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Company Profile

Thai Airways International Public Company Limited (THAI) is the national flag carrier of Thailand. Formed in 1988, the airline has its corporate headquarters in Chatuchak District, Bangkok, and primarily operates out of Suvarnabhumi Airport. THAI is a founding member of the Star Alliance. The airline is the largest shareholder of the low-cost carrier Nok Air with a 49% stake, and it launched a regional carrier under the name Thai Smile in the middle of 2012 using new Airbus A320 aircrafts.

From its hub at Suvarnabhumi Airport, THAI flies to 75 destinations in 35 countries, using a fleet of more than 80 aircraft. The airline was once the operator of two of the world's longest nonstop routes between Thailand and Los Angeles and New York, but due to high fuel prices and the withdrawal of aircraft, the airline abandoned all nonstop U.S. services in 2012. Currently, services between Bangkok and Los Angeles are served via Incheon Airport near Seoul. THAI's route network is dominated by flights to Europe, East Asia, and South/Southwest Asia, though the airline serves Johannesburg in South Africa and five cities in Oceania. THAI was the first Asia-Pacific airline to serve London Heathrow Airport. Among Asia-Pacific carriers, THAI has one of the largest passenger operations in Europe.

Organization Profile

THAI Technical Department is one of the leaders in the Maintenance, Repair and Overhaul (MRO) of commercial aircraft, engines and components. With 48 years of experience and professional engineers and skilled mechanics, we have been providing safety and reliability services 24 hour-a-day for routine and emergency support to our customers. With 3 major maintenance facilities, Donmueang base, Utapao base, and Suvarnabhumi base, we are able to offer line and light maintenance, heavy maintenance including major modification, interior and exterior painting, component overhaul, engine overhaul and calibration services. As always, we ensure our customers aircraft a safety, quality and environmental care to achieve the highest level of the satisfaction of our customers and society.

Contact

Thai Airways International Public Company LimitedTechnical Department, Suvarnabhumi Airport Bangphli, Samut Prakarn 10540, Thailand Tel: 66 (0) 2137-6300 , 66 (0) 2563-9565 Fax: 66 (0) 2504-3392

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Product and services

Line Maintenance ; With more than 48 years of experience in the air and on the ground, THAI Technical Department is the most capable maintenance facility centrally located in the region. As the main base operator at Suvarnabhumi International Airport, we provide 24-hour-a-day routine and non-routine services including AOG support for more than 60 customers airlines that call at Suvarnabhumi International Airport and more than 50 customers airlines from other line stations. Our team of highly qualified engineers and skilled mechanics is ready to provide professional Technical Handling and Technical Assistance you require.

Light Maintenance ; THAI Technical Department conducts light maintenance on a wide variety of aircraft types including Airbus A300-B4, A300-600, A310, A320, A330, A340, Boeing B737, B747, B757, B767, B777, DC-10, MD-11, ATR42 and ATR72. Licensed aircraft engineer, available round the clock, provide full A-check maintenance for the latest aircraft, making Bangkok an ideal place for an airline to schedule overnight stays for its aircraft. We can also carry out emergency maintenance required for the aircraft to safely return to their home base.

Heavy Maintenance ; The core activity of our THAI Technical Department is Heavy Maintenance and here, we excel. We have the expertise and facilities to carry out IL-check, D-checks or multiple C-checks for Boeing B737, B747, B777 series and Airbus A300 series aircraft from stripping them to their main structures, modification and repairing structural sections, to engine overhaul, and hydromechanical and IERA testing and repair. The maintenance is being run with advanced workshops to conduct non-destructive tests on structural elements, diagnose and repair on-board computers and other electronic and navigational equipment, and even repair upholstery, fiberglass, sheet metal and other components.

Component Overhaul ; The maintenance of hydromechanical, computer, electronic, and avionics components is one of the biggest, most expensive concerns for today's airlines. We are well aware that airlines do need a comprehensive facility capable of maintaining components to international standards with possibly lowest price. Many airlines have found the answer to their needs in THAI Technical Department. Thai Airways International is one of Asia's most reputable airlines. THAI Technical Department has kept pace with the airline's dynamic growth and now being ranked as one of the best facilities in Asia. We are capable of handling maintenance requirements for most Boeing, and Airbus models including McDonnell-Douglas model as well. With a wide range of precision components we can replace a plane's malfunctioning unit within hours, saving the airline a trip to home base. Built to strict FAR class 2 standards, our hermetically sealed IERA work shop employs the latest ATEC Series 6 enabling us to analyze all avionics, including navigational components and on-board central computers for the A300-600, A310, A330, A340, B737, B747, B777 and MD-11 series.

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Engine Overhaul ; As being the first Asian airline to use high-thrust CF6-50 engines and also the launch customer for the A300-600 with CF6-80C2 engines, THAI Technical Department is maintaining its capabilities to perform CF6-50 and CF6-80C2 engines overhaul. With more than 20 years of experience, we are confident of being leading in GE CF6-50 and CF6-80C2 engines overhaul. As we are also operating PW4158/4164/4168 engines and RR Trent 500/700/800/900 engines, we are in a progress of increasing more and more capabilities to the maintenance of such engine models. In our CF6 engine repair shop, we strip an engine to its smallest components. We then utilize the latest Digital Electronic Automation three-dimensional measuring equipment to conduct diagnostic tests. We also employ more traditional non-destructive testing methods including ultrasonic, eddy current, dyepenetrant, X-ray, and magnetic particle equipment. In our workshops, we chemically and mechanically clean, repair, and/or create all parts, or replace them from our inventory of 200,000 line items. We can plasma coat metals using an advanced model molten spray robot. We use a Macromet II to test hardness of metal component surfaces. Among our precision equipment is the biggest Vertical Turret Lathe ever made. The one-storey tall lathe can cut and trim metal pieces to a maximum diameter of 2.6 metres. On site is a test cell capable of generating a maximum thrust of 150,000 pounds. This modern facility enables us to run General Electric and Pratt & Whitney and RR (Rolls-Royce) engines to full power while executing computer control checks using programmes developed by engine manufacturers. We do test FADEC engines and replace their components. There is also a small shaft cell to test gas turbine engines using computerised test equipment.

Calibration Services ; In the year 1985, Thai Airways International Public Company Limited (THAI) set up the maintenance center for maintenance of wide body aircraft i.e. Airbus A300, Mc Donnel Douglas DC10, Boeing 737/747 and also the associated components installed in each related aircraft. THAI repair station is operating to satisfy the requirements of regulations of authorities concerning the airworthiness such as Federal Aviation Regulations (FAR) of Federal Aviation Administration (FAA) USA and Joint Aviation Regulations (JAR) of Joint Aviation Authorities (European country). The maintenance of precision measuring tools and equipment (PME) used in aircraft maintenance activities at repair station are stated and required in the requirements of those regulators. Calibration tasks are conducted and complied to the requirements of ISO/IEC 17025 and also recognized and accepted by authorities which THAI Technical Services Department are holding their special types of certificates for aircraft repair station such as Federal Aviation Administration (FAA) USA and European Aviation Safety Agency (EASA)

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Organization Structure

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Training Program and Schedule

Date Activity Description Remark 1 April - 2 April Brief phase - General knowledge about Aviation,

Company, Organization - A force action on plane - Lift, Drag, Weight, Trust - Documentation, Agreement

LH, Suvarnabhumi Airport

3 April - 30 April AP as Mechanical Engineering at LH Department

- LH ( Airframe Maintenance Division) - Light Maintenance (A-Check) - Preventive Check - Procedure manual - Cargo Maintenance - LE; Air-Craft Engineer Planner - Flight control surfaces

LH, Suvarnabhumi Airport

2 May 30 May AP as Mechanical Engineering at LH-U Department

- NDT SHOP ( Non-destructive Wheel) - Sheet Metal Shop (LH-U) - Wheel and Brake Shop - Break , Hub, Tire - Engine Dress-up Shop - Fan blade Maintenance - Bore Scope - Fuel Manifold

LH, Suvarnabhumi Airport

*Daily schedules are described in the following part of this report

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Training Details and Discussions

Basic Flight Control Surface

Lift and Basic Aerodynamics

In order to understand the operation of the major components and subcomponents of an aircraft, it is important to understand basic aerodynamic concepts. This chapter briey introduces aerodynamics; a more detailed explanation can be found in Aerodynamics of Flight. Four forces act upon an aircraft in relation to straight-and-level, unaccelerated ight. These forces are thrust, lift, weight, and drag. See Fig 1

- Thrust is the forward force produced by the powerplant/ propeller. It opposes or overcomes the force of drag. As a general rule, it is said to act parallel to the longitudinal axis. This is not always the case as explained later.

- Drag is a rearward, retarding force, and is caused by disruption of airflow by the wing, fuselage, and other protruding objects. Drag opposes thrust, and acts rearward parallel to the relative wind.

Fig 1 4 forces action on plane

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- Weight is the combined load of the airplane itself, the crew, the fuel, and the cargo or baggage. Weight pulls the airplane downward because of the force of gravity. It opposes lift, and acts vertically downward through the airplanes center of gravity (CG).

- Lift opposes the downward force of weight, is produced by the dynamic effect of the air acting on the wing, and acts perpendicular to the ightpath through the wings center of lift.

An aircraft moves in three dimensions and is controlled by moving it about one or more of its axes. The longitudinal or roll axis extends through the aircraft from nose to tail, with the line passing through the CG. The lateral or pitch axis extends across the aircraft on a line through the wing tips, again passing through the CG. The vertical, or yaw, axis passes through the aircraft vertically, intersecting the CG. All control movements cause the aircraft to move around one or more of these axes, and allows for the control of the airplane in ight.

Figure 2- Illustrates the pitch, roll, and yaw motion of the aircraft along the lateral, longitudinal, and vertical axes, respectively.

One of the most signicant components of aircraft design is CG. It is the specic point where the mass or weight of an aircraft may be said to center; that is, a point around which, if the aircraft could be suspended or balanced, the aircraft would remain relatively level. The position of the CG of an aircraft determines the stability of the aircraft in ight. As the CG moves rearward (towards the tail) the aircraft becomes more and more dynamically unstable. In aircraft with fuel tanks situated in front of the CG, it is important that the CG is set with the fuel tank empty. Otherwise, as the fuel is used, the aircraft becomes unstable. [Figure 2-3] The CG is computed during initial design and construction, and is further affected by the installation of onboard equipment, aircraft loading, and other factors.

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Major Components Although airplanes are designed for a variety of

purposes, most of them have the same major components. The overall characteristics are largely determined by the original design objectives. Most airplane structures include a fuselage, wings, an empennage, landing gear, and a powerplant.

The fuselage is the central body of an airplane and is designed to accommodate the crew, passengers, and cargo. It also provides the structural connection for the wings and tail assembly. Older types of aircraft design utilized an open truss structure constructed of wood, steel, or aluminum tubing. The most popular types of fuselage structures used in todays aircraft are the monocoque (French for single shell) and semimonocoque. These structure types are discussed in more detail under aircraft construction later

The wings are airfoils attached to each side of the fuselage and are the main lifting surfaces that support the airplane in ight. There are numerous

wing designs, sizes, and shapes used by the various manufacturers. Each fullls a certain need with respect to the expected performance for the particular airplane. Wings may be attached at the top, middle, or lower portion of the fuselage. These designs are referred to as high-, mid-, and low-wing, respectively. The number of wings can also vary. Airplanes with a single set of wings are referred to as Many high-wing airplanes have external braces, or wing struts, which transmit the ight and landing loads through the struts to the main fuselage structure. Since the wing struts are usually attached approximately halfway out on the wing, this type of wing structure is called semi-cantilever. A few high-wing and most low-wing airplanes have a full cantilever wing designed to carry the loads without external struts.

The empennage includes the entire tail group and consists of xed surfaces such as the vertical stabilizer and the horizontal stabilizer. The movable surfaces include the rudder, the elevator, and one or more trim tabs.

The rudder is attached to the back of the vertical stabilizer. During ight, it is used to move the airplanes nose left and right. The elevator, which is attached to the back of the horizontal stabilizer, is used to move the nose of the airplane up and down during ight.

Fig 3 Center of gravity (CG).

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Trim tabs are small, movable portions of the trailing edge of the control surface. These movable trim tabs, which are controlled from the ight deck, reduce control pressures. Trim tabs may be installed on the ailerons, the rudder, and/or the elevator.

The landing gear is the principal support of the airplane when parked, taxiing, taking off, or landing. The most common type of landing gear consists of wheels, but airplanes can also be equipped with oats for water operations, or skis for landing on snow. The landing gear consists of three wheelstwo main wheels and a third wheel positioned either at the front or rear of the airplane. Landing gear with a rear mounted wheel is called conventional landing gear. Airplanes with conventional landing gear are sometimes referred to as tailwheel airplanes. When the third wheel is located on the nose, it is called a nosewheel, and the design is referred to as a tricycle gear. A steerable nosewheel or tailwheel permits the airplane to be controlled throughout all operations while

on the ground. Most aircraft are steered by moving the rudder pedals, whether nosewheel or tailwheel. Additionally, some aircraft are steered by differential braking.

Performance Instrument

The performance instruments indicate the aircrafts actualperformance. Performance is determined by reference to thealtimeter, airspeed or vertical speed indicator (VSI), heading indicator, and turn-and-slip indicator. The performanceinstruments directly reect the performance the aircraftis achieving. The speed of the aircraft can be referencedon the airspeed indicator. The altitude can be referenced on the altimeter. The aircrafts climb performance can be determined by referencing the VSI. Other performance instruments available are the heading indicator, angle of attack indicator, and the slip-skid indicator.

Navigation instruments are comprised of indicators that display GPS, very high

frequency (VHF) omni-directional radio range (VOR), nondirectional beacon (NDB), and instrument landing system (ILS) information. The instruments indicate

Fig 4 Landing gear

Fig 5 Analog display (top) and digital display (bottom) from a Cessna 172.

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the position of the aircraft relative to a selected navigation facility or x. They also provide pilotage information so the aircraft can be maneuvered to keep it on a

predetermined path. The pilotage information can be in either two or three dimensions relative to the ground-based or space-based navigation information.

Fig6 - The primary flight control instruments.

This is the general overview of aircraft structures. A more in-depth understanding of aircraft structures and controls can be gained through the use of ight simulation software or interactive programs available online through aviation organizations such as the Aircraft Owners and Pilots Association (AOPA). Pilots are also encouraged to subscribe to or review the various aviation periodicals which contain valuable ying information.

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Fig 7 - Inside the cockpit of Boeging 787, Dreamliner. ; Fly-By-Wire Technology.

Fig 8 The plan for new-model Aircraft Mantainance.

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TGS Fleet

Remark

x F - Royal First (First class) x C - Royal Silk (Business Class) x Y - Economy class x THAI's Boeing 747-400 (HS-TGP) has been painted with a retro Thai International livery as part of the airline's

50th anniversary in 2010. The Thai International livery was used in THAI's fleet in the 1960s when the airline was founded as a joint venture between Thailand's domestic carrier, Thai Airways Company (TAC) and Scandinavian Airlines System (SAS).

x THAI's Airbus A380-800 (HS-TUC) will be the 100th Airbus A380 to be built. x THAI's Airbus A340-500 (HS-TLD) serves for VIP passengers (government) as well as select scheduled routes. x THAI's Airbus A330-300 (HS-TEP) was the 1000th Airbus A330/A340 delivered. x THAI has Boeing Customer Code D7. For example, Boeing 747-400 aircraft that the airline has ordered directly

from Boeing Commercial Airplanes are coded Boeing 747-4D7.

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Fig 9 Turbojet Engine Schematic.

Fig 10 Turbofan Engine Schematic.

Fig 11 Gas-Turbine Turbo-Fan Engines

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GAS-TURBINE TURBO-FAN ENGINES

Gas-Turbine Turbo-Fan Engines is mostly used in most modern aircraft; The fan rotates & sucks in air. About 80% of the air passes through the by-pass duct, cools the engine, & makes most of the thrust. The other 20% of the air is compressed, mixed with fuel, & ignited. The explosion passes through the turbine, making the turbine rotate. A shaft connects the turbine to the fans & compressors, so when the turbine rotates, the fans & compressors also rotate. The gases then pass through smaller & smaller areas, increasing the pressure. Finally, the gases pass out of the exhaust nozzle at very high speed, giving the engine thrust - Newton III (Action/Reaction)

Turbine Engine Instruments

Engine instruments that indicate oil pressure, oil temperature, engine speed, exhaust gas temperature, and fuel ow are common to both turbine and reciprocating engines. However, there are some instruments that are unique to turbine engines. These instruments provide indications of engine pressure ratio, turbine discharge pressure, and torque. In addition, most gas turbine engines have multiple temperature-sensing instruments, called thermocouples, which provide pilots with temperature readings in and around the turbine section.

N1 Indicator

N1 represents the rotational speed of the low pressure compressor and is presented on the indicator as a percentage of design rpm. After start the speed of the low pressure compressor is governed by the N1 turbine wheel. The N1 turbine wheel is connected to the low pressure compressor through a concentric shaft.

N2 Indicator

N2 represents the rotational speed of the high pressure compressor and is presented on the indicator as a percentage of design rpm. The high pressure compressor is governed by the N2 turbine wheel. The N2 turbine wheel is connected to the high pressure compressor through a concentric shaft.

Fig 12 Dual-spool axial-flow compressor.

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Rudder

The rudder is attached to the vertical stabilizers, which allow the pilot to control the yaw axis. Rudder is one of the main parts in controlling the turns of an aircraft. It works along with the ailerons to produce a co-ordinates turn. The rudder is controlled by two pedals inside the cockpit. As the pilot pushes the right pedal, the rudder moves to the right. The air flowing over the fin then pushes against the right side of the rudder and so allowing the nose of the airplane to yaw to the right.

Elevator

The elevators or what they called flight control surfaces is located at the vertical stabilizer of the aircraft. It controls the orientation of the aircraft by altering its pitch and also the angle of attack of the wing. In the other word, it allows the aircraft to nose-up/nose-down. The working principle of the elevators is quite similar to the rudder. As the air hit

under the elevator, the airplane tends to tilt downward and vice versa.

Flaps

Flaps are located at the trailing edge of the wing of a fixed-wing aircraft. Its main duty is to reduce aircrafts speed and increase the angle of descent for landing. Extending the flaps results in increasing the platform area, allowing lift force to be generated at a lower speed. It also increases the drag coefficient of the aircraft because of higher induced drag caused by the distorted span-wise lift distribution on the wing with flaps extended.

Fig 13 Rudder effects on Aircraft yawn.

Fig 14 Elevator effects on Aircraft pitch.

Fig 15 Slats and Flaps on Airbus 300-600R

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Ailerons

The aileron is located at the trailing edge of the wing of a fixed-wing aircraft. The aileron also controls the turn of the aircraft (at the roll axis). The two ailerons are interconnected to each other. If one goes up, the other one will go down. The down-going aileron increases the lift force, while the up-going aileron reduces the lift force. This results in a rolling moment about the aircrafts roll axis. The ailerons are controlled by right/left movement of the control stick or yoke.

Stabilizers

The stabilizers are located at the rear of the aircraft. In the other word, stabilizers provide the stability while the aircraft is flying. Two types of stabilizers can be found on the aircraft: Horizontal and Vertical stabilizers. The horizontal stabilizer acts with its pair to provide horizontal stability. It can be fixed or adjustable. It also supports the working of elevator. The vertical stabilizer is normally fixed and supports the rudder. It yields directional stability to the aircraft.

Fig 16 Ailerons effect on Aircraft roll.

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Training Training Program and Schedule is shown on page 6

Fig 17 Picture of me in front of TG plane Boeing 747-400 ( Right) The identification card for AIRSIDE ( Left )

Fig 18 Show the Avionic compartment room access from the Nose landing gear of Boeing 747-400. Registration Hotel-Sierra- Tango-Golf-Romeo. The Avionic compartment stored computer for flight control.

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Fig 19 Cockpit of Boeing 747-400 (Mr.Noptawat is on the left seat)

Thai Airways International was established in 1959 in partnership with Scandinavian Airlines System (S.A.S.). The inaugural flight was between Bangkok and Hong Kong in a 4-engined piston-prop Douglas Caravelle 6-B on May the first, 1960. The company quickly grew. 17 years later, Thai Airways was bought out by the Thai Government (TG) to become the national airline of Thailand. However, it was partly privatised in 1992 (7%) and 2003 (23%). The airline is now 30% private and 70% Government-owned. Today, Thai Airways has 94 commercial aircraft (6 belong to THAI Smile), 2 cargo planes, and about 26,000 employees. The airline has over 700 flights a week to more than 70 major destinations in 38 countries around the world, and they have many awards for high levels of safety and service.

Fan blade Maintenances

Maintenance of fan blade is done on the required flight hour.(It will be stated in the manual, for example, every 200 flight hours, the fan blades must be removed for inspection) There are a total of 26 blades on the outer compressor. The blades must be removed for inspection (crack). Lubricating fluid is also applied on the blades and also inside the gap. The fan blades are made up of titanium. Titanium can withstand critical temperature and also offers a light weight.

Fig 20 Fan blade; Roll-Royce engine

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LH-M is one of the departments in maintenance of aircraft (light maintenance). There are three major types of maintenances: light maintenance, heavy maintenance, and line maintenance. Heavy maintenance is done at Don Muang and Utapao. Light maintenance and line maintenance are done at Suvannabhumi. Line maintenance takes the shortest amount of time(its done when the plane arrives at the airport/transit). Light maintenance can take up for several days to a week. Heavy maintenance takes the longest period. Airplanes check types are divided into 4 categories: A-check, B-check, C-check, D-check. It is arranged in the order of the lightest to heaviest check. Various types of aircraft require different amount of time in the check-up(A-D check).

In an A-check, mechanics will receive job card from the engineers. These job cards will indicate all the maintenance jobs that must be done on that particular day. Mechanics in charge of that plane are required to complete the whole job. After all the jobs are done, inspector will come and inspect the plane for the final call. After the inspection is done, the plane then leaves the hangar.

In this task, we are assigned to replace the brake accumulator of an aircraft. The accumulator uses its stored air pressure to give emergency brake pressure in the event of loss of hydraulic system A and B pressure. Brake accumulator consists of two portion; gas and fluid. It is separated by a diaphragm. The old hydraulic fluid is drained out and the new one is pumped inside. The brake accumulator is located at different location for different type of aircraft.

Fig 21 Engine was unmounted from the Aircraft.

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Fig 22 - Engine on its holder; Roll Royce Trend.

Fig 23 - Wheels are dissembled for check-up. If the defects are not found, the wheels are inflated and then assembled back to the landing gear.

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Fig 24 - Wheels are dissembled for check-up. Using the computer system.

Fig 25 Wheels are dissembled for check-up. If the defects are not found, the wheels are inflated and then assembled back to the landing gear.

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Fig 26 Wheels are dissembled for check-up. If the defects are not found, the wheels are inflated and then assembled back to the landing gear. Bore scope is one of the methods in inspecting inside the combustion chamber of the

engine. Inspector will insert the ball scope machine(contains a display screen and a probe with camera) inside the engine. First of all, the hole must be opened for boundscoping. Then, the inspector could insert the probe into the engine via the hole. The screen will display the inside of the engine. Inspector will know right away whether anything is wrong inside the engine

Fig 27 The APU (Auxiliary Power Unit ) was being Bore scope using the General Electric.

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Fig 28 The APU (Auxiliary Power Unit ) was being Bore scope using the General Electric.

Replacing new insulator on thrust reverser

the sheet metal shop is responsible in replacing new insulator on the thrust reverser of the aircraft (Airbus 330). The thrust reverser is used to aid in braking the aircraft. It can only be used only when the plane is on the ground. When the thrust reverser is activated, the thrust reverser bounces out and thus reverse the thrust force from the engine. The old insulator cannot withstand the heat causes by the engine and so they must be replaced. In the first step, the old insulation is removed. The ultrasonic test is then applied to check on crack on the thrust reverser.

Fig 29 LH-U Sheet Metal shop.

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Fig 30 Cockpit of Boeing 777, Fly-By-Wire and Glass cockpit.

Glass Cockpit

A glass cockpit is an aircraft cockpit that features electronic (digital) instrument displays, typically large LCD screens, rather than the traditional style of analog dials and gauges. While a traditional cockpit relies on numerous mechanical gauges to display information, a glass cockpit uses several displays driven by flight management systems, that can be adjusted to display flight information as needed. This simplifies aircraft operation and navigation and allows pilots to focus only on the most pertinent information. They are also popular with airline companies as they usually eliminate the need for a flight engineer. In recent years the technology has become widely available in small aircraft.

Fig 31 - My identification card at TG Technical Department.

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Conclusion

THAI Technical Department is well known for its capability and performance to operate the safety aviation service. My internship is precious moment. Ive learned lots of knowledge and skills for TG. They provide the caution for safety and economy philosophy. I learned about AP which is engine parts and aircraft control surface. I gained lots of knowledge, skill, and mind of safety from TGs Technician, and I will have to be energetic person as TG has many tests to evaluate the performance of its engineers. Also I learned to plan the schedule to go the work (Job card) on time with safety.

Recommendation

I suggest my junior Mechanical Engineering student to join the 2-month training at TG Technical Department (Hanger), because they provided variety ranges of knowledge. Also Thai Airways is well known company as the National Airline. Ive learned the schematic overview of the work process at department, and then I continue to learn and practice my skill in individual sector of BKKLH. The planning is very important to life, economy and safety.

Fig 32 Boeing 747-400 or Jumbo as know as it huge at that time of it unveil is painted in STAR ALLIACE livery. TG is one of the founder of STAR ALLIANCE in 1997.