Middle East Airlines MEA Internship Report - Industrial Engineering

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ABSTRACT
The purpose of this report is to model the working process of the Middle East Airlines
company. MEA classified those who applied for training at MASCO & CAMO and
gave each individual his/her own schedule. I was put into a five weeks program that
covered all the shops & departments that were there. The aim of applying to MEA
was to expand my knowledge in the aviation field & aircraft maintenance by linking
the theory that was taught to me during the first stage of the training to the practice
that I witnessed on the floor (hangar, shops, etc...). After the five weeks training it is
safe to say that I learned a lot from this experience. This following detailed report will
reflect all the new information I harvested.

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ACKNOWLEDGEMENTS
I would like to thank all who have participated in the completion of this internship.
Special thanks to Ms. Radi, head of technical training for providing permissions to
meet with experts on a daily basis, Mr. Khodrshah and Mr. ELmor, for their priceless
information and their insightful explanations, Mr. Kheireddine, head of planning
department, who was generous enough to explain how work packages were prepared,
and to Ms. Bohsali, head of human resources, for the full guidance throughout the
training process at MEA.

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TABLE OF CONTENTS
COPYRIGHTS.................................................................................1
ABSTRACT ....................................................................................2
ACKNOWLEDGMENTS .................................................................3
1. INTRODUCTION...............................................................................................6
The scope of the training program.............................................................................6-7
Duration...............................................................................................................7-8
The importance of the industrial training program.................................................8
The benefits of the training program...................................................................8-9
The benefits of the report .......................................................................................9
2. TRAINING ORGINIZATION.........................................................10-11
3. FORMAL TRAINING PROVIDED.................................................... 12
Aviation regulations in the world and Lebanon ..............................................12-13
MEA fleet ........................................................................................................13-14
Downtime for airplanes ...................................................................................14-15
Airplane structure............................................................................................15-16
Electrical power system...................................................................................16-17
Hydraulic power system..................................................................................17-18
Brakes and steering..........................................................................................18-19
4. INDUSTRIAL TRAINING PROJECT ............................................... 20
Brakes and wheels ...........................................................................................20-21
Machine shop...................................................................................................21-22
Metal shop .......................................................................................................22-23
Aviation and standards .........................................................................................23
CAMO............................................................................................................23_29
5. CONCLUSION..................................................................................................30
GLOSSARY.............................................................................................................31
REFERENCES ........................................................................................................32

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LIST OF ILLUSTRATIONS AND TABLES
 Mideast service company organization figure2.1 page 11
 MEA fleet table 3.1 page 14
 A320/A321/A330 figure3.1 page 14
 Airplane Structure figure3.2 page 15
 Electrical power System figure3.3 page 16
 Hydraulic system figure3.4 page 17
 Brakes and steering figure3.5 page 19
 Wheel brake figure4.1 page 21
 Break components figure4.2 page 21
 CAMO organization Structure figure4.3 page23
 A & C checks’ time intervals table 4.1 page 27
 Maintenance Schedule figure4.4 page28
 Flights Schedule figure4.5 page29

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1. INTRODUCTION
Masco is a technical company working with MEA based on a contract and is
responsible for maintaining aircrafts.
The objectives of the training program are:
 Familiarization with planes: mechanical, electrical and control systems due to
the course offered.
 Understanding the systems’ components and methods of working.
 Attending each shop which contributes to the continuous maintenance of the
planes and learning exactly what they do.
 Learning how engineers at C.A.M.O (continuous airworthiness management
organization) prepare maintenance schedules, monitor and set checks for
planes, and analyze based on data the plan of work that need to be taken on the
plane; and by consequence in the shops.
 Abiding by the different rules and standards set by E.A.S.A (European
aviation safety agency).
The scope of the training program:
The training started with a course in the learning center introducing me to planes. This
course has to be taken by every employee of Masco in order to start practicing his job.
A brief explanation of the course will be given in the formal training section. After the

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explanation of each shop during the course I would go into the shop and be practically
introduced to every work order they have.
The shops are:
 Wheels and Tires: This sector confirms whether the wheels and tires are still
serviceable or they do need minor repairs complying, of course, with EASA
regulations.
 Machine shop: The shop does on its behalf the required repairs using available
facilities such as NDTs with its various types.
 Aviation and Standards: This shop supplies workers with crucial instruments
such as torque and pressure meters. In addition, it guarantees that all of the
instruments used are up to date.
 Metal shop: The shop repairs and replaces damaged fabric sheets within their
capability.
 CAMO: The organization aggregates several sectors such as scheduling,
planning, quality control, recording, reliability…etc. in which each affords
staff needed info to complete their tasks.
Duration:
The duration of the trainee program was not fewer than 5 weeks. In the first week,
lectures were intensively given covering as much as possible the vast and crucial
systems in the plane. Then, plane checks held in the hangar ensure what was given.
Bedsides, the precious information at the learning center were not enough, so the
training center kept providing me info on daily basis in order to reinforce my

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knowledge and background in this field. Then, a schedule organized visits to most of
the shops unraveling my doubts concerning how stuffs are repaired and facilities used
to ensure serviceability. Thereafter, each day was spent visiting shops, spectating
checks in hangars, and learning new info in the learning system.
The importance of the industrial training program lays in:
 Having an unprecedented chance by developing the background in the field of
aviation
 Getting exposed to the modern aviation technology
 Understanding the philosophy and regulations pertaining to this field
 Detecting how & when maintenance checks are scheduled and performed
 Being aware of the efforts and means to ensure a safe and sound flight
The benefits of the training program are best known in:
 Acquiring new skills and knowledge
 Enhancing and updating existing skills and knowledge
 Showing capability, knowledge and confidence
 Addressing ones weakness in a field
 Widening ones business network
 Developing social skills and professional behavior

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 Helped in bridging the gap between the theoretical study and the practical
world
Benefits of the report:
 Summing up the experience acquired at MASCO
 Refocusing the information acquired
 Documenting the internship into a report which can be referred to in the future
 Transferring my experience to prospers students interested in a similar
internship
 Providing the reader a mean to evaluate my internship period

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2. TRAINING ORGANIZATION
Middle East Airlines, MEA, is the national flag carrier airline of Lebanon that was
established by Saeb Salam and Fawzi El-Hoss on the 31st
of May 1945. MEA is a
huge organization that is contracted with four subsidiaries which are Middle East
Airlines Ground Handling (MEAG) this organization handles about 80 % of the
traffic at Rafik Hariri International Airport and there is Middle East Airlines Services
(MEAS) this organization is responsible for the services done in Rafik Hariri
International Airport the range goes from cleaning the terminal to de-rubberizing the
runway another organization MEA is contracted with is Lebanese Beirut Airport
Catering Company (LBACC) which handles the food delivered all over MEA whether
on ground or in air and finally there is MASCO in which stands for Mideast Aircraft
Services Company Organization, it was initiated in 1955, it is where the engineers and
technicians unite together to provide us with the safety we require by doing the proper
checks, maintenance, paper work, training centers and plenty other more tasks. To do
so, MASCO also divided itself into categories that facilitate the working process
which are shown in the following figure:

11
Figure2.1 – MASCO Organizational Structure

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3. Formal Training Provided
The first period of training in Middle East Airlines was spent at the learning center,
which entailed a general overview about the MEA and the course:
“mechanics/electrics & Avionics” was given by Mr. Joseph khodrshah and Mr.
Youssef ElMor.
The course entailed:
 Aviation regulations in the world and in Lebanon
 MEA fleet
 Airplanes downtime
 Planes of rotation and stability
 Airplane structure
 Cockpit and flight control systems
 Electrical power system
 Hydraulic power system
 Landing gear extension and retraction
 Brakes and steering
T1: Aviation regulations in the world and in Lebanon
There are many flight regulations across the world which dictates the rules ensuring
safe flying. In 1944 the international civil aviation organization (I.C.A.O) was
established from which specific country authorities were set: C.A.A in England,
F.A.A (federal aviation administration) in the U.S and DGAC (direction general de
l’aviation civil) in France which we also abide by in Lebanon. In July 2003 the

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European aviation safety agency (E.A.S.A) was formed, which has a mission of
promoting the highest common standards of safety and environmental protection in
civil aviation. MEA abides by the E.A.S.A regulation and the L.A.R (Lebanese
aviation regulations).
EASA has hard rules on which an audit is set to happen every period of time:
 Part 21 :Certification of aircraft
 Part 66: Certifying staff (maintenance engineers and technicians)
 Part 145: Maintenance organization approval (MASCO)
 Part 147: Training organization requirements (learning center)
 EUOPS : operations
EASA soft rules:
 Acceptable means of compliance (AMC)
 Part M : continuing airworthiness requirements (CAMO)
 Guidance materials (GM)
T2 : MEA fleet
The MEA fleet consists of 17 airbus airplanes:

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Table 3.1 – MEA Fleet
Figure 3.1- Dimensions for the planes
T3: Downtime for airplanes There are 2 kinds of downtime for airplanes:
Type Number of
planes
Number of Seats Description Engines
A320 11 123
102Y/24J
Medium range
(6667.2Km)
2 engines
V25-27
A321 2 149
118Y/31J
Medium range
(5741.2Km)
2 engines
V25-37
A330 4 244
200Y/44J
Medium to long
range
2 engines
Rolls Royce

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A- Active time: in which the plane is being fixed by the maintenance crew which
consumes time, additionally the logistics and testing after the fix is done.
B- Passive time: which is the time consumed checking the logs then diagnosing the
problem if one exists, preparing the needed parts and tools and if not available
ordering them. Software called Airman is used which offers the ability to constantly
monitor the plan and report the problems for the planning section of C.A.M.O. This
software reduces the active time drastically because the diagnosis and analysis of the
problem could be done minutes after the problems occur on the plane, which would
give the staff at Masco the time to prepare a solution based on the manuals and add
the fix to the planned maintenance schedule.
T4: Airplane structure
Figure 3.2 – Airplane Structure
The plane structure is made from multiple fuselages; each fuselage consists of frames
and stringers. The skin is made of: stringers, ribs and spans. The material the plane is

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made of: is monolithic material which is made of one of the following single
composite materials:
 Aluminum alloy
 Carbon fiber reinforced plastic
 Glass fiber reinforced plastic
 Aramite reinforced plastic
 Quartz
 Kevlar
Additionally the plane is made from some sandwich material which is a mixture of the
materials stated above depending on stress concentration and heat on specific areas of
the airplanes body.
T5: Electrical power system
Figure 3.3- Airplane Electrical System

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On every engine of the airplane there is an integrated driven generator (IDG)
illustrated in figure 3.13 housed with a constant speed drive (CSD) which are used to
produce the airplanes AC power. The CSD is used to limit the speed of the IDG to
produce steady frequency electricity.
The A/C electricity produced is connected to a transformer rectifier (TC) which
transforms the electricity from AC to DC then used across the airplane and some of it
goes to a battery to be stored.
The auxiliary power unit (A.P.U) is a single shaft constant speed turbine engine
located at the end of the plane as shown in figure 3.13 that is used to produce
electricity to power the essential parts of the plane and for the air starter used by the 2
engines. The APU turns on using a battery and is mostly used before landing to start
the engines and produce electricity for the airplane.
The external power supply is used when the plane is being maintained in the hangar.
T6: Hydraulic power system
Figure 3.4 - Hydraulic power system

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The aircraft has 3 hydraulic systems: green, yellow and blue. The colors are set by the
manufacturing company as a reference to facilitate referring to 3 different hydraulic
systems.
Each hydraulic system supplies 3000 Psi to the airplane components also they each
have an accumulator .The accumulator is a device containing a non-compressible
fluid which can store energy (using a spring or a weight). Thus, making it a less
powerful pump, capable of discharging three times in case of a problem in the
pressurization of the fluid.
The green hydraulic system is powered by an engine driven pump (EDP1) as shown
figure 3.14 and has an accumulator and controls the: landing gear, brakes, reverse
engine 1 and the flight controls.
Blue hydraulic system is powered by an electric pump and also has a backup system
known as the ram air turbine (RAT). The blue system controls: motor/generator,
constant speed and flight controls.
The ram air turbine (RAT) is dropped from the airplane through a mechanical system
in case of a problem in both the electric pump and the engine driven pump. RAT
turbine rotates due to airflow and produces around 3000 Psi.
Yellow hydraulic system is powered by an engine driven pump (EDP2) and has a
standby electric pump incase pressure becomes less than 3000 Psi. The yellow system
controls: brakes, nose wheel steering, parking brakes, reverse engine 2 and flight
controls.
The power transfer unit (P.T.U) enables the yellow system to be pressurized by the
green system and vice versa.
T7: Brakes and steering

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Figure 3.5 – Brakes & Steering
The front wheel steering is controlled by the nose wheel steering hand wheel shown in
figure 3.16 above. The steering wheel give orders to the breaking/steering control unit
(BSCU) which sends an order for the swivel selector valve to either take in yellow
hydraulic fluid or to return it depending on the side of the steering.
There are 2 kinds of braking: the normal braking and the alternate breaking.
The normal braking system is powered by the green hydraulic system and the
alternate by the yellow. The brakes are controlled by the pedals shown in figure 3.16
which sends an order the braking and steering control unit. The B/SCU sends a
message to the normal servo valve which releases the hydraulic fluid to the disc
brakes. In case of alternate breaking the B/SCU controls the direct drive valve to
brake.
The B/SCU takes sensor reading of the brake temperature, anti-skidding and pressure
in brakes in order to display them for the pilot in the cockpit.

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4. INDUSTRIAL TRAINING PROJECT
To reinforce what recently have been learnt in the training center and in the hangar, a
shop by shop walkthrough has taken place.
Brakes & Wheels Shop:
An aircraft utilizes power brake systems that use pressure from the aircraft hydraulic
system. Airplanes typically use multiple disk brakes that have a full piston carrier
housing, and as many as four rotor/stator pairs, knowing that an aircraft brake
assembly comprises rotors, stators and pressure plate. There are 14 pistons made of
aluminum where each contains seals and a single spring. Besides, there is an indicator
to check for the wear. The material is exposed to enormous heat when brakes are
applied as a sensor indicates the overwhelming temperature. Besides, an inspector can
check overheating occurrence by looking for certain defects in the chassis visually or
by referring to the pilot or the data. In addition, the material strength and hardness are
always monitored. On the other hand, wheels must not have cuts or grooves below
1mm otherwise they will be unsafe and therefore they will be replaced. Moreover, in
order to fit a bearing inside a wheel, the latter will be subjected to a temperature not
less than 100o
C as the bearing is immersed in nitro glycerin. Then, the bearing will
easily fit inside the expanded chassis. Tires are inflated with nitrogen and not with air
due to the fact that they are light in weight since the latter is denser than nitrogen and
contains no oxygen to avoid corrosion.
The Braking System comprises two types of braking, the normal braking and the
alternative braking. The normal breaking, known as green hydraulic system,

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constitutes of auto brake and brake by pedals. Besides, the alternative braking, known
as yellow hydraulic system, can be done by applying at least one of the following:
break by pedals, engine reverse, flaps used as speed breaks. The speed brakes are
available on the wheels at the back and not at the rear, so the plane won’t flip upside
down as the speed is set dead while landing. The pilot has the full authority to decide
how he is going to land, but he has to inform about harsh landing if occurred. When
the pilot approaches the runway and landing gears fail to fall by all means even by
gravity, a layer of fire suppression foam is sprayed prior to emergency landing.
Figure 4.1-Wheel Brake Figure 4.2- Brake components
Machine Shop:
One of the machine shop significant roles is to check for the presence of corrosion on
the wheels. After inspection, multiple tasks take place to repair a corroded wheel if
applicable. Noting that the wheel is constituted of inner and outer wheels in addition
to torque plate, they are subjected to a plastic media; thereafter, removing the paint
and preserving thermal coating. The corroded wheels are polished, checked if they

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met certain specifications and then immersed in a solution. As the wheels are
immersed, the solution will provide kind of protection to the polished surface. The
wheel commonly made of alloy are immersed in Alodine 1200 solution .On the other
hand, torque plate chiefly made of steel is submerged in Bright Cadmium. Besides,
wheels are subjected to Non Destructive tests to examine the material and to check if
they are serviceable anymore.
Metal Shop:
While passing by the shops in MASCO I stopped by the metal shop. Mr. Butros was
really benevolent by offering to explain what the metal shop is all about. He started
off by explaining how the aircraft flies. He said that there are two main things that
enable the plane to fly, the engine thrust and aerodynamic structure (the shape of the
aircraft). Mr. Butros talked about some of the material used on the aircraft for instance
they use titanium that tolerates high temperature and it is light in weight for the
pylons and blades of the engines, they use Inconel for the engines because it’s the
most material that tolerates high temperature, & nitrogen because of its known
characteristics (light in weight, prevents corrosion) is used for the wheels of the
aircraft.
Mr. Butros noted that the aircraft is designed to have many backups so it could fly
safely even if there is a failure in some place. One of the examples he gave me was
about the cockpit glass which is made of a thermoplastic material. This material has
three main layers; each layer has many other layers. It is designed like that to stop the
propagation of crack if any incident happened.
Mr. Butros added briefly about the different types of composite materials used in the
shop such as CFRP standing for Carbon Fiber Reinforced Plastic, GFRP standing for

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Glass Fiber Reinforced Plastic, and finally AFR standing for Arimite Reinforced
Plastic.
Aviation and Standards Shop:
There are several tools and instruments utilized to maintain an aircraft. Any
instrument used on the field has to be up to date and calibrated. There are common
tool characteristics such as tolerance, precision, & sensitivity. Any instrument has to
be calibrated by comparing it to a standard which is at least four times more accurate
than the instrument itself. Then, the instrument will receive its serial number and an
expiry date after which the instrument has to be calibrated again. Some of these
instruments are pressure meter, torque meter, and sensitive balances.
CAMO: (where engineers meet)
Figure 4.3- CAMO Organizational Hierarchy

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CAMO short for, Continuing Airworthiness Management Organization, is an
organization that is divided mainly into five departments such as the technical
services department, the reliability/Quality Control department, the recording
department, the planning department, and finally the scheduling department. I had the
chance to visit the departments and they were kind enough to explain how the
procedure works in such an organization. During my visit I learned plenty of things;
one of them is that CAMO as a whole organization abides by two authorities which
are the European Aviation Safety Agency (EASA) and Lebanese Aviation
Regulations (LAR).
My journey first began at the technical services department, in which its main task is
to set maintenance schedules for MASCO to fix the plane; this unit consists mainly of
five people every individual deals with a specific part of the aircraft for instance Dani
Baydun is responsible for the air frame systems division (i.e. flight control, landing
gear, movable parts) , Rogeh Sader and his assistant John Ashkar is responsible for
the engines health division , Mohammad Itani is responsible for the structure
division, and finally Mohammad Kurdi is responsible for the avionics division. Mr.
Baydun was kind enough to explain for me briefly about several things that are
considered the basics of CAMO for instance he informed me about how the planes
life is measured, it is measured either in flight hours (from the first take off till it
lands), or flight cycles (one cycle = takeoff and landing), and finally it is measured in
calendar (since manufacturing till the plane is no longer useful). He clarified that they
are forced to abide a manual called Aircraft Maintenance Manual, AMM, that tells in
details how to fix any problem they might face if they didn’t find the problem in that
manual they contact the airbus for clarification then the airbus directly sends the

25
procedure to solve the problem. He noted that in the maintenance section if any
person did anything wrong he is not punished for it since there is always a human
factor that is taken into consideration nothing else.
Mr. Itani added that there are certain number of reports that should be recorded such
as a report called Airworthiness Directive (AD), this report is required from EASA it
is mandatory so that a plane could fly, the other kind of reports is called Service
Bulletin (SB) consisting of the modification to the aircrafts recommended by the
Airbus, and there is a kind of report called Structure Defect Report (SDR), this SDR
is required from MASCO for the inspection on the structure.
After that I had the privilege to visit the reliability department or in other words the
Quality Control department. Mr. Zuhair Mahmoud was kind enough to tell me briefly
about its system. It’s responsible for the quality check & audit of the airplanes in
coordination with EASA. Certificates should be provided/renewed from time to time
assuring the proper safety, high quality, & efficiency of the MEA aircrafts.
When I stopped by the recording department Mr. Hussein Hajj was kind enough to
tell me about the method they get things done. He explained that the records are
reserved for two reasons: flying hours and filing and archiving maintenance checks.
These records are reported mainly by using a Technical Log Sheet. This kind of report
includes the time the plane took off & the time it landed, the comments the captain
wrote, and then the maintenance done on this plane. All of these are included in this
report. Along with recording these reports the recording department develops a
weekly, monthly, and a yearly status of the aircraft that shows how many hours a

26
specific plane flied or in terms of cycles. Mr. Hajj noted that the records are held till
the plane either can’t fly or is sold if so a copy of the last three years is reserved.
My last stop was at the planning & scheduling department. Mr. Mohammad Kheir-
Eddine was generous enough to talk about his part of the work. As a planning
department their job is to prepare a work package for scheduled aircraft maintenance
checks then they send it to the hangar. This package consists of three main tasks:
1. The Routine Tasks
Its source is the MPD, Maintenance Planning Document, this document tells
what to do on each plane from changing the smallest screw to the engine itself
for instance. When they receive this MPD from the Airbus, they start
categorizing the tasks needed for each aircraft. While doing this they are
developing a maintenance schedule. When the schedule is done they send it to
authority. After approving it, this maintenance schedule becomes a book that
they abide by. Note that the MPD is updated on a semiannual basis therefore
this part of the package is done twice a year
2. Component Types
There are two main types of components: the on condition type that is never
repaired only if it fails (Breakdown) and the life type that is repaired when the
life of the part is about to finish (Preventive).
Note that there are A checks & C checks for all airplanes. In case of “A320 &
A321”, A check is done every 750 flight hours while C check is done every
5000 flight hours. On the other hand, in case of “A330”, A check is done
every 800 flight hours while C check is done every 10,000 flight hours.

27
3. Additional Tasks
The technical services sends a report to the planning that a certain component
must be repaired or changed so this task is placed in the additional tasks as a
yellow sheet so that they can distinguish what needs to be modified
unexpectedly.
Note that all the tools and requirements from documents and materials should
be ready with this package.
In the Scheduling department, the job was arranging the flights during a
specific interval of time (weekly, monthly, quarterly...) according to certain
parameters and in coordination with MASCO. I used software called Coral
Draw to help me avoid any time conflict while scheduling the flights. The
schedule shows me the flight number, arrival time, departure time, plane
details, number of passengers, etc.
Type of plane “A” Check time
interval (FH)
“C” Check time
interval(FH)
A320 750 5,000
A321 750 5,000
A330 800 10,000
Table 4.1 – A & C checks for different types of planes

28
Figure 4.4 – A Weekly Maintenance Schedule for all planes

29
Figure 4.5 – HAJJ Flights schedule

30
5. CONCLUSION
The time spent in Middle East Airlines was superb; my training schedule was so
flexible since they didn’t restrict me in the entering & leaving time. Their staff was
dedicated to their job which was really inspiring. They helped me throughout these
five weeks by leading and taking care of me through this wonderful experience. The
available technology was amazing and the efforts put in on a daily bases to meet
requirements was noteworthy.
But I’d like to recommend something which is the necessity of purchasing an
additional (new) aircraft for the company as a backup used in case of any emergency
or accident or shortage in the maintenance flight schedule since all the planes (17)
are in action all the time. Let’s say for ex.: one of the parts required for repair wasn’t
present in the inventory so I’m obliged to wait & stop the craft till the part arrives;
therefore I’ll be losing flight(s). It was an idea most of the employees there were
talking about. Second thing I’d like to add is the importance of introducing more
young employees to the workplace, because it gives the staff the opportunity to
develop their own skills, brings in fresh perspectives, providing new ideas and
solutions, and increases friendly competition within a team due to their enthusiasm.
No one can ever imagine how hard it is to build an aircraft, I have truly witnessed
greatness inside their shops, and how they worked together and put the pieces together
was an evidence of how far human beings have evolved in making this world a better
and more outstanding world.

31
I. GLOSSARY
A:
 A&P: Airframe & Power Plant
 A/C: Aircraft
 A/F: Airframe
 AD: Airworthiness Directive
 ADIRU: Air Data Inertial Reference Unit
 AFM: Airplane Flight Manual
 AMM: Aircraft Maintenance Manual
 AMP: Approved Maintenance Program
 AMS: Approved Maintenance Schedule
 AP: Autopilot
 APU: Auxiliary Power Unit
 ATSU: Air Traffic Service Unit
C:
 C/B: Circuit Breaker
 CAA: Civil Aviation Authority
 CMM: Component Maintenance Manual
D:
 DRACAS: Defect Reporting and Corrective Action Plan
E:
 EASA: European Aviation Safety Agency
 ECAM: Electronic Centralized A/C Monitoring Computer
 ELAC: Elevator Aileron Computer
 ETOPS: Extended Twin Engine Operation
F:
 F/C: Flight Cycle
 FAA: Federal Aviation Administration
 FADEC: Full Authority Digital Engine Control System
M:
 MCDU: Multipurpose Control & Display Unit
 MME: Maintenance Management Exposition
 MSN: Manufacturer Serial Number
P:
 PFD: Primary Flight Display
 PTU: Power Transfer Unit

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REFERENCES
Airbus -320 manual:
General familiarization course- t4 (IAE V2500)
Provided by: the Middle East airlines
EASA basic regulations:
No216/2008 of 20/02/2008 on common rules in the field of the civil aviation,
retrieved from: https://www.easa.europa.eu/regulations

Middle East Airlines MEA Internship Report - Industrial Engineering

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