to monitor and control turbine 1...... engine temperatures? 2......

4) In a two-spool turbine, what is rotational speed of the What’s in a Battery? (Part 2) second spool of the compressor referred to? 13) Name the five main battery types, either in use or proposed ...... for use in aircraft...... 1...... 2...... 5) Name three types of maintenance problems associated with 3...... tach generators. 4...... 1...... 5...... 2...... 3...... 14) What two materials make up the electrolyte of a Ni-Cad ...... battery, and what are the percentages of each? 1...... 6) Why do speed sensors tend to have fewer maintenance 2...... problems than tach generators? ...... 15) What is the potential voltage of one Ni-Cad cell? ...... 16) In a NiCad battery, what keeps the positive and negative 7) In turboprops that measure engine RPM by the speed of plates from physically contacting each other? the gas producing turbine, what term is used for this RPM? ...... 17) What is the maximum pressure the vent valve on a Ni-Cad battery allows? 8) What term is used for propellor RPM in these engines? ...... 18) What is the term used for the potential overheating 9) How is it determined how much thrust an engine is phenomenon in a Ni-Cad battery? producing? ...... 19) What two materials make up the electrolyte of a lead-acid ...... battery, and what are the percentages of each? ......

10) What is the ratio PT7:PT2 known as? 20) What is the potential cell voltage in a lead-acid battery? ...... 21) Name the three types of lead-acid battery. 11) What indication is used for the primary thrust target setting 1...... in high bypass turbine engines? 2...... 3......

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22) What component of the lead-acid battery electrolyte is 2) In a turbine-powered aircraft, why can a weak battery be extremely corrosive? worse than a dead battery? ...... 23) What is the range of pressures in valve regulated lead-acid batteries? 3) What is the legal minimum performance of an aircraft ...... battery? ...... Managing Fatigue ...... 24) State four symptoms of fatigue...... 1...... 2...... 4) How is battery capacity defined? 3...... 4...... 25) State five causes of fatigue...... 1...... 2...... 5) How is battery capacity measured? 3...... 4...... 5......

26) State the three most important ways to avoid fatigue. 6) Name three “electrical parasites” that drain the life from a 1...... battery. 2...... 1...... 3...... 2...... 3...... 27) What should NOT follow a physically demanding task? ...... 7) In a Ni-Cad battery, what causes an increase in the “rock ...... content” or unusable part of the electricity stored in a battery? ...... October–November 2010 (Volume 9/Issue 3) 8) What causes diminishing capacity in a lead-acid battery? ......

9) What is the typical self-discharge rate of a Ni-Cad battery? ...... What’s in a Battery? (Part3) ...... 1) Why do we do maintenance on an aircraft battery? ...... 10) What is the self-discharge rate of a lead-acid battery? ......

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11) Name three things that will accelerate the self-discharge Corporate Aircraft Interiors rate of a battery. 20) In Canada, what legal documents are required for a 1...... modification to a corporate aircraft interior? 2...... 3......

12) State the safety precautions listed in this article that should 21) What document is required for the refurbishment of a be put into practice when servicing a battery. corporate aircraft interior? ...... 22) Name one of the single most important aspects of a corporate interior modification or refurbishment. Piston Engine Indications ...... 13) What mechanical device operates a direct-reading oil pressure gauge? Accident Chains: Planned or Unplanned? ...... 23) What is the minimum number of links in any accident chain ...... according to Boeing research? ...... 14) What is contained in the Bourdon tube of a direct-reading temperature gauge? 24) How many links in the accident chain were identified in the ...... AirOntario disaster at Dryden? ......

15) What is a thermistor? 25) Name two of the best safety nets you can have......

16) Name two types of indicators where a thermocouple may December 2010–January 2011 be used. (Volume 9/Issue 4) ......

17) State three methods that may be used to operate a tachometer (RPM indicator). 1...... 2...... Propeller Governor Operations and Maintenance 3...... 1) To what pressure does a governor increase the oil pressure before sending it to the propeller hub? 18) What does a manifold pressure gauge measure? ...... 2) Name the three sections of a propeller governor. 19) When the engine is not running, what is the manifold 1...... pressure gauge indicating? 2...... 3......

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3) At what RPM is the engine turning when the governor is in 13) When there are a lot of hours on a governor, what can be a an onspeed condition? common problem? ......

4) Into what condition will a governor go if the engine RPM 14) In a twin engine aircraft, what problem can arise if the increases during constant speed operation? governor speeder spring is replaced in only one governor? ...... 5) Name three situations that can cause an underspeed condition. Pressurization and Air Conditioning Systems 1...... Explained 2...... 15) What provided the air to pressurize the cabins on many 3...... earlier transport category aircraft? ...... 6) What is the additional part in a feathering governor? ...... 16) When turbine engines became popular, what became a 7) What extra parts are there if the governor has an more common way to pressurize a cabin? unfeathering capability? ...... 1...... 2...... 17) What component regulates the pressure in the cabin and also allows pressurized air to leave the cabin so it can be 8) On a PT6 engine, to what pressure does the governor pump replaced by fresh air? increase the oil pressure? ......

9) What is the pressure increased to on a Garrett engine 18) What device automatically controls the outflow valves? governor? ......

10) On a turbine engine governor, what can the pilot manually 19) What safety precaution should a maintenance technician adjust that he can’t with a piston engine governor? take before working in or around the outflow valves? ...... 20) What is the approximate pressure difference between the 11) What does a synchrophasing system do that a inside of a pressurized cabin and the ambient pressure synchronizing system doesn’t? outside a transport category aircraft at altitude? ...... What’s in a Battery? (Part 4) 21) Why should Ni-Cad and vented lead acid battery 12) What is the advantage of a synchrophasing system? maintenance not be attempted in the same room? ......

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22) Name six things that should be checked in a periodical 2) What is the name given to the collection of components check of a Ni-Cad battery. used to cool bleed air for use in pressurization? 1...... 2...... 3...... 3) From where does the cooling air come for the heat 4...... exchangers that cool ram air before it goes into a cabin for 5...... pressurization? 1. In flight? 2. On the ground? 6...... 1...... 2...... 23) If, during a regular check of a Ni-Cad battery, cell voltages peak and then slowly start to drop, what is the possible 4) What system removes condensed moisture from the cause? pressurization system before the air enters the cabin? ......

24) During maintenance charging, what should be done with 5) Above what temperature must the temperature in the water the vent caps of a Ni-Cad battery? separator system remain? ......

25) What five things should be checked during a visual 6) Name the two most common types of cabin heaters used in inspection of a lead acid battery? smaller, general aviation aircraft. 1...... 1...... 2...... 2...... 3...... 4...... 7) What does the Boeing 787 use for pressurization air instead 5...... of engine bleed air? ...... 26) What measurement can determine the remaining life and overall condition of a lead-acid battery? The New Kid on the Block . . . or the 3 Rs ...... 8) How many points of attachment are there for the RR300 engine as installed in the Robinson R66 helicopter? ...... February–March 2011 (Volume 9/Issue 5) ......

9) How are N1 and N2 RPM information transmitted in the RR300? ...... Pressurization and Air Conditioning Systems ...... Explained (Part 2) 1) Name two facts that we must be aware of when dealing with 10) What type of compressor does the RR300 use? compressed gas (air)...... 1...... 2......

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April–May 2011 (Volume 9/Issue 6) 9) Where is the starter button located in the R66? ......

10) What does the engine monitoring unit record? ...... The New Kid on the Block . . . or the 3 Rs (Part 2) 1) What is the compression ratio of the RR300 compressor? 11) What four components does the RR300 fuel management ...... consist of? 1...... 2) What part that is normally in the compressor section of a 2...... turbine engine is absent in the RR300? 3...... 4......

3) How does the RR300 manage compressor surge/stall? 12) What method is used for fuel cutoff in the RR300/R66 ...... combination? ...... Ice and Rain Protection Systems Explained ...... 13) What two categories are aircraft ice protection systems divided into? 4) What component reduces the likelihood of surge from vane 1...... erosion? 2...... 14) Describe the difference between the two types of systems in 5) What provides the heat for the compressor anti-icing the question immediately above. system in the RR300? ...... 6) To what oil pressure is the RR300 set at production test or ...... post overhaul test? ...... 15) Describe the operation of pneumatic de-icer boots. 7) After the initial adjustment on newly installed engines, is it ...... allowable to adjust the RR300 oil pressure to correct for ...... high oil pressure? ...... 16) What method is normally used for ice protection on 8) Can the transducers for the oil pressure and torque meter modern propeller blades? pressure be interchanged? ...... ■

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the rebuild The Restoration of Waco INF NC618Y

BY SANDY BROWN

If a young kid puts his mind to it would keep the 618Y project within the Ohio company’s factory specifications. Thanks go to Joe Fichera (Kent- anything is possible. We start by daydreaming, wishing, morr Field, Stevensville, Maryland) who provided a making lists, and after aging a bit, it’s all on a bucket list. pickup-truck load of Waco bones, I was able to make For me, at the top of the list was to build an airplane. sense of all the Waco drawings. At the time, I did not know it, but a restoration would be Early on, it became obvious that the project was not just fine. With age 60 just over the horizon, the fellow just building an airplane. It was more like operating an staring at me in the mirror prodded, “Pal, you’d better aircraft factory. Hundreds of Waco drawings were accu- get started.” mulated, logged into a database, and stored in flat files. For years, I have flown a 1929 Kinner-powered Each assembly drawing called out a new set of drawings Fleet, so a Waco or a Great Lakes sounded interesting, as to be found and logged in. “A” size drawings were kept either way, it would be powered by a Kinner. One day, at in ring binders, and all others in flat file drawers, Old Rhinebeck, I sat in Pam Cooley’s freshly restored arranged by drawing size, with all information listed in RNF (663Y), and with my preference for spruce, the de- the data base. To be fair to all restorers and to keep all cision was made. My restoration project would be the projects active, the Smithsonian has allowed builders to Waco INF. The Smithsonian’s collection of Waco data order a maximum of 25 drawings per month. The length

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of time between a drawing request and re- ceipt of the drawing was about 90 days. If you missed and did not order a drawing called out on an assembly print, work on that part was held up for another 90 days. I encountered a few of these sorts of delays, which was pretty frustrating. Over the years, I have visited many projects in progress and have noted that many builders start with the wings, which then sit around for years and become mouse nests. I felt that the most complex part would be the fuselage, so why not get that done first so that the project would get easier as time went on. However, I did build two mock-up wing root panels so that the fuselage wing attach fittings would be prop- erly located. ‘‘ As for gas welding, by using a pair of shade five welding glasses, I could relax and weld at my own pace while not bumping my head on every cross and diagonal member. It was a blast.

To get back into the swing of gas welding, I started with a couple of tail feathers and quickly discovered the advantages of cold bending 4130 over doing it with heat. Then I went to work in earnest. The fuselage was jigged up on its back, tack-welded with TIG, and set up on a fixture, which allowed the fuselage to be rotated about its thrust line for ease of gas welding. Choosing gas welding over TIG was a preference of comfort. Sticking my head into and around a tubing frame with a weld- ing hood and me with a stiff neck seemed a bit uncomfortable. As for gas welding, by using a pair of shade five welding glasses, I could relax and weld at my own pace while not bumping my head on every cross and diagonal member. It was a blast. Except for a few clusters requiring extra heat, the process was interesting and orderly. I read

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Above: The restoration in progress: the project begins to take shape, as can be seen by the tubing on the fuselage frame and wings.

a few articles about gas welding tubular frames and the art of keeping them straight and true. In the end, the extra care proved worthwhile, as the plumb line proved the frame to be true. When you work by yourself, everything in the shop has to be on wheels, dollies, or casters in order to make tools and parts easily accessbile, and to reduce the amount of lifting required. So by 1999, the ship

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was on her feet and could be conveniently rolled about. At about this time, a friend told me about Fay Butler, the metal smith. For some time I had heard about his metal forming school in Massa- chusetts, and seeing as the INF was going to need a nose bowl, I signed up. I arrived for the week-long class with a buck made from the Waco drawing and went to work. Fay provided instruction on the Pullmax, Yoder power hammer, English wheel, and other hand and power tools. Starting with two sheets of 5052 H32, we formed two halves to be welded together when I returned home. It was a very informative week. The following week, Jessie James arrived for a week’s metal forming instruction for his famous motorcycle. ‘‘ Now the fun began: fabricating and installing all the controls and other widgets. Once the controls were working for the tail feathers, it was time for the really fun stuff – wood . . . nature’s gift to early aviation.

Now the fun began: fabricating and installing all the controls and other widgets. Once the controls were working for the tail feathers, it was time for the really fun stuff – wood, oh wonderful wood: na- ture’s gift to early aviation. The first thing to be done was to give the fuselage its wood. Fortunately, Pam Cooley’s RNF was just an Your Newest Certified Oil Cooler hour’s flight away in Keene, New Hampshire, and to aid the Overhaul Repair Shop In Canada process, she lent me all the photos she took of 663Y as a basket case. Between her pictures and the Waco drawings I had acquired, I was With state of the art equipment — able to get a good idea of how all the formers went together. over 65 years experience to serve During this period, Wayne Hayes’ RNF was getting some work done at Wing Works in Caanan, Connecticut. Between the your needs — old and new. two ships, I was able to get lots of pictures that would keep the proj- ect on track. There never seem to be enough access panels on old WE OFFER fabric aircraft, so we did our best to remedy that. Since the center section and cabane wires are the rigging heart Full Overhaul & Recertification of a biplane, I began wing construction there. With lots of back and or Inspections, Flushing, forth deciding on the type of fuel tank, the old way won, and terne plate was purchased. I had never worked with this material before , Welding, and 24 Hour A.O.G. and due to its softness, I enjoyed how easy it was to produce fabrica- Including Turbine Oil Coolers tions. Luckily, I found a throat rolling machine, which made easy Oil to Fuel Heaters work of the beading requirements. After assembly with steel rivets, & Heat Exchangers a local radiator repair and overhaul shop soldered the seams and Superior Oil Coolers gave the two tanks each a leak check. contact: Terry or Orest Now it was time to move onto the wings. I find working with 1487 Dublin Avenue, Winnipeg, Manitoba R3E 3G8 wood very enjoyable and was glad to save the best for last. Con- ph. 204-775-4200 cell: 204-781-0084 fax: 204-779-9402 structing two wings at a time speeded up the operation. The wing

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rib jig was made from a 1/4-inch sheet of grey PVC with PVC blocks between to hold the rib members securely for gluing and nailing. Each day, the previous day’s rib was removed from the jig then glued and nailed with gussets for the second side. At the same time, the jig was loaded and the first side of the rib was glued and nailed. This way we got one rib produced per day. We had been doing this as fill-in work in the previous months so that wing assembly was not delayed. Taking the advice of other builders, the wing tip bow was lami- nated right on the wing. Only an aileron assembly drawing seemed to be available, so the aileron was built right on the wing also, which worked out pretty neat. Application of Ceconite fabric and dope went pretty well except for the occasional battle with cool hangar temperatures. Because the Airworthiness Certificate had been lost, the local FISDO did their inspection for compliance to the type certificate, and issued a new one. We are very lucky here in the Northeast be- cause there are still a few FAA inspectors who are familiar with old ways of construction and design. With a freshly overhauled Kinner B5 engine by Al Ball, we began engine and taxi tests. Taxiing this ship was a new experience since we had chosen to restore the original Johnson Bar brake on the throttle, with the tail wheel post forward of where a Scott tail wheel would have gone for a more modern conversion. Installa- tion of aileron gap seals was the last item AFTER the first flight, which was a bit hairy. Now she flies well: rock solid and very responsive. (Continued on page 34)

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The Kinner-powered INF, with the oil tank on top of the engine found. The air cylinder gives about four starts, but raising the pres- mount, left no room that we could find for an electric starter. In sure will add a couple more. order to cut down on hand propping, we were able to get a field ap- UPDATE: Figured out how to get the electric starter to fit. The proval for an air start system using a compressed air cylinder that Y-150 is out for rebuild. We have a verbal OK from our local connects to an original Kinner/Haywood air starter check valve in FSDO to design mount a Concorde battery in the forward cockpit the head of #2 cylinder. With that cylinder set just past top dead just behind the firewall. We expect this to turn into a field approval. center, air pressure swings the prop through #3 and #4 fires. The No charging system on board. We’d love to hear from anyone who plan is to use this system at airports where no propping help can be has electric start for their INF. (Text continues on page 36)

The woodwork begins: the wooden wing walk clamped in place.

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Continuing the woodwork: the wing bow clamped in place.

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Pictured above: The Waco INF NC618Y as it appeared in the 1940s. Below: The aircraft as it appears today after restoration.

Celebrating 20 Years of Service 1991 – 2011

Overhauls, Repairs, Sales & Exchanges

Aircraft Propeller & Governor Specialists Non-Destructive Testing MT Propeller • Sensenich Just prior to this article going to press, Sandy Brown received the • Hamilton Standard field approval for the battery and starter alteration. His comment was, “It works so nice. No more hand propping. Sweet!”

Since his earliest childhood, Sandy Brown has had an interest in avia- Hartzell McCauley Propeller Approved Propeller Authorized tion. As a youngster, model airplane building started him on the path. Repair Station All Major Governors Service Station Later on, he was a pilot and Cessna owner, then an A&P with Inspec- Tollfree: 1-800-773-6853 • 24/7 & AOG support tion Authorization. His greatest passion, and one that continues today, is the restoration of old, fabric-covered aircraft. Sandy has been a mem- www.canadianpropeller.com ber of the Hartford/Springfield chapter of PAMA since its early days. AMO 175-91 He can be contacted at [email protected]. ■

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feature The APU explained

so I’d been anxiously and delightfully biding my time on Florida’s BY GORDON WALKER, AME ’E’, “Space Coast”. As the countdown proceeded, the skies began to Professor of Avionics, show signs of clearing. Centennial College More concerning, however, were the winds, which were slightly above take-off limits. NASA must have assurance that winds will be calm for at least 20 minutes after a shuttle launch, in he weather at the cape was overcast and windy when case of an aborted mission, requiring the orbiter to return to the I awoke on launch day. Two weeks of glorious Florida landing site. Alas, with just about three hours until blast-off, NASA T sunshine, clear skies, and 80-degree temperatures pre- halted the countdown, and scrubbed the launch not, as expected, ceded this re-scheduled launch date, but today was looking some- because of weather, but due to a technical malfunction. A problem what grim; timing is everything. I’d been in Florida back in April with the #1 auxiliary power unit (APU) was the cause given. 1981 when the very first space shuttle touched down, across the The words “Flight delayed due to an APU problem” rang familiar country at Edwards Air Force Base. Now, 30 years later, I was at in my ears, and prompted this issue’s article: “Auxiliary Power Cape Canaveral to witness space shuttle “Endeavour” being Units Explained.” launched into space for the final time. The penultimate mission of Auxiliary power units (ATA 49) are turbine engines installed on NASA’s space shuttle program, and my next-to-last opportunity to many larger M2 aircraft, not for the purpose of propulsion, but watch a shuttle launch. rather to provide ancillary support in the areas of electrical power, The original launch date had been scrubbed due to the sched- pneumatics, air conditioning/pressurization, and hydraulics. APUs uled arrival of a Russian cargo ship during Endeavour’s visit to the are used extensively during ground operations, and occasionally in International Space Station (parking congestion in outer space), flight for supplementary or emergency scenarios. An aircraft

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equipped with an APU and self-contained “airstairs” can operate out of virtually any landing strip/airport without any requirement for ground support equipment. The APU, when started and operating at speed, can drive an electrical generator, usually identical to the ship’s engine driven generators. Because the APU runs at a more or less constant RPM, alternating current generators and alternators can be geared to provide a steady 400 Hz output, to properly operate all of the air- craft’s A.C. systems. This eliminates the need for a constant speed drive (CSD) on the APU. Electrical power from the APU driven generator can be used by ground service personnel, and maintenance personnel to oper- ate all of the aircraft’s electrical systems and appliances. The APU- driven generator eliminates the need for an external power cart to be connected to the aircraft during ground handling. The alterna- tive would involve starting one of the aircraft’s main engines in order to drive a generator. This, of course, would be very expen- sive, and represents a serious danger to ground crews working around the aircraft. Should an aircraft in flight lose an engine or an engine driven generator (EDG) the APU can often be started, and the APU driven generator used to pick up the electrical loads which have been shed. While this is a reasonably common procedure, there may be operational restrictions as a result of aircraft type, or spe- cific airline company policies. For example, the aircraft may be required to descend to a lower altitude before starting the APU. Continuing the flight at a lower altitude, plus the fuel burned by the APU itself, will result in a

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higher-than-planned fuel burn, and may necessitate the aircraft making an unscheduled fuel stop. It’s interesting to note that in some cases, the APU can be used to power the aircraft’s entire electrical system on the ground, but only a portion of that system in flight. The reason for this is the lower density air at altitude is not capable of providing the same level of cooling to the APU, as the higher density air at ground level. This is somewhat surprising, as we all know that air is much cooler at altitude than at sea level. In addition to providing electrical power, the APU can provide bleed air for pneumatics and air conditioning. Once again, this has applications for both ground handling, and in-flight emergencies. Bleed air from the compressor section of an APU can be ducted to the aircraft’s air conditioning packs. This allows the cockpit and cabin to be either heated or cooled while passengers embark and disembark, without the need for a ground air conditioning cart. Having worked for an airline which serviced both the high Arctic, and Caribbean charter destinations with the same airplanes, I’ve seen this as a godsend at both ends of the spectrum. Should the situation arise in which there is difficulty in main- taining cabin pressurization in flight, APU bleed air could be used to supplement that being provided by the main engines. APU bleed air can also be used to provide positive head pres- sure to hydraulic reservoirs and potable water tanks. Troubleshooting thermal anti-ice snags can be carried out by maintenance crews on the ground using APU bleed air. This is cheaper and safer than starting engines, and placing maintenance personnel in potentially hazardous situations.

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‘‘ Flight crews can board an aircraft, start the APU, and use its bleed air Aviation and electrical power to start the ● Garrett TPE-331-1 thru -11 Overhaul, Repair, Camp HSI/GBI, main aircraft engines without any Field Service ● Avionics Shop Specializing in King, Collins, S-Tec

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● Large Inventory of new & used Fairchild Metro and Beechcraft The high-volume bleed air supplied by the APU is ideal for provid- light twin parts ing the main engine starters with the pneumatic power required to rotate and start the engines. Flight crews can board an aircraft, AMO 37-74 start the APU, and use its bleed air and electrical power to start the main aircraft engines without any ground support equipment whatsoever. Starting of the APU is accomplished by means of a D.C. starter motor. Power for the starter may come from the ship’s battery or a dedicated APU battery. Fuel is typically drawn from the aircraft’s main tanks, often delivered to the APU by a dedicated D.C. fuel pump. This pump may be required due to the location of the APU, Tel: 204.480.4006 usually in the tailcone area of the aircraft. Email: [email protected] www.perimeter.ca One of the most common snags I’ve encountered with APU operation is failure to start as a result of the air intake being blocked by FOD in the form of a plastic bag. Snags, caused by sequencing switches (the notorious “3 Speed Switch”), and faulty “Loadstats” have largely been eliminated thanks to digital electronic sequenc- ing and control. It would appear, however, that we still haven’t quite worked out the bugs in the #1 APU hydrazine rocket-fuel line heater! Godspeed Endeavour!

Question: Why is an APU capable of supplying more electrical power on the ground, than it is in flight?

Last time, we asked the question: Why did the B727, DC 10, and L 1011 have thermal anti-icing protection on their #1 VHF Com antennas?

Answer: All three of these aircraft have engine intakes directly aft of the #1 VHF com antenna. If ice were to form and break free of the antenna, it could result in engine failure and serious damage.

GORDON WALKER entered the avionics industry after gradua- tion from Centennial College in 1980. His career with Nordair, Air Canada, CP Air, PWA, and ultimately Canadian Airlines took him to many remote corners of Canada. Since leaving the flight line to pursue a career as a college professor, Walker has continued to involve himself in the aviation/avionics industry, by serving on several CARAC Com- mittees concerning the training and licensing of AMEs, being nomi- nated to the CAMC Board of Directors, and being elected President of the National Training Association. (NTA). ■

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42 A IRM AINTENANCE U PDATE AMU June-July 6 6/9/11 3:15 PM Page 2

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A IRM AINTENANCE U PDATE 43 AMU June-July 6 6/9/11 3:15 PM Page 3

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EMPLOYMENT Aircraft Parts Sales & Product Support Thunder Bay Aviation Ltd. is looking for a new team member in the Kenn Borek Sales Department. We are an aircraft parts manufacturer and sales organization. We are looking for you if: Air Ltd. ● You have the right attitude . . . you are willing to take direction from other team members who are both older and younger than you Now accepting ● You’re not just looking for a “job”, but a career ● You have good computer skills, paperwork organization and want a desk career resumes for M1 and ● You excel at PR and customer service on the phone ● You have experience in the aviation industry, automotive or industrial parts M2 engineers support industries, or in general sales Pay level commensurate with experience, with the goal to become a valuable team with minimum 3 years, member who is paid accordingly. willing to travel. If you think you’re the right person for a career in aircraft parts sales, please send your resume and cover letter to: Fax resumes to Thunder Bay Aviation Ltd., PO Box 31021, 1101 West Arthur St., 403-250-6908 or email Thunder Bay ON P7E 5S2 Attn: Danielle Shaffer [email protected] email: [email protected]

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AMU CHRONICLES Nose Down Jumbo

BY SAM LONGO, AME, A&P

Midnight shift in the line maintenance hangar was always a flurry of intense activity, culminating with each airworthy aircraft departing for their designated departure gate. On most nights everything ran according to plan, but on this particular night, Murphy’s Law was working overtime . . .

eginning in the early 1970s, the Boeing 747 jumbo jet was no one was injured; the second was that, as the tail shot up, it was the queen of Air Canada’s fleet. It was a robust, reliable air- perfectly spaced between two hangar support beams, so the aircraft Bliner, but like any aircraft in the business of commercial was spared any additional empennage damage. Still, fixing the air- travel, it still required its fair share of routine maintenance. It was a craft was far from cheap. Rumor had it that Boeing had to pull out large, complex aircraft with thousands of components and systems. the jigs in Seattle to manufacture a new set of landing gear doors, You could work on it for a lifetime and still leave much of its inner costing the airline over $100,000. Add to this the lost revenue of workings unexplored. It was part of what made working on it par- having the big bird grounded for repairs, and ultimately it was a ticularly challenging, and sometimes just a little intimidating. very high price to pay for the lack of a $35 nose gear pin. The chain of events that led to the “nose down jumbo” inci- If we call on our human factors training, there is much to be dent unfolded on a typical midnight shift. I was working dayshift, learned from this incident. The chain of events leading up to this so I arrived on the scene only to witness the aftermath, but every unfortunate situation can be identified and rectified for future ref- maintenance employee soon knew all the intimate details of the erence. Communication: a simple headset with a maintenance whole unfortunate story. person standing watch at the nose during the crucial stage of the Apparently, there was a landing gear indication light snag that procedure could have easily saved the day. Fatigue: perhaps the had been worked on over the course of the shift. As morning headset idea would have come up if the maintenance personnel approached, it was time to test the repair. The certified aircraft weren’t tired and nearing the end of a busy midnight shift. Equip- technician who was in charge came down from the flight deck to ment: lack of sufficient numbers of nose gear pins could have been verify that the four main gear and one nose gear pins were installed easily remedied, providing an inexpensive safety net. Company as per the procedure manual, and all was well. He then returned to norms: it was a very common practice to rob landing gear pins the flight deck to select the landing gear lever to the up position. from hangar aircraft for towing purposes knowing that they would Meanwhile, down on the hangar floor, a maintenance tow be replaced before the robbed aircraft was towed again. Lack of crew was preparing to pick up another Boeing 747 from the termi- manpower/pressure: the aircraft could have been placed on jacks nal and tow it back to the hangar. The equipment required to com- for the test procedure, but this would have required considerably plete their task was a tow tractor, a 747 tow-bar, and a full set of more personnel and additional time. landing gear pins. This is where the story takes its first turn for the Of course, it is easy to look back in hindsight and see the errors worse. The tool crib attendant informed the lead tow mechanic of our ways. The value of human factors training is to do exactly that he had the four main gear pins but had NO nose gear pins left that: increase our awareness so that we might better recognize and in stock. In an honest attempt to get his job done properly, know- prevent those situations from occurring in the future. I firmly be- ing full well that it was unsafe to tow an aircraft without first lieve that it is an endeavor worthy of our pursuit. installing the landing gear pins, the lead tow mechanic simply On a more personal note, I have always felt extreme empathy walked over to the nearest 747 in the hangar and robbed the nose for the unfortunate mechanic who pulled the nose gear pin on that gear pin that he required. fateful night. It was such an innocent mistake, done in the honest The stage was now set. As the tow crew climbed into their trac- interest of getting his assigned task completed. As mechanics, we tor to depart, they were oblivious to the carnage unfolding behind had all done the exact same thing on various occasions without them. Seconds later, as the certified aircraft technician on the 747 incident. As we all know, Murphy’s Law forever remains a random flight deck selected the landing gear lever up he and his colleagues phenomenon: “There but for the grace of God go I”. Stay safe my were treated to a horrible sinking sensation followed by the metal- friends. lic crunch of the still open nose gear doors being crushed by the For more published columns by Sam Longo go to www.sam- mammoth aircraft’s considerable weight. The first miracle was that longo.com ■

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