Airbus In Service Department Biology Essay

Published:

This essay has been submitted by a student. This is not an example of the work written by our professional essay writers.

Attention is drawn to the fact that copyright of this dissertation rests with the author. This copy of the dissertation has been supplied on condition that anyone who consults it is understood to recognise that its copyright rests with its author and that no quotation from this dissertation and no information derived from it may be published without the prior written consent of the author.

This dissertation may be available for consultation within the University Library and may be photocopied or loaned to other libraries for the purpose of consultation.

CHEATING AND PLAGIARISM

"I certify that I have read and understood the section in the MSc Student Handbook on Cheating and Plagiarism and that all material in this assignment is my own work, except where I have indicated with appropriate references."

Name: K.A.AATHITHIYAVARSHAN

Student Number: 119340471

Signed: Date

ABSTRACT

Historic knowledge and data are used as a basis for future work frequently by Engineers. Airbus In-Service Department at Filton sets an example for this. Technical advice and expertise to customers around the world in the field of wing repairs are offered. Future repairs carried out by referencing past repair cases are in common practice with the in-service department. Repair requests from aircraft operators around the world are dealt by In-service department. It is facing growth in requests and knowledge retention problems. Customer satisfaction and response to customers with in a very short period of time are the key goals of in-service department. To reply to their customers within a very short time period the engineers are under severe pressure. The time pressure increases as the commercial aviation industry grows. Finding suitable historic cases efficiently is vitally important to cope up with the current scenario. The generation of repair instructions is optimized by utilising previous cases which act as references. The previous case documentation is contained within Portable Document Format (PDF) files consisting of repair details and information rich elements such as diagrams and photos. These elements can be used by the engineers to establish cases context and ultimately locate a suitable past case on which to base the repair instruction. The context of this project concerns the UK In-service Department of aircraft manufacturer Airbus SAS, Filton. The service department in Filton deals with wing repair services. It investigates ways of improving historic case search techniques. This project aims at supporting one of the Airbus in-service team in developing an efficient system of techniques and processes to extract information rich elements. A set of historic cases are collected and analysed manually page by page. From this, a set of requirements was defined that focused primarily on better categorization of cases, outline of information rich documents.

CONTENTS

ABSTRACT 3

CONTENTS 4

2. INTRODUCTION 9

2.1 KNOWLEDGE MANAGEMENT 10

2.2 AIRBUS IN-SERVICE DEPARTMENT 10

2.3 DEMAND 11

2.4 STATE OF THE ART AND CURRENT RESEARCH 12

3. AIMS AND OBJECTIVES 14

4. LITERATURE REVIEW 15

4.1 PORTABLE DOCUMENT FORMAT (PDF) 15

4.2 SAMPLE CASE 16

4.3 DOCUMENT DECOMPOSING 16

4.4 VISUAL REPRESENTATION OF DOCUMENTS 18

4.5 ROLE OF IMAGE AND GRAPHS 18

4.6 SUMMARY: 20

5. METHODOLOGY AND DELEVERABLES 20

5.1 PHASE 1: CATEGORIZATION 21

5.1.1 SKETCH/GRAPHICS: 25

5.1.2 CORRESPONDENCE: 28

5.1.3 CALCULATIONS: 31

5.1.4 SUMMARY: 35

5.2 PHASE II COMMUNICATION AND REPORTS AVAILABLITY: 35

5.2.2 AVAILABLITY OF REPORTS: 36

5.2.3 DAMAGE DESCRIPTION AND DETAILS : 40

5.3 PHASE III INDIVIDUAL BREAKDOWN: 46

5.3.1 DETAILED ANALYSIS OF CASE 11: 46

5.3.2 NATURE OF INFORMATION 49

5.3.3 SUMMARY: 65

5.4. PHASE IV DECOMPOSITION 66

5.4.1 SUMMARY 72

6. RESULTS AND DISCUSSION: 72

8. FUTURE WORK 75

REFERENCES: 76

APPENDIX 79

FIGURES:

FIGURE 1 CATERGORIZATION BREAKDOWN

FIGURE 2 TOTAL CASE SUMMARY GRAPH

FIGURE 3 PERCENTAGE CONTRIBUTIONS

FIGURE 4 SKETCH/GRAPHICS SUMMARY

FIGURE 5 CALCULATION SUMMARY GRAPHS

FIGURE 6: COMMUNICATION FLOW

FIGURE 7 REPORT SUMMARY GRAPH

FIGURE 8 CASE 11 SKETCH SUMMARY GRAPH

FIGURE 9 PROCESS OF DOCUMENT NATURE

FIGURE 10 CUSTOMER SERVICE DIRECTORATES

FIGURE 11 AERODYANMIC STATEMENTS

FIGURE 12 REPAIR DESIGN APPROVAL SHEET

FIGURE 13 STATIC STRENGTH APPROVAL SHEET

FIGURE 14 SERVICE SUMMARY SHEEET

FIGURE 15 TECHNICAL REPORTS

FIGURE 16 FATIGUE APPROVAL SHEET

FIGURE 17 F & DT JUSTIFICATION

TABLES:

TABLE 1 TOTAL CASES SUMMARY

TABLE 2: SKETCH/GRAPHICS SUMMARY

TABLE 3 CORRESPONDENCES

TABLE 4 CALCULATION SUMMARIES

TABLE 5 REPORTS SUMMARY

TABLE 6 DAMAGE DESRIPTION

TABLE 7 REPORTS SUMMARY

TABLE 8 CASE 11 SKETCH SUMMARY

ABBREVIATIONS

A/C AIRCRAFT

FD FORMAL DIAGRAM

FD+A FORMAL DIAGRAM + ANNOTATIONS

RDAS REPAIR DESIGN APPROVAL SHEET

SRM SERVICE REPAIR MANUAL

SISS SERVICE ITEMISED SUMMARY SHEET

TD TECHNICAL DISPOSITION

2. INTRODUCTION

Historic knowledge and use of previous works are being the key pillars for Engineers in carrying future work. This is common in service industry and particularly true for airbus in-service sector. It widely believed that there is a need for Engineers to frequently refer previous work or reports to form or carry out their next activities.

The activities of the In-Service Department, the outline of the previous research undertaken and the overall structure of the report fit in this introduction.

2.1 KNOWLEDGE MANAGEMENT

Knowledge management examines how organisation can effectively manage, store, retrieve and augment their intellectual properties. (Mark Ackerman et al., 2003). Newman (1992) defined knowledge management as the process that governs the creation, dissemination, and utilization of knowledge. O'Leary (1998) defined KM as managing the organization's knowledge by creating, structuring, dissemination and applying it to enhance organizational performance. Alavi and Leidner (1999) said that the Process to acquire, organize, and communicate knowledge of employees so others may be more effective in their work as Knowledge management. Andriessen (2004) also gives asimilar definition for KM as the Process to acquire, organize, and communicate Knowledge. So from all the definitions it's all about CREATE, CAPTURE, PRESERVE, TRANSFER, DISSEMINATE, UTILIZE

2.2 AIRBUS IN-SERVICE DEPARTMENT

Technical advice and expertise on wing damage across all Airbus aircraft are provided by Airbus In-service department based at Filton. Various repair and overhaul facilities are available throughout the world to carry out aircraft maintenance. To carry out their own maintenance Airbus supplies a Structural Repair Manual (SRM) to all operators of their aircraft. However, the expertise of the In-Service Department are utilised when the repairs often fall outside the limits of the manual, (McMullen 2011). Advice and assistance particularly on complex repairs are provided and instruction are also provided for repairs which is not available in the manual and technical queries are answered

The services provided that range from material supply and repair to full maintenance. This is termed as Flight Hour Services by Airbus. From airbus website it's evident that the total worldwide aircraft in operation is 6868 and 7368 number of deliveries .From Global market forecast 2011 predicted by Airbus a total of 27,850 deliveries are predicted. A rapid growth is witnessed (i.e.) a 3.5 times more deliveries are expected than current year. From this numbers the current workload of the in-service department engineers and the expected to increase in near future is witnessed.

2.3 DEMAND

The growth of aviation industry, in particular Airbus increases the workload of the in-service team. In general the service carried out for each and every aircraft is recorded as cases for future reference for service and redesign purposes. The time the aircraft enters for service to the time it leave the service station all activities are recorded and stored. Each and every recording are termed as cases and stored for future references. The increase in number of cases is directly proportional to increase in aircrafts in operation.

It is acknowledged that the total repository currently is roughly 90,000 Pdf files. This is around 60,000GB+ file size, ranging from 100KB to 89,000 MB. The current repository is increasing rapidly as the In-Service team digitise all of their historic paper files, which is to be done before December 2012. (E.Carey, pers. Comm., 15th August2012). This numbers are expected to rise as the aviation industry expands. The historic cases stored are extracted or retrieved by the service and repair engineers. The rise in number of cases reduces the efficiency of extraction process. It is roughly estimated that there are around 31000 PDF files as of Sept 06 and this number rapidly increased the to 60000 PDF files as of Sept 2011. The numbers of files has doubled in time span of 5 years. The storage size in Gigabytes has been recorded as 6.3 GB in 2005 and 72.5 in 2011. The storage size has also been increased rapidly.

To respond to customer repair requests in a short period of time the in-service department is under extreme pressure. They work to ensure high performance with following targets (McMullen 2011):

A routine query: reply within 48 hours.

A work stoppage: reply within 8 hours. This is when an aircraft is in maintenance and a problem will cause it to be returned to service late.

Aircraft on the ground: reply within 4 hours. This is when an aircraft is prevented from taking off due to a problem.

From Mccullen's Understanding Damage Context, the overall aim is to meet these targets in 97% of cases. Last the rate was 98%. Without additional staff members and improvement in search efficiency these will become more difficult to achieve as the workload increases.

2.4 STATE OF THE ART AND CURRENT RESEARCH

Many research related to database searching and use of in-service information in Airbus has been carried out.

James McMullen (2011) carried out his final year project on Understanding Aircraft damage context. His research defines the following tasks and the development carried out for the prototype tools:

Better classification of damage cases, resulting in a severity scale system.

Identification of location as most important similarity metric.

Better representation of search results through visual interface.

Improvements in future case logging techniques by utilising automation.

Hunter's final year project investigated data mining, computational extraction and organisation of data and repair case summarisation. By creating repair case summaries that extract particular useful pieces of information, a user can save time and effort (Chang & Hsiao, 2008). A prototype search tool was developed by Hunter's project that was based around the Vivisimo search engine, and which utilised the case summaries. Vivisimo software was developed specifically to allow businesses to optimize their information retrieval techniques (Vivisimo, 2011). To reduce user workload and to aid in historic case searching Vivisimo tool was found.

Xie has been involved extensively with understanding and researching current practices within the In-Service Department. It was through his work that the semantic search bar was implemented into the ISQ Database. This has allowed for faster searching through use of synonyms, and also by reducing the time intensive process of column filtering in Excel. Semantic technologies allow greater access to data through the use of a framework or web, where relationships are established. Vivisimo also utilises this semantic search technology.

With regard to data visualisation, the tool developed by Hunter, utilised a higher level of visual feedback than existing systems by providing photos and diagrams from the PDF files in the search results. However, neither Hunter's system, nor the Semantic Search bar developed by Xie, utilise a fundamentally different way of carrying out the search or categorising the historic repair cases. They both rely on engineers entering key information into a search bar.

Searching through the use of key words is relatively simple technology in comparison with modern web search engines. These tools rely much more on context, for example web pages are commonly ranked in search engines through the number and quality of hyperlinks they have to other relevant pages (Henzinger, 2007). Other research has shown benefits to adopting a range of different search techniques other than key word searching. Harth (2010) developed a tool that utilised keyword searching as an initial way of defining an initial set of results, and then several other search techniques such as object focus (e.g. hyperlinks) and path traversal (e.g. a series of hyperlinks) to find specific results. This follows the same principles described by Buckland and Gey (1994) and Shneiderman (1998) of an initial overview search followed by a secondary detailed search to find a desired result.

3. AIMS AND OBJECTIVES

This overall project aims at studying/analysing the historic cases page by page manually, that is stored by airbus with intention of helping the Airbus In-service team in developing an efficient document extraction technique. A set of 20 recorded cases were obtained from Airbus and is used for the analysis purpose. The cases were analysed briefly and in depth to find out the nature and importance of the data available. This analysis consists of

Structure of the cases

The flow pattern of communication

The report types involved and its structure.

Contributions from Media, calculation, email and fax correspondence.

Page wise break down

The nature of the documents, the way the documents are identified.

Graphs, pie charts and tabular columns are used to highlight the results obtained. The analysis was carried out with an objective that the historic cases are easily understood, the extraction process and problem solving techniques are self-handled by engineers

4. LITERATURE REVIEW

The following section is a review of work that has been undertaken for this project.

4.1 PORTABLE DOCUMENT FORMAT (PDF)

The global standard for capturing and reviewing rich information is Portable Document Format (PDF).  A PDF is often used to combine data and information from multiple sources, in particular engineers often seek information from multiple sources (Liu et al., 2007) which can be collaborated commonly in this format. Data mining and data extraction from multiple elements in a PDF is difficult (Hassan and Baumgartner, 2007) this is due to the lack of structural information in PDF documents (Kwok and Nguyen, 2006). The unstructured text within PDF documents is hard to query with automatic metadata capture important as manual metadata defining tools increase employee workloads, therefore enforcing the importance of understanding the document structure in order to automatically extract metadata (Ojokoh et al., 2009).

4.2 SAMPLE CASE

A sample historic case collected from Airbus is analysed first and its content is studied. The analysis revealed the work and information type, the in-service department dealing with. The analyses lead to carry out an extensive study on Visual representation & its role and Document decomposition schemes.

4.3 DOCUMENT DECOMPOSING

Document Decomposition is a method to fragment a document into chunks and to give each chunk a label. The labels and rules are defined in document decomposition schemes. This method should provide an insight into the physical and semantic structure of documents.(Dirk Schumacher 2005) The purpose of document decomposition is to make the content of an electronic document more amenable to exploration and to provide a means "by which content (from single or multiple documents) can be reconfigured and presented to suit the user's current information needs".

The objectives of document decomposition are to provide (Dirk Schumacher 2005):

• Navigation within a Document

• Exploration using faceted classification search

• Summaries of documents based on their structures

• Isolation and extraction of specific target elements bounded by a particular decomposition scheme

This approach has been created particularly for documents of the engineering domain. Thus, it is not only developed to apply to text-only documents but also to documents that contain graphical elements: Therefore, for the purposes of decomposition the graphical elements and their meaning are of equal importance to the text.

Document decomposition comprises of three schemes (S.J.Culley, pers.comm., 8th June2012)

Logical Content Decomposition (LCD) schemes

Media Type Decomposition (MTD) schemes

Technical Description Decomposition (TDD) schemes

Different points of view of a document are emphasized by each scheme. The character of a chunk of a document and its role within the context is focused by the LCD scheme. The MTD scheme describes only the way how the information is transmitted. Thus, it is not applicable for text-only documents. It provides an overview of the containing kinds of media (e.g. drawings, text, and audio) of a document. The intension of a document is focused by TDD scheme. It is based on the descriptive character of technical documents. The Media Type Decomposition scheme is very useful for both applications inter- and intra-document retrieval and provides an insight into the physical and layout structure of a document (Dirk Schumacher 2005).

4.4 VISUAL REPRESENTATION OF DOCUMENTS

The visual representation uses diagrams, charts to represent data and Knowledge The combination of graphics, image and video in documents are said to be visual representation. The information is put in to graphs or image or in any sort of visual medium for easy understanding and interpretation of data. The visual representation of the data reduces the cognitive work needed to perform certain tasks.

Graphs, diagram, drawings are commonly used in documents for research, understanding and interpretation of results. The effective use of illustrations (pictures, charts, graphs, and diagrams) in instructional materials is an important facet of instructional message design. The role of visual representation is significant in conveying information (Paton & Neilson 1999).

4.5 ROLE OF IMAGE AND GRAPHS

Images and graphs are vital part of representing a data in diagrammatic from. Information or data sets illustrated as images and graphs are easy to understand and interpret. In service sector of aerospace industry the problems on aircraft, in specific if wing has encountered a problem means it will be easily understood by the engineers, if depicted in image form rather than text form.

Tables, images and diagrams are often integral components of documents. Each of these document components is characteristic of diagrammatic representations. Their interpretation is related to the human brain's capacity for analogical (or spatial) reasoning (Srihari et al., 1992)

Tables are used in documents as an effective means of communicating property-value information pertaining to several data items (keys). Diagrams, like tables, are used to convey information which is understood by humans more readily when presented visually. This category is very diverse and includes domains such as maps, engineering drawings, flowcharts, etc. The purpose of diagram understanding can be either one or both of the following: (i) to transform the paper representation into a more useful target representation (ii) to derive a more compact representation of the data for the purposes of archival (Srihari et al., 1992).

From a paper named Machine Graphics & Vision ( Annon , 1994, pp. 77-103) the most common uses of diagrams are:

Data presentation: It means encoding of some data in visual format, intended to communicate it to other party. If both an originator and recipient are humans, it is the traditional graphic design field. In case of computer originator and human recipient, it is called either data visualization, or else presentation design. Human originator and computer recipient constitute the case of diagrammatic data input. The man-machine graphical interfaces usually combine several of the above cases.

Diagrammatic representation: It means in general encoding any data in diagrammatic form, mostly for storage purposes, to be later used as a data or knowledge base, by the same or other party, be it human or computer.

Diagrammatic reasoning involves use of diagrammatic representations to aid information processing, especially extracting new facts from the ones encoded in the representation. The reasoning may be either made only by a human, or only by a computer, or in other combinations. Useful new dimension in this case involves distinguishing internal use of a diagram (visual imagery- human or computer) and external use of a diagram (diagram drawing as an aid to reasoning-usually specific to humans).

4.6 SUMMARY:

The literature review discusses the ground work carried out for the dissertation. The format in which the historic cases are stored, PDF is studied. A research has been carried out on visual representation and Documentation. With the help of sample case, a set of twenty historic cases ten from A320 family and ten from A330 family is collected and a detailed analysis has been carried out. The following section methodology and deliverables explains the methods followed for the analysis and the output for the analysis is delivered.

5. METHODOLOGY AND DELEVERABLES

This section provides the methods followed and steps taken to achieve the defined objectives. Each historic case received from Airbus is analysed manually page by page for the different types of information available. The analysed data is recorded in Excel sheet and results are plotted using graphs. The objective is achieved by carrying out four stage of phase work. The four phase of work carried out are

Phase I CATEGORIZATION

Phase II COMMUNICATION AND REPORTS AVAILABLITY

Phase III INDIVIDUAL BREAKDOWN

Phase IV DECOMPOSITION

5.1 PHASE 1: CATEGORIZATION

Categorization of information is carried out to find the type of information available in each and every case. The available information is tagged separately and similar information is tagged under separate header. From the overview each case were found to possess different information namely correspondence, diagrams, photos, calculations, tabular columns etc. Microsoft office excel is used to record the availability of the information and illustrate the results as tabular columns and graphs.

The possible breakdown done is shown in figure 1. The cases are first analysed to find the number of documents available. It is followed by analysing the cases for graphics, correspondence and calculations. The table 1 shows the number of pages consumed by case ranges from 5 to 552 and the identified documents ranging from 3 to 57. The document is termed as the set of pages used for single correspondence or individual reports. It is clear that each case has a contribution from correspondence and graphics/sketch. 9 out of 20 cases have contribution from calculations

FIGURE 1: CATERGORIZATION BREAKDOWN

CASE NO

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

NO OF DOCUMENTS IDENTIFIED

17

33

32

7

6

13

13

23

22

11

57

32

3

13

11

11

4

7

3

3

TOTAL No OF PAGES

77

266

64

14

9

32

27

45

62

37

552

104

9

59

36

37

20

23

5

9

TOTAL NUMBER OF CORRESPONDENCE

13

48

34

6

6

19

15

22

24

12

56

32

3

14

10

11

2

4

1

1

TOTAL NUMBER OF SKETCH/GRAPHICS

20

281

13

2

2

11

4

9

16

10

276

39

2

28

11

15

11

8

1

5

TOTAL NUMBER OF PAGES WITH CALCULATION

13

16

9

4

160

11

1

11

1

TABLE 1: TOTAL CASES SUMMARY

FIGURE 2: TOTAL CASE SUMMARY GRAPH

The graph (i.e. figure 2) emphasize on the results obtained from the total case summary table 1. It is clear that the major contribution is from sketch/graphics. Calculation and correspondence follows sketch in percentage contribution. The percentage contribution of the main three categories is depicted in the pie graph (figure 3) shown below. It is clear that out of 1498 pages of total cases 764 pages have been consumed by sketch/ graphics (i.e) 46 %.

FIGURE 3: PERCENTAGE CONTRIBUTION

5.1.1 SKETCH/GRAPHICS:

The sketch/graphics are the media types related to the cases. It is a medium of interpreting information or data. A user can easily understand the information conveyed through this medium. Proof or evidence is provided to support the information provided for the user through this medium. The sketch category is sub classified into

Formal Diagram

Formal Diagram + Annotation

Photo

Photo + Annotation

CAD

SRM FD

SRM PHOTO

Test Results

In general the graphics/ sketch illustrate or depict parts of aircraft or damage of aircraft. This even includes some test results. The graphics can be a Formal diagram which is defined as the normal diagrams created by engineers. The same sort of diagram with annotations (i.e.) markings or descriptions is tagged under formal diagrams and annotations. Some cases depicts photographs and some including annotations.

The sketch drawn using computer aided design (CAD) software is tagged under CAD. A service repair manual (SRM) is provided to the aircraft operators which provided repair instruction that could carried out by the operators.

CASE NO

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

FORMAL DIAGRAMS

1

2

3

9

5

FORMAL DIAGRAMS + ANNOTATIONS

8

21

1

2

2

1

3

13

3

26

23

2

2

1

1

2

PHOTGRAPHS

2

37

8

3

2

4

67

7

1

9

6

13

10

5

PHOTOGRAPH + ANNOTATION

4

82

1

2

6

2

2

3

8

0

1

17

3

1

1

CAD DIA

4

22

6

TEST RESULTS

134

4

DIAGRAMS/ PHOTOGRAPHS FROM SRM

2

140

3

10

TOTAL NUMBER PAGES OF SKETCH

20

140

13

2

2

11

4

9

16

10

276

39

2

28

11

15

11

8

1

5

TOTAL No OF PAGES

77

266

64

14

9

32

27

45

62

37

552

104

9

59

36

37

20

23

5

9

TABLE 2: SKETCH/GRAPHICS SUMMARY

FIGURE 4: SKETCH/GRAPHICS SUMMARY

The diagrams in SRM are tagged separately. Some test results output are shown in diagrams, for example ultrasonic test, these test results are tagged separately. The table 2 shows the availability of sketch details in each case. It gives a detailed summary of sketch sub categories. The data recorded in table 2 is shown in graph figure 4. It is evident from the graph that all case has a contribution from sketch. Case 2 and case11 have almost more than 50% pages of contribution from sketch out of the total number of pages. It can be seen that there are more sketches with annotations and less CAD diagrams and less SRM sketches.

5.1.2 CORRESPONDENCE:

The correspondence is termed as a communication medium through which every department or the engineers are contacted. The correspondence can be mail, fax, telephone etc. Each case is manually analysed and classified. The

CASE NO

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

NO OF PAGES CORRESPONDENCE USING EMAIL

8

26

13

3

4

7

8

8

13

8

24

1

3

4

3

2

1

2

1

2

NO OF PAGES CORRESPONDENCE USING FAX

11

46

23

2

2

9

10

15

10

7

40

32

2

13

7

10

1

3

2

1

NO OF PAGES INCOMING CORRESPONDENCE

8

26

24

4

4

10

3

15

19

9

37

21

2

9

7

6

1

3

NO OF PAGES OUTGOING CORRESPONDENCE

5

22

10

2

2

9

12

7

5

3

19

11

1

5

3

5

1

1

1

1

TOTAL PAGE

13

48

34

6

6

19

15

22

24

12

56

32

3

14

10

11

2

4

1

1

TOTAL No OF PAGES

77

266

64

14

9

32

27

45

62

37

552

104

9

59

36

37

20

23

5

9

TABLE 3 CORRESPONDENCE

correspondence is classified into email and fax. It is further divided as incoming and outgoing.

Each correspondence has aircraft details and subject regarding which it is posed. The table 3 provides detailed information on the number of pages the correspondences consume. The table also provides the information on incoming fax and email, outgoing fax and email. Percentage contribution of minimum 12% to maximum 67 % is witnessed. It can also been seen that the incoming correspondence is always greater than the outgoing in every case.

The incoming correspondences (i.e.) received by Airbus are the damage queries from customer through SEER seeking repair instructions. The outgoing correspondence consists of repair instructions and engineers approved reports in majority. Some outgoing correspondence belongs to clarification cadre asking aircraft operators (i.e) the customer to clear the doubts arrived.

5.1.3 CALCULATIONS:

Calculations are meant to be an important evidence to support a result. It is an estimate on known facts and data. The historic cases possess calculations to find elements namely stress, fatigue, corrosion level, wing position etc. The calculation group is divided into three types namely

STANDARD

ORIGINAL

REPEATED

CASE NO

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

STANDARD

7

11

9

4

121

10

4

1

REPEATED

3

ORIGINAL

6

5

36

1

1

4

COMPUTER PROGRAM

3

TOTAL NUMBER CALCULATION

13

16

9

4

160

11

1

11

1

TABLE 4: CALCULATION SUMMARY

Standard calculations are tagged for the calculations that are predefined, for example data tables that possess values for certain functions. The calculation or results that are used commonly or referred are tagged under standard calculations. Original calculations are termed for the calculations that are derived are formulated freshly for solving relative queries. As the name defines, the calculation that are repeated more than one time in a case is grouped under repeated calculations

FIGURE 5 CALCULATION SUMMARY GRAPH

The table 4 shows number of page each group consume and the graph figure 5 interprets the data recorded for the availability of calculation in every single case. It is clear that only nine cases have contribution from calculations. Case 11 has high numbers of pages for calculations and four cases have only standard calculations

5.1.4 SUMMARY:

Phase I work emphasizes on the categorization of information available in each case. This categorizations lead to find sort of information available in each and their contribution. It can be concluded that there are major contribution from sketch followed by correspondence and calculations. The number of pages with Aircraft number, tabular columns, signatures, and availability of attachments are also done. The table of full analysis for the 20 cases are shown in Appendix.

5.2 PHASE II COMMUNICATION AND REPORTS AVAILABLITY:

The phase 2 work is carried out to find

The communication process taking place inside the service department (i.e.) who is contacting and who is being contacted.

The reports available in each case and the information available in each report

The damage and aircraft details of each and every case

5.2.1 COMMUNICATION:

The figure 6 exhibits the communication flow that is taking place in the in-service department. The customers are the aircraft operators who experience damages and queries. The SEER acts as barrier between Aircraft operator and AUK.

FIGURE 6: COMMUNICATION FLOW

It organise the queries received from the aircraft operator across the world and directs it to respective repair unit. The AUK, a Wing repair unit located at Filton, is contacted by SEER (i.e) SEER forwards the damage queries to AUK for repair instructions.

5.2.2 AVAILABLITY OF REPORTS:

The initial analyses carried lead to find many relative reports, supporting each and every case. These reports are found to have their own importance. The reports available in each single case is has its own importance and contribution. The table 5 emphasize on the reports available in each case. Each report has its own importance. It is understood that Daily repair request, technical Disposition, Repair design Approval Sheet, System In-service summary sheet are found to be commom in almost all case.

The daily repair sheet which is also know as Airdoc sheet is present in all case. Airdoc comprises of

CASE NO

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

DAILY REPAIR REQUEST

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

TECHNICAL DISPOSITION

1

1

1

1

1

1

1

1

1

1

REPAIR DESIGN APPROVAL SHEET

1

1

1

1

1

1

1

1

1

SERVICE INSERVICE SUMMARY SHEET

1

1

1

1

1

1

1

FATIGUE JUSTIFICATION

1

1

STRUCTURE REPAIR MANUAL

1

DAMAGE REPORT

1

1

1

1

1

1

STATIC JUSTIFICATION

1

1

TECHNICAL REQUEST

1

1

1

1

ENGINEERING DISPOSITION

1

SERIVICE BULLETIN

1

FATIGUE APPROVAL SHEET

1

STATIC SHEET APPROVAL SHEET

1

1

STRENGTH SUMMARY SHEET

1

TECHNICAL ADAPTION

1

CHECK STRESS CALCUATION

1

N D T REPORT

1

1

JUSTIFICATION REPORT

1

TABLE 5 REPORTS SUMMARY

Aircraft details

A/C NUMBER

AIRCRAFT TYPE

AIRLINE NAME

FLIGHT CYCLES

FLIGHT HOURS

Title

Damage name

Indate

Authorities signature

Techincal disposition provides the inspection to be embodied for the inspected damage. This report carries

Aircraft details

Introduction which tells what damage has been diagonised and where it has been found.

Inspection & Repair Instruction to be carried.

Refferences

Technical dispositon also posses some media types. These reports are compliled by an engineers and checked for stress by another person and approved by another engineer. In commom three signature can be found.

REPAIR DESIGN APPROVAL SHEET

RDAS is acronym for repair design approval sheet. This sheet hold the information of aircraft and damage/repair description. Where and what informations of damage is indicated with the carried repair details. Repair and justification references are also provided. Authorisation and approval details of engineers are also availble in this sheet.

SERVICE ITEMISED SUMMARY SHEET

SISS is acronym for Service item summary sheet. Aircraft details, damage and repair desriptiona and its references are provided. This sheet also holds the justification information. The signature details of staic and fatigue engineers are available.

5.2.3 DAMAGE DESCRIPTION AND DETAILS :

The damage and aircraft details relating to each case is identified and medium through which damage evinced is investigated in detail. The table 6 provided highlights the damage title, aircraft details and the medium through which the damage is interpreted.It is clear that in most cases the damage is interpreted through a official damage report and photo attachments.

CASE NO

DAMAGE NAME

DAMAGE AT

MSN

FLIGHT CYLES

FLIGHT HOURS

AIRLINES

DAMAGE ILLUSTRATED THROUGH

1

Corrosion

main landing gear pintle pin, LH wing

326

11677

43196

Emirates Dubai

Damage report

2

Oversized holes and alternate fasteners

outboard leading edge, LH wing

696

5568

17661

Egypt air/ Cairo

Photo

3

Corrosion

main landing gear support rib, aft pintle forward & aft lugs, both wings

348

10992

41061

Emirates Dubai

NDT test report

4

Fastener identification

inner flap and wriggling, right hand wing

102

0

0

Cathay pacific, Hong kong

Photo

5

Query on seal colour difference

under wing access panel

Gen

0

0

China airlines/ Taipei

Photo

6

Crack aft refuel pipe attachment hole

RHW

388

6484

46531

us airways

CAD Diagram

7

Delamination

inner aileron tip moulding, lower surface, RH wing

393

10078

34463

Cathay pacific, Hong kong

Photo

8

Rust damage finish

outboard interface pad, flap track 5, LH

365

11493

43182

Emirates Dubai

Photo

9

Crack

centre spar angle, root joint, rib 1 interface, both wings

333

7768

51816

US Airways

10

Multiple impact damage due to tyre burst

main landing gear fixed fairing, LH

132

18839

38243

Air Transat

Photo

CASE NO

DAMAGE NAME

DAMAGE AT

MSN

FLIGHT CYLES

FLIGHT HOURS

AIRLINES

DAMAGE ILLUSTRATED THROUGH

11

Corrosion

Bottom skin left hand wing

331

20869

43349

Gatx leasing co

Formal damage report

12

Corrosion

Upper surface lower flange, gear rib 5, RHW

1334

14859

31652

Taca intern. airlines/san saiva

Photo, fd & damage test report attachment with mail

13

Damage at trailing edge and aileron

RHW

934

26805

26969

Tame

Photo attachment with mail

14

Impact damage

Wing tip fence and wing tip structure

4532

1572

3732

Tiger airways

Company damage report

15

Crack and delamination

Movable flap track fairing, RH wing

2380

11598

16709

Easy jet

Company technical request attachment

16

Damages holes

Forward fairing assembly

1147

16

25

German wings

Damage report

17

Nut corrosion and sleeve damage

Forward pylon spigot, RHW

gen

0

0

British airways

Photo attachment with mail

18

Gouge mark

Rib 12 stiffener between stringers 14-15, LHW

534

33158

34714

All Nippon airwaya/ tokyo

Formal dia and cad dia attach. with mail

19

Minimum allowable thickness exceeded

Trunnion chafe wear, RHW

633

17823

40237

Dragon air Hongkong

Photo attachment with mail

20

Flap trap assembly query

Both wings

1238

0

0

Na

Photo attachment with mail

TABLE 6 DAMAGE DESRIPTION

5.3 PHASE III INDIVIDUAL BREAKDOWN:

The phase III work elucidates individual break down carried out for selective cases. Two individual breakdown have been carried out namely

DETAILED ANALYSIS OF CASE 11

NATURE OF INFORMATION

5.3.1 DETAILED ANALYSIS OF CASE 11:

A detailed analysis for case 11 is carried out. Case 11 is chosen for the detailed analysis as it contains maximum number of pages and additional reports that aren't available in other cases.

REPORT NAME

PAGES

DAMAGE REPORT

170

SERVICE REPAIR MANUAL

23

T D

2

AERODYNAMIC STATEMENT

2

R D A S

22

S I S S

1

STATIC JUSTI. REPORT

25

COMPRESSION ANALYSIS

13

STRINGER BOLT REPORT

4

TENSION ANALYSIS

9

RESERVE FACTOR SUMMARY

4

FRONT SPAR LOADING ANALYSIS

3

CHECK STRESS ANALYSIS

11

SKIN BOLTING ANALYSIS

1

STATIC STRENGTH APPR. SHEET

3

FATIGUE APPR. SHEET

15

F & DT JUSTIFICATION

130

REMAINING

50

TOTAL NO OF PAGES

552

TABLE 7 REPORTS SUMMARY

FIGURE 7 REPORT SUMMARY GRAPH

FORMAL DIAGRAMS

9

FORMAL DIAGRAMS + ANNOTATIONS

26

PHOTGRAPHS

67

PHOTOGRAPH + ANNOTATION

8

CAD DIA

22

TEST RESULTS

134

DIAGRAMS/ PHOTOGRAPHS FROM SRM

10

TOTAL NUMBER OF SKETCH

276

TABLE 8 CASE 11 SKETCH SUMMARY

FIGURE 8 CASE 11 SKETCH SUMMARY GRAPH

The table 7 and its respective graph, figure 8 shows the reports details and its total page contribution. It is evident that damage report and F& DT justification report have more number of pages. Table 8 and its respective graph, figure 9 gives the details of sketch and contribution of its categories. It is seen that 49% of the sketch is consumed by test results. Here the test results are the results of an experimental setup that are carried out and illustrated using graphics.

5.3.2 NATURE OF INFORMATION

The nature of information that is available in 10 selective cases are studied and analysed.

CASE 11:

DOCUMENT NO

UNDERSTANDING/ RESOLVING/ SOLVING

REASONS

DATE

1

Understanding

It's an airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval.

In: 18.01.2010

Target:

19.01.2010

2

Understanding

Contains mail forwarded from SER to AUK repair unit from Lufthansa Airlines. It has a damage report attachment having damage details and repair proposal.

12.02.2010

40 photos

2 CAD

46 Test results dia.

3

Clarification

Reply from AUK asking for clarification regarding grid readings, whether old location reports are for reference

17.02.2010

4

Understanding

Reply from SEER with clarified report attachment sent from Lufthansa airways.

03.03.2010

11 photos

2 CAD

18 test results

5

Understanding

Reply mail from AUK to SEER stating high volume of work load and giving advice on work to be carried at this stage. Rectification from operator is asked.

05.03.2010

6

Solving

Mail to AUK from SEER asking for complete final repair instruction with provided details.

12.03.2010

1 photo

2 CAD

4 test results

7

Solving

Repair instructions and advice from AUK to SEER

17.03.2010

8

Solving

From AUK to SEER comments on damaged areas

19.03.2010

9

Resolving

From Lufthansa to SEER, feedbacks

01.04.2010

CAD 2

Test results 3

10

Solving

From SEER to Lufthansa technical disposition( repair procedures)

26.03.2010

1 FD+A, 1 CAD

11

Resolving

Lufthansa waiting for final repair instruction, from SEER to AUK, attachment of Structural repair manual

12.04.2010

12

Solving

Comments provided for damaged areas by AUK to SEER

12.04.2010

13

solving

From AUK to SEER, attached repair instructions

AUK TO SEER, instructions to operator

AUK TO SEER, instructions to operator

14.04.2010

30.06.2010

04.07.2010

SRM FD 10

14

resolving

Lufthansa reports to be reviewed and repair instructions to be provided

20.07.2010

15

1 test results

16

Resolve

From SEER to AUK, to review Lufthansa report and provide instructions

21.07.2010

17

Understanding

From SEER to AUK

22.07.2010

18

Resolve

Seer to AUK, review LTM report and to provide instructions

10.08.2010

1 test result

19

understanding

AUK to SEER

11.08.2010

20

clarification

SEER to AUK, review LTM report and to provide instructions

18.08.2010

1 test result

21

Understanding

SEER to AUK, review LTM report and to provide instructions

27.08.2010

22

Understanding

AUK to SEER

20.08.2010

23

Understanding

AUK to SEER

31.08.2010

24

Understanding

AUK to SEER

31.08.2010

25

understanding

AUK to SEER

02.09.2010

26

Resolving

SEER to AUK, requested to review and provide preliminary comments

10.09.2010

2 test results

27

Understanding

Advice to operator, from AUK to SEER

13.09.2010

28

Resolving

From SEER to AUK, requesting, repair design, stress, RAS issuance (relevant documents)

03.1.2011

29

Understanding

From AUK to SEER, requesting to change RAS deadline

11.01.2011

30

Resolving

SEER to AUK, review of LMT feedback and issuance of RAS, fastener installation details

03.02.2011

31

understanding

AUK to SEER, operator has deviated from instructions and has requested for confirmation

18.02.2011

32

Understanding

Reply to deviation confirmation

24.02.2011

33

Solving

Aerodynamics statement attached, from SEER AUK

04.03.2011

2 FD

34

Understanding

RAS

35

Understanding

SISS

36

Solving

Static justification report, contains original calculation ( ref )

25.02.2011

3 FD+A

37

Understanding

Compression analysis test ( ref )

Sept 97

38

Understanding

Analysis of stringers ( ref )

Oct 97

39

Understanding

Tension analysis ( ref )

Oct 97

2 FD+A

40

Understanding

Reserve factor summary ( ref )

Feb 98

41

Understanding

Front spar loading analysis ( ref )

Mar 98

42

Understanding

Check stress analysis ( ref )

Oct 97

5 FD+A

43

Understanding

Skin bolting analysis ( ref )

Dec 97

44

Understanding

Reserve factor summary (ref)

Jan 98

45

Understanding

RDTAS

46

Understanding

STATIC STRENGTH APPROVAL SHEET

47

Solving

FATIGUE APPROVAL SHEET

48

Solving

F & DT JUSTIFICATION , DAMAGE AND REPAIR DESCRIPTION WITH TEST RESULTS

1.08.2011

11 FD+A

5 FD

15 PHOTO

8 PHOTO+ A

52 TEST RESULTS

49

Resolve

SEER TO CUSTOMER

16.09.2011

50

understanding

SEER TO AUK

16.09.2011

51

understanding

RDTAS

52

solving

FATIGUE APPROVAL SHEET

53

solving

SEER TO AUK

27.09.2011

54

solving

SEER TO AUK

12.10.2011

55

understanding

RDTAS

56

understanding

STATIC STRENGTH APPROVAL SHEET

57

understanding

FATIGUE APPROVAL SHEET

CASE 12

Document no

Nature

Reasons

Date

1

Understanding

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval.

26.10.2010

2

understanding

From SEER to AUK, requesting for preliminary comments

26.10.2010

1 FD

2 FD+A

1 PHOTO

1 TEST RESULT

3

RESOLVE

Response from AUK to SEER requesting for full damaged report as data sent is insufficient, stating investigations had started with data provided

26.10.2010

4

Solving

From SEER to AUK, providing mapping required and asking for review and repair recommendations

26.10.2010

2 fd+a

2 photo

2 test results

5

Resolving

From AUK to SEER, stating, grid analysis sent is insufficient for analysis, asking specification for fastners removed

27.10.2010

6

Resolving

From AUK to SEER, stating airbus noticed some discrepancies in the customers damaged report and asking for explanations.

27.10.2010

7

Resolving

Feedback information from customer to airbus

27.10.2010

1 fd

2 fd+a

2 photo

1 test results

8

Solving

Asking for review and repair recommendations, from SEER to AUK

28.10.2010

9

Understanding

From AUK to SEER

28.10.2010

10

Solving

From customer to airbus, asking for repair instructions

29.10.2010

11

understanding

From seer to AUK

29.10.2010

12

Resolving

From customer to airbus

30.10.2010

13

resolving

From Airtac to customer, TD is attached

30.10.2010

14

resolving

From AUK to SEET

29.10.2010

15

solve

From customer to Airbus

1.11.2010

16

resolve

From SEER TO AUK

02.11.2010

17

understanding

From AUK to SEER

02.11.2010

18

resolve

From SEER TO AUK

06.11.2010

19

Resolve

From customer to airbus

06.11.2010

1 photo

20

Solve

From AUK to SEER

07.11.2010

21

RESOLVE

From SEER TO AUK

07.11.2010

22

RESOLVE

From AUK to SEER

08.11.2010

23

SOLVE

From customer to airbus

08.11.2010

24

SOLVE

FROM SEER TO AUK

09.11.2010

25

RESOLVE

FROM SEER TO AUK

10.11.2010

26

RESOLVE

FROM AUK TO SEER

10.11.2010

27

UNDERSTANDING

FROM CUSTOMER TO AIRBUS

14.11.10

28

SOLVE

FROM SEER TO AUK

14.11.2010

29

UNDERSTANDING

RDAS

15.11.2010

30

UNDERSTANDING

SISS

15.11.2010

31

UNIDENTIFIED

UNIDENTIFIED

UIDENTIFIED

32

UNDERSTANDING

WORKS AND CALCULATION CARRIED

15.11.2010

33

UNDERSTANDING

FSTIGUE JUSTIFICATION REPORT WHICH HAS SUMMARY OF DAMAGE AND REPAIR INSTURCTIONS

16.11.2010

CASE 13

DOCUMENT NO

NATURE

REASON

DATE

1

UNDERSTANDING

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval

06.02.2012 IN & TARGET

2

RESOLVE

SEER TO AUK, CONTAINS A SERVICE REPAIR MANUAL

06.02.2012

2 PHOTO

3

SOLVING

FROM AUK TO SEER

06.02.2012

CASE 14

DOCUMENT NO.

DATE

Nature

Reason

1

In and target date 14.12.2011

understanding

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval

2

14.12.2011

Solving

From SEER TO AUK, CONTAINS A DAMAGE REPORT

3 PHOTO

3

14.12.2011

Solving

FROM SEER TO AUK, CONTAINS A AMAGE REPORT, MORE DAMAGE FOUND

4 photo + A

4

14.12.2011

Understanding

From SEER TO AUK

5

14.12.2011

RESOLVE

FROM SEER TO AUK ASKING FOR CHECK REPORT AND ASSESS REWORK PERFORMED

6

14.12.2011

SOLVE

FROM SEER TO AUK, PRELIMINARY INSPECTION PROGRAM IS GIVEN, INCLUDES DAMAGE REPORT

1 PHOTO

4 PHOTO + A

7

14.12.2011

SOLVING

FROM AUK TO SEER, ADVICE TO OPERATOR IS PROVIDED AND TD IS ATTACHED

4 PHOTO

8

14.12.2011

UNDERSTANDING

DAMAGE REPORT IS ENCLOSED, WITH INSPECTION RESULTS FROM SEER TO AUK

9

14.12.2011

SOLVING

FOUND A CRAK AND SIAEC PROVIDED NEW REPORT, REQUEST FOR REPAIR INSTRUCTIONS , ATTACHED DAMAGED REPORT

1 PHOTO

1 PHOTO +A

10

14.12.2011

SOLVING

FROM AUK TO SEER WITH TD ATTACHED, PROVIDEING INSPECTION TO BE EMBODIED.

11

15.12.2011

Resolving

From SEER TO AUK, REQUESTINF ADVICE, DAMAGE REPORT IS ATTACHED

12

15.12.2011

SOLVING

FROM AUK TO SEET, WITH TD ATTACHED PROVIDING INSPECTION INSTRUCTIONS

4 PHOTO + A

1 FD+A

13

15.12.2011

UNDERSTANDING

FROM AUK TO SEER

CASE 15

DOUMENT NO

NATURE

REASON

DATE

1

UNDERSTANDING

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval

IN 24.04.2010

TARGET 29.04.2010

2

SOLVE

From seer to auk, requesting for review and repair comments, technical request and engineering dispositions are attached.

28.04.2010

1 P + A

1 P

3

RESOLVE

from auk to seer, requesting operator to perform removal instructions and ndt inspection and to provide with reports of the findings

29.04.2010

4

RESOLVING

from seer to auk, engineering disposition is attached, review and repair instructionare requested

03.05.2010

2 P+A

1 P

5

UNDERSTANDING

from AUK TO SEER, thanking for feedback and information that they are carrying on with analysis fo damage

04.05.2010

6

UNDERSTANDING

FROM SEER TO AUK

04.05.2010

7

SOLVE

FROM AUK TO SEER, reply to last message dated 04.05.2010, asking to carry out repair in accordance with repair instruction, and operator is requested to report back.

05.05.2010

8

Resolve

From SEER TO AUK, request for RAS

07.05.2010

9

UNDERSTANDING

RAS

10.05.2010

10

UNDERSTANDING

SISS

10.05.2010

11

UNDERSTANGING

STATIC JUSTIFICATION. THE REPORTER DAMAGE HAS BEEN RESPONDED

10.05.2010

FD+A 2

PHOTO 4

CASE 16:

Document no

Nature

Reason

Date

1

Understanding

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval

In : 30.06.2010

Target : 06.07.2010

2

Solving

From SEER TO AUK, contains damage report

30.06.2010

4 PHOTO

3

RESOLVE

FROM AUK TO SEER

06.07.2010

4

UNDERSTANDING

FROM SEER TO AUK

08.07.2010

5

RESOLVE

FROM SEER TO AUK

06.07.2010

6

UNDERSTANDING

FROM TO AUK TO SEER

09.07.2010

7

SOLVE

FROM SEER TO AUK , requesting review and TD and contains damage report

12.07.2010

4 PHOTO

8

RESOLVE

FROM AUK TO SEER,

14.07.2010

9

SOLVE

FROM SEER TO AUK, requesting review and has damage report attachment

30.09.2010

5 PHOTO

1 PHOTO+A

10

RESOLVE

FROM SEER TO AUK

15.07.2010

11

UNDERSTANDING

contains a TD with repair procedure

06.07.2010

TD. APPROVAL:04.10.2010

CASE 17

DOCUMENT NO

NATURE

REASON

DATE

1

UNDERSTANDING

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval

IN : 19.10.2011

TARGET: 24.10.2011

2

SOLVING

TO AUK

18.10.2011

2 PHOTO

1 FD+A

3

SOLVING

TO AUK

24.10.2011

8 PHOTO

4

RESOLVE

FROM AUK TO SEER

25.10.2011

CASE 18

DOCUMENT NO

NATURE

REASON

DATE

1

UNDERSTANDING

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval

IN : 13.06.2011

TARGET : 15.06.2011

2

SOLVING

DAMAGE REPORT IS ATTACHED, REQUESTING AUK TO REVIEW REPORT AND PROVIDE COMMENTS

13.06.2011

1 FD+A

2 CAD DIA

3

SOLVING

FROM AUK TO SEER WITH TD PROVIDING REPAIR PROCEDURE

14.06.2011

4

RESOLVE

SEER TO AUK REQUESTING TO REVIEW THE REPAIR FEEDBACK AND TO PROVIDE RELEVANT DOCUMENTS

22.06.2011

5

UNDERSTANDING

RDTAS

27.06.2011

6

UNDERSTANDING

STATIC STRENGTH APRROVAL SHEET

27.06.2011

7

UNDERSTANDING

FATIGUE APPROVAL SHEET

27.06.2011

CASE 19

DOCUMENT NO

NATURE

REASON

DATE

1

UNDERSTANDING

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval

INDATE : 19.09.2011

TARGETDATE : 20.09.2011

2

SOLVING

FROM SEER TO AUK,REQUESTING REVIEW OF DAMAE REPORT AND COMMENTS

19.09.2011

1 PHOTO

3

UNDERSTANDING

FROM AUK TO SEER

20.09.2011

CASE 20 :

DOCUMENT NO

NATURE

REASON

DATE

1

UNDERSTANDING

It's an Airdoc sheet containing aircraft details, Damage name, reports available, and persons signed for approval

IN DATE :28.10.2011

Writing Services

Essay Writing
Service

Find out how the very best essay writing service can help you accomplish more and achieve higher marks today.

Assignment Writing Service

From complicated assignments to tricky tasks, our experts can tackle virtually any question thrown at them.

Dissertation Writing Service

A dissertation (also known as a thesis or research project) is probably the most important piece of work for any student! From full dissertations to individual chapters, we’re on hand to support you.

Coursework Writing Service

Our expert qualified writers can help you get your coursework right first time, every time.

Dissertation Proposal Service

The first step to completing a dissertation is to create a proposal that talks about what you wish to do. Our experts can design suitable methodologies - perfect to help you get started with a dissertation.

Report Writing
Service

Reports for any audience. Perfectly structured, professionally written, and tailored to suit your exact requirements.

Essay Skeleton Answer Service

If you’re just looking for some help to get started on an essay, our outline service provides you with a perfect essay plan.

Marking & Proofreading Service

Not sure if your work is hitting the mark? Struggling to get feedback from your lecturer? Our premium marking service was created just for you - get the feedback you deserve now.

Exam Revision
Service

Exams can be one of the most stressful experiences you’ll ever have! Revision is key, and we’re here to help. With custom created revision notes and exam answers, you’ll never feel underprepared again.