Interview FAQs #1

1. What is a transit check and what is supposed to be checked in one?

 Transit Checks – Transit checks are carried out during short stops between flights, focusing
on critical areas that could impact the next leg of the journey. Pilots and maintenance crews
are more detailed and thorough during transit checks than pre-flight checks.
A transit check typically includes:
 Exterior inspection
Checking for obvious damage, leaks, proper operating equipment, and security of
attachments
 Refueling
Coordinating with the flight crew, grounding the aircraft, and enforcing no-smoking rules
 Document review
Checking the on-board documents folder and ensuring all documents are in place
 Nose inspection
Checking the nose radome, conductors’ strips, lower nose compartment doors, NLG doors
and seals, and NLG wheels and tires

2. Types of Maintenance Checks and their Frequency

1. Transit: Before Every Flight

2. Layover: Hours or Days
3. A Check: 400-600 Flight Hours/200-300 Flights
4. C Check: Every 18-24 months
5. D Check: Every 6-10 years.

3. Refuelling Precautions

 Bonding: Ensure that there is electrical continuity between the aircraft and the refueling
vehicle. This can be done by using Underwriters Listed (UL) equipment or by attaching a
bonding wire to the nozzle and tank.

 Grounding: Discharge static electricity to the ground.

 Safety zones: Maintain a 3-meter safety zone around the area under the NACA vents,
overpressure protectors, and refuel coupling(s).

 Personal protective equipment (PPE): Wear the appropriate PPE, such as respirators and
protective clothing.

 Firefighting equipment: Have fire fighting equipment available.

 No smoking: Warn passengers and cabin crew that smoking is prohibited during refueling.

 No electrical devices: Do not operate any electrical devices, radio transmitters, or receivers
during refueling.

 No sparks: Do not use any equipment or materials that could cause a spark or ignition.
  No engine starting: Do not start the aircraft engine if there is any fuel on the ground below
it.

 Passengers: Do not refuel an aircraft with passengers on board unless there is a passenger
loading ramp, the aircraft door is open, and a cabin attendant is present.

 Refuelling vehicle and equipment positioning: Position the refuelling equipment so that it
does not obstruct the aircraft's escape route or access for rescue and firefighting vehicles.

 Ground area clearance: Keep the area beneath the available exits clear for slide deployment
in case of an evacuation.

4. Specifications of:

Jet A1: ASTM D1655

Engine oil: MIL-PRF-23699

Hydraulic Fluid: Skydrol LD4/ Mobil HyjetV

Mineral Hydraulic Fluid: MIL-PRF-5606H

5. Fuelling Pr: 50PSI. Defueling Pr: 11PSI

6. Colours of:

Engine oil: Orange

Hydraulic Oil (Skydrol): Purple

Mineral Hydraulic Oil: Red

Jet A1: Clear/Straw

7. Reason to use Nitrogen:

 Prevents explosions

Nitrogen is an inert gas that prevents tires from exploding when overheated. In air-filled tires, oxygen
can react with volatile gases from overheated tires and cause an explosion.

 Prevents corrosion and fatigue

Nitrogen helps prevent wheel corrosion and tire fatigue caused by brake heat transfer.

 Maintains pressure

Nitrogen helps maintain consistent pressure in tires.

 Prevents freezing
Air contains water, which would freeze at the high altitudes and temperatures experienced during
flight.

 Minimizes expansion and contraction

Nitrogen expands at the same rate as other dry atmospheric gases, so it minimizes expansion and
contraction from extreme temperature changes.

8. Quantity of Fuel in Logbook: KGs

9. KG = Spec. Gravity x Liters

10. Antennas on A320:

WEATHER RADAR – The WXR antenna sends the RF pulses and receives the RF returns. The
receiver/transmitter (R/T) gets air data inertial reference unit (ADIRU) pitch and roll data for antenna
stabilization.

AOA SENSOR – provides Angle of Attack by sensing the direction of local airflow.

GPS – The GPS antennas receive L-band frequency signals (1575.42 MHz) and sends them to the
multi mode receivers (MMR).

VHF – The VHF antenna receives and transmits RF signals in the VHF frequency range.

HF – The HF antenna receives an RF signal from the antenna coupler and transmits the RF signal to
other airplane and ground HF communication systems. The antenna also receives incoming RF signals
and sends the RF signals to the antenna coupler.

TCAS – The TCAS directional antennas receive traffic airplane reply signals. They also transmit the
TCAS interrogation signals.

ATC – The two antennas transmit signals from the ATC transponder and send received signals to the
ATC transponder. TheATC transponders interface with the TCAS system.

GPS – The GPS antennas are on the top of the fuselage. GPS sensor units are in the multi mode
receivers (MMR).

PITOT PROBE – measures pitot air pressure.

STATIC PROBE – measure static (ambient) air pressure.

EMERGENCY STATIC PROBE – The emergency static ports measure static (ambient) air pressure for
use in emergency.

TAT PROBE – measures the temperature of airflow through the sensor.

LOC – The Localizer is a component of ILS that provides lateral guidance to the pilot during the
approach.

GLIDE – The glide slope is a component of ILS that provides vertical guidance to the pilot during the
approach.

MARKER – The marker beacon antenna receives signals from marker beacon ground stations.

ELT – The emergency locator transmitter (ELT) antenna sends radio signals in the very high frequency
(VHF) and ultra high frequency (UHF) ranges. The emergency locator transmitter (ELT) antenna
transmits 406 Mhz, 121.5 Mhz, and 243 Mhz signals.

RADIO ALTIMETER – The RA antennas are usually on the bottom of the fuselage. The transmit
antenna sends radio frequency (RF) signals to the ground. The receive antenna sends reflected RF
signals to the receiver circuits of the RA receiver/transmitter.

DME – The DME antennas transmit and receive DME signals. The antennas transmit signals to the
ground stations. They then receive the reply signals from the DME ground station and send them to
the interrogator.

VOR – The VOR antenna receives RF signals in the frequency range of 108 MHz to 117.95 MHz. The
antenna receives VOR and localizer frequencies. The VOR/LOC antenna sends VOR signals to both
VOR/MB receivers.

ADF – The ADF antenna receives electromagnetic signals from ground stations. The sense antenna
receives the electrical part of the signal. The loop antenna receives the magnetic part of the ground
station signal.

SATCOM – for satellite communication

11. Bernoulli’s Principal

It states that as the speed of a moving fluid increases (liquid or gas), the pressure within the fluid
decreases.

12. Otto Cycle: For Internal Combustion Engines

Brayton Cycle: For GTEs

13. Pascal’s Law is used for Hydraulics

14. Is Bernoulli's theorem based on the law of conservation of energy?

Bernoulli's principle is based on the law of conservation of energy. We equate total energy (pressure
energy, potential energy and kinetic energy) of a flowing liquid at different points flowing under
constant pressure difference

15. Phase to Phase Voltage: Line Voltage: 208V

Phase to Neutral Voltage: Phase Voltage: 115V

16. Primary AC Source: IDGs

Secondary AC Source: Static Inverters

17. Primary DC Source: Transformer Rectifier

Secondary DC source: Batteries

18. Batteries

2 batteries

Starboard side

23Ah = 30 mins of runtime

28V

19. TRU Voltage: 28V

20. Monitored CBs: Green and ECAM message when pulled

Unmonitored CBs: Black and No ECAM Message when pulled

21. Inertial Reference System = Ring laser gyros + Accelerometers.

22. RAT Deployment Conditions: AC Bus 1 and 2 Fail

Airspeed above 100kts

23. Circuit Protection: CBs, Fuses, Current Limiters, Limiting Resistance.

24. Circuit Control: Switches and Relays

25. General Tools: For General use (Hammer, Screwdriver, Wrenches)

Special Tools: For Special and dedicated use (Pipe Wrench for Filter Removal)

Precision tools: For Precise measurements (Vernier Caliper)

26. Screwdrivers: Common and Philips

27. Troubleshooting Manual has 3 things: 1. Job Setup. 2. Fault Confirmation 3. Fault Isolation.

28. Parts of a tech log

Section 1 should contain details of the registered name and address of the operator the aircraft type
and the complete international registration marks of the aircraft.

Section 2 should contain details of when the next scheduled maintenance is due, including, if
relevant any out of phase component changes due before the next maintenance check. In addition
this section should contain the current certificate of release to service (CRS), for the complete
aircraft, issued normally at the end of the last maintenance check.

NOTE: The flight crew do not need to receive such details if the next scheduled maintenance is
controlled by other means acceptable to the CAA.

Section 3 should contain details of all information considered necessary to ensure continued flight
safety. Such information includes:

(i) the aircraft type and registration mark,

(ii) the date and place of take-off and landing,

(iii) the times at which the aircraft took off and landed,

(iv) the running total of flying hours, such that the hours to the next schedule maintenance can be
determined. The flight crew does not need to receive such details if the next scheduled maintenance
is controlled by other means acceptable to the CAA.

(v) details of any failure, defect or malfunction to the aircraft affecting airworthiness or safe
operation of the aircraft including emergency systems, and any failure, defect or malfunctions in the
cabin or galleys that affect the safe operation of the aircraft or the safety of its occupants that are
known to the commander. Provision should be made for the commander to date and sign such
entries including, where appropriate, the nil defect state for continuity of the record. Provision
should be made for a CRS following rectification of a defect or any deferred defect or maintenance
check carried out. Such a certificate appearing on each page of this section should readily identify
the defect(s) to which it relates or the particular maintenance check as appropriate.
In the case of maintenance performed by a Part-145 maintenance organisation, it is acceptable to
use an alternate abbreviated certificate of release to service consisting of the statement ‘Part-145
release to service’ instead of the full certification statement specified in AMC 145.A.50(b)
paragraph 1. When the alternate abbreviated certificate of release to service is used, the
introductory section of the technical log should include an example of the full certification statement
from AMC 145.A.50(b) paragraph 1.

(vi) the quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or
combination of tanks, at the beginning and end of each flight; provision to show, in the same units of
quantity, both the amount of fuel planned to be uplifted and the amount of fuel actually uplifted;
provision for the time when ground de-icing and/or anti-icing was started and the type of fluid
applied, including mixture ratio fluid/water and any other information required by the operator's
procedures in order to allow the assessment on whether inspections for and/or elimination of de-
icing/anti-icing fluid residues that could endanger flight safety are required.

(vii) the pre-flight inspection signature.

In addition to the above, it may be necessary to record the following supplementary information:

— the time spent in particular engine power ranges where use of such engine power affects the life
of the engine or engine module;

— the number of landings where landings affect the life of an aircraft or aircraft component;

— flight cycles or flight pressure cycles where such cycles affect the life of an aircraft or aircraft
component.

NOTE 1: Where Section 3 is of the multi-sector ‘part removable’ type, then such ‘part removable’
sections should contain all of the foregoing information where appropriate.

NOTE 2: Section 3 should be designed so that one copy of each page may remain on the aircraft and
one copy may be retained on the ground until completion of the flight to which it relates.

NOTE 3: Section 3 layout should be divided to show clearly what is required to be completed after
flight and what is required to be completed in preparation for the next flight.

Section 4 should contain details of all deferred defects that affect or may affect the safe operation of
the aircraft and should therefore be known to the aircraft commander. Each page of this section
should be pre-printed with the operator’s name and page serial number and make provision for
recording the following:

(i) a cross reference for each deferred defect such that the original defect can be identified in the
particular section 3 sector record page.

(ii) the original date of occurrence of the defect deferred.

(iii) brief details of the defect.

(iv) details of the eventual rectification carried out and its CRS or a clear cross-reference back to the
document that contains details of the eventual rectification.

Section 5 should contain any necessary maintenance support information that the aircraft
commander needs to know. Such information would include data on how to contact maintenance if
problems arise whilst operating the routes etc.
29. MELs

Cat A: As per remark

Cat B: 3 Calendar Days

Cat C: 10 Calendar Days

Cat D: 120 Calendar Days