PIA Internship

Report, 2018

JULY 23RD - AUGUST 9TH

SUPERIOR UNIVERSITY,LAHORE
Group Members:
Asbah Salahuddin
Muhammad Umar Saleem
Ahmed Jilani

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INTRODUCTION
Pakistan International Airline
Pakistan International Airlines (‫ )پاکستان انٹرنیشنل ایئر الئنز‬commonly referred to by the abbreviation PIA is
the national flag carrier of Pakistan. Its main hub is Karachi while Lahore and Islamabad serve as
secondary hubs.
The airline was founded on 29 October 1946 as Orient Airways, initially based in Calcutta, India, before
shifting operations to the newly independent state of Pakistan in 1947. The airline was nationalized in
1961, and renamed Pakistan International Airlines.
PIA is Pak PIA is Pakistan's largest airline, and operates a fleet of more than 30 aircraft. The airline
operates scheduled services to 22 domestic destinations and 28 international destinations across Asia,
Europe, Middle East and North America. It operates nearly 100 flights daily.

Aircrafts In service
Airbus A320-200 11
ATR – 42/72 10
Boeing 777- 200LR/ER – 300ER 12
Total 33

“To most people sky is the limit, To those who love aviation sky is
the home.”

Our internship stated on 23rd of July, We received our entry passes outside Shuhada Gate from the HR
personnel. After our entrance and clearance from the security team, We were introduced to the Deputy
Chief Engineer Mr. Shahid Mehfooz. We had a meeting in the conference room where we were updated
with all the rules and regulations. We were also introduced to the basic knowledge about the aircrafts
and their flights. We had a discussion over the cruise height, Basic power supply of aircraft, Frequency
ranges for communication, Radars and navigation systems, Categorized landing systems, Certification
and Registration of an aircraft.

Furthermore, We were told about the Overhaul Lab sections and the base maintenance of the PIA. We
started our internship from the Avionics Lab Sections and then we moved on towards the base
maintenance.

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A vionics Overhaul Labs

RADIO LAB
The very first lab we were introduced to was the Radio lab. We started with the concept of waves and
frequencies. The interlinking of wavelength and frequency.
 Why we require modulation?
We need modulation so that we can convert the larger wavelengths to the high frequency waves to
reduce the antenna size required to propagate or receive a signal.
 HF and VHF frequencies?
In planes we have two operating frequencies, HF and VHF.HF represents High Frequency and VHF
represents Very high Frequency. HF is required for long distance transmission because it is very
resistant to any weather changes. It reflects back from the ionized layer and can transmit signal to a
target that is not in the line of sight. It also has a drawback that due to its larger bandwidths it has
increased noise which becomes a hurdle in perfect communication with the pilot or control tower.
The other frequency used in an aircraft is the VHF. It is used for perfect communication during the
times of takeoff and landing. It has a narrow bandwidth which has a very less noise entrance so it helps
in better and clear communication. VHF is not used for longer transmissions as it penetrates through
the ionized layer and does not reflect back.

Moreover, we were introduced to the section of Radars. The types of radars and the modulations
required to detect aircrafts moving in a row or moving vertically. We were also explained the difference
between a mile and a nautical mile. To be precise 1 nautical mile equals 1.15 miles.

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There are mainly two types of Radars, Primary Radars and Secondary Radars. Primary radars are the
ones which operate at the same transmitting and receiving frequency. However in case of Secondary
Radar, both the transmitting and receiving frequencies are different. Both the radars are assisting each
other.

Weather Radar:

Weather radar is a primary radar. It operates in a range of 320 nautical miles. Its turbulence range is
40 nautical miles. It operates at the frequency of 10.14GHZ. It rotates around 180 degrees in horizontal
direction and 45 degrees in vertical direction.
Weather radars cannot trace air pockets. The indication colors of weather radars are Green, Yellow,
Red and Magenta. Green represents a low rain indication. Yellow represents a moderate rain
indication. Red represents heavy rain and Magenta/Pink represents turbulence or dangerous weather.

Low Range Radio Altimeter: (LRRA)

LRRA is the low range radio altimeter also known as Radar altimeter (RA). It operates in the range of (-
25ft to 2500ft).It is also a primary radar. It is mainly helpful at the areas that involve mountains, high
buildings or those areas which are very much above the sea level. It operates at the frequency range
of 4.2GHz to 4.4GHz.It is very helpful in autopilot and auto landing system.

DME: (Distance measuring Equipment)

DME is a secondary Radar. Distance measuring equipment (DME) is a transponder-based radio

navigation technology that measures slant range distance by timing the propagation delay of VHF or
UHF radio signals. The ground station for helping the DME are located near Very high frequency Omni
directional Ranging system (VOR) or Instrument Landing System (ILS). A radio signal takes
approximately 12.36 microseconds to travel 1 nautical mile (1,852 m) to the target and back—also
referred to as a radar-mile. The time difference between interrogation and reply, minus the 50
microsecond ground transponder delay, is measured by the interrogator's timing circuitry and
converted to a distance measurement, in nautical miles, then displayed on the cockpit DME display

TCAS: (Traffic Alert and Collision Avoidance System)

TCAS is a secondary radar that is used in order to avoid collision between aircrafts. Its volume is 40
nautical miles. It also used indicators in order to alert the pilot of any possible collision. All aircrafts in
the radius of 40 nautical miles will be indicated through a cyan hollow diamond. This is a no threat
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indication. At 6 nautical miles the hollow cyan diamond gets filled indicating a possible threat. At 1200ft
the indication is a yellow circle and there is also an oral warning of Traffic! Traffic!. The possible collision
time at this indication is 30 to 35 seconds. At 600ft the indication is a red square and at this indication
the collision time is 20 to 25 seconds. After this indication the pilot is to follow the TCAS only even if it
contradicts the ATC instruction. In this case the radar that detects first becomes the master and the
other one becomes the slave. The master is to pitch up the flight and the indication is a green arc. The
slave is to pitch down the flight and the indication is the same as that of master but in opposite
direction. The operating frequency for the transmitter is 1.03GHz whereas the Responding frequency
is 1.09GHz

INSTRUMENTATION LAB

The next lab we were introduced to was the instrumentation lab. In this lab we were explained about
the concepts of Autopilot, Flight control units, Parameters for cruise flight, LRU’s and the concepts of
how and why are LRU’s tested. We also understood that under 2500ft we deal in nautical miles, above
2500ft we shit to Mac number.

Further, we attained the knowledge about thrust control computer which has all the reference values
for the parameters of the flight. Those reference values are compared with the actual ones for perfect
flight. Autopilot involves the phenomenon of PITCH, ROLL AND YAW and how their parameters are set.
Autopilot involves two basic modes Command Mode and CWS mode. In command mode the autopilot
follows all the reference values.

Autopilot is very reliable and it is widely used in the cruise mode but during the times of takeoff and
landing we prefer manual modes as we believe more in the line of sight.

PITCH:

The pitching movement is mainly referred to the climb and dive movement. In this movement the
aircraft moves up or down in the vertical direction. It is controlled through the horizontal stabilizer of
the aircraft. During the time of takeoff vertical stabilizer is placed in the upwards direction. The
interacting air then pushes it to down and the aircraft moves in the upward direction. Similarly during
landing the vertical stabilizer is placed in the downwards direction. During cruise, vertical stabilizer is
flat.

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YAW:

Yaw is the sideways movement of the aircraft. It is controlled through the rudder that is a part of the
vertical stabilizer. The tilting of the rudder in right direction moves the aircraft to the right side and vice
versa.

BANKING:

Banking is basically the turning and rolling of aircraft. Ailerons are used to perform banking. Ailerons
can be from the mid wing to the tip of the wing. Ailerons are moved up or down to perform the banking
or rolling of the aircraft. Both ailerons operate in opposite directions and their movement is
symmetrical.

Air Braking:

Air brakes are performed using the spoilers of the aircraft. The spoilers are on the top of the aircraft
wings. They are moved in upwards direction to perform air brakes. They increase the drag and air
pressure on the top of the wings. Their maximum rotation angle is 60 degrees.

Heading:

Heading of an aircraft is actually the clockwise angle from the geographic north to the nose of the
aircraft. We were also explained the difference in the geographic north and the magnetic north.
Geographic north is the fixed north and the mag north keeps changing due to earth’s magnetic field.
Difference of angle between both is known as the angle of deviation.

Pressurization of the Cabin:

Pressurization of the aircraft is done through the intake of compressed air from the engine. Both the
air conditioning and pressurization are interlinked to each other. The outflow valves are also used
inside the aircraft in order to maintain the pressure inside the cabin. Extra pressure is released using
these outflow valves. A 28v dc motor is used inside the outflow valve and the valve is basically an
actuator that operates with an electrical input. There are usually two outflow valves inside a small
aircraft and there may be 3 to 4 pressure outflow valves inside a larger aircraft. Both the electric and
pneumatic signals are used for it. Pneumatic signal is usually for a backup so that if the electric signal
input fails we can use the pneumatic one as a backup. Whole of this system is a LRU.

Furthermore, the oxygen being supplied inside the cabin Is produced through chemical reaction and it
is used for an emergency purpose. The oxygen supply cylinder inside the cabin can provide oxygen for
20 minutes in case of any emergency.

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Testing of ATU:

The computerized testing is also performed for the computer devices installed inside an aircraft body.
The computers used for testing them are ATEC Series 5000 and ATEC series 3. The programing
languages manly used are ATLAS and C languages. Test programs for the components being tested are
described clearly in the Component Maintenance Manuals. The results= files obtained as output after
testing are All go file, Bad go file, Summary file. Repairing of these components is performed at two
levels. Level 2 and Level 3 repairing. In level 2 repairing we replace the entire card which has all the
micro components. However, in case of level 3 repairing, the micro components are repaired and then
tested.
At component level two types of trouble shootings are performed. Either from the origin of the
problem to the input side or from the input side to the origin of the affected component.

ELECTRICAL LAB

The third lab of the Avionics Overhaul was the electrical lab. First of all we had a quick overview about
Electrical, electronics and Electro-mechanicals. Afterwards we had a discussion on Automatic Flight
Control System (AFCS). Flight Management System was overviewed and had discussion on how initial
flight data is loaded on aircraft.
Furthermore, Generator Controlling Unit (GCU) and the Power supply was the discussed and how AC
generated power is stored as DC and batteries are charged. Sensor Unit was also the part of discussion.
Various sensors were discussed i.e. Pressure, Vibration, LVDT, Limit Switch, Proximity, Liquid and
temperature etc.

Different types of Data transmissions were discussed. As Central Bus Bar (CBB) is used to transmit
sensors data to controller and then forwarded to modules to perform task required.

CBB is of two types, Synchronized or centralized, Sequential or One way route respectively.

Central Warning System that indicates the all types of warning to cockpit crew, other than the warning
on the respective module control. Afterward we discussed the DISCH module that is used to activate
the fire extinguisher in the engine.

GCU (Generator Controller Unit):

Further we had discussion on generator control unit, how generator control unit stop reverse power,
under-current, over-current, bearing or auxiliary damage or shaft misbalancing. GCU used Constant
Speed Drive (CSD) for constant frequency generation. As per the output of the generator it produces

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115V (+-) 3% tolerance with the frequency of 400Hz. Also we discussed how power rated generators
are changed plane to plane. In case of over speeding the mechanical fuse is used in the shaft to
disconnect the generator from the engine and protect it from any other situation.

PMC (Power Management Controller):

Power Management Controller, as all of the basics the Main power supply for the aircraft is through
fuel. As the engines are working aircraft is producing power for all equipment. Air Temperature, Air
Density/Mass, Air speed/Pressure and Humidity all these factors affect the power of engine. So PMC is
used in order to operate and consume power efficiently.

APU or Ground Power unit:

In case the aircraft is on ground then the Auxiliary Power Unit can used to start the equipment or the
engine. APU is the small generator place in aircraft. The other source can be Ground/Pneumatic Power
that can be used for an aircraft on ground.

Furthermore, we discussed different types of test i.e. Bonding Test, Dielectric Test, Insulation Test,
Drop Out Test, Functional Test.

Generators:

Generators in aircraft usually rotates at 8000 – 12000 RPM. Generator side divided into main parts i.e.
1st PM generator producing 8, 10 or 12V. 2nd Excitation generator. 3rd Main Generator. By using CSD
the frequency of 400Hz is maintained with tolerance of 5%. PMG is connected to Step up transformer
and then to Excitation Generator. PMG is the connector side whereas the other side is called AC
generation or Component Load side.

Battery Shop:

In battery shop we discussed different types of batteries used on aircrafts. Lead Acid battery and
Alkaline Batteries. As alkaline batteries are reliable and can be charged to 100% if totally drained also
alkaline batteries are durable that’s why majorly alkaline batteries are used in most of the aircrafts.
There some checks that are required due to the legislation of ICAO.

 Periodic Check
 Main Check
 Overall Check

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Periodic Check:

Periodic check is done after 3 months, firstly through Analyzer the Battery is discharged to 20V with
the rate of 1C. Insulation and Contamination check is done also resistance is measure that has to be
larger than 2M ohms. Then, the battery is charged at the rate of 0.1C. After 10-14 hours charging is
completed and finally leveling is done with distilled water.

Main/Regular Check:

Regular check is done after 6 months, firstly through Analyzer the Battery is discharged to 20V with the
rate of 1C then with the help of shorting clips the battery is drained to 0V. Insulation and Contamination
check is done also resistance is measure that has to be larger than 2M ohms. Then, the battery is
charged at the rate of 0.1C. After 10-14 hours charging is completed and finally leveling is done with
distilled water. Further is this check we’re required to check to capacity of batteries so the capacity is
checked by regular discharging. If results are good the battery is charged again and good to go.

Overall Check:

In overall check all the above checks are performed, but in addition to them the battery is disassembled
and washed out with soapy and tap water.
Electronics Lab:

Electrical equipment used for testing repairing and calibration are taken from electronics lab. Some
calibrations are done within the premises, but some are sent aboard or to national lab for calibration
purposes.

RADIO LAB

In Flight Entertainment:

There are two types of IFE systems used in most of the aircrafts. Mass 3000 (Boeing 777 series) or
Panasonic Ex 2 (Airbus 320 Family). IFE’s divided into two major sections.

 Passenger Entertainment System (PES)

 Passenger Service System (PSS)

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PES:

PES has 3 different lanes for processing the entertainment system for the passengers. Core Lane, Cabin
Lane, Seat Lane. And for processing data the Token Ring Protocol is used. Commands are picked up in
lane which has used Coaxial Cable as of transfer medium, then it is transmitted to cabin lane and
through EADB (Enhance Area Distribution Box) interfacing it interacts with the seat lane. Using DSEB
(Digital Seat Electronic Box) the required demand is fulfilled, whether it’s audio output or the video
output.

PSS:

Passenger Service System is used for providing services of attendants. Firstly, Reading light is served if
demanded, else the calling light indicates the attendants that the specific passenger needs to be
served.

IFE provides Audio Video on Demand system (AVOD), Seat to seat calling system for passengers and
seat to ground calling systems which has extra charges.

Cockpit Voice Recorder:

This component is usually called Black box. It has Dig-low Fire Orange color and made up of titanium.
All types of communications from cockpit is recorded on CVR. But only the recording of last 30 minutes
flight is save on it. There is a erase button in cockpit which can erase the data save on CVR when it’s
safely on ground. CVR has an additional feature called ULB (Underwater Level Beacon) when in contact
with the water the beacon turns on.

Flight Data Recorder:

Flight data recorder recodes all the parameter of flight. That includes the altitude, speed, pressure etc.

ELT (Emergency Locator Transmitter):

Emergency Locator Transmitter is the device free from electric support from the aircraft. These are of
two types i.e. Impact type and Survivor type. It uses G-sensors. It has its own battery support that can
last for 48 hours. It starts working if aircraft has an impact of 10G or more. It transmits 2 types of signals,
406MHz for the satellite continuously for 24 hours. The other signal is of 121.5MHz and it’s a Ground
Beacon which works for 48 hours.

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B ase Maintenance
The last training session we had was in the base management. We started with the Data bus networking
systems for both Boeing and Airbus. Boeing uses the Arinc 629 system for data bus networking and
Airbus uses Arinc 429 system for data bus networking. Arinc 629 has greater data capacity, it is
bidirectional and it has high speed. We further moved on to the FMS system. FMS stands for Flight
Management System. It has separate computers for all the parameters required for the perfect flight
of the aircraft. For example, it has separate computers for the controlling of Ailerons and Stabilizers.

Boeing Aircrafts promote the conventional outlooks inside the aircraft body. Although all the systems
are computerized and they are controlled digitally, but it still gives conventional controls so that it is
easy for the pilot to operate and he can feel the aircraft movements. PIA currently has Boeing 777 that
have been manufactured in 2004. This conventional look provides the facility of less training for the
pilots which saves the training cost. Similarly very little training required for the crew and the other
staff.

Earlier aircrafts has the push and pull rods uses to control the aircraft parts such as Ailerons and
Stabilizers. Any damage to these rods could cause emergency landing of the flight. New Aircrafts now
use hydraulic systems controlled by digital computers. There are three hydraulic systems in the new
aircrafts and all these are not interlinked with each other, so that if one fails the others can provide the
backup.

Fuel of the aircraft is present in the wings of the aircraft and the center tank. Boeing 777 has the
capacity for 1, 50,000 kg of fuel. Fuel in aircraft is measured in Kg and not in liters as the volume may
change due to weather changes. If one wing of the aircraft fails to provide fuel due to leakage or some
other reasons the fuel can be taken from the other side through cross feeding. Similarly, if one
generator goes out of service power can be transmitted from the other generator through cross
feeding.

There are fixed locations for the Water portable tank at the back of the aircraft. The water used inside
the aircraft is drinking water. Same water used for all other purposes too. There is also a fixed tan for
the waste from the aircraft toilets. Vacuum system is used inside to suck all the waste from the toilets
and dispose it off into the waste tank.

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The pressurization of the aircraft cabins is very critical. If the pressure is not maintained or adjusted
above 20000ft the passengers may become unconscious. As the aircraft moves above 20,000ft the
pressure is kept normal inside the cabin for the passengers so that they do not have problems in
breathing. Axial flow compressors are used for pressurization and compression of the air. This
compression causes the temperature of the air to rise over 400 degrees so before it is passed into the
cabin it undergoes a complete air conditioning system and then its temperature is adjusted according
to the passenger requirement.

On the last day of our base maintenance section. We were made to visit the plane and then we had
understanding of all the physical parts. We looked into all the parts we studied about earlier and it
enhanced our knowledge.

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