Posted by: Bryan Anderson
RepairMaps helps smooth out heavycheck exercises, dramatically improves collaboration within your aviation maintenance regime
Starting in the Fall of 2014 and running consecutively through May 2015, our sister company, ATS, managed a series of heavy check and modification projects for an air cargo operator client based in Alaska. The aircraft involved were all Boeing 737 classics and the customer for all of these projects is also a RepairMaps (RM) customer. There were four projects in all, and they involved:
- 1C-2C-4C on a 737-300,
- complete paint strip and scribe assessment of a 737-300,
- back-to-back 1C-2C-4C on two 737-200s,
- and finally, a 1C-2C-4C, complete lap seam modification and paint on the 737-300 mentioned above as undergoing scribe assessment.
All new structural findings from all of the events were raised as Tracked Items (TIs) in RM on the fly, over the course of each project. All in all, approximately 450 new TIs were raised in the system.
These included everything from the lap seam modification to repairs to simple fuselage dents. As the project unfolded and activity progressed, area and detail photos of each item were uploaded to RM, permanently documenting and further illustrating each item to anyone viewing the TI. During the back-end audit process, the documents for each TI were scanned and uploaded, as well as any supporting material such as heat treat documentation or SRM references.
The lap seams were loaded into the system as individual lap segments since each one may be impacted in the future by subsequent maintenance activity without impacting the other segments. This allows for easy and seamless supersession of a lap if needed.
The nature of the RepairMaps system, being a web-based system, allowed technical staff at maintenance headquarters, thousands of miles away from the MRO, to use their logon to step into and review any Tracked Item that had been raised over the course of the project. The reporting system in use by ATS includes the Unique Identification (UID) number for each TI and is distributed daily. Using this information, the Operator was able to comment and add any relevant notes to the process as we went along.
For example, the Operator uses an in-house numbering system for certain items and they were able to add this into the RM system as the checks progressed. The continuous availability of the data to those that needed it also supported the large SDR filing that was required within 96 hours of the return to service of each of these events. The same can be said of 337 reporting and CPC reporting (below).
Another benefit of using the system in the heavy check environment is having instant availability of historical data. We gave a read-only logon to repair station personnel so that they could review past maintenance activity in the area of concern, along with any photos and approval documents for that past activity. Having historical data available helped to steer our repair decisions in the right direction without the delay of a manual records review and the wasteful back-and-forth that normally goes along with that activity.
We are looking forward to another round of checks to be performed on ATS/RM customer aircraft starting in October and enjoying the efficiency and added value that RepairMaps brings to these events.