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Post by Tim Glubaskas on Oct 10, 2016 9:49:38 GMT -9
We have been asked a few times how and what our operation tracks. It also came to our attention that many operations don't even have a way to track at this time short of a white board. To kill two birds with one stone we are publishing a single plane copy of our 'status sheet' program in excel. It consists of a 'Aircraft Status Sheet' we update daily with hobbs times. A 'Aircraft Current Conformity Report' which gives a all our tracking items current to the input hobbs time and a few other tracking things we use (our MEL stuff is in there too) If you would like to use it our something off of it feel free - just drop us a line.....we love to know others find a benefit If you need help on this or making one of your own we would be more than happy to assist We are all in this together - anything we can do to help the fleet as a whole makes our day DEMO Copy of aircraft status sheet REV 1.xlsm (155.83 KB) Also we are including our time limitations per our AAIP - please note our computerized report includes many things we have chosen to do but aren't incorporated in the AAIP PA31-350 Revision 24 Current 103.pdf (99.86 KB) PA31-350 Revision 24 Current 104.pdf (83.37 KB) |
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Post by roger on Oct 10, 2016 11:54:43 GMT -9
Tim, thanks for posting that! A lot of it looks pretty similar to stuff we are doing and tracking but there's a couple that I'll consider adding. Also we track using TakeFlite Maintenance, it's pretty awesome now that it's fairly well set up.
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Post by roger on Oct 10, 2016 12:14:04 GMT -9
OK first of many questions, what is the p/n for just the hydraulic filter bowl? I know why you change them as we had one break at the threads a few years back, but I can't find just the bowl listed in the IPC.
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Post by roger on Oct 10, 2016 12:41:40 GMT -9
Next question, what's the impetus for filling the engine oil pressure gauge lines with 5606? quicker response in cold weather? Reading between the lines, it looks like you pull the gear apart for a heavy gear inspection about every other year?
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Post by Tim Glubaskas on Oct 10, 2016 14:30:10 GMT -9
Yep we had multiple hyd bowls crack along the threads so we life limited them at a time well before we experienced the cracking - haven't had one since which is a good thing --- p/n 754-905
The 5606 we use from firewall to gauge - since the line is static it tends to take a while to warm up and also turns pretty sludgy...the response time is great after you purge. We disconnect at the gauge and use a pressure pot to push through from the firewall....let it run for a while into a coffee can to clean it out real good.
Been hesitant on takeflight since they still haven't got rid of the goofy .01 digit and rounding stuff
Glad it was helpful
Tim
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Post by roger on Oct 10, 2016 14:49:46 GMT -9
OK next question, the hydraulic power pack and the gear selector items, what exactly are those? Flush clean hyd fluid into pack and replace gear selector cable hardware? Or whole cable?
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Post by roger on Oct 10, 2016 15:09:34 GMT -9
Yep we had multiple hyd bowls crack along the threads so we life limited them at a time well before we experienced the cracking - haven't had one since which is a good thing --- p/n 754-905 The 5606 we use from firewall to gauge - since the line is static it tends to take a while to warm up and also turns pretty sludgy...the response time is great after you purge. We disconnect at the gauge and use a pressure pot to push through from the firewall....let it run for a while into a coffee can to clean it out real good. Been hesitant on takeflight since they still haven't got rid of the goofy .01 digit and rounding stuff Glad it was helpful Tim Yep, TakeFlite definitely has its quirks, but where we're coming from is prior to that we had nothing set up (spread sheets for one Caravan I guess) and so we started from the ground up with them-inventory, component inspection tracking, everything. I wish we could get them on board with a different method of entering flight times though, the way we use (for a bunch of our DOT reports) that links into maitenance has every leg entered individually which as you can imagine has all kinds of opportunities for typos. I have it now to where I can put any recurring tasks, plus any squawks (or I guess "observations") I want them to tackle, into a job and my guys can print a packet with all the work scope ready to go. With so many types in our fleet it makes keeping track of essential stock items (brake pads, tires, light bulbs, stupid frigging little Cessna parts) really easy as it will email if certain items drop below a pre-determined level. Plus the accounting end is really nice I guess for the gals that handle that end of it. |
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Post by Tim Glubaskas on Oct 11, 2016 5:23:31 GMT -9
Table III-I notes to replace the gear selector cable at 4000 or 10 years, whichever comes first. We incorporated this into our program since we do get sluggish pack response times as they get old. We added the pin that connects to the pack since once when we were changing the cable the pin actually came apart (into pieces) so we decided to just go Ahead and change those also.
On the hydraulic packs we also noticed as the age they can begin to approach the limits when retracting time-wise (8-9 seconds I think off memory). Throwing an overhauled unit in at some interval helps keep all the gear stuff going smooth. We are just starting that so we are playing with a good time limit still, but anything is better than some planes we inherit that have no record of it ever being done.
We do experience very cold temps in the winter so on some stuff like the 5606 your mileage may vary as I don't think y'all see in the -40+ range but I could be wrong
We need to move forward on take flight at some point but at the moment I am trying to finish up our CAMP and prepare for another caravan in the next couple months to a year so I have been hesitant to tackle that project - love the inventory part etc though
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Post by roger on Oct 11, 2016 7:49:11 GMT -9
Table III-I notes to replace the gear selector cable at 4000 or 10 years, whichever comes first. We incorporated this into our program since we do get sluggish pack response times as they get old. We added the pin that connects to the pack since once when we were changing the cable the pin actually came apart (into pieces) so we decided to just go Ahead and change those also. On the hydraulic packs we also noticed as the age they can begin to approach the limits when retracting time-wise (8-9 seconds I think off memory). Throwing an overhauled unit in at some interval helps keep all the gear stuff going smooth. We are just starting that so we are playing with a good time limit still, but anything is better than some planes we inherit that have no record of it ever being done. We do experience very cold temps in the winter so on some stuff like the 5606 your mileage may vary as I don't think y'all see in the -40+ range but I could be wrong We need to move forward on take flight at some point but at the moment I am trying to finish up our CAMP and prepare for another caravan in the next couple months to a year so I have been hesitant to tackle that project - love the inventory part etc though Ah, Caravans...frustrating because Cessna had so many things that they ALMOST got right. |
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