Ow Crap we are in Prison

User ID:ega987810/09044337

Table of Contents
Prelude.............................................................................................................................................1
Why There Is a Need For Standards............................................................................................1
Types of Standards.......................................................................................................................2
How Standards Become Beneficial In Aviation Industry............................................................3
Standard Measurements are Vital In Aviation.............................................................................4
Standard Procedures Achieve Security and Safety......................................................................4
Explanation On How Standards Have Been Integrated Into Aviation.............................................6
How Standards Are Maintained.................................................................................................10
International Standard Organisation..........................................................................................12
ATA 100 CHAPTER..................................................................................................................14
Technical Drawing Standards....................................................................................................15
References......................................................................................................................................16
Bibliography..................................................................................................................................17

User ID:ega987810/09044337

Prelude
What is causing our mortality rates to plummet? Are our governments doing the best
they can for us or do they care only about financial gain? What religion should we trust,
can common sense overcome religion or do your current beliefs stand strong based on
what you were taught. A little venture on the internet can answer all these questions so I
shall compile it on a book for you to read.

The History of Water

Family members and friends are concerned about me due to my obsessive adherence
to water. We are 75 80 % water. This means that water is going to contribute to a 70
80 % of a problem to our health if the water is contaminated with I dont know it could be
a variety of things such as pharmaceutical drugs, pesticides, chloramines, fluoride,
fluoride compounds, heavy metals and radioactive isotopes. You only need to consult
your water board for a report to find out whats in it.
Back in the 1940s the Nazis thought it would be a good idea to fluoridate the water so
that the population would be more submissive it was allocated to areas where the jews
where living. Fluoride is previously believed to help with dental health, that it prevents
cavities that it is good for our health. That is sadly far from the truth as it was believed
and advertised by doctors that smoking was good for you. Large sums of currency went
into advertising to sell the idea of fluoridation to the masses is good. With a little
research on the net one can attain that it is far from the truth that fluoride causes a
1
User ID:ega987810/09044337

number of health issues such as dental fluorosis, spinal calcification, osteoporosis,

lowered IQ, thyroid dysfunction, heightened cortisol levels and in large doses death.
Big isles of bottled water at Babies R US with fluoridation of up to 5 ppm, 1 ppm causes
a 20 point IQ reduction major studies, it increase cancer and then attacks all your
organs.
After the World War II America launched operation paper clip they would hired the
German scientist to run some of their own projects also to learn from them. Germany
was experimenting on mind control the CIA continued these studies the project was
called maybe project insight. It is probably where all these pharmaceutical drugs came
from such as prozak zolof and other sodium fluoride based drugs came from. Sodium
fluoride is what is used for Rat Poison. Another point to add is that the fluoride in our
drinking water originates from the wet scrubbing systems of the fertilizer industry. The
two most common types of fluoride compounds found in municipal water is sodium
silicofluoride and hydrofluorosilicic acid.

The government are paying for advertisements to condition you that if you are to
question water fluoridation you will be labelled a conspiracy theorist.
I shall get into Mind control later on.

Barium salts and aluminium dioxide to repair the Ozone holes what a load of crud.

2
User ID:ega987810/09044337

Types of Standards
There are 4 different types of standards Natural Standard, Physical Standard, Attribute
Standard and Variable standard. A natural standard is our understanding of the world
we live in, so by our observations and analysis we are able to derive a physical
standard. In early history mankind used to use his body parts, and his natural
surroundings as measuring instruments to make a measurement. Nowadays physical
standards such as the meter and kilogram are derived by much more sophisticated
means. The standard Meter is derived by space and time. Initially it was measured by a
pendulum swinging measuring the time and distance. Observations to derive the Meter
more accurately was moved geographically due to gravity and wanted to find a neutral
point on the equator perpendicular to the poles. The meter now is derived from the
oscillations of a caesium atom to achieve ultimate accuracy. By defining the meter and
time in this manner there is no need to refer to a physical standard and may be
reproduced anywhere in the world or even outa space. Rowlett, R 2002

An example of a physical standard is the kilogram which is located in a Bureau

International des Poids et Mesures (BIPM) in France. Physical standards are needed to
keep global uniformity of measurements and traceability. The meter is a variable
measurement standard, giving us quantitative values. Quantitative means it is

3
User ID:ega987810/09044337

continuous and there may be an infinite degree of measurement. Variable standards are
represented in figures which show the level of accuracy. Strike, C (2007).

Attribute standards are those which dont have a continuous measurement scale. For
example good or bad, you cant give a degree of how good or bad an individual is.
Same as when it comes to inspection of materials or components on aircraft. It is
subject to debate whether or not that item is serviceable or not. This is why attribute
standards have to be well defined in order to make a decision.

How Standards Become Beneficial In Aviation Industry

Standards dont only ensure our safety and security while in the work place, but it also
makes a task more cost effective, saves on time and brings a proof of quality to the
work carried out. By having standards throughout a common industry it ensures that the
same work is carried out the same way as it would do anywhere else in the world which
will meet up to the same standards. Standards minimize the room for error by having a
small tolerance. The tolerance and the room for error are becoming smaller as we
progress allowing for quicker and more accurate development to ensue. Proof of quality
is for instance a bearing, it will have a certain quality which corresponds to its life in
service. This will be the same for the same type of bearing which under went through
the same standards during manufacture. By doing this designers do test on the
components and are able to make predictions when the component will fail or when an
inspection should be carried out. This makes it easier for inspection scheduling which
will be entailed in the aircraft maintenance manual when to replace the component with
4
User ID:ega987810/09044337

a new one. The component may need maintenance or overhaul and repair which is
entailed in the Aircraft Repair Manual or Component Maintenance Manual at a standard
set procedure.

Standard Measurements are Vital In Aviation

Metrology is a vital aspect when it comes to standards within the aircraft industry.
Metrology plays a vital part in the manufacture of mechanical components. Standards
such as a meter, a kilogram and many more units have come up to an international
standard were all other copies are compared to it. Tools have standards so that when
we use them to create, repair or adjust a certain component it becomes accurate
meeting a standard all other industries will use.

Example a torque wrench has a unit of Nm and if not calibrated to the ISO value of a
newton Kgm/s, then this will lead to an over tighten or under tightened bolt on a
propeller assembly. This could cause either the bolt to shear off while tightening or allow
the propeller to come loose during mid-flight.

Standard Procedures Achieve Security and Safety

There are strict set standard procedures in place to avoid counterfeit components
entering the aircraft. The threat of having counterfeit parts on an aircraft can have an
impact on the durability, performance, reliability of components which in turn can

5
User ID:ega987810/09044337

jeopardize the safety of the aircraft and passengers. An example of a standard

procedure which a Part 145 accommodates is as follows:

Components arrive at the Quarantine store where they are checked for:
Authenticity
Conform to specification
Bear evidence of previous inspections
Correctly identified
Free from damage
Once substantiated components move to the bonded store which is in a
different area. Components are given a batch number and other details from the
Original Equipment Manufacturer and Form 1 are entered into a system

electronically. Details such as:

Approval Certificate number
Dates of receipt
Name of dispatching firm
Details of item / material
Other relevant information
Signature of record Compiler
Once the component has been critically checked and has not been dropped and
is free of flaws its authorised release form which in EASAs case is Form 1 can
be signed by a part 66 trained licenced engineer.

The stores system procedure is a very strict one so that no faulty or counterfeit parts
may enter on the aircraft. It is not only mechanical parts which are the problem but also
electrical components too. This leaves other ways to accomplish terrorism for chips can
be programmed to do different tasks other than the one expected. So having such
rigours standards and procedures is dire to ensure the safety and continual
airworthiness of the aircraft.

6
User ID:ega987810/09044337

Explanation On How Standards Have Been Integrated Into

Aviation
In 1944 the Chicago convention occurred where 52 states arrived to discuss a number
of aspects concerning aviation safety. The International Civil Aviation Organisation was
the outcome of the convention where ICAO was devised in, 6 th of June 1945 and it was
in operation by the 4th of April 1947, where ICAO came into being. ICAO then became a
specialized agency with the United Nations in October 1947.
The outcome of the ICAO was SARPS which are Standards and Recommended
Practices. The SARPS are the minimum recommended requirements and they are
divided into 18 Annexes, each of which explains in detail what rules and regulations
have to be followed. SARPS are a requirement for contracting states of ICAO who per
sue international aviation operations. The list of annexes is as follows:

Annex 1 - Personnel Licensing

Annex 2 - Rules of the Air
Annex 3 - Meteorological Services
Annex 4 - Aeronautical Charts
Annex 5 - Units of Measurement
Annex 6 - Operation of Aircraft
Annex 7 - Aircraft Nationality and Registration Marks
Annex 8 - Airworthiness of Aircraft
Annex 9 - Facilitation
Annex 10 - Aeronautical Telecommunications
7
User ID:ega987810/09044337

 Annex 11 - Air Traffic Services

Annex 12 - Search and Rescue
Annex 13 - Aircraft Accident and Incident Investigation
Annex 14 - Aerodromes
Annex 15 - Aeronautical Information Services
Annex 16 - Environmental Protection
Annex 17 - Security
Annex 18 - The Safe Transportation of Dangerous Goods by Air
Annexes 2, 5, 7 and 8 are international standards and have no recommended practices
they are indeed requirements. Sky Barry 2010. If Annex 5 where to be a recommended
practice there would be ciaos, for their would be no harmonisation of a standard
measurement. It is already difficult that engineers have to use inches as well as meters.
All other of the 14 annexes contain both recommended procedures and international
standards. For instance Annex 1 has an international standard where all traffic
controllers have to be trained to speak in English and trained at a level which eradicates
an accent. This avoids ambiguous communication being heard on the other end of the
radio. ICAO, 2004

8
User ID:ega987810/09044337

National Aviation Authorities such as the Civil Aviation Authority (CAA) in the UK employ
the ICAO responsibilities to meet international standards. Without adhering to the ICAO
recommendations the CAA would not be able to function, it is a legislated order. The
CAA was founded in 1982, there priority function is to regulate and have the
responsibility of Air Safety, Economic Regulation, Airspace Regulation, Consumer
Protection and Environmental Research & Consultancy within the United Kingdom. All
aircraft which are being maintained within the UK will be supervised by the CAA to
insure they are keeping in accordance with Part M and EASA part 145 maintenance
hangar to meet up to the required standards.
EASA came into being since 2003, it superseded the JARs and made additional
changes and it became a legislated rule under the European Union. EASA also
incorporated ICAOs Standards and Recommended Practices where the European
Union made legislative rules. Under the European Union regulations set by EASA the
NAAs monitor and regulate accordingly to ensure EASAs directives are met so
standardisation can be accomplished. Some of which include:

Part 147 Training organisation

Part 66 Aircraft Maintenance Certifying Personnel
Part 145 Maintenance Organisation
Part 21 Design Organisation

Airworthiness Certification

In order for a Part 145 organisation to produce a required standard whether it is in the
UK, Malaysia or China, maintenance engineers are all trained at the same standard.
This is done so that when they work on aircraft, trained engineers will produce the same
working standards where ever it may be in the world. It is in an approved Part 147
9
User ID:ega987810/09044337

organisation where engineers receive their Part-66 training and undergo examinations.
In order for the aircraft being issued a certificate of release to service an engineer has to
be licensed. Part 66 is a theoretical and practical training course in which there are
exams to be taken where you must achieve 75% and above and be present during
lectures above 80% of the time. Depending on which licence is being aimed for by the
applicant this will determine which level he/she will have to go through and which exams
must be taken. By the applicant achieving those goals and have a certain amount of
man hours on the aircraft for experience, the NAA such as the CAA can issue them a
licence. When they have achieved all the requirements he/she has met with the
required standards set by EASA so that their NAA can issue them with a licence and
they may certify aircraft in a Part 145 organisation.

Part 21 organisations are those who carry out design and production of aircraft, such as
airbus. They are authorised and have been certified for the manufacture and design of
commercial aircraft. Standards and regulations are stated in subpart J for design and
subpart G for production.

Part 145 organisation is a where aircrafts are maintained within a standard safe
environment. Aircraft Maintenance organisations have to be Part 145 approved if they
want to enter their aircraft over European airspace. Aircraft Maintenance organisations
in the USA are FAR part 145 and they have bilateral agreements between the EU for
they meet the standards which allows them to make maintenance on aircraft and fly into
European airspace.
10
User ID:ega987810/09044337

How Standards Are Maintained

A part 145 maintenance organisation has a quality control manager who is satisfactory
in the NAA point of view and the accountable manager in the part 145 maintenance
hangar. His role there is to put in place a quality policy, establish procedures acceptable
to the NAA, and establish a quality feedback mechanism such as Maintenance Error
Management system (MEMS). The quality manager ensures that the organisation
meets the standards required by the NAA.

The quality manager also carries out independent audit checks on the work being
carried out on the aircraft to insure that the required standards and procedures are met.
Audit checks would involve overseeing engineers to see if they are following the aircraft
maintenance manual, calibration of tools, to see whether procedures and
standardisations are met which have been laid out by EASA. Any tool which requires
calibration would have a register with information concerning the type of tool, where it is
located, identification numbers, tolerance values allowed, calibration periods, calibration
status and calibration methods. It is the quality managers duty to see whether these
standards are met. Part 145 organisations will hold records of tools which have been
calibrated. With the history records of calibration, the organisation can make a decision
whether to keep recalibrating the tool or to scrap it. This depends on the frequency of
calibration to bring that tool to tolerance. Tools will have certain attribute standards,
such as being colour coded where that colour will represent a time period which entails
when that tool should be re-calibrated.
11
User ID:ega987810/09044337

When a tool is due to be calibrated it will be sent to an accredited metrology laboratory

to meet a precise calibration standard. It will have to be approved by the United
Kingdom Accreditation Service under the National Accreditation of Measurement and
Sampling. After the tool has been calibrated it will be signed of and will be reviewed by
the quality manager to ensure the organisation is keeping up to standards by sending
their tools for calibration.

A part 145 organisation will have regular audits from the NAA to see whether the
organisation is keeping to the required standards. If they arent then depending on the
magnitude they may lose their part 145 approval or if lucky be given a stern warning. In
British Aircraft Maintenance Cardiff (BAMC) a CAA representative will have a meeting
with the quality manager. The quality manager will present records of tools which have
been calibrated and tools which are due to be calibrated. The CAA will take these
readings and compare them with the regional office to see if the part 145 organisation is
meeting up to the regional standards. The regional standards are then confirmed with
the national standards at the National Physical Laboratory in London Teddington by the
CAA. The National standards are a reference to the international standard organisation
located in Sevres, France which makes it possible to have a global standardisation.

The International Standard Organisation is crucial in our evolution of advancements in

technologies and safety. Every country has its own recognized national standardizing
body where their standards are referenced to the international standards. That is why
12
User ID:ega987810/09044337

the NAAs such as the CAA go through a traceability check with the regional and
national organisations to see whether the part 145 organisation is keeping up to an
accurate and precise standard.

International Standard Organisation

The International Standard Organisation set standards for all various types of things
such as the meter, the Kilogram, A4 size paper to the size of our bank ATM cards so we
can withdraw money anywhere in the world. In order for the international standard
organisation to come up with these standards they go through vigorous debate and go
through 6 stages before it is approved. These stages are described in the ISO website
on how a standard comes to being.

A part 145 organisation has an ISO 9001 approval which means that there is a quality
management system employed, it is the most popular standard worldwide. ISO 9001 is
based on BS 5750 from British Standards and is the dominant quality management
system with over 1 million organisations certified in ISO 9001 since 2009. British
Assessment, 2012. A Part 145 organisation would also have an AS9100 certification.
Aerospace standard 9100 is also a quality management system for the aerospace
industry, where ISO 9001 are not reaching the adequate quality and safety in a high risk
environment. To be certified in ISO 9001 organisations such as Part 145 will have a
third party who will come and audit them who are an accredited body by the UKAS.
They will evaluate quality in there procedures and the targets set by the company and
see if they are measurable and achievable. There will then be an onsite evaluation to
13
User ID:ega987810/09044337

ensure working practices are observed that the procedures and stated objectives are
set in the framework of ISO 9001 are being carried out and records are kept. Once
approved they will be certified under ISO 9000. They will then be surveyed once or
twice a year to ensure that working practices are kept up to standards.

If a Part 145 organisation such as BAMC were to have a shortage of nuts and bolts they
would need to contact their supplier to manufacture some more. In a situation where
there current manufacture is currently either overloaded with work or decided to raise
the price. BAMC would have to find an alternative and that organisation would have to
have certain approvals such as ISO 9001, ISO 14001 (environmental friendly), AS9001
and also be EASA approved by having a PART 21 subpart G before they can either be
considered to do the task required. By complying with EASAs part 21 and having the
required certifications in place they meet up to the required standards to produce parts
for aircraft. Organisations such as British Airways will only have to interview them before
adding them to the stakeholder list.

ATA 100 CHAPTER

In all of the modules in a part 66 training course it states in some pages of the text
books In accordance with the Aircraft Maintenance Manual. ATA 100 is an international
recognised standard Aircraft Maintenance Manual. It is an international recognized
maintenance manual template. This makes it easy and convenient for engineers to
locate a system for any aircraft. The ATA chapter template also corresponds to the
Aircraft Repair Manual or Component Maintenance Manual. The international chapter
14
User ID:ega987810/09044337

system ATA 100 is for all aircraft worldwide so it may be a Jetstream or an Airbus A380
the Landing Gear for example will be located in ATA chapter 32. It is not only for the
engineers convenience that this system was put in place but for the wellbeing of
passengers and engineers. So that traceability of work carried out, design flaws and
other issues may be referred back to the Aircraft maintenance Manual. A hypothetical
scenario, an Airbus A320s trim flap on the rudder needs replacing every 300 flying
hours. This is due to the lack of oil contained in the cylinder causing it to become stiff. It
is happening to all the fleet of A320s and this is because a torque nut is not being
tightened to the correct settings required to keep the oil sealed in the cylinder. It is
happening to all the fleet of the A320s for all the maintenance engineers are following
the standard instructions in the Aircraft Maintenance Manual and they are applying
inadequate torque which is causing a slow leak. It is later revised by the design crew of
Airbus, tested and authorised by EASA and is then republished.

Technical Drawing Standards

Embedded in the Aircraft Maintenance manual are other standards such as Technical
drawings. These include sub assembly drawings, installation drawing, orthographic
drawing, symbols etc. BS 8888 is a British Standard developed by British Standard
Institute, who has industrialised a standard method of producing technical diagrams.
BS 8888 is a combination of different ISOs in one document. Designers who draw
these diagrams meet up to the BS 8888 so that when engineers come to reading them it
will be easy to decipher for they have gone through training and practice. It makes the
15
User ID:ega987810/09044337

engineers job more efficient and an attempt to prevent mistakes from occurring while
following instruction manuals. Any aircraft design drawing and related documentation
has to be carried out by an organisation which is approved by the CAA which is in
accordance with British Civil Airworthiness Requirements BCARS. Strike, C (2007). As
mentioned above with the scenario about the A320. When any design drawing, related
documentation or part of the aircraft maintenance manual needs amending only that
same certified organisation may carry out amendments.

References

ICAO, 2004, Manual on the Implementation of ICAO Language Proficiency

Requirements, Chapter 1.2.2, Forth Edition, ICAO. Available at:
http://www.caa.bg/upload/docs/9835_1_ed.pdf Last accessed 06/03/2012

British Assessment, 2012, British Assessment. Available at:

http://www.british-assessment.co.uk/ Last accessed 06/03/2012
16
User ID:ega987810/09044337

2012, AS9100 Certification & Registration, Smithers Registrar, Available at:

http://www.smithersregistrar.com/as9100/page-as9100.shtml Last accessed 06/03/2012

Sky Barry. (30/09/2010). ICAO. Available:

http://www.skybrary.aero/index.php/ICAO#Further_Reading Last accessed 01/03/2012

Rowlett, R 2002, Base Units of the International System (SI), University of North
Carolina, Available at:
http://www.unc.edu/~rowlett/units/sifundam.html

Last accessed 06/03/2012

Strike, C, 2007, Maintenance Practices, Barry College, Chapters 2 and 5

Bibliography

http://www.praxiom.com/iso-intro.htm

Last accessed 06/03/2012

http://www.iso.org/iso/founding.pdf

Last accessed 06/03/2012

http://www.icao.int/Pages/icao-in-brief.aspx

Last accessed 06/03/2012

17
User ID:ega987810/09044337