64 | MAINTENANCE & ENGINEERING vd oo aa @ cant = To cea [Sheer Re oem alone] meme T+ es Sa a a ee ee ee a ee a are me mandatory and optional fields. Each screen of the TLP cannot be signed off until all mandatory fields are completed. ‘The customer can decide which fields they wish to make mandatory during the configuration and setup process, and then this is managed within eCentral8. This ‘means that the input of vital information cannot be missed in operation “In addition, we have a few clever ways of ensuring data is entered correctly,” continues Boyd. “Where possible, we compare pilo-entered data ‘with schedule information and ACARS feeds. Ifthe information entered docs not match, for example, the ight-scheduled ‘O00! times, iis highlighted in amber and a warning message is displayed.” For other areas such as refuelling, ETLELB software also assists with ‘mathematical calelations. This can save time for fighe crews during aircraft TATS. “Fuel bowser uplifs can be calculated from the pre-rfucl, departure and specific gravity data, then displayed next to the fcid where the information has to be entered,” adds Boyd. “Again, in eTechLog8, a warming message in amber is displayed ifthe uplift entered is very different to the calculated amount. An auditing feature on eCentral8 compares data with an authoritative source and flags anything that falls ouside an acceptable tolerance. This can then be ‘manually audited or corrected before being allowed to flow into che M&E system.” ‘With ULTRAMAIN ELE, the techlog is now accessed via an iPad. “The system can be set up so both the light ew and the mechanic on the aircraft can be looking atthe same techlog on separate devices,” explains Stone “We have proprietary technology to make sure every iPad is synced and thae there is ‘rece Cnc always a master copy.” “In this system, access to the ELB requires logging into the aircraft techlog ‘on each device,” continues Stone. “The airlines ean also fix a device to that aircraft. If flight crew are issued with ‘personal devices a different set of authentications would happen. These will differ from customer to customer, depending on individual policy and regulations. One option isto have a QR. code on the flight deck to register and access the correct aircraft log book.” = Defect reporting ‘While the aircraft isin operational service all defers ae controlled through che arerafrtechlog andlor cabin logs. “This is diferent to heavy maintenance cavironments where the MRO's own paperwork willbe used to clear the defects. Defects reported ‘online’ are a result of scheduled maintenance inspections or in-service operational sues. Depending on their nature, defects ean be rectified immediatly, dfered asa carried forward defer (CFD) for future rectification, or categorised as nimum equipment lise (MEL) items. MEL listed defects may sll be referred to as 2 CFD, bye set time lmits and operational sestitions wil be applied to them. ‘Addivonaly, durin line maintenance defec reporting the defer originator s noted. “Defect classification codes are ‘sed within OASES to distinguish winether the defect was recorded bythe pilot, the ground crew, or the cabin rev” explains David Pusey, projecs ‘lector at OASES, “The coding is user definable, but sypically PIREP (plot feports) MAREP (maintenance reports — raised from pre-ight and line checks) Defects ae recorded by closifaton ces to clstngush he originator Common code groupings are Pot reports (PREP), Maintenance reports (MAREP), and Cabin reports. and cabin reports are used. By using coding, defects can be filtered for information gathering and reporting purposes. For instance, only the defects originating from PIREPs will form part of the in-flight reliability statistics reporting.” For paper-based techlog entries, interaction with the M&E system is via ‘manual entry of the TLP information into the system. This will raise, detail and electronically control the defect for the aircraft records, time recording, parts ordering, and defect closure. ‘While using an ETL, defects will be automatically entered into the MBE. system via the interfaces described, when ‘connectivity is available both on the ‘ground or in fight. “When a defect is recorded, TechLog$ will automatically be flagged asa MAREP or PIREP, depending on ‘when during flight or tarnaround the defect has been recorded,” explains Boyd, “For example, if a defect is recorded by the flight crew before the fight has been completed, it will be registered automatically asa PIREP. After the flight has been completed and engineers are raising defecs, these will be registered as a MAREE. Users can overrule the flag as, required. eTechLog8 will artempe to ‘transmit the defect ifa connection is available o the M&E system. In fight this will be achievable ifthe airceaft has WIFI enabled for cockpit use.” Issue. un 2038