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Quick Answer
Runway maintenance software is the platform airfield maintenance managers, pavement engineers, and maintenance crews use to plan, record, and close runway upkeep and keep defensible records across a pavement. Inspectly360 digitises crack and spalling repair, rubber-deposit removal, airfield ground lighting upkeep, drainage clearance, and friction-test intervals in one record aligned to ICAO Annex 14 and FAA 14 CFR Part 139.
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Before and After Inspectly360
What changes once runway maintenance software runs on one mobile-first platform with photo proof and live dashboards.
Before Inspectly360
- Cracks photographed on a phone and noted in a logbook that never links to the repair that followed.
- Rubber build-up in the touchdown zone is removed when someone remembers, not when friction data says it is due.
- An edge or centreline lamp outage is radioed in and lost before the maintenance crew logs the fix.
- The friction-test date sits in a spreadsheet nobody reconciles against the runway actually in use.
- PCI surveys live in separate reports that nobody compares year over year to plan rehabilitation.
After Inspectly360
- Each crack and spall is logged at a chainage point, routed to a work order, and closed with a repair photo.
- Rubber removal is scheduled against the touchdown zone with friction readings driving the next clean.
- Each lamp outage is tagged to its fitting, routed to a crew, and closed with the replacement recorded.
- Friction-test intervals raise staged alerts so the survey is planned before the runway falls due.
- PCI scores attach to the pavement section so degradation trends drive the rehabilitation plan.
What Is Runway Maintenance Software, and How Do Airfield Maintenance Teams Use It Across a Pavement?
Runway maintenance software is the platform airfield maintenance managers, pavement engineers, and maintenance crews use to plan, record, and close runway upkeep and keep defensible records across a pavement. Inspectly360 digitises crack and spalling repair, rubber-deposit removal, airfield ground lighting upkeep, drainage clearance, and friction-test intervals in one record aligned to ICAO Annex 14 and FAA 14 CFR Part 139.
Today the defect list lives in a logbook, the rubber-removal date sits in a spreadsheet, and the proof of last repair is a photo on someone's phone. When a centreline lamp stays out, a touchdown-zone spall grows, or a friction survey slips past its interval, nobody sees it until a self-inspection or an audit finds it. Across a runway with mixed pavement sections, every shift tracks work a little differently, so the maintenance manager cannot see what is open and what is overdue.
Inspectly360 replaces that with mobile capture on iOS and Android: crews log defects at a chainage point, route them to a work order with an owner and deadline, and close each one with a repair photo. AGL lamp outages, rubber-removal cycles, and friction-test intervals raise alerts before they fall due, and a branded evidence pack exports per runway when the regulator asks.
- ICAO Annex 14 sets the design and operational standards for aerodrome pavements, markings, and lighting maintenance: ICAO Annex 14
- FAA 14 CFR Part 139 sets the certification and operating requirements for airports serving air carrier operations: 14 CFR Part 139
How Does Runway Maintenance Run from a Logged Defect to a Closed Work Order and PCI Record?
Airfield maintenance teams follow this loop for logged defects, scheduled pavement upkeep, and the PCI and friction record.
- 1
Map the Runway by Section and Chainage
Divide the runway into pavement sections and AGL circuits so each defect, lamp, and survey is recorded against a known location.
- 2
Log the Defect in the Field
Crews record cracks, spalling, rubber build-up, and lamp outages on mobile with a photo and a chainage reference, even offline.
- 3
Route to a Work Order
Each finding becomes a work order with an owner, deadline, and required closure photo so nothing sits in a logbook.
- 4
Track Intervals and Cycles
Rubber-removal cycles, friction-test intervals, and AGL inspections raise staged alerts so upkeep is planned, not discovered overdue.
- 5
Close Work and Export Evidence
Crews close work orders with a repair photo and named sign-off; a branded evidence pack exports per runway for the authority.
How Should an Airport Pilot Digital Runway Maintenance Before Rolling It Out to Every Pavement?
Answers to common long-tail questions, kept on one canonical page to avoid thin duplicate URLs.
Pilot on One Runway
Start with a single runway so the pavement sections, AGL circuits, and friction-test intervals are validated against real chainage and fitting references before rollout to taxiways, aprons, and a second runway.
Access and Roles
Maintenance crews get defect capture and work-order closure, the pavement engineer gets PCI and friction visibility, and the maintenance manager gets the full open-work and overdue view through role-based access.
Which Capabilities Help Teams Track Crack Sealing, Rubber Removal, and AGL Lamp Upkeep Consistently?
The platform capabilities that power runway maintenance software across every site.
Chainage-referenced Defect Log
Every crack, spall, and surface defect is logged at a chainage point with a photo. Why it matters: a defect with no location is one a crew cannot find again before it grows into a closure.
Rubber Removal Scheduling
Touchdown-zone rubber removal is planned against friction readings and traffic counts. Why it matters: rubber build-up degrades braking action and is a runway-safety finding if left unaddressed.
AGL Lamp Outage Tracking
Edge, threshold, and centreline lamp outages are tagged to the fitting and routed to a crew. Why it matters: an unserviceable lamp affects declared distances and night operations.
Friction-test Interval Clocks
Friction and skid-resistance surveys carry their interval with staged alerts before they fall due. Why it matters: a missed friction survey is both a safety and a Part 139 record gap.
PCI History Per Section
Pavement Condition Index scores attach to each section and trend over time. Why it matters: a declining PCI is the early signal that drives planned rehabilitation instead of emergency repair.
Per-runway Evidence Export
A branded maintenance records pack exports per runway for the authority. Why it matters: an auditor request becomes a minutes-long export, not a logbook search.
Ready to Move Runway Maintenance Off Paper?
Book a Free DemoHow Is This Different from Paper Work Cards, Spreadsheet Defect Logs, and Email Photo Trails?
Airfield maintenance managers and pavement engineers comparing Inspectly360 to paper work cards, spreadsheet defect logs, and WhatsApp photo trails see the difference fastest on crack and spalling tracking, rubber-deposit removal cycles, AGL lamp outage repair, friction-test intervals, and Pavement Condition Index history aligned to ICAO Annex 14 and FAA 14 CFR Part 139.
| Topic | Typical Gaps | With Inspectly360 |
|---|---|---|
| Pavement crack and spalling repair | Cracks photographed on a phone and noted in a logbook that never links to the repair that followed. | Each crack and spall is logged at a chainage point, routed to a work order, and closed with a repair photo. |
| Rubber deposit removal cycles | Rubber build-up in the touchdown zone is removed when someone remembers, not when friction data says it is due. | Rubber removal is scheduled against the touchdown zone with friction readings driving the next clean. |
| AGL lamp outage repair | An edge or centreline lamp outage is radioed in and lost before the maintenance crew logs the fix. | Each lamp outage is tagged to its fitting, routed to a crew, and closed with the replacement recorded. |
| Friction and skid-resistance intervals | The friction-test date sits in a spreadsheet nobody reconciles against the runway actually in use. | Friction-test intervals raise staged alerts so the survey is planned before the runway falls due. |
| Pavement Condition Index history | PCI surveys live in separate reports that nobody compares year over year to plan rehabilitation. | PCI scores attach to the pavement section so degradation trends drive the rehabilitation plan. |
What Changes for the Airfield Maintenance Manager, Pavement Engineer, and Maintenance Crew?
What changes once runway maintenance software is standardised on Inspectly360.
- Airfield Maintenance Manager: A live view of open work orders and overdue intervals across the runway without chasing each shift.
- Pavement Engineer: PCI and friction history per section in one record to plan rehabilitation before a defect forces a closure.
- Maintenance Crew: A defect logged in seconds at a chainage point with the repair photo closing the loop.
- Operations Duty Manager: Confidence that lamp outages and surface defects are tracked to verified closure, not radioed and forgotten.
Which Runway Maintenance Templates Should You Start With?
Get started with inspection and audit checklist templates.
Template
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Which Runway Maintenance Apps Run on iOS and Android?
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Audit buildings with structured scoring, photo evidence, and corrective action tracking across portfolios.
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Frequently Asked Questions About Runway Maintenance Software
How does runway maintenance software track pavement cracks and spalling?
Each crack, spall, and surface defect is logged in the field at a chainage point with a photo, so the location is exact rather than a vague note in a logbook. The finding routes to a work order with an owner and a deadline, and the crew closes it with a repair photo and named sign-off. Because every defect carries its history, the pavement engineer can see whether a touchdown-zone spall is growing between surveys or holding stable. When the authority or an internal review asks what was found and fixed on a section, the record answers in seconds rather than a search through paper work cards from different shifts.
How does the platform handle rubber-deposit removal scheduling?
Rubber build-up in the touchdown and rollout zones is scheduled against friction readings and traffic counts rather than removed only when someone remembers. The platform holds the last removal date and the friction trend for the zone, and raises an alert when the next clean is due. Crews record the removal against the zone with before-and-after photos so the evidence ties to the friction data. This matters because heavy rubber deposits degrade braking action and skid resistance, which becomes a runway-safety finding and a Part 139 concern if left unaddressed. Tracking the cycle digitally means the clean happens on data, not on memory.
Does the platform work offline on the airfield?
Yes. Capture works fully offline on iOS and Android, which matters on a live airfield where signal is weak between sections and during night maintenance windows. Crews log defects, complete scheduled inspections, and capture photos while offline, and records sync automatically once the device reconnects. Nothing is lost when work is done in an area with no coverage, and the timestamp reflects when the work was actually completed, not when it synced. This keeps the maintenance trail accurate for the pavement engineer and for any later self-inspection or audit review of what was done and when.
How does it track airfield ground lighting outages?
Each edge, threshold, and centreline lamp is tagged to its fitting and circuit, so an outage is recorded against a known location rather than a verbal report. When a crew or an inspection finds an unserviceable lamp, it routes to a work order with an owner and deadline, and the replacement is recorded with a photo at closure. Because lamp serviceability affects declared distances and night operations, the platform keeps a running count of outages per circuit so a recurring fault on one section is visible. This replaces the radio-it-in routine where a lamp outage is reported and then lost before anyone logs the repair.
How does it help with friction and skid-resistance testing intervals?
Friction and skid-resistance surveys carry their required interval on the runway record, and the platform raises staged alerts before the survey falls due. When the survey is completed, the readings attach to the pavement section and the rollout, touchdown, and midpoint zones, so the trend is visible over time against ICAO Doc 9137 guidance. A declining friction trend can trigger a rubber-removal cycle or a deeper investigation before braking action is affected. This means a friction survey is planned ahead of its interval rather than discovered overdue during a Part 139 self-inspection, and the readings are tied to the maintenance actions they drive.
Can we scope access so a contractor only sees its assigned work?
Yes. Role-based access scopes each user to the work and sections they are responsible for. A paving or AGL contractor sees only the work orders assigned to it, while the airfield maintenance team keeps the full view across every section and circuit. Maintenance crews get defect capture and closure, and the pavement engineer gets read access to PCI and friction history. This prevents a contractor receiving runway-wide record access beyond its remit, while still giving the airport a single consolidated view of open and overdue work. Access changes are logged, so the trail shows who could see and sign off on what, and when.
Explore More Runway Maintenance Software Apps, Checklists, and Industries
Runway Maintenance Software on Inspectly360 connects directly to the inspection apps, checklist templates, forms, industries, and adjacent solutions linked below.
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