Tech Logs
Joined: Dec 1998
Posts: 3,038
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From: .
Depends where you are, in the hangar or on the ramp? and what you are doing?
Checks have work packs and normally there will be only one entry in the log covering this. If it's ramp stuff, periodic checks etc then they all need an entry.
Checks have work packs and normally there will be only one entry in the log covering this. If it's ramp stuff, periodic checks etc then they all need an entry.
Joined: Jul 2003
Posts: 36
Likes: 0
From: uk
MYT use electronic tech logs . They take a bit of getting used to but the philosophy is similar to your usual log . All your OOPs are all worked out for you and you can`t sign off a pdi if there`s any outstanding work , which is nice.
Joined: Nov 2005
Posts: 86
Likes: 0
From: UK
Logs....normally used mainly on the ramp/flight line etc, unless you are Jet Airways then don't worry about the logs, just fill out all the work carried out on worksheets, no record in the log (yes even on the line !) so the crew and then next stations engineers have no idea what work has been done......so when it arrives with fuel pouring out of an engine, try and guess what work has been done....!!
Joined: Apr 2005
Posts: 201
Likes: 0
From: Uk
We have similar problem, in that if the work to be carried out involves a number of tasks then it has to be done on a worksheet but reference given in the tech log. So any system that has to be disturbed does not always have a record in the tech log so you have to wait untill monday when tech records arrive back in after a nice weekend and input the data on to the computer system.
I'm sure this is the same for everybody though. Aircraft fly 7days a week, engineers work 24/7 but all the support departments shut down for the weekend leaving the line engineers and maint control to sort it out. Or if you work for a certain airline leave just the line engineers to sort it out at night every night.
I'm sure this is the same for everybody though. Aircraft fly 7days a week, engineers work 24/7 but all the support departments shut down for the weekend leaving the line engineers and maint control to sort it out. Or if you work for a certain airline leave just the line engineers to sort it out at night every night.
Joined: Jun 2005
Posts: 12
Likes: 0
From: Europe
Language skills
We use the techlog for all work performed on the line...
Like previously mentioned the base guys just sign W/O xxxx carried out satis... So who knows whats been done??
Another problem is that my fellow engineers are from the former Soviet republic and they do not understand the language very well....
One guy thought that the pilots signature after the remark said (OK)
Like previously mentioned the base guys just sign W/O xxxx carried out satis... So who knows whats been done??
Another problem is that my fellow engineers are from the former Soviet republic and they do not understand the language very well....
One guy thought that the pilots signature after the remark said (OK)
Joined: Nov 2005
Posts: 86
Likes: 0
From: UK
I still think that all work done on the ramp/line should be recorded in the tech log. If the work is on a work pack, which includes the CRS then there should still be an entry in the tech log to refer to that work pack and a brief description of what the work was, i.e. '#1 ACM replaced due time ex' etc etc. At least this way the flt crew have an idea of what has gone on with the aircraft and also maintenance crews (especially on the outstations) have instant access to the previous work carried out. I have worked and still do on some airlines where it is not necessary to record the day to day line work in the tech log, purely use 'work sheets' that have no reference in the tech log ....dangerous in my opinion...
Joined: Aug 2005
Posts: 182
Likes: 0
From: Birchington, Kent, England
Tech Log
I hope I am not pointing out the obvious, but in the UK when an aircraft is required to have a technical log, all maintenance that requires a certificate of release to service SHALL have an entry in the technical log or in an authorised alternative document. The entry must relate directly to the work carried out and a copy of the release shall be carried in the aircraft. There should not therefore be any occassion when it is not clear what maintenance has been performed. (ANO Article 15)
It should also be understood that any maintenance document referred to in the technical log automatically becomes part of that technical log and shall be retained for the mandated periods.
P
It should also be understood that any maintenance document referred to in the technical log automatically becomes part of that technical log and shall be retained for the mandated periods.
P
Joined: Dec 2006
Posts: 236
Likes: 1
From: belgium
I'm a bit shocked here that some say their company doesn't use logs as should be. We write everything down in it, line mx, workpacks, parts robbery, additional worksheets,...
But I think a computerized version would be better. Now we have 1 original and 5 copies of every tech log page (flight sector). Multiplied by all the aircraft we fly, that takes a lot of trees...At the end all that is left of these logs are two computer hard disks that contain a database version of these pages.
But I think a computerized version would be better. Now we have 1 original and 5 copies of every tech log page (flight sector). Multiplied by all the aircraft we fly, that takes a lot of trees...At the end all that is left of these logs are two computer hard disks that contain a database version of these pages.
Cunning Artificer
Joined: Jun 2001
Posts: 3,125
Likes: 7
From: The spiritual home of DeHavilland
The conflict highlighted by many posts above is that between the "Technical Log" and the "Aircraft Continuing Airworthiness Records" - of which, along with the aircraft, engine and propellor (and any other life limited parts) log books, it forms part. In airline operations the technical records system is usually a computer based information system and the Technical Log is the only paper document in general use on a day to day basis.
Assuming that Agusta is European based and under the EASA system, most continuing airworthiness tasks are accomplished during scheduled maintenance visits, at the conclusion of which a single Certificate of Release to Service is issued by the Category 'C' licence holder overseeing the check. In this case, much of what was done and what systems were disturbed is not shown in the Technical Log and is therefore not easily available to either the aircraft crew or Line Maintenance personnel. Airworthiness Directives, Service Bulletins and modifications that affect aircraft performance or the way the aircraft or its systems are operated will always be entered into the Technical Log; the other mass of maintenance information is entered onto task cards and, at the end of the check, filed away in the archives.
The Technical Records do however, remain available to Line Maintenance and this is usually done under a "Read Only" permission granted to Maintenance Control. I doubt that most Line Engineers have the time or patience to bother with rifling through a complex records system for information on what was done during the last hangar check, but if they really are interested, access can certainly be provided. Try asking the person who is responsible for System Security in your organization.
Assuming that Agusta is European based and under the EASA system, most continuing airworthiness tasks are accomplished during scheduled maintenance visits, at the conclusion of which a single Certificate of Release to Service is issued by the Category 'C' licence holder overseeing the check. In this case, much of what was done and what systems were disturbed is not shown in the Technical Log and is therefore not easily available to either the aircraft crew or Line Maintenance personnel. Airworthiness Directives, Service Bulletins and modifications that affect aircraft performance or the way the aircraft or its systems are operated will always be entered into the Technical Log; the other mass of maintenance information is entered onto task cards and, at the end of the check, filed away in the archives.
The Technical Records do however, remain available to Line Maintenance and this is usually done under a "Read Only" permission granted to Maintenance Control. I doubt that most Line Engineers have the time or patience to bother with rifling through a complex records system for information on what was done during the last hangar check, but if they really are interested, access can certainly be provided. Try asking the person who is responsible for System Security in your organization.
Joined: Nov 2005
Posts: 86
Likes: 0
From: UK
Some airlines (not UK based) have a system where the crew will enter defects in the tech log as is usual. The defect will be fixed and the log certified as usual, in addition to this the work also has to be recorded on seperate maintenance sheets, of which there is only the one copy and it is not left on the a/c of course, so in effect doubles the paperwork. However the entry in the t/log to clear the defect does not have to give full details, but refer to the maint sheets, however most engineers do enter in the log what has actually been done (as well as on the maint sheets). But....any other work, not relating to a crew entry, say brake found worn, this is only certified and recorded on the maint sheets..no record at all in the tech log....
