tech logs
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tech logs
As an "Old OLD FOGY" and retired 20 years ago from B.A Central area engineering would one of you young blades tell me what is in the Tech Log these days on the medium and long range Boeings and Airbuses do you still have them are all end of flight defects put in it still or do you download them from a on board computer, are "Carry forwards " still in there ? In my day the Tech Log held the flying hours, trip hours fuel and oil contents and uplifts and also current defects and carry forwards it became a weighty tome as the weeks past. I was presented with a Dummy one with all my shift mates signatures on a tech log page when I retired.
Thank you for you patience .
Thank you for you patience .
Tech Logs
As an "old fogy" from BA central area, you probably wouldn't notice that much difference in the logs from when you retired [apart from on the very new aircraft, I'll go back to that later].
The main differences from when you were around, is that the logs have gone from a "landscape" format to "portrait" This happened a number of years back in BA, the new format also saw the transfer of all the log data onto the "SAP" computer system which keeps a tab on all the ADDs, repeat inspections etc so in theory you shouldn't get an overrun. That does depend, however, on accurate information being entered by the engineer to start with in the log and the person transcribing the info into the computer system. Also now, what was the Cabin Log has become the Aircraft Log Part II and is in the same format as the main [Part I] log with the same legal standing. Oils and Fluid uplifts are still entered manually into the logs although I think the SAP system takes care of the flying hours. Logs also contain details of current software, damage charts, lists of mods etc, all the same as in your day.
So still, two pretty hefty logs.
The new generation aircraft [B787 and A380] are an entirely different beast though. They have "e-logs" as as you might expect the defect/information is entered by the crew [or an engineer] via either the touch screen [crew] or by a maintenance laptop or the touch screen [engineer]. The entries also being "signed off" electronically by the engineer after fixing [or deferring] the defect by entering his licence number and his password.
The e-log will then upload the information via various systems so that the information goes straight into the mainframe computer system on the ground, so the information no longer has to be entered into the SAP computer system manually.
Also when entering in a deferred defect you are prompted to put in parts required and that demand then goes into the system [the bits are still nil stock though, just as in your day
]
This is a pretty good concept but there are still quite a number of "old fogys" [you would probably still recognise a lot of people at BA!!] around and with many of them data entry via either a keyboard or a touch screen is probably slower than filling in a traditional style Tech log
The main differences from when you were around, is that the logs have gone from a "landscape" format to "portrait" This happened a number of years back in BA, the new format also saw the transfer of all the log data onto the "SAP" computer system which keeps a tab on all the ADDs, repeat inspections etc so in theory you shouldn't get an overrun. That does depend, however, on accurate information being entered by the engineer to start with in the log and the person transcribing the info into the computer system. Also now, what was the Cabin Log has become the Aircraft Log Part II and is in the same format as the main [Part I] log with the same legal standing. Oils and Fluid uplifts are still entered manually into the logs although I think the SAP system takes care of the flying hours. Logs also contain details of current software, damage charts, lists of mods etc, all the same as in your day.
So still, two pretty hefty logs.
The new generation aircraft [B787 and A380] are an entirely different beast though. They have "e-logs" as as you might expect the defect/information is entered by the crew [or an engineer] via either the touch screen [crew] or by a maintenance laptop or the touch screen [engineer]. The entries also being "signed off" electronically by the engineer after fixing [or deferring] the defect by entering his licence number and his password.
The e-log will then upload the information via various systems so that the information goes straight into the mainframe computer system on the ground, so the information no longer has to be entered into the SAP computer system manually.
Also when entering in a deferred defect you are prompted to put in parts required and that demand then goes into the system [the bits are still nil stock though, just as in your day
] This is a pretty good concept but there are still quite a number of "old fogys" [you would probably still recognise a lot of people at BA!!] around and with many of them data entry via either a keyboard or a touch screen is probably slower than filling in a traditional style Tech log
This is a pretty good concept but there are still quite a number of "old fogys" [you would probably still recognise a lot of people at BA!!] around and with many of them data entry via either a keyboard or a touch screen is probably slower than filling in a traditional style Tech log
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thank you mac40312 and Turin for the info, so you have gone back to the "portrait" log books if I may reminisce for a few moments, we had them in that style in the 60s and went to landscape in the 80s, once again thank you, I think I would be too slow these days as my typing is still one finger.
keep 'em flying.
keep 'em flying.
