María Pérez Muñoz

FUEL QUANTITY INDICATING SYSTEM All aircraft fuel systems must have some form of fuel quantity indicator. These devices vary widely depending on the complexity of the fuel system and the aircraft on which they are installed. Simple indicators requiring no electrical power were the earliest type of quantity indicators and are still in use today. The use of these direct reading indicators is possible only on light aircraft in which the fuel tanks are in close proximity to the cockpit. Other light aircraft and larger aircraft require electric indicators or electronic capacitance type indicators. A sight glass is a clear glass or plastic tube open to the fuel tank that fills with fuel to the same level as the fuel in the tank. It can be calibrated in gallons or fractions of a full tank that can be read by the pilot. Another type of sight gauge makes use of a float with an indicating rod attached to it. As the float moves up and down with the fuel level in the tank, the portion of the rod t

INSPECTION OF FLIGHT CONTROL CABLES  1º We checked with the control lever that the elevator was working.  2º With a calibrated tool called protractor, we check the up and down degrees of the elevator.  3º We measure the length of some bars that adjust the tension of the cables called pushrod.  4º We check the elevator stops, the function of the stop is to delimit the elevator movement range, the elevator must not go down or up more than the allowed degrees.  5º We check the tension of the cables, according to the ambient temperature, the cables will have a certain tension.  As the tension of the cables was not correct, we adjusted the tension with a device called turnbuckle, each cable has a turnbuckle to adjust the tension.   MY WEEKEND!! On Saturday I was helping to pick up debris at a friend's construction site along with 3 other people.  Then we went to pay for the debris, 5 tons 250€ we have to pay to recycle and it is very funny because the company that receives the money for

 SMOKE DETECTOR AND WATER HEATER Due to the fact that the previous group was delayed in the maintenance task, we divided the two tasks, the smoke detector was assembled and disassembled by Sergio and myself. The water heater was assembled and disassembled by Rotger and Ignasi.  The smoke detector was assembled and disassembled in the cabin simulator, however, we did the test on a smoke detector mounted on a testing bench. We put power and checked that the green color was on, this indicates the correct operation of the system. The second test was to make fire (I made the fire, I love it!!!!) we directed the smoke towards the detector and it started to sound a very nasty fire warning alarm, we hit the reset button and it went off.  We then disassembled the fire extinguisher bottle from the sink. It is about the size of the palm of my hand, so to check that the bottle is correct, we check the weight. There is a label with the factory weight, when weighing the bottle, it should have approx

 FIRE DETECTOR AND WATER HEATER Airplanes that have a passenger capacity of 20 or more are equipped with a smoke detector system that monitors the lavatories for smoke. Smoke indications provide a warning light in the cockpit or provide a warning light or audible warning at the lavatory and at flight attendant stations that would be readily detected by a flight attendant. Each lavatory must have a built-in fire extinguisher that discharges automatically. The smoke detector is located in the ceiling of the lavatory. The lavatory smoke detector is powered by the 28-volt DC left/right main DC bus. If there is smoke in the sensing chamber of the smoke detector, the alarm LED (red) comes on. The timing circuit makes an intermittent ground. The warning horn and lavatory call light operate intermittently. The smoke detection circuit makes a ground for the relay. The energized relay makes a ground signal for the overhead electronics unit (OEU) in the central monitoring systems (CMS). The water

OXIGEN SYSTEM ATA 35 This week we have been working with the oxygen system, we have removed the oxygen cylinder from the 680V turbocommander.  You have to be very careful with oxygen as it is very dangerous and any contamination with grease could cause an explosion 💥 The practice with the oxygen cylinder was quite fast, so we did another more fun and real work. We checked the emergency exit ramp of a Boeing 737 for leaks with a special non-greasy leak detector soap, shake the bottle very hard to create a lot of foam, we will put the foam that has been created in the areas susceptible to leakage, such as the connections and if there are leaks, it will be detected quickly, the ramp must have air.  In this case, everything was correct, there were no leaks, so we continue introducing air into the ramp or slide.   Once the filling was complete, we were allowed to launch ourselves down the slide and it was great fun, I was the first to launch myself because my companions were afraid 😏 My p

DEICING BOOTS Deicing boots is a type of ice protection system installed on aircraft surfaces to permit a mechanical deicing in flight. Such boots are generally installed on the leading edges of wings and control surfaces (e.g. horizontal and vertical stabilizer) as these areas are most likely to accumulate ice and any contamination could severely affect the aircraft's performance. First we checked the boots of the 680V turbocommander were shattered, there were leaks everywhere. We did the test by inserting compressed air through the pipe that supplies air to the boots.  You can see in the video all the leaks in the boots!! Boots cannot be repaired Because Sergio and I worked pretty fast, Jose Maria, our practice instructor, offered to test the system on the cessna, this plane is newer, so it didn't have as many leaks and could be repaired.  My personal week.... Moving again!!! 😓 The real estate situation in Mallorca is still difficult, the prices are still higher than anyw