U.S. patent application number 09/728773 was filed with the patent office on 2002-06-06 for dynamic aircraft maintenance management system.
This patent application is currently assigned to Sinex Holdings LLC. Invention is credited to Sinex, Barry.
Application Number | 20020069001 09/728773 |
Document ID | / |
Family ID | 22611350 |
Filed Date | 2002-06-06 |
United States Patent
Application |
20020069001 |
Kind Code |
A1 |
Sinex, Barry |
June 6, 2002 |
Dynamic aircraft maintenance management system
Abstract
The present invention is a system for enabling an operator to
dynamically manage maintenance of an aircraft. The system includes
a program manager system, a tracking manager system and a
production manager system. The program manager system is for
extracting maintenance tasks from aircraft maintenance
publications, and for guiding the formation of maintenance tasks
groups. The tracking manager system is for monitoring accumulated
usage data of the aircraft, and for identifying maintenance due
tasks and maintenance due task groups from the respective
maintenance tasks and maintenance task groups for which a
difference between the control point and the accumulated usage data
is less than a user-defined critical value. The production manager
system is for generating and implementing a dynamic maintenance
flow chart which details scheduling data for each individual task
of the maintenance due tasks and maintenance due task groups.
Inventors: |
Sinex, Barry; (Duluth,
MN) |
Correspondence
Address: |
KINNEY & LANGE, P.A.
THE KINNEY & LANGE BUILDING
312 SOUTH THIRD STREET
MINNEAPOLIS
MN
55415-1002
US
|
Assignee: |
Sinex Holdings LLC
|
Family ID: |
22611350 |
Appl. No.: |
09/728773 |
Filed: |
December 1, 2000 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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60168400 |
Dec 1, 1999 |
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Current U.S.
Class: |
701/33.9 |
Current CPC
Class: |
G06Q 10/1097 20130101;
Y10S 707/99955 20130101; G06Q 50/12 20130101; Y02P 90/86 20151101;
Y10S 707/99953 20130101; G06Q 40/08 20130101; G06Q 10/025 20130101;
Y02P 90/80 20151101; G06Q 10/087 20130101; G06Q 10/06 20130101;
G06Q 10/0875 20130101 |
Class at
Publication: |
701/29 ;
701/30 |
International
Class: |
G06F 019/00 |
Claims
1. A system for enabling an operator to dynamically manage
maintenance of an aircraft, the system comprising: a program
manager system for extracting maintenance tasks from aircraft
maintenance publications, and for guiding the formation of
maintenance tasks groups; a tracking manager system for monitoring
accumulated usage data of the aircraft, and for identifying
maintenance due tasks and maintenance due task groups from the
respective maintenance tasks and maintenance task groups for which
a difference between the control point and the accumulated usage
data is less than a user-defined critical value; and a production
manager system for generating and implementing a dynamic
maintenance flow chart which details scheduling data for each
individual task of the maintenance due tasks and maintenance due
task groups, the production manager system continually updating the
maintenance flow chart to reflect current system data.
2. The system of claim 1 wherein the program manager system
comprises: means for extracting maintenance tasks for the aircraft
from at least one aircraft maintenance document, each maintenance
task having a control point which specifies an interval at which
the maintenance task is to be performed; means for sorting the
maintenance tasks into initial maintenance task groups having
common control points; and means for guiding the airline operator
to organize the maintenance tasks and initial maintenance task
groups into a plurality of maintenance task groups, each of the
plurality of maintenance task groups having a user-assigned control
point.
3. The system of claim 2 wherein the at least one aircraft
maintenance document comprises a Maintenance Review Board
document.
4. The system of claim 2 and further comprising: means for alerting
the airline operator of any tasks which have a control point less
than the user-specified control point for the maintenance task
group in which the task is grouped.
5. The system of claim 2 wherein the task accomplishment data
includes a maintenance date on which the maintenance task was
completed, as well as a number of flight hours and flight cycles
accumulated on the aircraft by the maintenance date.
6. The system of claim 2 wherein the tracking manager system
comprises: means for tracking accumulated usage data of the
aircraft; means for receiving a list of routine tasks required to
be performed on the aircraft, each routine task having a control
point which defines an interval at which the routine task is to be
performed; means for tracking task accomplishment data for each
routine task; means for determining a maintenance due point for
each routine task, the maintenance due point being based upon the
control point and the accomplishment data of the routine task;
means for identifying maintenance due tasks as those routine tasks
for which a difference between the maintenance due point of the
routine task and the accumulated usage data of the aircraft is less
than a user-defined critical value; and means for reporting
maintenance due tasks.
7. The system of claim 6 wherein the accumulated usage data
includes a number of accumulated flight hours and a number of
accumulated flight cycles of the aircraft, as well as a current
date.
8. The system of claim 6 wherein the list of routine tasks
comprises maintenance tasks and maintenance task groups.
9. The system of claim 6 wherein task accomplishment data includes
a maintenance date on which the routine task was completed, as well
as a number of flight hours and flight cycles accumulated on the
aircraft by the maintenance date.
10. The system of claim 6 and further comprising: means for
receiving a list of non-routine tasks required to be performed on
the aircraft, each non-routine task having a maintenance due point
by which the non-routine task must be performed; means for
identifying non-routine maintenance due tasks as those non-routine
tasks for which a difference between the maintenance due point of
the non-routine task and the accumulated usage data of the aircraft
is less than a userdefined critical value; and means for reporting
non-routine maintenance due tasks.
11. The system of claim 1 wherein the production manager system
comprises: means for obtaining any routine tasks that may exist,
and which are required to be performed on the aircraft; means for
obtaining any non-routine tasks that may exist, and which are
required to be performed on the aircraft; means for generating a
maintenance flow chart detailing scheduling data for each of the
routine and non-routine tasks; means for assigning a
user-determined number of the routine and non-routine tasks to
personnel for completion; means obtaining for maintenance activity
data on each assigned routine task and non-routine task; means
obtaining for available resource data; and means for updating the
maintenance flow chart to reflect newly-obtained maintenance
activity data and available resource data.
12. The system of claim 11 wherein the obtained non-routine tasks
result from the performance of routine tasks by inspection and
maintenance personnel.
13. The system of claim 11 wherein the scheduling data comprises: a
project forecast of an amount of time required to complete the
maintenance check; a start time and an execution time for each of
the obtained routine and non-routine tasks, wherein the start and
execution times are estimated values for incomplete tasks and are
actual values for completed tasks.
14. The system of claim 11 wherein the means for generating a
maintenance flow chart comprises means for identifying any
dependent tasks that may exist, the dependent tasks being those
routine and non-routine tasks which cannot be performed until the
completion of at least one of the routine and non-routine tasks;
and means for generating a maintenance flow chart in which no
dependent task has a start time earlier than an end time of any of
the routine and non-routine tasks from which the dependent task
depends.
15. The system of claim 11 wherein the means for generating a
maintenance flow chart comprises: means for generating a proposed
maintenance flow chart; means for obtaining planning personnel
modifications to the proposed maintenance flow chart; and means for
generating a maintenance flow chart which incorporates the planning
personnel modifications.
16. The system of claim 11 wherein the means for assigning a
user-determined number of routine and non-routine tasks to
personnel for completion comprises means for obtaining assignment
information from maintenance personnel.
17. The system of claim 11 wherein the means for obtaining
maintenance activity data on each assigned routine and non-routine
task comprises means for obtaining a start time and an execution
time for each assigned routine and non-routine task, the start time
being a time at the task was assigned and the execution time being
an elapsed amount of time spent completing the task.
18. The system of claim 11 wherein the means for obtaining
maintenance activity data on each assigned routine and non-routine
task comprises means for obtaining new estimated execution times
for those incomplete routine and non-routine tasks for which an
actual execution time exceeds an initially-estimated execution
time.
19. The system of claim 11 wherein obtaining maintenance activity
data on each assigned routine and non-routine task comprises means
for obtaining passdown notes from an assigned personnel member for
those routine and non-routine tasks left incomplete by the assigned
personnel member.
20. The system of claim 11 wherein the available resource data
comprises labor hours available.
21. The system of claim 11 wherein maintenance flow chart is
graphically represented via a GANTT chart.
22. The system of claim 1 and further comprising: a reliability
manager system for extracting and logging reliability data from
maintenance records generated by the production manager system for
both rotable parts of the aircraft and for each maintenance
task.
23. The system of claim 22 wherein the reliability manager
comprises: means for obtaining and logging warranty-based
reliability data from maintenance records generated during the
performance of any routine or non-routine tasks that may exist, and
which pertain to rotable parts of the aircraft; means for obtaining
and logging maintenance program-based reliability data from
maintenance records generated during the performance of any
non-routine tasks that may exist; means for identifying for each
non-routine task, a routine task whose performance resulted in the
generation of the nonroutine task; means for obtaining and logging
maintenance program-based reliability data from maintenance records
generated during the performance of any identified routine tasks
that may exist; and means for analyzing and reporting the
warranty-based reliability data and the maintenance program-based
reliability data.
24. The system of claim 23 wherein the warranty-based reliability
data is reported for use in generating warranty reports for the
rotable parts of the aircraft.
25. The system of claim 23 wherein the maintenance program-based
reliability data is reported for use in generating reports on
modifications to an Maintenance Review Board document.
26. The system of claim 1 and further comprising: a personnel
training manager system for enabling the production manager system
to determine assignments of individual tasks to maintenance
personnel based upon an analysis of the maintenance flow chart and
personnel training records.
27. The system of claim 26 wherein personnel training manager
system comprises: means for obtaining a dynamic maintenance flow
chart detailing up-to-date scheduling data for a predetermined
number of maintenance tasks; means for obtaining personnel training
records for each crew member; means for determining maintenance
task assignments based upon an analysis of the maintenance flow
chart and the personnel training records, each crew member being
assigned at least one maintenance task.
28. The system of claim 27 wherein the means for determining
maintenance task assignments comprises: means for analyzing the
personnel training records to identify maintenance tasks for which
at least one crew member requires training and at least one crew
member is trained; and means for assigning the identified task to
both the at least one crew member requiring training in the
training task and the at least one crew member who is trained in
the training task.
29. The system of claim 27 wherein the means for determining
maintenance task assignments comprises: means for prioritizing the
maintenance tasks; means for analyzing the personnel training
records to identify crew members best skilled to perform each
maintenance task; means for assigning each maintenance tasks to
crew members based upon an analysis of which crew members are best
skilled at each maintenance task and the prioritization of each
maintenance task.
30. The system of claim 27 wherein the means for determining
maintenance task assignments based upon an analysis of the
maintenance flow chart and the personnel training records
comprises: means for monitoring the dynamic maintenance flow chart
to determine if the maintenance check is on schedule; means for
determining maintenance task assignments which facilitate training
of crew members when the maintenance check is on schedule; and
means for determining maintenance task assignments which facilitate
prompt completion of the maintenance check when the check is not on
schedule.
31. The system of claim 1 and further comprising: a personnel
training manager system for analyzing personnel training records to
determine which aircraft personnel require a specific training, and
for scheduling training classes for those aircraft personnel in the
required training.
32. The system of claim 1 and further comprising: a publications
manager for organizing and displaying information from a multitude
of publications needed in the aircraft maintenance industry.
33. The system of claim 1 wherein the system is implemented over a
communication medium operably connected to a plurality of
input/output devices each having means for inputting and outputting
information.
34. The system of claim 33 wherein the communication medium is the
digital communication network.
35. A method for enabling an operator to dynamically manage
maintenance of an aircraft, the method comprising: extracting
maintenance tasks from aircraft maintenance publications; guiding
the formation of maintenance tasks groups; monitoring accumulated
usage data of the aircraft; identifying maintenance due tasks and
maintenance due task groups from the respective maintenance tasks
and maintenance task groups for which a difference between the
control point and the accumulated usage data is less than a
user-defined critical value; generating and implementing a dynamic
maintenance flow chart which details scheduling data for each
individual task of the maintenance due tasks and maintenance due
task groups; and updating the maintenance flow chart to reflect
current system data.
36. The method of claim 35 and further comprising: extracting and
logging reliability data from maintenance records generated during
performance of individual tasks, the extracted and logged
maintenance records pertaining to both rotable parts of the
aircraft and to each maintenance task.
37. The method of claim 35 and further comprising: determining
assignments of individual tasks to maintenance personnel based upon
an analysis of the maintenance flow chart and of personnel training
records.
38. The method of claim 35 and further comprising: analyzing
personnel training records to determine which aircraft personnel
require a specific training; and scheduling training classes for
those aircraft personnel in the required training.
39. The method of claim 35 and further comprising: organizing and
displaying information from a multitude of publications needed in
the aircraft maintenance industry.
40. A system for enabling an operator to dynamically manage
maintenance of an aircraft, the system comprising: means for
extracting maintenance tasks from aircraft maintenance
publications; means for guiding the formation of maintenance tasks
groups; means for monitoring accumulated usage data of the
aircraft; means for identifying maintenance due tasks and
maintenance due task groups from the respective maintenance tasks
and maintenance task groups for which a difference between the
control point and the accumulated usage data is less than a
user-defined critical value; means for generating and implementing
a dynamic maintenance flow chart which details scheduling data for
each individual task of the maintenance due tasks and maintenance
due task groups; and means for updating the maintenance flow chart
to reflect current system data.
41. The system of claim 40 and further comprising: means for
extracting and logging reliability data from maintenance records
generated during performance of individual tasks, the extracted and
logged maintenance records pertaining to both rotable parts of the
aircraft and to each maintenance task.
42. The system of claim 40 and further comprising: means for
determining assignments of individual tasks to maintenance
personnel based upon an analysis of the maintenance flow chart and
of personnel training records.
43. The system of claim 40 and further comprising: analyzing
personnel training records to determine which aircraft personnel
require a specific training; and scheduling training classes for
those aircraft personnel in the required training.
44. The system of claim 40 and further comprising: means for
organizing and displaying information from a multitude of
publications needed in the aircraft maintenance industry.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority from Provisional
Application No. 60/168,400, filed Dec. 1, 1999 for "Computerized
Aircraft Maintenance Tracking Programming System" by Barry Sinex.
Reference is hereby made to the following copending applications,
which were filed on even date with the present application:
"Aircraft Maintenance Program Manager", Barry Sinex, application
Ser. No. ______; "Aircraft Maintenance Tracking System", Barry
Sinex, application Ser. No. ______; "Dynamic Aircraft Maintenance
Production System", Barry Sinex, application Ser. No. ______;
"Dynamic Assignment of Maintenance Tasks to Aircraft Maintenance
Personnel", Barry Sinex, application Ser. No. ______; and "Dynamic
Management of Aircraft Part Reliability Data"; Barry Sinex,
application Ser. No. ______.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to the field of aircraft
maintenance. More specifically, the present invention relates to a
system and method for enabling an operator to dynamically manage
maintenance of an aircraft.
[0003] Aircraft maintenance occupies a key position in airline
operation because such maintenance is essential to the safety of
passengers and the reliability of airline schedules. Each aircraft
has its own maintenance requirements which are designed to keep the
aircraft in an airworthy condition. These aircraft maintenance
requirements typically originate from the aircraft's manufacturer,
and can be revised throughout the life of the aircraft by the
aircraft manufactures, the Federal Aviation Administration (FAA)
and/or the Maintenance Review Board (MRB).
[0004] These aircraft maintenance requirements are documented in
aircraft-specific MRB documents. An MRB document details each task
that must be accomplished on a particular aircraft, the
requirements of that task, and the frequency with which the task
must be performed. The MRB document includes tasks that need to be
accomplished anywhere from once a day to once every 20 years, as
well as tasks that need to be accomplished after the aircraft has
achieved a specific number of flight hours, flight cycles or other
triggering indicia. For most major aircraft types, the MRB document
lists somewhere between 800 to 2,000 different tasks.
[0005] The MRB document details a very complicated maintenance
schedule. To ensure compliance with the MRB document, airlines must
implement various tracking programs to monitor for the dates when
tasks come due, as well as to log the completion of those tasks and
any corrective actions taken.
[0006] Because an aircraft produces revenue only when it is flying,
it is essential for airline management to keep maintenance time at
a minimum. Thus, airlines commonly group tasks together (into
letter-checks) rather than perform the tasks one at a time as they
come due. Letter checks commonly include "A checks", "B checks", "C
checks" and "D checks", with A checks occurring most frequently and
having the fewest number of tasks. A and B checks typically can be
performed overnight in a "line maintenance" environment, in which,
assuming no complications arise, the aircraft typically loses
little or no flight time. In this environment, the aircraft remains
airworthy because it can be reassembled quickly.
[0007] Conversely, C and D checks comprise a greater number of
tasks, many of which require a substantial amount of time to
complete. Thus C and D checks are typically performed in a heavy
maintenance environment in which the aircraft is taken out of
service. In this environment, an aircraft is taken into a hanger,
where it is taken apart, inspected, fixed and reassembled during
the course of one week to over a month. During this heavy
maintenance period, non-routine tasks (those not detailed in the
MRB document) are identified (often as a result of an inspection
mandated by the MRB document), and parts that have reached their
hard limits specified by the MRB document are replaced. Upwards of
300 persons (including cleaners, mechanics, lead mechanics,
inspectors and lead inspectors) may work on the maintenance of the
aircraft. In addition, a management team including managers,
supervisors, directors, production coordinators and shops managers
coordinate the completion of the maintenance. This maintenance team
typically works in three shifts a day, seven days a week, to
complete the needed maintenance.
[0008] To minimize the number of days the aircraft is removed from
operation, a maintenance plan must be developed to assign and
monitor the completion of tasks. The development of such a plan is
made more difficult by the identification of non-routine tasks
during the maintenance, back orders on parts which preclude the
completion of certain tasks and the failure to complete timely
critical path tasks (those which prevent subsequent tasks from
being completed). No computer-based method exists to dynamically
prepare such a maintenance plan using dynamically changing
information, such as available labor hours, sequence and dependency
of tasks, and the addition of non-routine tasks.
[0009] Airlines can further save costs by escalating, when
permissible, the intervals at which tasks are performed. Based upon
reliability data collected by an airline during maintenance of
their own aircrafts, the FAA may allow the airline to more
favorably escalate tasks beyond the requirements of the MRB
document (i.e, require the task to be performed at longer
intervals). Thus, if a task to inspect a particular part is
performed as required every six months, and the part is
consistently (throughout the fleet) in good condition, the task may
be escalated to one a year (or some other interval). Such
escalations of tasks can significantly affect the time and cost of
maintaining an airline's fleet of aircraft. A reliability program
thus modifies, for a particular airline only, an aircraft's MRB
document by changing the intervals required between overhauls,
inspections and checks of aircraft equipment. Guidance on
reliability program elements is listed in Advisory Circular (AC)
120-17, Maintenance Program Management Through Reliability Methods,
as amended, the Airline/Manufacturer Maintenance Program Planning
Document, MSG-2/3, and/or Maintenance Tasks.
[0010] A reliability program can further help airlines determine
whether individual warrantied parts have met the manufacturer's
predicted life limits. Often, manufacturers of aircraft parts,
especially engine parts, guarantee that the part will not fail
before a specified number of hours. Thus, a reliability program can
enable airlines to get warranty money back from warranty
administration on that part if the part does not meet the
manufacturer's predicted life limits. There is no computer-based
program for monitoring the reliability program of an entire fleet
of aircraft as it relates to the requirements of the MRB document,
which uses data dynamically collected during the process of
maintenance.
[0011] Another aspect of an aircraft maintenance program for an
airline is the proper training of its personnel. The FAA has very
strict standards regarding the training required of aircraft
mechanics. Before permitting a mechanic to perform a task, the FAA
requires that the mechanic have been previously supervised doing
the task or specifically trained for the task. The FAA additionally
requires much of the training to be performed on a recurrent basis.
Therefore, airlines must monitor and log all training received by
its maintenance employees.
[0012] Airlines must also maintain a significant number of
publications, such as the MRB document, training manuals,
maintenance manuals, illustrated parts catalogs, structural repair
manuals, aircraft wiring diagrams and a general engineering and
maintenance manual. Presently, these documents are mostly
maintained in paper format.
[0013] No system presently exists to integrate all of the
above-listed facets of a successful aircraft maintenance program.
Additionally, no system presently exists to dynamically manage an
aircraft's MRB document, to dynamically monitor for the dates when
tasks are due on an aircraft, to log the completion of tasks and
corrective actions taken on an aircraft, to dynamically prepare a
maintenance plan, to dynamically collect reliability data or to
dynamically collect personnel training records. Accordingly, there
is a need for a system and method for dynamically managing, in
real-time, aircraft maintenance requirements.
BRIEF SUMMARY OF THE INVENTION
[0014] The present invention is a system for enabling an operator
to dynamically manage maintenance of an aircraft. The system
includes a program manager system, a tracking manager system and a
production manager system. The program manager system is for
extracting maintenance tasks from aircraft maintenance
publications, and for guiding the formation of maintenance tasks
groups. The tracking manager system is for monitoring accumulated
usage data of the aircraft, and for identifying maintenance due
tasks and maintenance due task groups from the respective
maintenance tasks and maintenance task groups for which a
difference between the control point and the accumulated usage data
is less than a user-defined critical value. The production manager
system is for generating and implementing a dynamic maintenance
flow chart which details scheduling data for each individual task
of the maintenance due tasks and maintenance due task groups.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] FIG. 1 is a simplified block diagram of a system in accord
with the present invention for dynamically managing, in real-time,
aircraft maintenance requirements.
[0016] FIG. 2 is a flow diagram of an MRB program manager component
of the system of FIG. 1.
[0017] FIGS. 3-4 illustrate example graphical user interfaces (GUI)
used in conjunction with the MRB program manager component of the
system of FIG. 1.
[0018] FIG. 5 is a flow diagram of a tracking manager component of
the system of FIG. 1.
[0019] FIGS. 6-7 illustrate example graphical user interfaces
(GUIs) used in conjunction with the tracking manager component of
the system of FIG. 1.
[0020] FIG. 8 is a flow diagram illustrating a preferred method of
using a DAMP manager component of the system of FIG. 1 to complete
a maintenance check of an aircraft.
[0021] FIGS. 9-17 illustrate example graphical user interfaces
(GUIs) used in conjunction with the DAMP manager component of the
system of FIG. 1.
[0022] FIG. 18 is a flow diagram of an automatic task assignment
component of the DAMP manager component of the system of FIG.
1.
DETAILED DESCRIPTION
[0023] FIG. 1 is a simplified block diagram of system 10 in accord
with the present invention for dynamically managing, in real-time,
aircraft maintenance requirements. System 10 interfaces with a
plurality of aircraft, such as aircraft 12, corresponding aircraft
maintenance requirements, such as aircraft maintenance requirements
14, personnel training records 16, FAA training requirements 18,
and user preferences 20. System 10 is a multiple component system
which includes Maintenance Review Board (MRB) program manager 22,
aircraft tracking manager 24, Dynamic Aircraft Maintenance
Production (DAMP) manager 26, reliability manager 28, electronic
publications manager 30 and personnel training manager 32.
[0024] From aircraft maintenance requirements 14, MRB program
manager 22 extracts maintenance tasks required for aircraft 12 and,
for each task, time control points (or limits by which the task
must be performed). MRB program manager uses this information to
allow an airline operator to organize these tasks into logical
groups which can be simultaneously performed. MRB program manager
22 provides the maintenance plan, along with the corresponding time
control points, to aircraft tracking manager 24.
[0025] Tracking manager 24 monitors accumulated time data, such as
flight hours and cycles), and compares this data to the data
received from MRB program manager, to report on which tasks are
approaching their time control point. Tracking manager 24 may also
be used by an airline operator to schedule tasks during maintenance
visits managed by DAMP manager 26.
[0026] When aircraft 12 enters a heavy maintenance period, DAMP
manager 26 allows airline operators to create a dynamic maintenance
program for assigning and monitoring the completion of tasks on
aircraft 12.
[0027] Upon completion of a heavy maintenance period, reliability
manager 28 records data relating to reliability of individual
aircraft parts. The airline's reliability board may later use
reliability manager 28 to query the reliability data and generate
reports useful for recommending changes to the MRB program.
[0028] Electronic publications manager 30 is a tool which gathers
the multitude of publications needed in the aircraft maintenance
industry, and provides them in an on-line environment.
[0029] Personnel training manager 32 provides tools for an airline
operator to assign instructors, students, classrooms and audio
visual equipment to specific training courses. Personnel training
manager 32 further provides access from DAMP manager 26 to
personnel training records 16 to enable an airline to know exactly
when and what training its employees need.
[0030] Although it is preferable that an airline maintenance
program utilize each of the components included in system 10 of
FIG. 1, those skilled in the art will recognize that each of the
individual components may be used independently, collectively, or
in combinations of the components. Thus, an airline may incorporate
only MRB program manager 22 and DAMP manager 26 with its own
existing legacy system for monitoring when tasks are due on an
aircraft.
System Inputs
[0031] Aircraft maintenance requirements 14, which originate from
the aircraft manufacturer, list the tasks that must be accomplished
on aircraft 12 and the timescale for how often the tasks must be
accomplished in order to keep aircraft 12 in airworthy condition.
The Maintenance Review Board (MRB) collects this information. These
requirements can be revised throughout the life of aircraft 12 by
any of the aircraft manufacturer, the Federal Aviation
Administration (FAA), the Maintenance Review Board (MRB) or the
airline operator (with FAA approval). Aircraft maintenance
requirements 14 may include information regarding routine tasks,
customer-specific tasks, FAA Airworthiness Directives,
Manufacturer's Service Bulletins and Letters, and other trackable
tasks required for airline maintenance.
[0032] Personnel training records 16 include data regarding the
types of training each maintenance employee has received, and when
that training was administered. FAA training requirements 18
document the training required of a maintenance employee before
that employee can perform specified maintenance tasks.
MRB Program Manager
[0033] MRB program manager 22 takes aircraft maintenance
requirements 14 and creates a maintenance program for aircraft 12.
MRB program manager 22 allows an airline operator to organize all
of the maintenance tasks into logical groups based on frequency,
type, and an airline's operational/scheduling preferences 20. As a
result, MRB program manager 22 provides a customized maintenance
schedule that allows the airline to not only keep track of each
maintenance task individually, but also carry out the maintenance
tasks much more efficiently.
[0034] FIG. 2 is a flow diagram 40 of MRB program manager 22 of
system 10 of FIG. 1. During its initial setup, which is step 42,
MRB program manager 22 extracts from aircraft maintenance
requirements 14, all of the tasks that must be performed on an
aircraft of type aircraft 12, as well as the time control points
(or limits by which the task must be performed) for each task.
[0035] At step 44, an airline operator will select whether logic
formula MSG-2 (Maintenance Steering Group) or logic formula MSG-3
MRB will be used to organize tasks. With logic formula MSG-2, parts
are changed at standard times regardless of whether the part
actually needs to be changed. Thus, under MSG-2 logic, a part is
always replaced at or before its normal life expectancy.
Conversely, under logic formula MSG-3, parts are not replaced until
broken. MSG-3 logic allows the MRB document to be revised based
upon reliability data for the part during its life cycle. Thus, the
types of tasks assigned under MSG-2 logic varies from the types of
tasks assigned in MSG-3 logic; that is, more inspection tasks will
be performed under MSG-3 logic than under MSG-2 logic, while more
part replacement tasks will be performed under MSG-2 logic than
under MSG-3 logic.
[0036] At step 46, the extracted tasks are organized into letter
checks, flight cycle checks (those tasks scheduled by flight
cycles), separately tracked tasks and special tasks.
[0037] Depending on individual requirements, at step 48, airline
management may modify, at any time, the initial grouping of tasks,
as long as none of the time control points, or limits by which a
task must be performed, is exceeded by the modified plan.
[0038] MRB program manager 22 preferably provides both the master
maintenance program and the airline-modified maintenance program,
along with the corresponding time control points, to aircraft
tracking manager 24.
[0039] FIG. 3 illustrates example graphical user interface (GUI) 50
used in conjunction with MRB program manager 22 of system 10. In
the example of FIG. 3, the tasks of a test aircraft are organized
into a plurality of checks including A checks 52. Other types of
checks not illustrated in FIG. 3 are C checks, eight-year checks,
flight cycle checks, and special checks. In GUI 50, column 54 lists
the name of each check. Column 56 details the number of tasks
included within each of the plurality of checks. Column 58 details
the forecasted hours required to complete each task. Column 60
lists the form number of each task. Columns 62 list the time
control points (or interval periods at which each of the plurality
of checks is to be performed). The time control point may be listed
as a specific number of flight hours, flight cycles or months. For
each of the plurality of checks, buttons are provided to allow an
airline operator to revise the checks ("Revise" button in column
64), view the tasks within the check ("View" button in column 66),
or generate a checklist of the tasks within the check ("Checklist"
button in column 68).
[0040] FIG. 4 illustrates example graphical user interface (GUI) 80
used in conjunction with MRB program manager 22 of system 10. GUI
80 illustrates a partial listing of tasks 82 to be performed in
conjunction with a selected one of A checks 52 of FIG. 3. Tasks 82
within selected A check 52 are organized by region of the aircraft,
such as "upper fuselage above cabin floor" and "tailcone &
empennage group". For each task 82 listed in GUI 80, column 84
provides a task number, column 86 provides a task description,
column 88 provides the task's official MRB interval (or time
control point), column 90 provides an approximation of the amount
of time required to perform the task, column 92 provides the task
type, and column 94 provides the zone in which the work is to be
performed. Details of each task 82 can be revised by selecting the
corresponding "Revise" button provided in column 96.
[0041] In a preferred embodiment, MRB program manager 22 will
include data converters to convert information stored in an
airline's legacy system into a format usable by MRB program manager
22.
Aircraft Tracking Manager
[0042] Aircraft tracking manager 24 functions as an aircraft
scheduling tool by keeping track of all maintenance activities
accomplished on aircraft 12. Tracking manager 24 receives a
maintenance program as an input from MRB program manager 22, tracks
the amount of accumulated time for each maintenance task, and
outputs tracking information in the form of a status report. If
tracking manager 24 is used independently, the maintenance program
is input from aircraft maintenance requirements 14.
[0043] FIG. 5 is a flow diagram 100 of tracking manager 24 of
system 10. At step 102, tracking manager 24 receives the
maintenance program. Preferably, MRB program manager 22 provides
the master maintenance program, the airline-modified maintenance
program, and corresponding time control points to aircraft tracking
manager 24.
[0044] At step 104, non-routine tasks are added to the maintenance
program, thereby allow both routine and non-routine tasks to be
tracked. When a non-routine task is generated, it is linked to a
particular routine task (the performance ofwhich resulted in the
non-routine task). Reliability manager 28 may then use that
relationship to determine whether a maintenance interval for a part
can be escalated, or if it needs to be de-escalated.
[0045] At step 106, tracking manager 24 keeps track of information
such as how many flight cycles, flight hours and time aircraft 12
has accumulated. When integrated with MRB program manager 22,
tracking manager 24 ensures that aircraft 12 is not flown through
one of its maintenance limits. Tracking data may be automatically
entered into tracking manager 24 by an automated system installed
aboard aircraft 12 or manually by airline ground crews.
Manually-entered data may be entered at the end of a day by
maintenance crews performing the aircraft's daily line check.
Tracking data may also be provided by dispatch employees who also
monitor this information.
[0046] At step 108, tracking manager 24 receives and logs all
maintenance activities accomplished on aircraft 12, thereby serving
as a maintenance logbook for aircraft 12. In this capacity,
tracking manager 24 stores such information about each discrete
task accomplished on aircraft 12 as what was done, what was
replaced, who did the work and when was the work done. To meet FAA
requirements, the electronic logbook may be printed and stored in
paper format. When, if ever, the FAA approves the electronic
storage of aircraft maintenance logbooks, airlines will no longer
need to store paper copies of its maintenance records.
[0047] At step 110, tracking manager 24 compares, for each task,
the accumulated time data to the task due data to determine which
tasks will soon require maintenance, and at step 112, tracking
manager 24 reports these results. By tracking each task as both an
individual task and as a part of a task group (or check), the
airline may move tasks into different groups without the danger of
exceeding the task limitations.
[0048] Various status reports can be generated by users oftracking
manager 24 by making inquires as to what tasks need to be completed
within selected parameters. FIG. 6 illustrates example graphical
user interface (GUI) 120 used in conjunction with tracking manager
24. The example of FIG. 6 is a partial status report for test
aircraft 12. The status report lists a plurality of tasks 122, and
includes information on each task, such as, the MRB document source
numbers listed in column 124 and a task description listed in
column 126. Column 128 details the flight hour, flight cycle and
date at which task 122 was last completed. Column 130 lists the
flight hour, flight cycle or date by which task 122 must be
performed. Finally, column 132 provides a "Revise" button allowing
an airline operator to revise the specifications of a particular
task.
[0049] FIG. 7 illustrates example graphical user interface (GUI)
140 used in conjunction with tracking manager 24. GUI 140 is an
example "Tasks Due" screen 140 of system 10. Screen 140 shows, in
real-time, a list of tasks due within a user-specified range of
dates, hours, or cycles. The user can enter a number of hours 142,
a number of cycles 144, or a date 146, and click on button 148
("Retrieve Records") to retrieve a list of tasks due within the
entered range. The resulting screen lists the task descriptions
150, the date last completed 152 (as well as the flight hours and
flight cycles accrued by that completion date), the time limits 154
(or time control point), and the time remaining 156 for each task.
The time remaining column will preferably provide a graphical cue
to the user as to which tasks are overdue, which are nearing their
due date, and which are not yet due. Such a graphical cue could be
color-coding the remaining time information. In the example of FIG.
7, cells could be colored red to signify overdue tasks (not shown),
cells 158 could be colored yellow to signify task which will be due
within the user-specified range, and cells 159 could be colored
white to signify tasks which are not yet due and outside the
user-specified range. As the tasks are completed, the historical
record for each task is updated in real-time to the current status.
Screen 140 assists the user in developing the best plan and work
order for an aircraft to insure that tasks are completed in a
timely manner.
[0050] Tracking manager 24 may also be used by an airline operator
to schedule tasks during maintenance visits managed by DAMP manager
26.
Dynamic Aircraft Maintenance Production (DAMP) Manager
[0051] DAMP manager 26 creates a dynamic maintenance program for
assigning and monitoring the completion of tasks on aircraft 12 in
a heavy maintenance environment. DAMP manager 26 is designed for
multiple users of a production coordination system. Briefly, DAMP
manager 26 is a system which allows maintenance employees to
quickly, and easily, know what routine and non-routine tasks they
are scheduled to complete; provides mechanic crew leads the ability
to dynamically assign tasks to mechanics and to query which tasks
are currently assigned and to whom they are assigned; and provides
maintenance employees and supervisors the ability to compare actual
time expended to complete a maintenance check to forecasted time
for the maintenance check.
[0052] In the heavy maintenance environment, each individual
maintenance team member, from mechanic to top-tier management, has
a specific job to complete. An ideal maintenance plan for an
aircraft would take into account the knowledge and experience of
all employees working to maintain the aircraft. DAMP manager 26, in
a sense, allows each employee to contribute to the overall
maintenance production plan. In the DAMP system, each employee is
given the tools they need to do their job. Each employee has access
to computer screens containing information relevant to the
completion of their own job. In using the system, each employee
enters information into the system in response to the computer
screens presented to the employee. That information is processed by
DAMP manager 26, with the end result being that the mechanics
always know exactly what tasks on which to work. Additionally, DAMP
manager 26 creates a history of events to enable production
coordinators to identify what works and what does not work in the
maintenance plan.
[0053] FIG. 8 is a flow diagram 160 illustrating a preferred method
of using DAMP manager 26 to complete a heavy maintenance check of
aircraft 10. Initially, at step 162, DAMP manager 26 extracts data
from MRB program manager 22 and tracking manager 24 to identify the
routine tasks that need to be performed on aircraft 10. If DAMP
manager 26 were operated in a stand-alone environment, this data
would be retrieved directly from aircraft maintenance requirements
14, which would be abstracted by the airline operator.
[0054] At step 164, DAMP manager 26 preferably sorts the tasks into
aircraft zones in which those tasks pertain, such as nose, tail or
west wing.
[0055] At step 166, DAMP manager 26 generates a proposed flow for
the aircraft. This flow may further be broken down by zone. In
creating a proposed flow, DAMP manager 26 considers whether the
completion of certain tasks is essential for the completion
others.
[0056] At step 168, the production planner (the personnel member in
charge of monitoring production flow) can modify the flow proposed
by DAMP manager 26 based upon the availability of parts and
employees, as well as the existence of non-routine tasks.
Typically, the production planner knows the status of the shop and
its available parts. For instance, if the planner knows that tires
will not be available during the first week of maintenance, the
planner can modify the flow to ensure that tasks relating to tire
replacement do not occur during the first week. The planner may
also add any known non-routine tasks to the flow.
[0057] Tasks are assigned to mechanics at step 170 in either a
semiautomatic or automatic mode. If the semiautomatic mode is
selected, tasks will be automatically be pulled from the flow
diagram for a crew lead to assign to his crew. In this mode, the
crew lead starts each shift by entering into DAMP manager 26 which
employees are available. In response, DAMP manager 26 will generate
a flow diagram for a user-selected number of shifts which includes
tasks with forecasted completion times roughly matching the
available manpower. The crew lead can then distribute those
generated tasks to the mechanics in his crew. In the automatic
mode, tasks are automatically assigned at the start of each shift
by DAMP manager 26. This automatic mode is discussed later in this
specification.
[0058] At step 172, mechanics sign into DAMP manager 26 to retrieve
their task cards. When the mechanic signs in and accepts a first
task, the clock starts running on the first task, and when the
employee signs onto a second task, the clock stops running on the
first task. DAMP manager 26 uses this information to monitor the
amount of time spent completing each task. Later, the actual times
can be compared to the forecasted times to determine if the
maintenance program is on schedule. This information can also be
accumulated over a number of checks, and used by crew leads to
determine which employees are most efficient at each task.
[0059] When signing out of the DAMP manager 26 at the end of a
shift, at step 174, the mechanics and/or crew lead estimate the
amount of time remaining on any incomplete tasks.
[0060] Also when signing out of DAMP manager 26, at step 176,
mechanics enter any passdown notes or corrective actions taken
during the performance of a task. Often. tasks left incomplete at
the end of a shift are picked up by a mechanic on the next shift.
Passdown notes enable those mechanics who continue working on the
task to know what was completed by the previous mechanic. These
notes do not remain part of the maintenance records, and are
discarded once the task has been completed. Corrective action notes
indicate what corrective actions were taken by a mechanic, and
become part of the official maintenance logbook for the
aircraft.
[0061] At step 178, inspectors review the work performed by
mechanics. If the work is acceptable, the task card is signed off
by the inspector. If the work is unacceptable, the task remains in
the production schedule to be reassigned. DAMP manager 26 also
monitors the work of the inspectors. Thus, as with the tasks
performed by mechanics, DAMP manager 26 monitors the amount of time
the inspectors take to complete each inspection.
[0062] Often, while performing a routine task, the mechanics and
inspectors will identify additional tasks that need to be
accomplished to maintain the aircraft in an airworthy condition. At
step 180, these non-routine tasks are entered into DAMP manager
26.
[0063] DAMP manager 26 constantly updates the overall completion
time and tracks critical path jobs which will prevent subsequent
jobs from being done. Thus, steps 164-180 are repeated until the
maintenance check on the aircraft is complete.
[0064] An example implementation of DAMP manager 26 is illustrated
in FIGS. 9-17. FIG. 9 illustrates example graphical user interface
(GUI) 190 used in conjunction with DAMP manager 26. GUI 190 is an
example status screen of system 10. Screen 190 shows in real-time
the current maintenance status of aircraft 12. Section 192 of GU
190 displays the tail number of aircraft 12 (US248 in this example)
and user name (Melling). Section 192 also includes pull-down menus
194. Each pull-down menu 194 provides additional levels of access
in DAMP manager 26. Thus, a crew member would be provided with only
one pull-down menu, while senior management would be provided with
several pull-down menus. In this example, user Melling is provided
with five pull-down menus. In addition, section 192 includes button
196 ("Log Off") which allows the user to log off of DAMP manager
26.
[0065] Section 198 of GUI 190 is a line chart indicative of overall
maintenance program progress with hours plotted vertically and days
progressing horizontally. Time scale 200, which runs horizontally
across section 198, chronologically displays the number of days in
the check. Solid horizontal line 202, which is located immediately
below time scale 200, represents the currently estimated number of
hours required to complete the aircraft maintenance check. Estimate
204, which is displayed beneath solid horizontal line 202, provides
a numeric representation of the total number of hours currently
estimated to complete the check. Solid horizontal line 206
represents the projected number of hours required to complete the
aircraft maintenance check, while forecast 208, which is displayed
beneath solid horizontal line 204, provides a numeric
representation of the total number of hours projected to complete
the check. First broken line 210 represents the planned available
labor for the check (as it accrues each day), while second broken
line 212 represents the actual labor expended each day on the
check. Lines 210 and 212 can be color coded to allow easy
differentiation by the airline operator.
[0066] The planned day of completion is represented by the
intersection of first broken line 210 with solid horizontal line
202. Similarly, the actual day of completion is represented by the
intersection of second broken line 212 with solid horizontal line
202. Vertical lines 214 represent milestones in the check. Count
216 indicates the current day of the check, as well as the total
number of days planned to complete the check.
[0067] Section 218 of GUI 190 (entitled, "Check Status")
illustrates, in real-time, the number of work cards ("Count"), the
estimated number of hours required ("Estimated Hours"), the actual
number of hours applied ("Actual Hours"), and the percentage
complete ("% Complete") for various collections of tasks. In the
example of GUI 190, tasks are organized by open tasks ("Open"),
close tasks ("Close"), and non-estimated tasks ("Non-Estimated"),
as well as totals for all tasks ("Total").
[0068] Section 220 of GUI 190 is a bar graph indicative of the
real-time progress in individual cells (or zones) of aircraft 12.
For each cell, the bars graphically illustrates the forecast of
when the maintenance check of aircraft 12 will be complete. For
example, in cell 1 (the wings zone), bar 222 indicates the number
of labor hours that have been applied against that cell, the total
bar (formed of bar 222 and bar 224) indicates the total number of
hours that have been estimated in that cell, and the number
following the total bar indicates the percentage complete of that
zone (27% in this example). Similar section 226 (not fully shown)
displays a bar graph indicative of the real-time progress by skill
type and the total number of mechanics available by skill.
[0069] FIG. 10 illustrates example graphical user interface (GUI)
230 used in conjunction with DAMP manager 26 of system 10. GUI 230
includes a dynamic GANTT chart 232 (hereinafter referred to as flow
chart 232) indicating the proposed maintenance check flow. Flow
chart 232 is designed to pull together all available resources to
graphically deliver a dynamic indication of how the check is to
proceed if the maintenance plan relating to such variables as task
priorities, crew assignments, mechanic availability, task
dependancies and task delay is followed. Flow chart 232 is
constantly updated to always reflect the most current data.
[0070] As in FIG. 9, section 234 of GUI 230 displays the tail
number of aircraft 12 (US248) and user name (Melling). Section 234
also includes pull-down menus 236. In addition, section 234
includes button 238 ("Log Off") which allows the user to log off of
DAMP manager 26.
[0071] Flow chart 232 shows, in real-time, a list of all tasks that
are required to be completed during the maintenance check of
aircraft 12. Time scale 240 chronologically displays the number of
days in the check. In flow chart 232, a width of task bar 242
indicates the time duration of a specific task, while the location
of task bar 242 indicates its placement in the overall schedule. As
flow chart 232 is dynamically updated, completed tasks will be
represented by their actual duration and placement, while
incomplete tasks will be represented by their planned duration and
placement.
[0072] Vertical lines 244 in flow chart 232 represent milestones in
the production plan. These milestones are determined by airline
management to represent their goals. Vertical lines 244 provide a
graphical representation of where the production is in relationship
to the milestones. These milestones can also be included in section
198 of GUI 190.
[0073] Flow chart 232 can be color-coded to provided a visual cue
as to which tasks will fall behind schedule if the current
maintenance plan is followed. For instance, completed tasks, tasks
presently being worked on, tasks having a scheduled start time that
has already elapsed, and future tasks could each be displayed in
different colors to allow the airline operator to reallocate
resources to get back on track. Flow chart 232 also allows the
airline operator to reorder tasks, assign crews, assign
dependencies to tasks, and make other decisions in order to avoid
missing the check completion date.
[0074] FIG. 11a illustrates example graphical user interface (GUI)
250 used in conjunction with DAMP manager 26. GUI 250 is an example
crew assignment screen listing tasks assigned to a specific crew
working on aircraft 12. Again, section 252 displays information
about aircraft 12 and the user, as well as pull-down menus and a
log off button. In this example, user "Roche" has access to only
two pull-down menus (compared with five in FIG. 9), indicating that
user "Roche" has less access to DAMP manager 26 than user "Melling"
of FIG. 9.
[0075] In GUI 250, tasks are organized according to status. For
instance, tasks could be ordered such that top-most tasks have the
highest priority, followed sequentially by tasks on hold and
non-scheduled tasks. To convey a visual cue as to the urgency of
each task, title bar 254 can be colored to indicate the status of
the task. Such a visual cue allows the crew lead to better decide
how tasks should be assigned.
[0076] Title bar 254 details the task identification number, the
task description, and other information pertinent to the task. For
each task, required skill level 256 ("Mechanic 1" for the
first-listed task) is displayed.
[0077] To assign a crew member to a task, the user simply checks
box 258 under the name of the crew member to whom the task is
assigned. Once the task is assigned, the crew member may sign onto
the task, at which time the clock starts running on that crew
member to collect the total amount of time spent on that task. If a
crew member has not logged into DAMP manager 26, a visual cue 260,
such as a red square drawn around his corresponding check box 258,
may be displayed to instantly alert the user of which employees are
absent, whereas a green box could be used to indicate that a crew
member is awaiting task assignment. A similar visual cue could be
provided if the crew member is in training. This visual signal is
helpful because tasks cannot be assigned to crew member who are
absent or in training.
[0078] In GUI 250, the user can select button 262 ("Work Card") to
access a particular task's printable work card for distribution to
the crew members. Alternatively, crew members can print their own
work cards when checking into DAMP manager 26 to see what tasks
have been assigned to them (preferably presented in sequential
order of how they should be completed). Not shown in FIG. 11a, GUI
250 can also provide a revise button to allow the user to access a
task revision screen for a particular task.
[0079] FIG. 11b illustrates example graphical user interface (GUI)
270 used in conjunction with DAMP manager 26 of system 10. GUI 270
is an example crew member assignment screen listing tasks currently
assigned to a specific crew member working on aircraft 12. Again,
section 272 displays information about aircraft 12 and the user, as
well as pull-down menus and a log off button. In this example, user
"Albin" (crew member from FIG. 11a) has access to two pull-down
menus.
[0080] In GUI 270, tasks are organized according to log in status.
For instance, tasks could be color-coded such that tasks that the
crew member is currently logged in to work on are colored in gray,
followed by tasks that the crew member is not currently logged in
to work on which are colored in white.
[0081] Title line 274 details the task identification number, the
task description, and other information pertinent to the task. For
each task, the names of the crew members assigned to the task 276
are displayed. The crew member can select button 278 ("Work Card")
to access a particular task's printable work card.
[0082] FIG. 12 illustrates example graphical user interface (GUI)
280 used in conjunction with DAMP manager 26 of system 10. GUI 280
is an example work card screen which shows, in real-time, the
current status of a selected task. GUI 280 can be accessed in
several ways, one of which is the selection of work card button 262
of GUI 250.
[0083] GUI 280 presents the following information about the
selected task: aircraft tail number 282, task number 284, bar code
286 corresponding to task number 284, work order number 288, zone
number 290, sequence number 292, estimated hours 294, actual hours
accrued 296, suggested number of crew members 298, skill required
300, crew numbers 302 of crews assigned to task, current date 304,
station number 306, and discrepancy on task description 308.
[0084] GUI 280 also provides box 310 to enable the assigned
mechanic to record evaluation notes, box 312 to enable assigned
mechanic to record repair reference, box 314 to enable the assigned
mechanic to record work-in-progress notes, and box 316 to enable
the assigned mechanic to record notes regarding repair, corrective
action, turnover, or rejection. Not shown in FIG. 12, GUI 280 also
provides a box to enable the assigned mechanic to sign off on the
task, a box to indicate that the task is ready for inspection, and
a box to enable the assigned inspector to completely sign off on
the task.
[0085] To generate a task card, which lists instructions for how a
task is to be completed, the user selects a task card button (which
is not shown in FIG. 12).
[0086] FIG. 13 illustrates example graphical user interface (GUI)
320 used in conjunction with DAMP manager 26 of system 10. GUI 320
is an example task card screen which provides instructions for how
a selected task is to be performed. GUI 320 can be accessed in
several ways, one of which is the selection of a task card button
(which is not shown) of GUI 280.
[0087] GUI 320 presents the following information about a selected
task: task card number 322, work order number 324, aircraft tail
number 326, aircraft serial number 328, accrued flight hours 330,
accrued cycles 332, and date 334. GUI 320 also presents a series of
steps 336 which provide instructions on how the task is to be
performed. In the example illustrated, there are two steps (A and
B), with step B having two sub-steps (1 and 2). Columns 338 and 339
indicate what skill types should perform each step. GUI 320 is
configured according to the standards of the airline operator for
which DAMP manager 26 is designed.
[0088] FIG. 14 illustrates example graphical user interface (GUI)
340 used in conjunction with DAMP manager 26 of system 10. GUI 340
is an example task revision screen used to revise information about
a specific task. GUI 340 can be accessed in several ways, one of
which is the selection of a revise button on GUI 250 (not shown in
FIG. 11a).
[0089] GUI 340 includes the following real-time information, all of
which can be edited in GUI 340: task description 342, number of
crew members required 344, estimated time 346, actual time accrued
348, target day for accomplishment 350, delay amount 352, estimated
start day 354, assigned crew number 356, milestone the task must
precede 358, milestone the task must follow 360, task dependency
362, task card number364, sequence number 366, and zone number
368.
[0090] GUI 340 may be accessed for several reasons. Management may
want to revise the number of resources (i.e., number of crew
members required 344 and estimated time 346) assigned to a task, or
some complication which delays completion of the task. If a task
need be delayed, the user can select the number of days the task
should be delayed, along a reason for the delay. A user selects
button 370 ("Revise") to indicate that the task revision form has
been completed, and to enter the new information into the system
10. Button 372 ("Work Card") allows the user to access the work
card screen for the task. Button 374 ("Exit") allows the user to
exit GUI 340.
[0091] Section 376 of GUI 340 visually indicates (preferably by a
colorcoded dot 378 or an arrow) the location on aircraft 12 where
the selected task is targeted. Photograph 384 of the task location
is also provided. GUI 340 also indicates, in real-time, where this
task falls in the overall production plan. Combined, bar graph 380
and indicator mark 382 represent the current priority of the
selected task in relation to all the other maintenance tasks within
the check. The priority of the task can be increased by sliding
indicator mark 382 toward the top of bar graph 380. Conversely, the
priority of the task can be decreased by sliding indicator mark 382
toward the bottom of bar graph 380. A similar bar graph and
indicator mark can also be provided to indicate where in the
current overall status of the maintenance check the task lies.
[0092] FIG. 15 illustrates example graphical user interface (GUI)
390 used in conjunction with DAMP manager 26 of system I 0. GUI 390
is an example work locations screen of system 10. GUI 390 presents
a graphical image of aircraft 12 (from three different
perspectives) and dots to identify where on aircraft 12 maintenance
needs to be performed. As a user moves the cursor over selected dot
392, a roll-over description of the maintenance task can be
provided. The user can click on dot 392 to access the work card
screen for that particular maintenance task.
[0093] FIG. 16 illustrates example graphical user interface (GUI)
400 used in conjunction with DAMP manager 26 of system 10. GUI 400
is an example work card screen for a non-routine task. GUI 400 is
essentially identical to GUI 280 (work card screen for a routine
task), except that GUI 400 includes photograph 402 of reported
discrepancy 404.
[0094] FIG. 17 illustrates example graphical user interface (GUI)
410 used in conjunction with DAMP manager 26 of system 10. GUI 410
is an example "Task Re-Evaluation" shift end screen. Section 412
displays information about aircraft 12 and the user, as well as
pull-down menus and a log off button.
[0095] Section 414 of GUI 410 lists all tasks having more hours
applied to them than last estimated. Column 416 lists the task
number and description of each task, column418 lists the estimated
number of hours to complete that task, column 420 lists the actual
hours accrued (so far) to that task, column 422 provides a box in
which the crew lead can supply a new estimate of the time remaining
on that task, and column 424 provides the crew numbers of crews
assigned to that task.
[0096] Section 426 of GUI 410 provides a tool to log crew members
out of DAMP manager 26. To log a specific crew member off, the user
need only check box 428 located beneath the crew member's name, and
then select button 430 ("Sign Out").
Reliability Manager
[0097] Upon completion of a heavy maintenance period, reliability
manager 28 records data relating to reliability of individual
aircraft parts. The airline's reliability board may later use
reliability manager 28 to query the reliability data and generate
reports useful for recommending changes to the MRB program.
[0098] Reliability manager collects information about non-routine
tasks. Tracking manager 24 links each non-routine task to its
generating routine task to allow reliability manager 28 to
determine whether a maintenance interval for a part can be
accelerated, or if it needs to be decelerated.
[0099] Reliability manager 28 also collects all the information
regarding rotable parts (those parts which can be repaired)
including when theywere installed, when they were removed, what
were the non-routine tasks performed in their life cycle, when they
came in for line maintenance checks and their parent-child
relationship with other rotable parts. Reliability manager 28
allows airlines to evaluate whether or not a rotable part is
actually meeting the manufacturer's predicted life limits. In
addition, reliability manager 28 analyzes the maintenance program
produced by MRB program manager 22 and the maintenance logbook
produced by tracking manager 24 to analyze the reliability of each
rotable part. If a rotable part never has a deficiency within the
suggested inspection interval, the airline may modify its
maintenance program based upon the reliability data produced by
reliability manager 28.
[0100] The primary purpose of an MRB document is to assist the
regulatory authorities in determining the initial scheduled
maintenance requirements for new or derivative types of
transport-category aircraft. The MRB document is used as the basis
from which an airline develops its own continuous airworthiness
maintenance program. Any change to the maintenance program requires
an analysis phase and an appropriate sampling of aircraft
reliability data. The resulting information serves as justification
for any modifications to the airline's maintenance program.
[0101] A reliability program establishes the time limitations or
standards for determining intervals between overhauls, inspections
and checks of aircraft equipment. Guidance on reliability program
elements is listed in Advisory Circular (AC) 120-17, Maintenance
Program Management Through Reliability Methods, as amended, the
Airline/Manufacturer Maintenance Program Planning Document,
MSG-2/3, and/or Maintenance Tasks. A reliability program typically
collects reliability data from sources including unscheduled
removals of parts, confirmed failures of parts, pilot reports,
sampling inspections, shop findings, functional checks, bench
checks, service difficulty reports, mechanical interruption
summaries and other sources the airline considers appropriate.
Electronic Publications Manager
[0102] Electronic publications manager 30 is a tool which gathers
the multitude of publications needed in the aircraft maintenance
industry, and provides them in an on-line environment.
[0103] The airline maintenance industry is a highly regulated
industry which produces a substantial number of disparate
publications essential for operation of an airline maintenance
facility. Electronic publications manager 30 is a tool that gathers
this multitude of publications into an electronic form, thus making
the publications more easily accessible to aircraft maintenance
personnel.
[0104] Electronic publications manager 30 works cooperativelywith
MRB program manager 22, tracking manager 24 and DAMP manager 26 to
provide access to needed documents as needed by maintenance
personnel.
[0105] Electronic publications manager 30 stores such publications
as training manuals, maintenance manuals, illustrated parts
catalogs, structural repair manuals, aircraft wiring diagram
manuals, FAA directives and an airline's specific general
engineering and maintenance manual.
[0106] Electronic publications manager 30 can work with the other
components of system 10 to instantly link each task in the
maintenance program to work cards, which explain an airline's
preferred method of performing that task, or may include
photographs or wiring diagrams helpful to performing the task.
Personnel Training Manager
[0107] Personnel training manager 32 provides tools for an airline
operator to assign instructors, students, classrooms and audio
visual equipment to specific training courses. Personnel training
manager 32 further provides access from DAMP manager 26 to
personnel training records 16 to enable an airline to know exactly
when and what training its employees need.
[0108] Personnel training manager 32 provides tools for an airline
to assign instructors, students, classrooms and audio visual
equipment to specific courses. Personnel training manager 32
further provides access to personnel training records 16 to enable
an airline to know exactly when and what training its employees
need.
[0109] Personnel training manager 32 allows an airline to organize
personnel training records 16 in a variety of formats, including
lists of those individuals requiring recurrent training in a
specific course, those individuals who are scheduled for training
within a specified period of time, those individuals who require
recurrent training in a specific course, those individuals who
require recurrent training in all courses, those individuals who
are scheduled for training within a specified time frame, those
courses that are currently scheduled (along with corresponding
instructors and trainees) and those classrooms that are
available.
[0110] As training occurs, personnel training manager 32
supplements personnel training records 16 to incorporate
information regarding training each employee receives, thereby
keeping personnel records 16 up-to-date. Personnel training manager
32 keeps track ofboth classroom training and on-the-job
training.
[0111] In addition, personnel training manager 32 compares
personnel training records 16 with FAA training requirements 18 to
monitor which tasks each employee is qualified to perform. By
integrating personnel training manager 32 with DAMP manager 26,
crew leads can quickly ascertain which mechanics have the training
necessary to perform specific tasks, thereby ensuring that only
qualified mechanics are assigned to tasks. The FAA has very strict
standards regarding the training required of aircraft mechanics.
Before a mechanic can independently perform a task, the FAA
requires that the mechanic have either been previously supervised
performing the task or been specifically trained for that task.
[0112] Another advantage of integratingpersonnel training manager
32 with DAMP manager 26, is that employees, as well as maintenance
management, are instantly notified of the employee's training
schedule.
[0113] Additionally, as employees are scheduled off the floor for
training, DAMP manager 26 instantaneously makes adjustments to the
number of employee hours available to complete maintenance of an
aircraft. Thus, the production coordinator can immediately
ascertain the effect ofremoving those employees from the work
floor, and will be able to plan the maintenance production
accordingly. If the production schedule is negatively affected by
the training (i.e., one or more days are added to the production
schedule), the production planner may schedule some personnel to
work overtime or shift personnel in from other maintenance bays to
make up the missing production hours. A production coordinator may
also consult with training personnel to reschedule the training to
minimize harm to the production schedule (e.g., perhaps only six of
twelve employees scheduled for training will actually attend the
training). Effectively, the management team is given early options
to control its production schedule.
Automatic Assignment of Employees
[0114] As mentioned in reference to step 170 of FIG. 8, DAMP
manager 26 can integrate with personnel training manager 32 to
automatically assign employees to tasks. DAMP manager 26
prioritizes the tasks within the maintenance program, analyzes data
regarding training of employees (gained from personnel training
manager 32), and assigns the best mechanic to the job.
[0115] FIG. 18 is a flow diagram of the automatic task assignment
component of DAMP manager 26. At step 332, the auto-assign system
receives a prioritized list of tasks to be accomplished in one to
two days, and at step 334, the auto-assign system receives
personnel training data from personnel training manager 32. At step
336, the auto-assign system compares the available resources to the
need resources to timely complete the maintenance check. If there
is enough time and enough mechanics to enable the completion of all
necessary tasks within the necessary time period, the auto-assign
system will enter a training mode. In this training mode, at step
338, DAMP manager 26 will assign to specific tasks, when possible,
those mechanics who need on the job training along with a mechanic
who has the necessary training. To enable this automatic training
function, DAMP manager 26 analyzes the maintenance flow of the
aircraft, how much maintenance time is remaining, how many tasks
need to be accomplished, how many mechanics are scheduled to work
and personnel training records 16.
[0116] DAMP manager 26 continues to monitor the maintenance flow
during production. If maintenance flow falls behind schedule, the
automatic assignment of tasks will switch from a training mode to a
best skilled mode. In this mode, at step 340, each task is assigned
the best skilled employee(s) to ensure the timely completion of the
maintenance check. If the available resources become sufficient at
anytime during the check, the auto-assign system can switch back to
the training mode. Additionally, this automatic assignment of
employees can be overwritten by crew leads or production management
at any time.
Implementation
[0117] According to the present invention, a system and method are
provided for dynamically managing, in real-time, aircraft
maintenance requirements. The system and method of the present
invention brings a distributed computing framework of using
client/server and Internet technologies to the field of aircraft
maintenance, allowing end-users to react quickly to the dynamics of
everyday events. The system and method of the present invention
take advantage of a process of using the Internet browser
technology to deliver real-time distributed software products for
the aircraft maintenance industry.
Applications
[0118] The airline industry is formed of four tiers of airline
operators: the major airlines, the regional airlines, the corporate
owners of small fleets of aircraft and the individual (or private)
owners of aircraft. Each of these tiers of operators has need for
some-scaled version of system 10 of the present invention.
Certainly, an individual owner of a single aircraft will have
different needs that a multiple-hubbed major aircraft operator of a
large fleet of aircraft. Nonetheless, each of the above-described
components of system 10 has applicability to each tier of aircraft
operators.
Application to Major Airlines
[0119] Major airlines typically operate a large and varying fleet
of passenger aircraft. These operators generally fly into a large
number of cities, with maintenance potentially occurring in any of
those cities, and heavy maintenance bases in several of those
cities. The major airlines stand to lose a substantial amount of
revenue each day one of its aircraft is grounded due to
maintenance. Therefore, one of the main priorities for the major
airline is to minimize the number of days that its aircraft remain
in heavy maintenance (without sacrificing the airworthiness of the
aircraft) by efficiently managing the completion of tasks during
heavy maintenance periods. For that reason, DAMP manager 26 is
likely the most important component of a major airline's
maintenance management program. Similarly, personnel training
manager 32 aids the airline in ensuring that their maintenance
personnel are training
Application to Regional Airlines
[0120] Regional airlines will typically operate a much smaller
fleet of aircraft than the major airlines, with less variety in the
type of aircraft. Additionally, the aircraft owned by the regional
airlines tend to be smaller than those owned by the major airlines,
and tend to require fewer maintenance tasks to keep them airworthy.
Because of the smaller scale of the regional airlines, they do not
have the same manpower and resources of the major airlines to
create individualized maintenance programs. Thus, the regional
airlines tend to be more concerned with simply gathering all of the
information about their maintenance program in one place. For that
reason, MRB program manager 22 and tracking manager 24 are likely
the most important components of a regional airline's maintenance
management program. MRB program manager 22 and tracking manager 24
will provide the regional airlines with the tools needed to
organize their maintenance tasks into logical groupings, and to
monitor those tasks for when they are due.
[0121] At the regional airlines, reliability analysis also suffers
due to the limited resources available to the regional airlines. A
reliability program to monitor warranty issues and MRB document
modifications is a particularly complicated (and expensive) program
to implement. Such a program simply requires a large number of
resources (typically personnel) to gather and analyze the large
amount of data needed to (1) establish individual parts have met
manufacturer's warranty, and (2) meet the FAA regulations for
modifying one's MRB document. Thus, reliability manager 28 can be
another key component to add to their maintenance management
system.
Application to a General or Corporate Aviation Environment
[0122] Corporate and general aviation aircraft operators typically
own one to five aircraft. Often, the aircraft owned by corporate
and individual operators do not have MRB maintenance documents
associated with them, but only a maintenance manual supplied by the
aircraft manufacturer. In lieu of an MRB maintenance document, the
tasks and suggested performance intervals listed in the maintenance
manual can loaded into MRB program manager 22 to create a
well-organized maintenance program, and into tracking manager 24 to
track the tasks listed in the maintenance manual.
Summary
[0123] The system and method of the present invention is a software
system designed for the multiple users of a production coordination
system within the aircraft maintenance industry. It allows
mechanics to understand exactly what routine and non-routine items
they are to work on, it allows the crew leads to assign tasks to
crew members and query as to what tasks are currently being worked
on and by whom, and it provides the managers the opportunity to
compare actual time expended on aircraft compared to forecasted
time and to adjust crew priorities in real-time. Crew leads,
managers and executive management can quickly evaluate where the
aircraft is in relation to the forecasted time of the aircraft
check as to percentage complete and estimated time of completion
visually by the use of easy-to-understand charts.
[0124] Although the present invention has been described with
reference to preferred embodiments, workers skilled in the art will
recognize that changes may be made in form and detail without
departing from the spirit and scope of the invention.
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