Opinion: The Future Is Now For MRO Inspection Technologies

Is the ability to perform inspections remotely still in doubt? Yes, humans have many objections to the use of any technology. Surely, the wheel’s inventor was doubted as thoroughly as those developing drones, cameras and other visual or audio technology to perform aviation-related inspections.

As reported by ARSA’s Brett Levanto in last November’s digital edition of Inside MRO, an FAA Office of the Chief Counsel interpretation attempted to distinguish physical presence from “mere virtual or remote” oversight as the determination for meeting an “in person” standard in the regulations. While the analysis focused on supervision by a mechanic or repairman, it had broader implications for physical presence in all cases.

The FAA is not the only civil aviation agency that must face the facts. Physical presence is not necessary for some maintenance inspections and certainly not to perform appropriate oversight of another’s work. Since allowing glasses and the acceptance and—in some cases—the requirement to use borescopes for engine inspections, aviation safety agencies have recognized the use of visual aids.

So what is the bugaboo about drones? Or cameras? Or refined audio capabilities? The fact that one can “cheat” by falsely recording that an inspection was accomplished properly or took place when it did not is no different for remote inspections than those “on premises.” Courts of law allow virtual appearances, and there is no question the individual is attending “in person.”

Humans find it hard to admit that machines can, and must at times, be used to enhance human abilities. It seems such an admission carries some stigma. Acceptance of the proper use of technology has always been difficult. However, in aviation, when aides or alternative methods provide enhanced capabilities to find flaws, they must be adopted rapidly.

To drive accident rates lower, the ability to find flaws, errors and address items before they become issues takes on a greater urgency. To bring the younger generations of engineers and maintenance technicians into the industry and keep them, civil aerospace safety agencies must be able to accept the digital age. The performance-based civil aviation regulations in the U.S. allow the acceptance or approval of many technical advancements.

Unfortunately, the shifting experience and knowledge of civil aviation regulators, applicants and certificate holders has decreased the ability to accept or approve “new” standards to meet “old” ones. Without understanding the past, humans and agencies will not be able to see the future with clarity.

Aviation is ahead of all other forms of transportation in the area of safety. That is not because it is overly cautious; it is because applicants for civil aviation approval must always meet standards that ensure continued airworthiness in designing, operating and maintaining aircraft. Technology in maintenance should be embraced with enthusiasm when it clearly enhances safety.

The ability to use remote technology that provides closer, clearer and more accurate information than human eyes should not be prohibited or burdened with unnecessary governmental review. Similarly, allowing artificial intelligence to aid the human interpretation of results should be embraced. Today, there are airworthiness directives that require the use of specific tools and equipment. In the future, some tools or equipment likely will require remote technology to access visual, audible or interpretative aids.

A line from the TV show “Malcolm in the Middle” is apropos to the use of drones and other remote aids in civil aviation. “The future is now, old man,” was used to convey the fact that we live in a time that was once considered a distant future. And just as appropriate, the TV show “The Jetsons,” which first aired in 1962, was set 100 years in the future—and flying cars are not an impossibility in 2025.

Sarah MacLeod is managing member of Obadal, Filler, MacLeod & Klein and a founder and executive director of the Aeronautical Repair Station Association. She has advocated for individuals and companies on international aviation safety law, policy and compliance issues since the 1980s.