CHAPTER ONE

1.0INTRODUCTION

1.1 DEFINITION OF SIWES

SIWES (Student Industrial Work Experience Scheme) was established by

industrial training fund ITF in 1973 to solve the problem of lack of adequate
practical skills preparatory for employment in industries by Nigerian graduates of
tertiary institutions and universities.

The Scheme introduces students to industry based skills necessary for smooth
transition from the classroom to the world of work. It affords students the
opportunity of being familiarized and exposed to the needed experience in
handling machinery and equipment which are usually not available in their places
of learning

Participation in Industrial Training is a well-known educational strategy.

Classroom studies are integrated with learning through hands-on work experiences
in a field related to the student’s academic major and career goals. Successful
internships fosters an experiential learning process that not only promotes career
preparation but provides opportunities for students to develop skills necessary to
become leaders in their chosen professions.

One of the fundamental goals of the SIWES is to help integrate leadership

development into the experiential learning process. Students are expected to learn
and develop basic non-profit leadership skills through a mentoring relationship
with innovative non-profit leaders.

The Industrial Training experience, hopes to encourage students to actively engage

in non-profit management as a professional career objective. However, the
effectiveness of the SIWES experience will have varying outcomes based upon the
individual student, the work assignment, and the supervisor/mentor requirements.
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It is vital that each internship position description includes specific, written
learning objectives to ensure leadership skill development is incorporated.

Participation in SIWES has become a necessary pre-condition for the award of

Diploma and Degree certificates in specific disciplines in mot institutions of higher
learning in the country, in accordance with the education policy of government.

Operators – The ITF, the coordinating agencies (NUC, NCCE, NBTE), employers
of labor and

Funding – The Federal Government of Nigeria.

Beneficiaries–Undergraduate students of the following: Agriculture, Engineering,

Technology, Environmental, Science, Education, Medical Science and Pure and
Applied Sciences.

Duration – Four months for Polytechnics and Colleges of Education, and Six
month for the Universities.

1.2 MISSION OF SIWES

To set and control standard of excellence and effectiveness in technology transfer

and offer direct training of professionals, technicians, technologists and
entrepreneurs using best-of-breed training techniques and modern technology as
well as highly motivated, competent staff for rapid industrialization and economic
development of Nigeria. As a way of achieving this vision and mission, the
Scheme was initiated with the following aims and objectives:

1.3 AIMS AND OBJECTIVES OF SIWES

The following are some of the objectives of SIWES

i. To provide student the opportunity to test their interest in a particular career

before permanent commitments are made.

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 ii. To develop skills and techniques directly applicable to their career.
iii. To provide students the opportunity to test their aptitude for a particular
career before permanent commitments are made.
iv. To develop skills in application of theory to practical work situations.
v. To aid students in adjusting from college to full-time employment.
vi. To provide students the opportunity to develop attitudes conducive to
effective interpersonal relationships.
vii. To increase student’s sense of responsibility.
viii. To prepare students to enter into full employment in the area of
specialization upon graduation.
ix. To enable students acquire good work habits.
x. To develop employment records/references that will enhance employment
opportunities.
xi. To provide students the opportunity to understand informal organizational
interrelationships.
xii. To reduce student dropouts.
xiii. To outline at least five specific goals with several staff members by
comparing performance with job duties and develop a draft plan with staff to
accomplish performance needs, supervision plan and rewards.
xiv. To equip students with the knowledge of providing tools to use in
prioritizing tasks of an assigned project and create with staff a tentative
schedule for completion based on these tasks.
xv. To enable students to develop draft agency or project budget and enable
them to identify methods of obtaining revenue to support the budget.
xvi. To enable students to describe different skills leaders can use to foster
commitment and collaboration with both internal and external constituents.

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 CHAPTERTWO

2.0 AERO CONTRACTORS COMPANY OF NIGERIA LIMITED

AERO Contractors Company of Nigeria limited was founded in 1959 and

registered in 1960 as Nigeria’s oldest oil and gas Aviation Company. The company
was formed as a subsidiary of Schrenier Airways B.V of the Netherlands.

AERO CONTRACTORS Company of Nigeria started out as an air charter

operator. In January 2004, Schrenier Airways was bought by CHC who acquired
40% holding of the company while 60% majority share remained with Ibru family.
For two years CHC was the managing partner for AERO and was responsible for
the management of the company.

AERO contractors started scheduled regional services in august 2000, and both
rotary and fixed wing aviation services to major oil and Gas Company, public and
private sectors. All fixed wing operations are centralized in Lagos while rotary
wing activities are in the Portharcourt area. AERO contractor’s fleet includes 3
fixed wing aircraft and two helicopters.

Since 1959, safety, quality and reliability have always been the hallmark of the
company. The company became an Aircraft maintenance organization (AMO) IN
2010and started carrying out overhaul services for third party clients.

In 2017 company obtained license from Nigeria civil aviation authority (NCAA)
which gave them the authorization to start carrying out maintenance repair
overhaul (MRO).

AERO contractors pride itself in her safety record. She has just successfully
concluded her maiden Boeing 737 classics C checks, the first to achieve this fit in
west and central Africa. Over the years the company’s capacity has grown and they
are offering high level of quality and exceptional service to all customers.

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2.1 EXPERTISE

AERO MRO offers a wide spectrum of aircraft maintenance services aligned to

customer specific fleet needs from light to heavy maintenance, the cover preflight
daily checks and trouble shooting.

2.2CORE VALUES

Assured high quality and dependability

Engineered to high standards

Tested under extreme conditions

2.4 COMPANY PROFILE

DEPARTMENT FUNCTIONS/ROLES

Human resources: responsible for all talent management, HR policy and

staff matters.

Commercial: manages route planning, product offering, ticket pricing.

Finance: responsible for all financial matters (income and

expenditure)

Flight operations: comprises flight crew, occ, flight coordination etc.

FW ground operations: manages all fixed wing aircraft operations and passenger
interface.

RW ground operation: manages all rotary wing aircraft operations and passenger
interface.

Health and safety: responsible for all occupational health and safety issues.

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ICT: manages all IT and related issues of hardware and
software.

Internal audit: audit and control functions on financial and non financial
matters.

Security: responsible for all security issues and acts as go between

airport officials.

Legal: provide legal and related services on all aspects of Aero’s

operations

Technical / AMO: manages all technical issues

Logistics/procurement: manages advisory and procurement process. Also lobbies

suppliers to Obtain best value for money

Bonded stores: keep all aircraft spares and other technical items or
equipment

Quality, safety: ensures the highest standards of quality and safety operations

and ensuring that the aircraft remains airworthy at all times.

N.B

F W: fixed wing

R W: rotary wing

ICT: information communication technology

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 ORGANIZATIONAL CHART FOR AERO CONTRACTORS

BOARD OF DIRECTORS

CEO/CFO

HEAD APPROVED
MAINTENANCE ORGANIZATION

HUMAN RESOURCE CHIEF

MANAGER ACCOUNTANT

PRODUCTION LOGISTICS/STORE SAFETY/

WORKSHOP MANAGER
SUPERVISOR MANAGER QUALITY
MANAGER

AVIONICS OVERHAUL STORE

WORKSHOP WORKSHOP SUPERVISOR
SUPERVISOR SUPERVISOR

LINE ENGINEERS
WORKSHOP
ENGINEER

LINE TECHNICIANS
WORKSHOP
FITTERS/
TECHNICIANS

2.5 COMPANY MOTTO

The reliable way to fly

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 CHAPTER THREE

3.0 WORK EXPERIENCE AT THE TECHNICAL DEPARTMENT

During the period of my student industrial work experience scheme (SIWES) at

Aero Contractors Company of Nigeria limited Ikeja, Lagos, I was posted to the
technical department. The department comprises various units and I worked in
logistics, hanger and overhaul workshop units which were relevant to the
theoretical knowledge gained during the course of the seven (7) semesters spent in
the class prior to the industrial training.

3.1 LOGISTICS UNIT

This is the back bone of the technical department, as it ensures the availability of
spare parts as at when due, so as to ensure job continuity and also the traceability
of parts used during the repairs if the need for investigation arises.

This unit takes the huge burden of spares sourcing from the engineers’ shoulder,
allowing him to focus on getting the work done in the safest and fastest time
possible.

During the one (1) month period spent in this unit, I was involved in receiving
requisition from line engineers/store personnel, documenting the request, placing
orders for the parts, receiving the goods upon arrival at the facility, assigning
goods received number, inviting a quality assurance personnel to certify
appropriately before shelving the part and making it useable on the company’s
website (DGMINT).

I was also involved in monitoring of spares consumption so as to ensure

continuous availability. Furthermore I also raised and sent work orders to the
appropriate workshops upon request from planning unit.

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During the execution of all activities stated above, I was monitored by the unit
supervisor to ensure the strict adherence to logistical best practices.

I was also coached in the best ways of lobbying for the overall interest of the
company. As this saves the company cost and ensures that the safety is not
compromised. This enables the company to deliver as at when due.

3.2 OVERHAUL WORKSHOP UNIT

This unit carries out base maintenance, repair and overhaul on aircraft and aircraft
parts so as to meet the airworthiness directives (AD) of the aircraft manufacturer in
order to ensure the aircraft is airworthy. In this unit I was involved in the
following;

3.2.1 Aircraft Wheels overhaul/repairs (wheels buildup)

During my stay in the workshop I was fully involved in the overhaul, building and
repairs of main and nose landing gear components (wheels). Upon arrival of the
wheels to the workshop it comes with an unserviceable label (red label) which
gives information on the reason for removal of the wheel example shoulder wear
(SW), worn to limit (WTL) and foreign object damage (FOD) etc.

A shop traveler is prepared using the part and serial number of the wheel, this shop
traveler gives information on the component maintenance manual to be used
according to the category of the wheel and reason for removal. After this the wheel
is disassembled and washed thoroughly using aviation fuel and dried with alcohol
(ethanol). The washed parts are then sent into the inspection room where the parts
are inspected thoroughly using the following;

Eddy current inspection (EDI): high current eddy current inspection is done on
each half of the wheel hub in order to detect the presence of any crack or
deformation. After which pressure relief valve fuse plug and heat shields are
inspected visually
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Magnetic particle inspection/ friction test: the bolts are inspected using the
magnetic bench after which friction test is carried out on each pair of bolt and nut.

Visual inspection: the roller bearings are inspected visually. The purpose for this
is to check for obvious indentations or corrosion that may arise due to heat. Inspect
to confirm proper cleaning, check rollers to ensure free movement. In carrying out
visual inspection on roller bearings the following are done;

 Do a test of stains. This is done basically using a surface conditioning pad to

remove all stains so as not to mistake a stain for a scratch, cut and etched
surface as the case maybe.
 Nicks, dents or scratches depending on the extent after good
examination( after using a surface conditioning pad to remove stains from
the surface) when it is certain it is a dent, deep scratch, or a nick then the
bearing must be discarded.
 Discard a bearing cone if the large end of a roller has score marks.
 Discard a bearing with etched surface if etched surfaces are undergoing
corrosion due to pitting, otherwise it can be reused.
 Discard a bearing cone if the inner diameter is pitted.
 Do “cage shake” tests to check for a bent bearing cage, and if found bent
discard it.
 Do clearances check between the bearing cage and the bearing cup.

When the parts are certified ok, they are returned for assembly. During assembly
the following steps are taken;

 The contact surface of the wheels are greased

 The O ring is lubricated and placed in the groove on the outer wheel
 The inner wheel is mounted on the canvas taking into cognizance the part
labeled (L) which is the lift.

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  The outer part of the hub is replaced, and bolts fastened according to the
torque valve specified in the components maintenance manual.
 The wheels are then inflated to 150psi using nitrogen and the pressure
monitored for a cycle of 24 hours before been certified serviceable.

After twenty four (24) hours a quality assurance manager is invited to the
workshop to access the work done, if satisfied the appropriate documentation is
done and the wheel is taken to the store for onward pickup by the client. In
carrying out wheel overhaul the following steps are taken very seriously;

 Ensure tire and wheels are correct size and specification.

 Check tire for damage and ensure inner surface is free of contaminants.
 Prepare wheel assembly.
 Ensure mating surface of hubs is free of damage and contaminants.
 Ensure inflation valve and fuse plugs are in good condition and tightened
correctly.
 Apply a small quantity of powder to the bead toe areas only to eliminate
moisture.
 Align light spot of tire with wheel valve or spot.

LEAK TEST

Often times leak test is carried out on an aircraft tire for different reasons. Either
when an aircraft tire is to be released before due date due to an emergency or
reports are that the tire is dropping pressure.

Performing a leak test is as follows;

 Apply a leak detection fluid to the tire beads, inflation valve assembly, and
over inflation plug.

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  Also apply to the mating faces of the two wheel halves through ventilation
holes in the outer wheel half.
 Check for bubbles at each of these areas to examine for leaks.
 Flush the wheel assembly with water to remove leak detection fluids.
Temporarily push on the valve core to blow the water out of the inflation
valve assembly.
 Measure the inflation pressure after a specified time.

3.2.2 BOROSCOPE INSPECTION

During my stay in the workshop, I was privileged to be part of the team that carried
out a boroscope inspection on the engine of an aircraft.

This inspection is carried out every 2400 flight hours, so as to check inside the
inside of the engine for damages and to ensure its serviceability in order to
eliminate engine failure during flight. In carrying out this inspection the following
steps are taken;

 The engine is removed from the frame of the aircraft.

 Then the boroscope probe is inserted inside the engine through an opening
by the side.
 The engine blades are then rotated gently and the image is watched on the
machine
 The video generated during the inspection is then watched and report
written.

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 Fig1 BOROSCOPE EQUIPMENT

3.2.3 NON DESTRUCTIVE TESTING (NDT)

This is the process of inspecting, testing or evaluating materials, components or

assemblies for discontinuities or differences in characteristics without destroying
the serviceability of the part or system.

During my stay in the workshop I was involved in carrying out the following types
of NDT inspections on aircraft and aircraft parts;

VISUAL INSPECTION (VI): this is the most commonly used test method in the
NDT industry. Because most test methods requires that the operator looks at the
surface of the part being inspected, visual inspection is inherent in most of the
other test method. As the name implies, visual inspection involves the visual

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observation of the surface of a test object to evaluate the presence of surface
discontinuities.

EDDY CURRENT INSPECTION (EDI): This method uses the principles of

electromagnetism as the basis for conducting examinations. One of the major
advantages of eddy current as an NDT tool is the variety of inspections and
measurements that can be performed. In the proper circumstances eddy current
can be used for crack detection, material thickness measurement, coating thickness,
measurement conductivity measurement for materials identification, heat damage
detection, case depth determination, heat treatment monitoring etc

MAGNETIC PARTICLE INSPECTION (MPI): this uses one or more magnetic

fields to locate surface or near surface discontinuities in ferromagnetic materials.
The magnetic field can be applied with a permanent magnet or an electromagnet.

Fig 2 MAGNETIC PARTICLE BENCH

DYE PENETRANT INSPECTION(DPL) : also called the liquid penetrant

inspection, the penetrant testing, is a widely applied and low cost inspection used
to locate surface breaking defects in all non porous materials, plastics, metals or
ceramics.

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HOW TO DO PENETRANT TESTING ON A SAMPLE

 Under black light apply a layer of penetrant on all of the surfaces to be

examined.
 Let the penetrant soak in for bout 20-30mins (Penetrant dwell time).
 Remove excess or unwanted penetrant by water spray, emulsified water
spray or solvent as applicable under black light.
 Apply cleaner to clean the surface.
 Apply developer for about 20-30mins.
 Inspect part for crack.

Fig 3 DYE PENETRANT INSPECTION SPECIMEN

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ULTRASONIC INSPECTION: this method uses high frequency sound energy to
carry out examinations and make measurement. A typical unit consists of a pulsar,
transducer and display devices.

The NDT methods stated above are restricted to those mostly used in the aviation
industry and those which I was exposed to during my stay in the workshop.

Fig 4 ULTRASONIC TEST ON THE HORIZONTAL STABILIZER

3.2.4 AIRCRAFT BRAKE OVERHAUL/REPAIR

During my stay in the workshop I was also actively involved in the repair and
overhaul of aircraft braking unit, for both dash8 and Boeing 737 series.

The unit coming for repairs is usually accompanied to the workshop by an

unserviceable label (red label).this informs us about the state of the unit and the
reason for removal. The unit is further inspected and the a shop traveler is
developed stating the part and serial number and also the fault of the unit is stated
as this informs the kind of treatment the units receives at each point. The unit is

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then disassembled (i.e. the brake lining on the rotor plates are drilled out) and
washed thoroughly using aviation fuel (jet A1) after which its components are
dried using alcohol, after which the components are sent to the inspection
engineers room for inspection.

The following inspections are carried out on the various units;

 FLATNESS TEST: the stator and pressure plates are inspected using the
calibrated flat stone for any abnormality that may have arisen during service.
 SPRING TEST: the springs are inspected using the spring tester so as to
ensure that the springs have not lost its elasticity.
 MAGNETIC PARTICLE: the tie bolts on the brake are inspected for
cracks using the magnetic particle bench.

N.B during the overhaul most times the torque tube, pressure plate and rotor plates
may be reused depending on their conditions.

After the inspections are concluded and parts certified ok, a new brake lining is
riveted on the rotor plate and the entire unit is assembled in strict adherence to the
component maintenance manual(CMM).

After assembly, the entire unit is taken to the hydraulic bench where simulation is
carried out. During simulation the following steps are taken;

 The outlet pipe from the machine is attached to brake.

 The hydraulic bench is connected to the power supply.
 The pressure in the hydraulic bench is set to 1000psi for dash 8 and 2000psi
Boeing 737series
 An attempt is made to rotate the top most rotor plate.

N.B if after the pressure is applied the top most rotors still rotates. Then the unit is
faulty and must be checked.

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Upon successful simulation test, a quality assurance official is invited to ascertain
the quality of work done; if he is satisfied then the unit is delivered to the stores for
onward pickup by the client.

Fig 5 Brake disassembly

Fig 6 BRAKE SIMMULATION

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3.3 HANGER UNIT

This unit was saddled with the responsibility of carrying out base and line
maintenance/repairs on aircraft in order to keep the aircraft airworthy at all times.
During my stay at this unit I was involved in the following;

Fig 7 c-check in progress

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3.3.1 LINE MAINTENANCE

This is usually carried out every 100 flight hours; it involves checking the aircraft
for obvious damage or deterioration. The basic requirement is that the airplane
remains air worthy. The check list for items that were inspected is as follows;

 Visual inspection of tail skid shock popup indicators.

 Check fluid levels.
 Check general cleanliness and security of flight deck.
 Check that emergency equipment is installed.

3.3.2 A CHECK

Every eight to ten weeks filters will be checked, key systems (like hydraulics in the
control surfaces that steer the aircraft) will be lubricated and a detailed inspection
of all the emergency equipment (like inflatable slides) is cSompleted. A typical
check of this nature on a Boeing 737 series aircraft takes between six and 24 hours.
A typical A-checklist includes but not limited to the following;

 Check crew oxygen system

 Operationally check emergency lights
 Lubricate nose gear retraction actuators.
 Check parking brake accumulator pressure
 Perform built in test equipment (BITE) test of all flap/slat electronics unit.

3.3.3B CHECKS

This is a slightly more detailed check of components and systems. Special

equipment and test may be required. It does not however involve detailed
disassembly or removal of components. However B checks are increasingly
incorporated into successive A CHECKS, i.e. checks A1 through to check A10
completes all the B check items.

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3.3.4C CHECK

This happens every 18 month to two years or 1800 flight hours or 2000 cycles
(depending on the type of aircraft) and it takes three to four weeks to be completed.
C checks are in-depth check, inspection for corrosion, cracks, structural defects, in-
depth lubes, of all fittings and cables are carried out. It can be divided into c1, c2,
c3 and c4. In carrying out c check the following steps are followed;

 The aircraft is towed into the hanger. (C checks must be carried out in a
hanger).
 An on the ground test run is carried out using a ground power unit(GPU),
as the source of power
 Everything in the cabin is removed i.e. chairs, carpets, overhead bins and
lavatory.
 Different task cards are developed and distributed to the various units by
the production in collaboration with the manufacturer(Boeing)
 The different units come in to carry out different repairs as specified by
the manufacturer ranging from structural to electrical and mechanical
repairs.
 Upon completion of each task a quality assurance personnel invited to
close the task.

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  After the entire task cards are successfully carried out and closed, the
engineer in charge of the check carries out an entire double check to
ensure all things done in accordance to the maintenance manual.

Fig 8 CORROSION REPAIR AND SCRAPPING.

3.3.5 D CHECK

This is known as a c4 or c8 check depending on the aircraft type. This check is

performed every six years and the entire aircraft is basically dismantled and put
back together. Everything in the cabin is taken out (seats, toilets, galleys, overhead
bins) so that the metal skin can be inspected and repaired. The landing gears are
removed and overhauled while the aircraft is suspended on jacks. This is carried
out every 12 years for older aircraft and 6 years for older aircraft.

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Fig 9 D CHECK ON BOEING 737 SERIES

3.3.6 PITOT TUBE

Pitot tube is a flow measurement device used to measure fluid flow velocity. It is
used to measure the airspeed of an aircraft. The basic pitot tube consists of tube
pointing directly into the fluid flow. Since this tube contains fluid, pressure can be
measured, and the moving fluid is brought to rest (stagnate) as there is no outlet to

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allow flow to continue. This pressure is known as the total pressure or pitot
pressure.

From Bernoulli’s equation

( )
2
Pu
P t = ps +
2

U =V
√ 2 ( Pt −P s )
P

Where

U=FLOW VELOCITY

Pt =stagnation of total pressure

P=fluid density

ps =static pressure

3.3.7 BEARING CUP REMOVAL/INSTALLATION

This process is carried out if a bearing cup is unserviceable and needs to be

replaced or overhauled.

REMOVAL

 Increase temperature of the wheel half (130,155) to not more than 250degree
Celsius for not more than 30 minutes.
 Put the wheel half on the press table with the hub support tool.
 Put the cup removal tool on the bearing cup.

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  Press down the hydraulic press so as to push down on the removal tool to
remove the bearing cup.
 Measure the diameter of the bore to know whether to repair or not.

INSTALLATION

 Increase temperature of the wheel half (130,155) to not more than 250degree
Celsius for not more than 30 minutes.
 Decrease the temperature of the new bearing cup to not lower -65degree
Celsius.
 Put the wheel hub on the press table with the hub support tool.
 Put the cold bearing cup in the bearing bore to make the bearing cup
correctly go into the bore.
 Put the cup installation tool on the bearing cup.
 Push the tool down to install the bearing cup try to put a 0.002 inch
(0.05mm) feeler gauge between the bearing cup and the bottom of the
bearing bore.

3.3.8 ELEVATOR AND STABILIZERS PANEL

REMOVAL/INSTALLATION AND INSPECTIONS CARRIED OUT
Elevator and stabilizers panel are removed often times during aircraft routine
checks. They are removed to allow proper inspection to be carried out on the
elevator and stabilizers.

 Use a ratchet screw driver or drive tool to remove screws from the panel.
 After panel removal, cleaning is carried out.
 Checks are carried out on functionality of the elevator and stabilizers.
 Visual inspection is carried out on structures as well as hinges, cables, joints.
 Ultrasonic inspection are carried out inspection is carried out according to
the task card.

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  Lubrication of hinges is carried out.
 Application of anti-corrosion fluid is done.
 Lubricants are applied on panel screws.
 Panel installation is carried out.

Fig 10 HORIZONTAL STABILIZERS REMOVAL AND INSTALLATION

3.3.9 ENGINE FAMILARIZATION

ENGINE FAN BLADE REMOVAL/INSTALLATION

Full Authority Digital Engine Control (FADEC)

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The FADEC consists of the Engine Control Unit (ECU), Hydro mechanical Unit
(HMU) and its peripheral components and sensors used for control and monitoring.

Full Authority Digital Engine Control (FADEC)

Each engine is equipped with a duplicated system. The FADEC acts as a

propulsion system data multiplexer making engine data available for condition
monitoring. FADEC Controls, The FADEC provides the engine system regulation
and scheduling to control the thrust and optimize the engine operation. The
FADEC provides:

 Gas generator control.

 Flight deck indication data.
 Engines limit protection.
 Power management.
 Thrust reverse control.
 Automatic engine starting.
 Fuels return control for IDG cooling.
 Air conditioning demand
 Engine anti ice demand
 Wing anti ice demand
 Temperature Engine Oil (TEO for IDG cooling).
 Engine Limit Protection
 The FADEC provides over speed protection for N1 and N2, in order to
prevent engine exceeding certified limits, and also monitors the EGT.

Power Management

The FADEC provides automatic engine thrust control and thrust parameters limits
computation. The FADEC manages power according to two thrust modes:

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  manual mode depending on thrust lever angle (TLA)
 Auto thrust mode depending on auto thrust function generated by the auto
flight system (AFS).

The FADEC also provides two idle mode selections:

 Approach Idle: it is obtained when slats are extended in FLT.

 Minimum Idle: it can be modulated up to approach idle depending on:

Engine Systems Control

The FADEC provides optimal engine operation by controlling theFuel Flows and
Compressor air flow and turbine clearance.

Thrust Reversal and Start and Ignition Control

The FADEC supervises entirely the thrust reverse operation. In case of a

malfunction, the thrust reverser is stowed and the FADEC controls the engine start
sequence. It monitors N1, N2 and EGT parameters and can abort or recycle an
engine start.

BURNER STAGING VALVE (BSV)

The purpose of the Burner Staging Valve (BSV) is to shut off10 of the 20 fuel
nozzles as commanded by the Engine Control Unit(ECU). The burner staging
valve stages on 10 nozzles when a lower Fuel Air Ratio (FAR) is required by the
ECU. This ensures that there is adequate deceleration capability in the deceleration
schedule. The 10 nozzles are also switched off to maintain an adequate flame out
margin.

Note: 10 fuel nozzles are always on when the engine is in operation.

The BSV is a poppet type shutoff valve that is opened or closed by fuel pressure
(PC or PCR) from the HMU based on ECU logic. The main poppet valve allows

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metered fuel delivery to the staged manifold and under most conditions is set to the
open (upstaged) position to assure that all 20 fuel nozzles are used at the following
power operations:

 N2K > 80%.

 Approach Idle.
 BSV Feedback Signal Failure.
 ECU or HMU Command signal failed it is opening by hydraulic pressure
at 200-300 psi.

Dual switches in the BSV monitor the position of the valve and transmit a
feedback indication to the ECU. The switches are open when the valve is opening
(upstaged).

After the ECU logic has determined that a lower FAR is required, the BSV is
staged to 10 nozzles through the HMU BSV solenoid. If the ECU receives a valid
signal from the BSV feedback switches that the BSV did stage, the ECU then
lowers the FAR in the deceleration schedule to ensure a constant rate of engine
deceleration.

In operating conditions where a low FAR is required, the design of the fuel nozzles
provides the necessary spray pattern to ensure that the engine will decelerate
properly and that adequate flame out margin is maintained.

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3.3.10 LUBRICATION UNIT

General

The lubrication units provide oil under the required pressure for lubrication and for
scavenge of the oil after lubrication and circulation to the oil/fuel heat exchanger
and oil tank. The lubrication unit it’s mounted on the AGB front face.

Description

The lubrication unit has a single housing containing the following items:

 Five positive displacement pumps (Gear Type, one oil supply and 4
scavenge pumps).
 Six filters (one oil supply filter, 4 chip detectors and scavenge pump filters).
 One relief valve.
 Two clogging indicators (one for the oil supply filter and one for the main
scavenge filter).
 Two bypass valves (one for the oil supply filter and one for the main
scavenge filter).
 Anti-siphon System.
 The supply line from the oil tank to supply the pump has an anti-siphon
device to prevent the drainage of the lube tank into the gearboxes and sumps
when the engine is shut down for extended periods.
 Lube pump supply filter
 Downstream of the supply pump, the oil flows through the supply filter
assembly.

The filter has the following components.

 One filter (15 microns)

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  One clogging indicator subjected to the upstream and downstream pressures
of the supply filter. The indicator has a red warning indicator and is rearmed
manually (2 bars to 2.3 bars) (29 PSID to 33 PSID).
 One bypass valve which opens if the supply filter clogs (2.50 bars to 2.70
bars)(36 PSID to 39 PSID).
 Two capped provisions for a pressure gage upstream of the filter,and a
temperature sensor.

Scavenge filter

The flows from the four scavenge pumps are mixed together at the scavenge
common filter inlet. This filter assembly consists of the following:

 One 25 micron filter.

 One clogging indicator, similar to the one on the supply filters (2 bars to 2.3
bars, 29 PSID to 33 PSID).
 An upstream and a downstream provision for measurement of filter pressure
loss as a function of clogging. Filter clogging is indicated on the ECAM
system.
 One bypass valve which opens if the filter clogs.(2.5 bars to 2.7 bars) (36
PSID to 39PSID)

3.3.11 CABIN SEATS REMOVAL/INSTALLATION

REMOVAL

 Disconnect the wire on the seat electronic box if present.

 Disconnect the wire on the seat escape.
 Turn the levers on path lighting system, if present.
 Remove covers on front and rear seat track.
 Loosen the adjustment nuts on the front stud.

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  Release the seat attachment fittings on the floor track.
 Lift the stud nuts on the front seat leg to the fully up position.
 Move the seat along the track to remove the seat.
 Remove the seat.

INSTALLATION

 Make sure the front stud anti-rattle nuts are fully up.
 Install the seat in the tracks.
 Turn the levers on the fitting assembly on the rear track to the locked
position.
 Lock the attachment fittings on the floor track to attach the seat to the floor
track.
 Make sure the set track fittings are correctly installed in the seat tracks.
 Tighten the front stud anti rattle nuts.

3.3.12 RECALIBRATION OF EQUIPMENT (TORQUE WRENCHS AND

PRESSURE GAUGES)

Calibration is the process of comparing a reading on a piece of equipment or

system with another piece of equipment that has been calibrated and referenced to
a known set of parameters. The equipment used as a reference should itself be
directly traceable to equipment that is calibrated according to ISO/IEC17025.
Calibration is vitally important wherever measurements are important; it enables
users and businesses to have confidence in results generated.

3.3.13 TORQUE WRENCH CALIBRATION

A torque wrench is a tool that measures the tension, or twist, of bolts and nuts to
make sure they are tight enough without over-tightening them. The torque wrench
looks like a long armed socket wrench that bends when you apply turning force to

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the handle. The handle contains an internal mechanical indicator that is connected
to a calibrated scale. The indicator determines that you have reached the desired
torque by making a clicking sound. All threaded fasteners such as bolts and nuts
have appropriate torque value designed by manufacturer. Under-tightening a
fasteners doesn’t provide proper thread loading, while over tightening may cause
the fasteners to give way under service condition. For this reason the torque
wrench is periodically checked to ensure accurate reading.

3.3.14 TORQUE WRENCH CALIBRATION PROCESS

 The calibration is calculated depending on the unit on the torque wrench.

(Inches, pounds or foot pounds).
 A table is drawn out according to the subdivisions on the torque wrench.
 The torque wrench is mounted on the verssemeter which is in turn mounted
on the master torque.
 The torque wrench is set to the first value on the table, and force is applied
on it and reading taken from the verssemeter (the negative for each is also
done i.e. the force is applied against gravity).
 Upon completion of the readings, the percentage error is calculated and if
any is above plus or minus five, the torque wrench is discarded.

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 Fig 11 TORQUE WRENCH CALIBRATION

PRESSURE GAUGES CALIBRATION PROCESSES

 The pressure gauge meter is unscrewed and screwed to the mater equipment.
 The equipment is primed.
 A table is drawn out according to the sub-divisions on the meter.
 The load is added to the equipment according to the expected Reading. If the
reading on the meter is short of the load, the meter is discarded.

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Fig 12 Master equipment

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 CHAPTER FOUR

4.0 GENERAL EXPERIENCE GAINED

During the course of my stay at Aero Contractors Company of Nigeria limited I

learnt the importance of the following to engineering and an engineer in particular.

 Documentation: this is the process of keeping records of diagnosis and job

done on a part, equipment or system.
 House safety and environment: I learnt the importance of a safe working
environment to an engineer (if it is not safe, don’t do it). I also learnt how to
put tools away neatly after completing a job, and how to keep the working
environment clean (housekeeping is every bodies business).
 Fire drills: I came to appreciate the reason for carrying out fire drills
regularly so as to check the response of everyone in the event of a fire
outbreak.
 Cordial working relationship: I learnt the importance of maintaining cordial
relationships both with your superiors and those under your command.
 Accuracy: I came to appreciate the importance of accuracy in everything.
 Speed: I came to understand the need for speed while also paying attention
to accuracy.
 Cost management: I came to appreciate the importance of efficient cost
management in engineering and engineering firms.
 Planning: I came to appreciate the importance of proper planning in
engineering management.
 Team work: I came to appreciate the importance of team work to efficient
service delivery.
 Maintenance: I came to appreciate the importance of maintenance to safety
and continuity in engineering as a whole.

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  Time: I came to appreciate the time factor to engineering designs repairs and
service delivery. As it is said that time is money.
CHAPTER FIVE

5.1 GENERAL APPRAISAL OF THE PROGRAMME

The Student Industrial Work Experience Scheme (SIWES) is a program

established by the federal government of Nigeria to help bridge the gap between
the theory and practical. It helps student to have better understanding of what
they are been thought in class, that is, exposing them to machines which might
not be found around their school and also helping them to relate with people
outside their environment. It has been able to help me appreciate the importance
of maintenance and planning in engineering.

It is my greatest wish that the government should show more interest in this
program and assist other undergraduates in acquiring practical knowledge in
their various field of study.

5.2 WAYS OF IMPROVING THE PROGRAMME

I recommend that all staff should make their students have a sense of
belonging as this would help the students feel at home with them there by giving
them the room to learn and study better.

Monetary allowances and compensations should be given to students on training as

this could possibly be their only source of livelihood throughout their program. Or
establishments should find a means of conveying students to their work places and
back home after work hours. This will create an enabling ground for smooth,
peaceful and convenient learning.

Trust is very vital between two persons working or living together. I recommend
the spirit of oneness among staff and students during this training as this will help
resolve this issue of suspicion on students over missing items.

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I also recommend that whenever a missing item is found among a staff and
allegations have been leveled against students, apologies should be given to such
students to bring them back to the spirit of unity and oneness.

I want to recommend that all establishments that are capable of subjecting students
to training over a period of six months and above should have a programmed and
strategic mode of teaching. This will avert this issue of giving students solid food
when they needed to be fed with milk. There are instances where a student will not
have been introduced to electronic components and he or she is expected to carry
out a construction. I recommend that the right procedures be employed in the
teaching and learning process.

5.3 ADVICE FOR THE FUTURE PATICIPANTS

I count this as privileges given to me to offer advice to the future participants of

this program. As a beneficiary of the program, this is my advice:

They should use the opportunity given to them wisely so that they can acquire the
knowledge of the industry that they might choose to get their selves trained in.

They should show their seriousness to their work which in the end calls for a
remarkable comment by their industry based supervisor.

Hard and good work pays so they should not be after the dividend but be all out to
please those that are above them in authority as this act will develop a lasting
relationship between them and the authorities.

They should be focused, inquisitive and eager in satisfying their hunger to acquire
knowledge and as such, ask questions at any point of confusion there by expanding
and learning more as that will help them during the SIWES presentation and
knowledge beyond.

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4.4 ADVICE TO SIWES MANAGERS

My advice to SIWES managers is that they should make sure student allowances
are paid to them promptly.

They should try as much as possible to encourage student on training to put in their
best in during the industrial training period.

SIWES Managers should do all in their powers to ensure that the student are
visited and monitored during SIWES period.

SIWES managers should try as much as possible to provide place of attachment for
the future participants by sending recommendations letters to various companies
not withstanding population density.

Laxity in handling the SIWES program by not keeping setting standards should be
dealt with.

5.5 CONCLUSION

The Student Industrial Work Experience Scheme (SIWES) is a very relevant and
necessary program because it has great value and impact to all students of tertiary
institutions. The (SIWES) program has afforded me the opportunity have a feel of
what engineering actually entails, which is problem solving, and this has helped in
making me a better student and future engineer.

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