U.S. patent application number 11/281220 was filed with the patent office on 2007-05-17 for centralized management of maintenance and materials for commercial aircraft fleets with fleet-wide benchmarking data.
Invention is credited to Robert L. Avery, Wendy Cronie, Erik Fromm, Cheryl Khera, Paula Kirkish, David Leonhardi, Jay Maloney, Patricia Rhodes.
Application Number | 20070112576 11/281220 |
Document ID | / |
Family ID | 38041996 |
Filed Date | 2007-05-17 |
United States Patent
Application |
20070112576 |
Kind Code |
A1 |
Avery; Robert L. ; et
al. |
May 17, 2007 |
Centralized management of maintenance and materials for commercial
aircraft fleets with fleet-wide benchmarking data
Abstract
Turnkey maintenance of a customer's aircraft fleet is managed by
a single management service provider (MSP) controlling integrated
maintenance and materials services from a central operations site.
The MSP converts data received directly from on-board aircraft
systems into information it uses to manage maintenance service
providers and parts suppliers. The MSP contracts with and manages
maintenance, repair and overhaul organizations (MROs) who perform
the maintenance on the customers' aircraft at line and base
stations. The MSP either remotely manages part inventories at the
customer's site, or manages suppliers who deliver the parts to the
MROs. Maintenance planning, scheduling and execution information is
exchanged between the MSP, MROs, part suppliers and the customers
through a shared data communication network controlled by the MSP.
The MSP charges the customer for the maintenance services based on
a flat rate per unit of aircraft flying time.
Inventors: |
Avery; Robert L.;
(Woodville, PA) ; Cronie; Wendy; (Issaquah,
WA) ; Fromm; Erik; (Bellevue, WA) ; Rhodes;
Patricia; (Lake Stevens, WA) ; Khera; Cheryl;
(Bellevue, WA) ; Kirkish; Paula; (Renton, WA)
; Leonhardi; David; (Shoreline, WA) ; Maloney;
Jay; (Federal Way, WA) |
Correspondence
Address: |
TUNG & ASSOCIATES
Suite 120
838 West Long Lake Rd
Bloomfield Hills
MI
48302
US
|
Family ID: |
38041996 |
Appl. No.: |
11/281220 |
Filed: |
November 16, 2005 |
Current U.S.
Class: |
705/7.39 ;
705/305 |
Current CPC
Class: |
G07C 5/008 20130101;
G07C 5/085 20130101; G06Q 10/20 20130101; G06F 16/955 20190101;
G06Q 10/10 20130101; G06Q 10/06393 20130101 |
Class at
Publication: |
705/001 |
International
Class: |
G06Q 99/00 20060101
G06Q099/00 |
Claims
1. A method of managing maintenance of vehicle fleets for
customers, comprising the steps of: (A) collecting data from each
vehicle in the fleet relating to the condition of the vehicle; (B)
organizing a plurality of maintenance service providers under the
control of an integrator to provide maintenance service for the
vehicles in the fleet; (C) organizing a plurality of part suppliers
under the control of the integrator to provide parts used in the
maintenance service; and, (D) using the data collected in step (A)
to establish the effectiveness of the maintenance service.
2. The method of claim 1, further comprising the step of storing
the data collected in step (A), and wherein step (D) includes using
the data to determine the reliability of each vehicle in the
fleet.
3. The method of claim 1, wherein step (D) includes using the data
to determine the reliability of the fleet.
4. The method of claim 1, wherein: the data includes information
relating to problems on the vehicle requiring maintenance or
repair, and step (D) includes using the data to establish
performance benchmarks, wherein the benchmarks are used to
establish the effectiveness of the maintenance.
5. The method of claim 1, wherein: the data includes information
relating to the utilization and to the health of the vehicle, and
step (D) includes using the data to establish performance
benchmarks, and using the benchmarks to determine the reliability
of the vehicles.
6. The method of claim 1, further comprising the steps of: (E)
charging the customer a fee for providing the service and parts
based on the number of hours the vehicle is in service over a
period of time, and (F) adjusting the fee based on the
effectiveness established in step (D).
7. The method of claim 1, further comprising the steps of: (E)
using the data to establish vehicle performance benchmarks; and (F)
providing the benchmarks to the customer.
8. The method of claim 1, further comprising the step of providing
a vehicle reliability guarantee from the integrator to the customer
based on the effectiveness of the maintenance service.
9. A method of managing maintenance of commercial fleet aircraft
for customers, comprising the steps of: (A) organizing maintenance
service providers under the control of an integrator to provide
maintenance service for the aircraft in the fleet; (B) organizing
part suppliers under the control of the integrator to provide parts
used in the maintenance service; (C) collecting real-time data
related to the operation of each of the aircraft; (D) converting
the data collected in step (C) into information representing the
reliability of each aircraft; (E) establishing reliability
benchmarks for the fleet using the reliability information; and,
(F) comparing the reliability of the aircraft in the fleet with the
benchmarks.
10. The method of claim 9, further comprising the step of providing
the benchmarks to the customer.
11. The method of claim 9, further comprising the steps of: (G)
charging the customer a fee for the parts and maintenance service
based on the number of flight hours the aircraft is in service over
a period of time; (H) adjusting the fee based on the results of the
comparison performed in step (F).
12. The method of claim 11, wherein step (H) includes reducing the
fee is the reliability of the fleet is less than the
benchmarks.
13. The method of claim 11, wherein step (H) includes increasing
the fee if the reliability of the fleet is greater than the
benchmarks.
14. The method of claim 9, wherein the data collected in step (C)
includes: the number of flight hours the aircraft is in service
over a period of time, the utilization of the aircraft over the
time period, and an identification of problems with systems
on-board the aircraft requiring maintenance.
15. The method of claim 9, wherein step (C) includes: wirelessly
transmitting the data from the aircraft to the ground, and storing
the data at a central operations center controlled by the
integrator.
16. The method of claim 9, wherein the customer pays the integrator
for the maintenance service and the parts based on the customer's
level of use of the aircraft and the results of the comparison
performed in step (F).
17. The method of claim 9, wherein the data collected in step (C)
includes: on-board aircraft faults, the number of aircraft flight
hours, and the number of aircraft flight cycles.
18. A method of managing maintenance of fleet aircraft for
customers, comprising the steps of: (A) organizing a group of
maintenance service providers and part suppliers under the control
of an integrator to provide maintenance service and parts for the
aircraft in the fleet; (B) collecting real-time data from each of
the aircraft related to the operation of the aircraft; (C)
generating reliability information representing the reliability of
the aircraft based on the data collected in step (B); and, (D)
using the reliability information generated in step (C) to
establish benchmarks for the reliability of the fleet.
19. The method of claim 18, wherein the data collected in step (B)
includes: on-board aircraft faults, the number of aircraft flight
hours, and the number of aircraft flight cycles.
20. The method of claim 18, further comprising the step of: (E)
comparing the reliability of the fleet with the benchmarks.
21. The method of claim 20, further comprising the steps of: (F)
charging the customer a fee for the maintenance service and parts
provide in step (A) based the number of flight hours each aircraft
is in service; and (G) adjusting the fee charged in step (F) based
on the results on the comparison performed in step (E).
22. The method of claim 18, further comprising the steps of: (E)
providing the customer with a guarantee that the fleet will exhibit
at least a predetermined level of aircraft reliability; (F)
charging the customer a fee for the maintenance service and parts
provided in step (A) based on the number of flight hours the
aircraft is in service; and (G) adjusting the fee if the fleet
exhibits a level of reliability less the predetermined level.
23. The method of claim 18, further comprising the step of using
the reliability information generated in step (C) to manage the
maintenance service and parts provided in step (A).
Description
FIELD OF THE INVENTION
[0001] This invention generally relates to maintenance of
commercial vehicles, especially aircraft, and deals more
particularly with centrally managed, integrated maintenance
services for aircraft fleets.
BACKGROUND OF THE INVENTION
[0002] Maintenance of commercial aircraft fleets requires the
coordination of multiple service and information providers, as well
as part suppliers. Line and base maintenance operations required to
support aircraft flight readiness require up-to-date service
manuals, maintenance repair records, engineering drawings, trained
personnel, specialized tools, facilities, parts and an array of
other resources. The logistics required for deploying, warehousing
and maintaining inventories of repair parts at multiple service
locations is also complicated, since parts must be procured from
multiple suppliers as well the OEM aircraft manufacturers. Supply
chain management and coordination of service providers is made more
challenging where fleet aircraft serve wide geographic areas,
making centralized service and inventory control by the airline
operators impractical.
[0003] While some minor maintenance, e.g. line maintenance, is
performed by certain airline operators, most operators either
perform their own extensive maintenance (typically performed at
base maintenance facilities) or outsource their maintenance by
contracting with MROs (maintenance, repair and overhaul
organizations). The airline operators nevertheless remain largely
responsible for managing the material supply chain, performing
service operations, coordinating ground service equipment, and
managing information flow, including compliance with regulatory and
maintenance certification requirements such as Air Worthiness
Directives (ADs). Consequently, multiple commercial airlines must
dedicate identical resources for maintaining the internal
infrastructure and personnel needed to manage the various service
and material management activities outlined above.
SUMMARY OF THE INVENTION
[0004] Accordingly, there is a need in the art for centrally
managed, integrated maintenance services for aircraft fleets, which
overcomes the deficiencies of the prior art discussed above. The
present invention is directed toward satisfying this need.
[0005] In accordance with one aspect of the invention, a method is
provided for managing maintenance management of fleet aircraft for
customers. The method comprises the steps of: collecting data from
each of the aircraft in the fleet relating to the condition of the
aircraft; organizing a plurality of maintenance service providers
under the control of an integrator to provide maintenance service
for the aircraft in the fleet; organizing a plurality of part
suppliers under the control of the integrator to provide parts used
in the maintenance service; and, using the collected data to
establish the effectiveness of the maintenance service.
[0006] In accordance with another aspect of the invention, a method
is provided for managing maintenance of commercial fleet aircraft
for customers. The method comprises the steps of: organizing
maintenance service providers under the control of an integrator to
provide maintenance service for the aircraft in the fleet;
organizing part suppliers under the control of the integrator to
provide parts used in the maintenance service; collecting real-time
data related to the operation of each of the aircraft; converting
the collected data into information representing the reliability of
each aircraft; establishing reliability benchmarks for the fleet
using the reliability information; and, comparing the reliability
of the aircraft in the fleet with the benchmarks.
[0007] In accordance with still another aspect of the invention, a
method is provided for centrally managing the maintenance of fleet
aircraft for customers. The method comprises the steps of:
organizing a group of maintenance service providers and part
suppliers under the control of an integrator to provide maintenance
service and parts for the aircraft in the fleet; collecting
real-time data from each of the aircraft related to the operation
of the aircraft; generating reliability information representing
the reliability of the aircraft based on the data collected; and,
using the reliability information to establish benchmarks for the
reliability of the fleet.
[0008] One advantage of the invention is that the overall cost of
fleet aircraft service are reduced because maintenance services are
integrated under the management of a single integrator, thus
eliminating or reducing the need for each airline operator or owner
to maintain the personnel and infrastructure normally required to
manage maintenance and maintenance service providers. Another
advantage of the invention resides in real time information sharing
between the customer, maintenance service providers and the
integrator. Real-time aircraft health data and maintenance
information provided to the maintenance service providers through a
web-based navigation tool improves their efficiency in planning and
executing maintenance tasks.
[0009] Various additional objects, features and advantages of the
present invention can be more fully appreciated with reference to
the detailed description and accompanying drawings that follow.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a block diagram showing the prior art system for
managing maintenance and materials for a fleet of aircraft.
[0011] FIG. 2 is a block diagram showing the organization of an
integrated maintenance and materials management system.
[0012] FIG. 3 is a block diagram showing the primary functional
elements of the system shown in FIG. 2.
[0013] FIG. 4 is a block diagram showing the functional elements of
the integrated materials management and the maintenance services in
relation to a central operations center.
[0014] FIG. 5 is a block diagram showing the organizational
relationship between the aircraft owners/operator, MROs, parts
suppliers and the central operations center.
[0015] FIG. 6 is a combined block and diagrammatic view showing
additional details of the integrated materials management and
maintenance system, including aircraft on-board systems, and
depicting the transformation of data into information, and the
sharing of this information between the MSP, the suppliers and the
MROs.
[0016] FIG. 7 is a block diagram showing the flow of data and
information in the integrated materials management and maintenance
system.
[0017] FIG. 8 is a block diagram showing how aircraft configuration
data is gathered and used in the integrated materials management
system.
[0018] FIG. 9 is a combined block and diagrammatic view showing how
on-board aircraft data is gathered and stored as centralized
information.
[0019] FIG. 10 is a combined block and diagrammatic view showing
how the stored, centralized information is used to provide
integrated maintenance and materials services.
[0020] FIG. 11 is a diagrammatic view showing how the flow of parts
is tracked in a centralized, common data base.
[0021] FIG. 12 is a block diagram showing how customer pricing is
established for the integrated maintenance and material
services.
[0022] FIG. 13 is a diagrammatic view useful in understanding the
integrated materials management system of the present invention,
showing the relationship between material suppliers, the materials
supply integrator and the customers.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0023] FIG. 1 shows the prior art arrangement for managing
maintenance and materials for a fleet of aircraft. Aircraft in a
fleet controlled by owners or operators 30 receive maintenance and
repair parts from various sources, primarily under the management
and control of the airline operators 30. The airline operators 30
perform their own maintenance or contract with maintenance, repair
and overhaul organizations (MROs) 32 who provide major maintenance
services at so-called base maintenance locations, however in some
cases the MROs 32 may also provide minor maintenance services at
so-called line maintenance locations or facilities. The aircraft
OEMs (Original Equipment Manufacturers) 34 provide OEM parts to
airlines and the MROs 32 which are maintained in the MRO's
inventory 42.
[0024] The MROs 32 also maintain an inventory 42 of parts which
they procure directly from part suppliers 36. Tooling, ground
support equipment (GSE) and facilities 40 are procured by both the
airline operators 30 and the MROs 32. Similarly, technical manuals
and training 38 are obtained by both the airline operators 30 and
MROs 32 from the aircraft OEM 34 and the suppliers 36. Thus, it may
be appreciated that the current system for providing maintenance
services and related materials to the airline operators 30 is
highly decentralized, relies on complex logistics and requires each
airline operator to maintain infrastructure and dedicated personnel
to manage both internal and external maintenance services and the
material supply chain.
[0025] Reference is now made to FIG. 2 which shows how maintenance
service and material providers are realigned in a centrally
managed, integrated maintenance and materials service (IMMS) system
44. The IMMS 44 is managed by a single management service provider
(MSP), sometimes also referred to herein as an integrator, which
may be, for example, the aircraft OEM 34. As will be discussed
later in more detail, the MSP has responsibility for managing the
MROs 32 and suppliers 36, as well as managing the necessary
manuals, training 38, tooling, GSE and facilities 40 and parts
inventory 42. The MSP provides the IMMS to each of the airline
operators 30, essentially as a turn-key service, relieving the
airline operators 30 of the need for managing MROs, parts
inventory, etc. Optionally, the MSP may provide the airline
operators 30 with only centrally managed maintenance, or centrally
managed, integrated materials management (IMM).
[0026] FIG. 3 shows the overall functional relationship between the
MROs, parts suppliers, customers and central management of
maintenance functions provided by the MSP. The MSP controls a
central IMMS operations center 46. The operations center 46
receives various kinds of data from aircraft onboard systems 48,
and converts this data into centrally stored information which is
used in the management of the IMMS. As will be discussed later in
more detail, this onboard systems data may include for example,
flight log records, data from a flight record recorder, aircraft
health management and aircraft configuration information.
Information is exchanged between the operations center 46 and the
airline customers 30. For example, information is obtained from the
airline operators 30 relating to performance of the aircraft,
departure and arrival information, reliability data, etc. The
information from the on-board systems 48 and the airline operators
30 is used for a variety of purposes at the operation center 46,
including scheduling and ordering of parts, scheduling and ordering
of maintenance operations and determining aircraft utilization that
is converted into the price charged to the airline operators 30 for
the services rendered by the MSP.
[0027] Information is exchanged between the MROs 32 and the
operation center 46 which facilitates scheduling and coordination
of base and/or line maintenance for the customer's aircraft.
Finally, information is exchanged between the operation center 46
and the part suppliers 36 who are managed directly under the IMMS
system by the MSP.
[0028] Referring now to FIG. 4, integrated material management 62
and maintenance services 64 are controlled and managed by the
central operations center 46 using information about the aircraft
obtained from on-board data gathering systems which will be
discussed later in more detail. The central operations center 46
may provide an airline operator customer with either maintenance
services 64 or the IMM service 62, or both. As used herein,
integrated maintenance and material services or IMMS means a
service program provided to a customer that combines and integrates
both maintenance services 64 and the IMM 62.
[0029] As will be discussed later in more detail, IMM 62 includes
management by the MSP of OEM parts 66, supplier parts 72, parts
inventory management 68, management of parts/logistics 74, warranty
management 70 and spare part provisioning 76.
[0030] The maintenance services 64 include line maintenance 78,
base maintenance 80, management of tooling, ground support
equipment and facilities 82, maintenance planning 84, management of
reliability programs 86, and maintenance engineering 88.
[0031] In the case where the MSP provides the airline operator
customer 30 with only IMM as a standard service, the MSP assumes
responsibility for procuring the parts, which the MSP then deploys
to the airline operator 30 or to the MROs 32. The aircraft OEM 34
retains ownership (legal title) of the parts, but the customer 30
takes responsibility for warehousing the parts inventory. As will
be later discussed, a server is maintained onsite at the parts
warehouse which is networked with the operations center 46.
[0032] When the customer 30 removes a part from the warehouse for
use in servicing an aircraft, the removal of the part from
inventory is electronically communicated through the onsite
warehouse server to the operation center 46, thus allowing the MSP
to maintain real time records of the part inventory at the
customer's warehouse. This real time information is used by the MSP
to allow timely reordering of replacement parts, and just-in-time
delivery to the customer's warehouse in order to maintain part
inventories at optimum levels. When the operation center 46
receives notice that the customer has removed a part from the
warehouse inventory, ownership immediately passes to the customer
30 and the customer is invoiced for the part. This business model
allows the MSP to accumulate historical information concerning the
type and number of parts used by the customer 30 at multiple
warehouse locations, which aids the MSP in efficiently managing
part inventory levels and the logistics of part delivery. Moreover,
this accumulated information concerning the parts used by the
customer aids the MSP in providing data to pricing model used to
charge the customer for the services provided by the MSP.
[0033] The IMM program described above allows the aircraft OEM 34
to purchase parts based on the customer's forecasted consumption.
As a result, it is generally necessary to carry lower levels of
inventory, and fewer parts are required to be written off to
obsolescence. Moreover, the IMM parts management program
facilitates balancing and pooling of part inventories at differing
customer warehouse locations.
[0034] In contrast to the IMM program utilized as a stand alone
service, the management and deployment of parts is handled in a
different manner when the MSP provides the customer 30 with IMMS,
as will be discussed below in more detail. Briefly, the customer is
not required to warehouse most parts under the IMMS program since
the parts sourced either from the OEM 34 or suppliers 36 are
supplied directly to MROs 32 in connection with the maintenance
provided by the MROs 32.
[0035] Attention is now directed to FIG. 5 which shows in greater
detail how IMMS provided to customers is managed by the MSP using a
central operations center 46. The MSP contracts with and manages
MROs 32 who provide onsite line maintenance 92, generally at
locations where the customers 30 fly. The MROs 32 also provide the
customers with base maintenance, coordinated by the central
operations center 46. In instances where unplanned maintenance is
required, based on on-board systems, the operations center acts as
a global integrator of the parts, engineering, services and
maintenance tasks to perform the necessary work to remedy the
fault. In IMMS, however, the operation center 46 manages the entire
materials supply chain, ordering parts directly from the OEM 96,
network suppliers 98 and various other suppliers 36, and arrange
for their delivery to the MROs 32.
[0036] In one possible business model, the MSP pays the suppliers
36 based on aircraft flight hours, or where the parts involve
expendables, the charges are based on consumption. The operations
center 46 manages deployment of the parts either directly to the
customers 30 (where maintenance service is not provided by the
MSP), or to the MROs 32 (where IMMS is provided). In either event,
the MSP provides up to 100% of the customers part requirements
which are managed by the MSP until the exchanged part is installed
on the aircraft. Under IMMS, the MSP provides a guaranteed level of
service to the customers 30, and as can be appreciated from FIG. 5,
the operations center 46 managed by the MSP acts as a single point
of management and invoicing for the entire materials supply
chain.
[0037] Reference is now made to FIG. 6 which shows details of the
architecture of the IMMS program for aircraft fleets. Broadly, a
number of onboard data gathering systems 48 gather and download
aircraft data through, for example, wireless links, broadband,
narrowband or other suitable communications systems to the
operations center 46 where the data is converted to information
that is stored and used to manage the IMMS program. It is also
possible to download the data through hard communication
connections when the aircraft is on the ground. In the preferred
embodiment, MROs 32, airline operators 30 and suppliers 36 are
connected to the operation center 46 through a suitable
communication link, such as for example, an internet web portal
100.
[0038] The onboard data systems 50 include a variety of devices and
record management systems interconnected through an onboard data
bus 48. A core network of applications connected with bus 48
includes, for example electronic log book records 144, which is an
electronic flight bag application 142, as flying configuration
records 140, an onboard as flying configuration application 138 and
an onboard health management function application 136. The
electronic flight bag application 142 provides the aircraft pilot
with electronic charts, aircraft performance calculations,
electronic documents, fault finders and electronic check lists. The
electronic log book record 144 includes information related to
aircraft faults that have been recorded onboard, or entered
manually by the crew or aircraft personnel. The as flying
configuration application 138 and AFC records 140 provide
information concerning the current configuration of the aircraft.
The onboard health management function 136 comprises aircraft
system monitoring functions that relay, in real time, the current
status of the aircraft systems which can be used to make repairs
after the aircraft lands. Line replaceable units (LRU) 153 as well
as RFID tags 148 provide information concerning other onboard
components used to determine the as-flying configuration of the
aircraft.
[0039] U.S. patent application Ser. No. 11/173,806 [Attorney Docket
No. 04-1156] filed 30 Jun. 2005 entitled "Integrated Device for
Configuration Management", (Inventors Marc R. Matsen et al), shows
how RFID tags may be used to track aircraft configuration is
incorporated by reference for all purposes. U.S. Patent Application
No. 60/718,884 [Attorney Docket No. 01-1030] entitled, "RFID Tags
on Aircraft Parts", filed 20 Sep. 2005 by (Inventor: Michael C.
Muma) and U.S. patent application Ser. No. 10/973,856 [Attorney
Docket No. 03-1371] entitled: "Reducing Electromagnetic
interference in Radio Frequency Identification Applications", filed
25 Oct. 2004 by (Inventor Kenneth D. Porad) also show use of RFID
technology useful to implementing the present invention and are
incorporated herein for all purposes.
[0040] The data provided by the onboard systems 50 is wirelessly
communicated by any of a variety of communication links including a
satellite 122 forming part of SATCOM 132, a proprietary wireless
internet connection such as Connexion.sub.SM 130 provided by the
Boeing Company, wireless link 128 and associated terminal wireless
infrastructure 120, aircraft communication addressing and reporting
systems (ACARS) 126 as well as cabin wireless networks 124 which
communicate to the operation center 46 through interface devices
116 typically used by aircraft mechanics. Systems suitable for use
in wirelessly transmitting the data are disclosed in US Patent
Application No. US 2005/0026609 A1 published Feb. 3, 2005, and U.S.
Patent Application Publication No. US 2003/0003872 A1, published
Jan. 2, 2003, the entire contents of both of which are incorporated
by reference herein.
[0041] Additional onboard systems suitable for use with the present
invention are disclosed in copending applications: U.S. patent
application Ser. No. 10/976,662 entitled: "Wireless Airport
Maintenance Access Point" filed 27 Oct. 2004 [Attorney Docket No.
04-0691] to Allen and Mitchell; U.S. patent application Ser. No.
11/191,645 entitled "Airborne Electronic Logbook Instances and
Ground Based Data System", filed 28 Jul. 2005 to Yukama et al.
[Attorney Docket No. 04-1202], U.S. patent application Ser. No.
11/176,831, entitled "Distributed Data Load Management System Using
Wireless Satellite or ACARS", filed 07 Jul. 2005 to David L. Allen
et al. [Attorney Docket No. 04-1203]; U.S. patent application Ser.
No. 11/199,399 entitled: "Methods for Fault Data Transfer from
Airplane Central Maintenance Systems to Electronic Flight Bag
Systems and Electronic Logbook (ELB) Application", filed 08 Aug.
2005 to Yukama et al each of which is incorporated by
reference.
[0042] Wireless link 128 is a system that utilizes wireless local
area network technology to transmit data throughout an airport
environment enabling instant sharing of data between aircraft,
passenger terminals, maintenance operations, etc. In one possible
embodiment of the invention, onboard data is uploaded to a server
site 146 which includes an ELB server 112 and an AHM server 114
that are in turn connected in a network with a central maintenance
and engineering management (MEM) server 108 at the operations
center 46. Also included at the operations center 46 is an
in-service data program server (ISDP) 110 as well as an IMM server
118, both of which servers are connected by a network to the MEM
server 108. A supplier management terminal 106 connected with
server 108 allows communication with suppliers, while a finance
business management terminal 104 connected with server 108 allows
management of financial issues. The IMM server 118 is connected to
the MROs 32 and operators 30 via the web portal 100, and is
connected with the suppliers 36 via the onsite IMM site server
102.
[0043] FIG. 7 shows, in block diagram form, the flow of information
and data between the onboard systems 50, MEM server 108, the
suppliers 36 and the MROs 32. In one possible embodiment, all
faults registered by the OHMF 136 are logged in the ELB 144,
filtered and delivered to a ground based server which collects
these faults, as well as unfiltered faults directly from the OHMF
136. The ground based server site 146 communicates with the MEM
server 108. Other techniques are possible for delivering the faults
to the server 108. Both IMMS and non-IMMS airline maintenance
history is provided to an in-service data program server (ISDP) 110
which also exchanges information with the IMM server 118.
[0044] A maintenance performance tool box (MPT) 150 exchanges
information with server 108 and the server site 146. The MPT uses
intelligent documents and visual navigation methods to assist
technical operations staff to troubleshoot aircraft systems and
manage structural repair records, parts and task cards. The MPT 150
provides 3D models for recording, reviewing and analyzing
structural repairs, making use of accumulated repair knowledge and
maintaining records of repair activities for one or more aircraft.
The MPT 150 also acts as the repository for historical maintenance
records for each aircraft which are required to be maintained by
regulatory authorities. The central MEM 108 uses the data it
receives to diagnose on board problems and form a prognosis for
those problems. As can be more easily seen in FIG. 7, the customers
30 have access to an array of information and tools resident in the
operations center 46 using the World Wide Web 100 to access the
portal 100.
[0045] One part of the IMMS system resides in the ability to
determine the current configuration of aircraft, since parts and
functional units are added, replaced or deleted on a routine basis.
As shown in FIG. 8, the MEM server 108 maintains a record of the
current as-flying configuration which is used to manage both
maintenance and materials for the aircraft. The as-delivered
configuration data 154 is provided to the server 108 which defines
the configuration of the aircraft as initially delivered to the
customer. Information concerning the allowable configuration 156 of
the aircraft is also stored in server 108. Part on/off transactions
derived from a variety of information sources 158 are provided to
the server 108 and these transactions as well as the as-flying
configuration are delivered to the IMM server 118 to be used in the
management of materials. The part on/off transactions are recorded
by devices such as the electronic log book, line events, RFID tags,
LRUs, and hangar events, as shown at 158.
[0046] Attention is now directed to FIG. 9 which shows in more
detail the organization of information stored at the operations
center 46 based on data derived from on-board applications and
systems 48. The AHM server 114 stores recorded faults, airplane
health status, fault forwarding information and predicted
maintenance information, while the ELB server 112 stores
maintenance history, flight information in terms of the flight
number hours and cycles of the aircraft, write-ups by the pilots
and maintenance action sign offs.
[0047] The MEM server 108 stores part information, information
concerning structural repairs, current detailed specific
information and allowable configuration information relating to the
aircraft. The IMM site server 102 stores inventory and material
data, stocking location information, part quantity information,
forecasting information, planning information and transaction
information. Finally, the ISDP server 110 stores in-service data
warehouse information and component maintenance data as well as
shop findings. Servers 102, 108, 110, 112, and 114 are connected in
a common network or through the Internet so that all of the stored
data can be transmitted and shared in real time by the servers and
used by the MSP to manage the IMMS system. Other forms of
information storage devices and communications links between them
are also possible.
[0048] The information collectively stored in servers 102, 108,
110, 112, and 114 is organized to form a centralized maintenance
information technology system 160, although these servers need not
be in the same physical location. Electronic storage devices other
than servers may be utilized. This information is arranged to
facilitate management of various functions required by the IMMS
system, including configuration and records management 162,
reliability analysis 164, line/base maintenance execution 166,
line/base maintenance planning 168 and maintenance control data
170.
[0049] As shown in FIG. 10, the information system 160 is used by
the operations center 46 and central MEM server 108 to manage IMMS
functions shown at 172, including line maintenance, MRO maintenance
and engineering support and base maintenance. The configuration and
records management information 162 is used to provide a variety of
reports shown at 174 which may include AD (Air Worthiness
Directive) compliance, major repairs, maintenance history,
component tear down, allowable configurations and as flown
configurations.
[0050] The reliability analysis information 164 is used to produce
reports shown at 176, including chronic system reports, chronic
component reports, cancellation and delay information, engine
condition monitoring and IFSD (In Flight Shutdown). The line/base
maintenance execution information 166 is utilized to produce
maintenance control data shown at 178 which may include flight
schedules, dispatch items, deferrals, AOG's (aircraft-on-ground)
and diversions. The line/base maintenance planning information 166
is used to produce a variety of maintenance planning reports,
including maintenance forecasts, station/facilities scheduling,
coordination of maintenance, and maintenance visit packages (task
cards and parts). The maintenance control data information 170 is
used to execute maintenance as shown at 182 which includes
accomplishment and sign off of all the signed maintenance tasks and
receiving and processing log book data.
[0051] The information collected by the on-board systems 50 and
transmitted to the operations center 46, as well as the related
maintenance reports generated at the operations center 46, are
provided to the MROs 32 who use this data and information to
improve the quality of the maintenance they provide to the
customers 30. For example, the MROs may use the information to
improve the scheduling of maintenance facilities or ordering parts
and materials. The MROs can also use the data to better predict the
type of maintenance that may be required. The data can also be used
to improve the technique for gathering the data. For example, the
data may be used to develop new fault codes recorded by the ELB 144
which ultimately result in improved maintenance procedures.
Similarly, the data transmitted to the operations center 46 from
the on-board systems 50, and the related maintenance reports
generated at the operations center 46, may also be fed back to the
materials and part suppliers 36, who may advantageously use this
information to improve the quality of the materials and parts they
supply either to the customers or to the MROs 32, or to solve
quality related problems. For example, the on-board data might be
used by the suppliers to analyze why a part exhibits sensitivity to
vibration.
[0052] Systems suitable for use in performing some of the functions
discussed above are disclosed in U.S. patent application Ser. No.
10/360,295 entitled "Vehicle Monitoring and Reporting System and
Method", by Basu et al, filed 07 Feb. 2003 and published 12 Aug.
2004 as US Patent No. 2004/0158367; and U.S. patent application
Ser. No. 10/985,601 filed 10 Nov. 2004 entitled "System, Method and
Computer Program Product for Fault Prediction in Vehicle Monitoring
and Reporting System", by Maggione et al [Attorney Docket No.
05-0919] as well as U.S. patent application Ser. No. 10/884,553
filed 02 Jul. 2004 entitled: "Vehicle Health Management Systems and
Methods [Attorney Docket No. 03-1292] as well as U.S. patent
application Ser. No. 10/360,295 entitled "AHM Data Monitoring
Business Process", filed 07 Feb. 2003 by Maggiore et al [Attorney
Docket No. 02-1259], each of which is incorporated herein by
reference.
[0053] FIG. 11 shows the flow of a typical part in the IMMS system,
and the use of RFID (radio frequency identification) tags to aid in
tracking and identifying parts. At 184, the manufacturer of the
part enters information into a central common database 198 which
includes the part number, serial number, mod status, effectively,
etc. This information is programmed into an RFID tag which is
attached to the part. The part is shipped from the OEM to the
appropriate MRO and received for inspection at 186. Upon receipt at
receiving inspection, the RFID tag is read and the information is
automatically recorded into the database 198 to register receipt of
the part. When the part is received into inventory at 188, the RFID
tag is again read and the status/location of the part is recorded
in the database 198. Other forms of readable identification tags,
labels or devices are possible.
[0054] When the part is removed from inventory and is ready to be
installed at 190, the MRO records installation of the part at 192
and this entry is recorded in the database 198. Unserviceable parts
are removed at 194 and returned to inventory stores, where they are
routed either to an MRO shop or to the OEM for repair. As shown at
196, the unserviceable part is received, repaired and returned to
inventory, and the associated RFID tag is updated as required.
Also, when the part is removed from inventory, the as-flying
configuration records are updated in the MEM server 108.
[0055] As previously described above, under the IMMS system, the
airline operator customers purchase all line and base maintenance,
all expendable and rotable parts management, and receive guarantees
of minimum aircraft reliability and availability. The MROs perform
all line and base maintenance, provide tooling and facilities and
share performance guarantees and incentives with the IMMS service
provider. The part suppliers own, distribute, repair and overhaul
their parts, and also share guarantees and incentives with the
MSP.
[0056] Referring now to FIG. 12, the MSP may charge the customers
30 for the IMMS or IMM services provided based on a charge per
flight hour using a variety of criteria to establish the price
charge. For example, the price charge can be made to be dependent
on the size of the customer's fleet that is receiving service,
aircraft utilization (cycles and length of flight), the number of
destinations for the aircraft over a service period, the operating
environment of the aircraft, the number and location of line and
base maintenance stations, and other factors. Either flat or
graduated rates, or both, may be used. The charge rate may be
adjusted based on performance agreements between the service
provider and the customer. For example, in the event that the
reliability of an IMMS maintained aircraft falls below an agreed-on
standard, or is not available for at least a minimum length of time
during a service period, the charge rate may be adjusted by an
agreed-on amount to compensate the airline operator for the time
the aircraft is out of service.
[0057] Charges and performance guarantees may be reconciled and
adjusted periodically, for example, monthly or quarterly. The MSP
may charge the customer a minimum base fee if the total number of
aircraft flight hours is less than an agreed-on minimum level. The
exact method and criteria for establishing pricing will vary
depending on the agreements between the MSP, MROs 32, part
suppliers 36 and the customers 30. Generally however, the method
for establishing pricing can be implemented using one or more
software-based algorithms using common techniques well known by
those skilled in the art.
[0058] Responsibility for guarantees given by the MSP to the
customers may be shared with the MROs and the suppliers. For
example, if the MSP fails to meet the guarantee criteria promised
to the customer due to sub-performance by an MRO 32, that MRO's
portion of the revenue from the customer can be adjusted
downwardly. Similarly, if the MSP fails to meet the guarantee
criteria due sub-performance by the parts supplier, the MSP may
penalize the supplier.
[0059] Pricing to the customer may also be adjusted to reflect
agreed-on performance incentives given to the MSP which it may
share with the MROs 32 and part suppliers 36. For examples, the
customer 30 and the MSP may agree on an incentive arrangement where
the customer 32 pays more than the normal charge rate, e.g. 105% of
the normal rate, where the MSP exceeds the guarantee criteria by
more than an agreed-on amount.
[0060] The revenues generated by the IMMS system may be shared with
the MROs 32, if desired, particularly for unscheduled line
maintenance. The MROs' share of the revenue may be based on the
number of departures, for example, and factored by the MRO's
dispatch reliability performance. NFF (no fault found) charges due
to improper trouble shooting can be charged back to the responsible
MRO.
[0061] The calculations to determine reliability preferably
distinguish between chargeable and non-chargeable events.
Chargeable events are those caused by known or suspected
malfunctions of the aircraft, its systems, components or
processes/procedures used by the IMMS service provider, or the MRO.
Preferably, only chargeable events are counted in calculating the
reliability rate. Non-chargeable events are those events that are
beyond the control of the IMMS service provider or the MRO.
[0062] Reference is now made concurrently to FIGS. 4, 5, 6, 7 and
13, which depict details of the IMM system. FIG. 13 shows the
relationship between the airline operator customers 30, and an
integrated network of parts and material suppliers 36 operating
under the control of a parts network manager or integrator 94,
which can be the MSP, previously described. As used herein, "parts"
and "materials" may be used interchangeably, although it should be
noted that the term "materials" generally refers to consumable
items in the aviation industry. The integrator 94 may be, for
example, an aircraft manufacturer 34 which is also one of the part
suppliers 36, providing OEM parts to the customers 30, or to the
MROs 32. Use of an aircraft OEM as the network integrator 94 takes
advantage of the OEM's existing infrastructure and logistics
management systems. As previously discussed, IMM provides a common
infrastructure with suppliers, including an information
architecture that permits the sharing of data between the
integrator 94, suppliers 36 and customers 30.
[0063] The IMM system leverages the ability of a single management
entity to effectively gather and disseminate data and information
up and down the aviation services supply chain. By integrating and
managing this supply chain using a single integrator 94, costs to
the customer 30 can be significantly reduced, and part delivery
performance can be improved. A significant opportunity is created
for cost and delivery performance improvement to the suppliers 36
through improved part demand information from airline operations.
Through aggregation and analysis, the suppliers 36 receive
significantly better information than they would otherwise receive
in a disaggregated supply chain. In effect, the IMM of the present
invention provides the right parts and data, at the right place, at
the right time, and at lower cost.
[0064] IMM effectively transitions responsibility for materials and
part management from the customers 30 to the IMM integrator 94. The
IMM integrator 94 is responsible for maintaining information
relating to the inventories and material data, stocking locations,
quantities in each inventory, forecasting material requirement for
each customer 30, planning and documenting material transactions.
As previously described, the suppliers 36 retain ownership of the
parts which the suppliers 36 deploy directly to customer specified
warehouses, which may be located near the customers 30, or near
MROs 32. The customers 30 are responsible for maintaining the
warehouses and physically controlling the part inventories. Certain
functions of the IMM are located on-site 202 (FIG. 13) at the
customer's (or MRO's) location, including a local IMM site server
102 and related customer interface terminal (not shown) which are
networked with the central MEM server 108 (FIG. 6). The local site
server and customer terminal allow the customer 30 to plan
inventories, interface with maintenance operations at the
operations center 102 and interface with global operations and
suppliers 36.
[0065] Central management of the aggregated supply chain by the IMM
integrator 94 results in the integration of processes as well as
information, allowing coordinated responses to customer
requirements. Network inventory is optimized by the IMM integrator
94. Supply and demand information is shared in the supply chain
network, and component information is captured and shared. The
integration and management of the supply chain provides the IMM
integrator 94 with sufficient control to enable it to provide
certain guaranteed service levels to the customer 30. For example,
the IMM integrator 94 may guarantee the customer 20 that quantities
of parts will be maintained in inventory sufficient to meet the
customer's service level requirements, with penalties to the IMM
integrator 94 if the guaranteed service level is not met.
[0066] The scope of the materials included in the IMM system may
extend to rotable, repairable and expendable parts and materials. A
variety of plans for charging the customers 30 for parts may be
followed. For example, rotable and repairable service can be
charged on $/flight hour basis, where offered by the suppliers, to
support line or base maintenance. The $/flight hour can be adjusted
for aircraft utilization (range/cycles/hours), operating
environment, or geography. The customer may be given the option to
be charged a flat or a graduated rate. In the event that the
suppliers do not offer rotable/repairables services on a $/flight
hour basis, the IMM integrator 94 may provide these parts on a
per-repair basis. Expendables can be charged on a per-transaction
basis, i.e., as they are used by a customer 30. Support for
incident repairs can be provided on a time and materials cost
basis. In one business model, the IMM system excludes: engines
(except engine buildup components), system and process
functionality associated with warehouse management and receiving,
performance of warehouse management and receiving, consumables
(shop supplies), tools, and ground support equipment.
[0067] The ability of the customers 30 to plan and manage aircraft
maintenance, and troubleshoot parts and materials issues is
enhanced in the IMM system when the customer also utilizes the MPT
150 previously described with reference to FIG. 7. The MPT 150 is a
navigational tool comprising an integrated suite of applications
that increase productivity and performance of maintenance related
tasks. Active links within 2D and 3D system diagrams and structural
models take the customer directly to the information it needs to
assist with maintenance issues, including parts and other
materials. The MPT 150 is an integrated set of productivity tools
that unifies maintenance activities with access provided to
technical publications, training, maintenance, and engineering
information. The customer's technical publications department may
use the MPT 150 to create customized airline documents, modify
original equipment manufacturer manuals, and create task cards.
[0068] The MPT 150 uses 3D airframe models and schematics of
aircraft systems as "graphical" tables of content that enable
point-and-click access to all of the information related to a
specific aircraft location or component. Advanced data mining
techniques and search capabilities are used by the MPT 150 to
collect all relevant information (e.g. fault code lookup, repair
history, maintenance procedures, part numbers, maintenance tasks)
into the troubleshooting process. The MPT 150 automates the
workflow required to review and approve documentation revisions and
changes, while providing real-time editing tools that allow the
customer to create and add their own documentation and notes.
[0069] The MPT 150 gives maintenance personnel such as mechanics,
fast and efficient access to technical information. Embedded
support tools facilitate various everyday tasks, including Service
Bulletin evaluation. The MPT 150 provides a collaborative workspace
and reuse of successful engineering solutions that reduce
maintenance operations costs. The intuitive navigation techniques
used by the MPT 150 help the user construct a mental image of the
solution and takes the user directly to the applicable information.
Real-time information updates ensure that the customer has access
to the most current technical information. The MPT 150 is hosted at
the operation center 46, and is available to the customers 30
globally, 24 hours a day.
[0070] The MPT 150 is useful in assisting the customers to manage
parts and materials. The real-time aircraft data derived from the
ELB 112, AHM 136 and stored as-flying configuration information can
be used to determine possible part or system failures. This
information can also be used to actively manage part tasks passed
on to suppliers through MPT 150. The customers 30 can be charged a
fee to use access and use the MPT 150 when participating in the IMM
system, which may be the same as or different than the fee that the
customers 30 would pay if they are not participating in IMM.
Customer access to the MPT 150 can be included in the fees paid by
the customer for IMM. For example, a fee for providing the customer
with access to MPT 150 can be included in the $/flight hour charge
to the customer for rotable and repairable service, in support of
line or base maintenance. Alternatively, the fee for the MPT 150
can also be included in the flat charge or graduated rate for the
IMM service.
[0071] The MPT 150 can also be advantageously used in combination
with the IMMS previously described to further increase
efficiencies, and reduce the cost of providing turnkey integrated
maintenance and materials service to the customer. The MPT 150 is a
valuable tool that allows the MRO or other service organization to
actively manage the customer's maintenance programs. The cost of
the MPT 150 can be priced into the rates charged by the MSP or
integrator to the customer for the IMMS. The improved maintenance
management efficiencies may act as an incentive for the customer
subscribe for the IMMS plan. Additional details of the MPT 150 are
disclosed in US Patent Application Publication No. US 2003/0187823
A1 published Oct. 2, 2003, and US Patent Application Publication
No. US 2005/0177540 A1, published Aug. 11, 2005, the entire
contents of both of which are incorporated by reference herein.
[0072] As previously described, the centralized maintenance
information technology system 160 (FIGS. 9 and 10) allows a variety
of reports to be generated that are useful in planning and
executing maintenance tasks, and predicting future aircraft health.
The reliability analysis data 164 and the related reliability
reports 176 can be advantageously used to establish benchmarks for
managing the IMMS and IMM programs previously described. For
example, the data collected from the on-board systems 50 can be
converted to reliability information that establishes the
reliability of each aircraft. This information is based on data
from the on-board systems 50 comprising the aircraft flight hours,
utilization and health of the on-board systems. including recorded
faults. The reliability information can be used to assess the
effectiveness of the maintenance service and parts provided under
IMMS or IMM, both for individual aircraft and for the fleet. Using
the reliability information for the individual aircraft, benchmarks
may be established for the entire fleet, and these benchmarks may
then be used to determine to assess reliability over time.
[0073] The benchmarks for fleet reliability can be used to
determine whether guarantees by the integrator to the customer of
reliability or availability have been met. Similarly, the
benchmarks can be used to determine whether fleet reliability has
exceed certain incentive criteria which entitle the integrator to
certain benefits promised by the customer. As previously discussed,
the fees the integrator charges the customer for the maintenance
service and the parts can be adjusted upwardly or downwardly from a
base rate, depending on whether or not the benchmarks established
for reliability or availability have been met or exceeded.
[0074] Although this invention has been described with respect to
certain exemplary embodiments, it is to be understood that the
specific embodiments are for purposes of illustration and not
limitation, as other variations will occur to those of skill in the
art. For example, while the preferred embodiment has been described
in connection with its application to aircraft fleets, the
invention can also be used with and successfully applied to other
types of vehicles and vessels.
* * * * *