Apparatus and method for assisting aircraft maintenance using predetermined maintenance procedures

Abstract

This document discloses apparatus and methods for assisting in the maintenance and design of one or more structural elements of an aircraft. An exemplary method includes receiving actual utilization data of the aircraft and evaluating the actual utilization data relative to at least one of a plurality of utilization criteria, each associated with a plurality of utilization categories of the aircraft, wherein the utilization category is related to a corresponding predetermined maintenance procedure for the structural element or the aircraft as a whole. One of the utilization categories is assigned to the aircraft based on the evaluation of the actual utilization data relative to the at least one utilization criterion. One of the predetermined maintenance procedures is assigned to the structural element or the aircraft as a whole based on the utilization category assigned to the aircraft.

Description

[0001] Cross-references to related applications

[0002] This international PCT patent application relies on priority to U.S. Provisional Patent Application Serial No. 62 / 162,010, filed on May 15, 2015, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure generally relates to aircraft maintenance, and more particularly to the use of predetermined maintenance procedures for the structural components of an aircraft. Background Technology

[0004] Generally, aircraft-based theoretical utilization defines structural maintenance procedures during the aircraft's design phase. Theoretical utilization is considered to be identical for all aircraft of a given type, regardless of how these procedures are actually performed by aircraft operators in practice. Some use-based maintenance methods for aircraft components are known, where an estimate of the fatigue damage a particular component has experienced during its past lifespan is determined and used to modify the recommended maintenance procedures for that particular component. Such methods involve a detailed analysis of the available usage information for the component to calculate the estimated fatigue damage experienced by the component. This is done on a case-by-case basis and can therefore be labor-intensive and costly to implement. In some cases, the costs associated with such methods may be too high to outweigh the potential cost savings associated with the modified maintenance procedures. Summary of the Invention

[0005] In one aspect, this disclosure describes equipment for assisting in the maintenance of one or more structural components of an aircraft. The equipment includes:

[0006] The input interface is used to receive actual aircraft utilization data.

[0007] Data processor; and

[0008] A machine-readable storage device coupled to a data processor, the machine-readable storage device comprising:

[0009] Data indicating the aircraft's identification;

[0010] This represents data on multiple utilization standards that are associated with different utilization categories of the aircraft.

[0011] Identifiers for multiple pre-defined structural maintenance procedures for the aircraft and data relating to the utilization standards; and

[0012] Machine-readable instructions that can be executed by the processor and configured to cause the processor to perform the following operations:

[0013] Use actual utilization data and data representing multiple utilization criteria to evaluate actual utilization data relative to at least one utilization criterion and assign one of the utilization categories to the aircraft identifier;

[0014] Assigning one of the predetermined structural maintenance procedure identifiers to the aircraft identifier based on the assigned utilization category; and

[0015] Output data is generated that represents the predefined structure maintenance procedure identifier assigned to the aircraft identifier.

[0016] The pre-defined structural maintenance procedures can be certified by a certification body.

[0017] Actual data used may include takeoff weight.

[0018] Actual data utilization may include flight distance.

[0019] Actual data used may include flight duration.

[0020] Actual data that can be used may include landing weight.

[0021] Machine-readable instructions can be configured to cause the processor to generate output data representing the recommended use of the aircraft, allowing the maintenance of predetermined structure maintenance procedures assigned to the aircraft identifier to be maintained.

[0022] Machine-readable instructions can be configured to cause the processor to generate output data representing the recommended use of the aircraft, allowing the predetermined structure maintenance identifier assigned to the aircraft identifier to be replaced by another of the predetermined structure maintenance identifiers.

[0023] Recommended uses may include takeoff weight.

[0024] Recommended uses may include flight duration.

[0025] Recommended uses may include landing weight.

[0026] Machine-readable instructions may include data representing design assumptions used to design one or more structural elements. Machine-readable instructions may be configured to cause the processor to: use the data representing the design assumptions and actual utilization data to evaluate the actual utilization data relative to the design assumptions, and produce output data representing the effectiveness of the design assumptions.

[0027] This indicates that at least one type of aircraft mission can be represented using standard data.

[0028] The machine-readable storage may include data representing identifiers of one or more structural elements of an aircraft. Assigning one or more predetermined structural maintenance procedure identifiers to aircraft identifiers may include assigning predetermined structural maintenance procedure identifiers to structural element identifiers.

[0029] Actual utilization data can be obtained from airborne equipment that can record actual utilization data related to aircraft utilization parameters.

[0030] In another aspect, this disclosure describes a method for assisting in the maintenance of one or more structural components of an aircraft. The method includes:

[0031] Receive actual aircraft utilization data;

[0032] The assessment is based on actual utilization data relative to at least one of several utilization criteria associated with multiple utilization categories of the aircraft, which are related to the corresponding predetermined structural maintenance procedures of the aircraft.

[0033] The utilization category is assigned to the aircraft based on an assessment of actual utilization data relative to at least one utilization criterion; and

[0034] One of the predetermined structural maintenance procedures is assigned to an aircraft based on the utilization category to which it is assigned.

[0035] The method may include executing predetermined structural maintenance procedures assigned to the aircraft.

[0036] The pre-defined structural maintenance procedures can be certified by a certification body.

[0037] Actual data used may include takeoff weight.

[0038] Actual data utilization may include flight distance.

[0039] Actual data used may include flight duration.

[0040] Actual data that can be used may include landing weight.

[0041] The method may include recommending the use of the aircraft to allow for the maintenance of the predetermined structural maintenance procedures assigned to the aircraft.

[0042] The method may include recommending the use of an aircraft to allow the use of another of the predetermined structural maintenance procedures to replace the predetermined structural maintenance procedures assigned to the aircraft.

[0043] Another predetermined structural maintenance procedure may include future maintenance tasks for the first structural element that substantially correspond to future maintenance tasks for the second structural element.

[0044] Recommended uses may include takeoff weight.

[0045] Recommended uses may include flight duration.

[0046] Recommended uses may include landing weight.

[0047] Each of the scheduled structural maintenance procedures may include an inspection schedule.

[0048] This method may include evaluating actual utilization data relative to design assumptions used to design one or more structural elements, and determining the validity of the design assumptions.

[0049] One or more utilization criteria may include the distribution of aircraft mission types.

[0050] Assigning one of the predetermined structural maintenance procedures to an aircraft may include assigning the predetermined structural maintenance procedures to one or more structural elements of the aircraft.

[0051] Actual utilization data can be obtained from airborne equipment that can record actual utilization data related to aircraft utilization parameters.

[0052] In another aspect, this disclosure describes a device for assisting in the maintenance of one or more structural components of an aircraft. The device includes:

[0053] The input interface is used to receive actual aircraft utilization data.

[0054] Data processor; and

[0055] A machine-readable storage device coupled to a data processor, the machine-readable storage device comprising:

[0056] Data indicating the aircraft's identification;

[0057] Data indicating the identifier assigned to the first predetermined structure maintenance procedure of the aircraft identifier;

[0058] Data relating to the use of standards in connection with the second predetermined structural maintenance procedure for the aircraft;

[0059] Data indicating the identifier of the second predetermined structural maintenance procedure related to the use of the standard; and

[0060] Machine-readable instructions that can be executed by the processor and configured to cause the processor to perform the following operations:

[0061] Use actual utilization data and data representing utilization standards to evaluate actual utilization data relative to utilization standards and determine whether actual utilization data meets utilization standards;

[0062] If the actual data used meets the utilization criteria, the first predetermined structure maintenance procedure identifier assigned to the aircraft identifier is replaced with the second predetermined structure maintenance procedure identifier; and

[0063] Output data is generated that represents the second predetermined structure maintenance procedure identifier assigned to the aircraft identifier.

[0064] Actual data used may include takeoff weight.

[0065] Actual data utilization may include flight distance.

[0066] Actual data used may include flight duration.

[0067] Actual data that can be used may include landing weight.

[0068] Machine-readable instructions can be configured to cause the processor to generate output data representing the recommended use of the aircraft, allowing the retention of a first predetermined structure maintenance procedure identifier assigned to the aircraft identifier.

[0069] Machine-readable instructions can be configured to cause the processor to generate output data representing the recommended use of the aircraft if the actual use data does not meet the use criteria, and are configured to make future use data meet the use criteria.

[0070] Recommended uses may include takeoff weight.

[0071] Recommended uses may include flight duration.

[0072] Recommended uses may include landing weight.

[0073] Machine-readable storage may include data representing design assumptions used to design one or more structural elements. Machine-readable instructions may be configured to cause a processor to: use the data representing the design assumptions and actual utilization data to evaluate the actual utilization data relative to the design assumptions, and produce output data representing the effectiveness of the design assumptions.

[0074] This indicates that standard data can be used to represent the distribution of aircraft mission types.

[0075] The machine-readable storage may include: data representing the identifiers of one or more structural elements of the aircraft; and data representing the identifiers of a first predetermined structural maintenance procedure assigned to the identifiers of one or more structural elements of the aircraft.

[0076] Actual utilization data can be obtained from airborne equipment that can record actual utilization data related to aircraft utilization parameters.

[0077] In another aspect, this disclosure describes a method for assisting in the maintenance of one or more structural elements of an aircraft, wherein the aircraft has a first predetermined structural maintenance procedure assigned to it. The method includes:

[0078] Receive actual aircraft utilization data;

[0079] Assess actual utilization data relative to utilization standards associated with the second predetermined structural maintenance procedure for the aircraft, and determine whether the actual utilization data meets the utilization standards; and

[0080] If the actual data used meets the utilization criteria, the second predetermined structural maintenance procedure will be assigned to the aircraft.

[0081] The method may include executing a second predetermined structure maintenance procedure.

[0082] The second predetermined structural maintenance procedure can be certified by a certification body.

[0083] Actual data used may include takeoff weight.

[0084] Actual data utilization may include flight distance.

[0085] Actual data used may include flight duration.

[0086] Actual data that can be used may include landing weight.

[0087] The method may include recommending the use of the aircraft to allow for the maintenance of the first predetermined structural maintenance procedures assigned to the aircraft.

[0088] This method may include recommending aircraft utilization so that future utilization data will meet the utilization criteria if actual utilization data does not meet the utilization criteria.

[0089] Recommended uses may include takeoff weight.

[0090] Recommended uses may include flight duration.

[0091] Recommended uses may include landing weight.

[0092] The second predetermined structural maintenance procedure may include future maintenance tasks for the first structural element that substantially correspond to future maintenance tasks for the second structural element of the aircraft.

[0093] The first and second predetermined structural maintenance procedures may each include an inspection schedule.

[0094] This method may include evaluating actual utilization data relative to design assumptions used to design one or more structural elements, and determining the validity of the design assumptions.

[0095] Standards can be used to represent the distribution of aircraft mission types.

[0096] A first or second predetermined structural maintenance procedure may be assigned to one or more structural elements of the aircraft.

[0097] Actual utilization data can be obtained from airborne equipment that can record actual utilization data related to aircraft utilization parameters.

[0098] In another aspect, this disclosure describes a device for assisting in the maintenance of one or more structural components of an aircraft. The device includes:

[0099] The input interface is used to receive actual aircraft utilization data.

[0100] Data processor; and

[0101] A machine-readable storage device coupled to a data processor, the machine-readable storage device comprising:

[0102] Data indicating the aircraft's identification;

[0103] Data indicating the identifier assigned to the first predetermined structure maintenance procedure of the aircraft identifier;

[0104] Data relating to the use of standards in connection with the second predetermined structural maintenance procedure for the aircraft;

[0105] Data indicating the identifier of the second predetermined structural maintenance procedure related to the use of the standard; and

[0106] Machine-readable instructions that can be executed by the processor and configured to cause the processor to perform the following operations:

[0107] Use actual utilization data and data representing utilization standards to evaluate actual utilization data relative to utilization standards and determine whether actual utilization data meets utilization standards;

[0108] If the actual utilization data does not meet the utilization criteria, data representing the recommended utilization of the aircraft is generated, configured to ensure that future utilization data meets the utilization criteria; and

[0109] Generates output data representing the recommended use assigned to the aircraft identifier.

[0110] Actual data used may include takeoff weight.

[0111] Actual data utilization may include flight distance.

[0112] Actual data used may include flight duration.

[0113] Actual data that can be used may include landing weight.

[0114] The machine-readable storage may include data representing utilization criteria associated with the first predetermined structure maintenance procedure. Machine-readable instructions may be configured to cause the processor to generate output data representing recommended utilization of the aircraft, configured to ensure that future utilization data meets the utilization criteria associated with the first predetermined structure maintenance procedure.

[0115] Recommended uses may include takeoff weight.

[0116] Recommended uses may include flight duration.

[0117] Recommended uses may include landing weight.

[0118] Machine-readable storage may include data representing design assumptions used to design one or more structural elements. Machine-readable instructions may be configured to cause a processor to: use the data representing the design assumptions and actual utilization data to evaluate the actual utilization data relative to the design assumptions, and produce output data representing the effectiveness of the design assumptions.

[0119] This indicates that at least one type of aircraft mission can be represented using standard data.

[0120] Recommended utilization may include recommended distributions for task types.

[0121] The machine-readable storage may include: data representing the identifiers of one or more structural elements of the aircraft; and data representing the identifiers of a first predetermined structural maintenance procedure assigned to the identifiers of one or more structural elements of the aircraft.

[0122] Actual utilization data can be obtained from airborne equipment that can record actual utilization data related to aircraft utilization parameters.

[0123] In another aspect, this disclosure describes a method for assisting in the maintenance of one or more structural elements of an aircraft, wherein the aircraft has a first predetermined structural maintenance procedure assigned to it. The method includes:

[0124] Receive actual aircraft utilization data;

[0125] Assess actual utilization data relative to utilization standards associated with the second predetermined structural maintenance procedure for the aircraft, and determine whether the actual utilization data meets the utilization standards; and

[0126] If the actual utilization data does not meet the utilization standards, it is recommended to configure the aircraft so that the future utilization data of the aircraft meets the utilization standards.

[0127] Actual data used may include takeoff weight.

[0128] Actual data utilization may include flight distance.

[0129] Actual data used may include flight duration.

[0130] Actual data that can be used may include landing weight.

[0131] The method may include recommending the use of an aircraft, configured such that future use data meets use criteria associated with a first predetermined structure maintenance procedure.

[0132] Recommended uses may include takeoff weight.

[0133] Recommended uses may include flight duration.

[0134] Recommended uses may include landing weight.

[0135] The first and second maintenance procedures may each include an inspection schedule.

[0136] This method may include evaluating actual utilization data relative to design assumptions used to design one or more structural elements, and determining the validity of the design assumptions.

[0137] Standards can be used to represent the distribution of aircraft mission types.

[0138] Recommended utilization may include recommended distributions for task types.

[0139] A first or second predetermined structural maintenance procedure may be assigned to one or more structural elements of the aircraft.

[0140] Actual utilization data can be obtained from airborne equipment that can record actual utilization data related to aircraft utilization parameters.

[0141] In another aspect, this disclosure describes an apparatus for assisting in the design of structural components of an aircraft. The apparatus includes:

[0142] The input interface is used to receive actual aircraft utilization data.

[0143] Data processor; and

[0144] A machine-readable storage device coupled to a data processor, the machine-readable storage device comprising:

[0145] Data representing design assumptions used to design structural components; and

[0146] Machine-readable instructions that can be executed by the processor and configured to cause the processor to perform the following operations:

[0147] Use actual utilization data and data representing design assumptions to evaluate actual utilization data relative to design assumptions and assign indicators of effectiveness to design assumptions; and

[0148] It produces output data that indicates the validity of the design assumptions assigned to it.

[0149] Actual data used may include takeoff weight.

[0150] Actual data utilization may include flight distance.

[0151] Actual data used may include flight duration.

[0152] Actual data that can be used may include landing weight.

[0153] Actual data can indicate the type of mission an aircraft can undertake.

[0154] In another aspect, this disclosure describes a method for assisting in the design of structural components for an aircraft. The method includes:

[0155] Receive actual aircraft utilization data;

[0156] The evaluation is based on actual data utilization relative to the design assumptions used to design structural elements; and

[0157] The validity of the design assumptions is determined by an evaluation based on actual utilization data relative to the design assumptions.

[0158] Actual data used may include takeoff weight.

[0159] Actual data utilization may include flight distance.

[0160] Actual data used may include flight duration.

[0161] Actual data that can be used may include landing weight.

[0162] Actual data can indicate the type of mission an aircraft can undertake.

[0163] Further details of these and other aspects of the subject matter of this application will become apparent from the detailed description and accompanying drawings included below. Attached Figure Description

[0164] Now refer to the attached diagram, in which:

[0165] Figure 1 It is a top view of an exemplary aircraft including exemplary onboard equipment for assisting in aircraft maintenance;

[0166] Figure 2 Show Figure 1 A schematic representation of an aircraft and a schematic representation of exemplary ground facilities used to assist in the maintenance of the aircraft;

[0167] Figure 3 is shown with Figure 1 A table containing data related to the scheduled maintenance procedures for the structural components of the aircraft.

[0168] Figure 4 is shown with Figure 1 A table showing the structure of data related to the utilization categories of aircraft;

[0169] Figure 5 This is an example bar chart showing the percentage of aircraft falling within eight (8) different mission types (A to H) of four (4) aircraft of the same type;

[0170] Figure 6 It is a structured table that includes actual utilization data and utilization categories allocated separately for different aircraft;

[0171] Figure 7A It is a table showing the structure of data including the utilization categories assigned to different aircraft and the predetermined maintenance procedures for the structural elements assigned to such aircraft;

[0172] Figure 7B It is a table showing the structure of data including the utilization category assigned to different aircraft and the scheduled maintenance procedures assigned to such aircraft;

[0173] Figure 8 It is a table showing the structure of data including recommended utilization data for different aircraft;

[0174] Figures 9A-9C This is a timeline showing exemplary maintenance procedures related to the structural components of the aircraft for three different utilization categories;

[0175] Figures 10A-10B This is a timeline showing exemplary maintenance procedures related to the first structural element of the aircraft for two different utilization categories of the aircraft;

[0176] Figure 10C It is for and Figure 10B The utilization category corresponding to the aircraft utilization category shows a timeline of exemplary maintenance procedures related to the second structural components of the aircraft;

[0177] Figure 11 It is a table showing the structure of data including design assumptions related to different structural elements;

[0178] Figure 12 It is a table that shows the structure of data, including indicators of the validity of relevant design assumptions;

[0179] Figure 13 Showing information to help with maintenance Figure 1 A flowchart illustrating an exemplary method for constructing structural components of an aircraft;

[0180] Figure 14 Showing information to help with maintenance Figure 1 A flowchart of another exemplary method for structural components of an aircraft;

[0181] Figure 15 Showing information to help with maintenance Figure 1 A flowchart of another exemplary method for constructing structural components of an aircraft; and

[0182] Figure 16 Showing information to help with design Figure 1 A flowchart of another exemplary method for constructing structural components of an aircraft. Detailed Implementation

[0183] This disclosure relates to the maintenance and design of structural components of aircraft. Various aspects of this disclosure can also be used for the maintenance and design of other mechanical systems and / or for use with other types of mobile platforms (e.g., vehicles).

[0184] This disclosure discloses methods and apparatus for assisting in the maintenance and / or design of aircraft, and particularly for assisting in the maintenance and / or design of structural elements comprising the basic structural elements (PSEs) of an aircraft. In various embodiments, the apparatus and methods disclosed herein can utilize predetermined structural maintenance procedures (e.g., inspection schedules, component replacement schedules) for the structural elements of a mobile platform, wherein each predetermined maintenance procedure has an associated aircraft utilization category. The predetermined maintenance procedures for a particular structural element can be pre-certified by a suitable certification body (e.g., the Federal Aviation Administration, the European Aviation Safety Agency, Transport Canada) for a particular utilization category of a type of aircraft. For example, the predetermined maintenance procedures for an aircraft's structural elements can be associated with the aircraft's baseline, light, or ultralight utilization category. Actual aircraft utilization data can be used to select one of the predetermined maintenance procedures based on the aircraft's utilization without having to calculate fatigue parameters experienced by the particular structural element (e.g., estimates of fatigue damage) based on individual circumstances. Identifying predetermined maintenance procedures for a particular structural element using the apparatus and / or methods disclosed herein can be relatively simple and economical. Furthermore, in some cases, the identification of predetermined maintenance procedures based on the actual utilization of the aircraft can result in significant savings in maintenance costs for aircraft operators.

[0185] In some implementations, the methods and apparatus disclosed herein can allow the use of a predetermined number of predefined and guaranteed structural maintenance procedures based on different utilization categories, rather than requiring certification of the process for generating customized individual structural maintenance procedures determined based on each different situation.

[0186] In some embodiments, the methods and apparatus disclosed herein can provide utilization recommendations for an aircraft to maintain its assignment to a desired structural maintenance procedure. Optionally or additionally, the methods and apparatus disclosed herein can provide utilization recommendations for an aircraft or fleet of aircraft to replace the current structural maintenance procedure assigned to the aircraft with another, more desirable (e.g., more economical) predetermined structural maintenance procedure suitable for the utilization of the aircraft or fleet of aircraft.

[0187] In some embodiments, the apparatus and methods disclosed herein can be used to validate one or more design assumptions for structural elements in the design of an aircraft. Such validity can be used to improve the design of structural components based on actual utilization data. For example, the validity of design assumptions can be used to modify the design of a structural element to increase its load-bearing capacity, thereby improving its reliability or reducing its weight, depending on whether the structural element is determined to be under- or over-designed based on utilization data. Validity of design assumptions using the apparatus and methods disclosed herein can, in some cases, reduce the development time and cost of new aircraft programs and improve the reliability of existing and new aircraft.

[0188] Various aspects of the various implementation schemes are described with reference to the accompanying drawings.

[0189] Figure 1 This is a top view of an exemplary aircraft 10, with which the devices and methods disclosed herein can be used. Aircraft 10 can be any type of aircraft suitable for civil aviation, such as corporate, private, commercial, and passenger aircraft. For example, aircraft 10 can be a narrow-bodied, twin-engine jet airliner. Aircraft 10 can be a fixed-wing or rotary-wing aircraft. Aircraft 10 may include one or more wings 12, which include flight control surfaces 15, a fuselage 14, one or more engines 16, a tail 18, and one or more landing gears (not shown). One or more engines 16 may be mounted to the fuselage 14. Optionally or additionally, one or more engines 16 may be mounted to the wings 12.

[0190] Figure 1 Airborne equipment 20 for assisting in the maintenance of aircraft 10 is also shown. Airborne equipment 20 can also be used to detect events on aircraft 10. Airborne equipment 20 can be coupled to one or more sensors 22 associated with one or more systems of aircraft 10. Airborne equipment 20 and sensors 22 in... Figure 1 The images are schematically shown and, for illustrative purposes only, superimposed on aircraft 10. Onboard equipment 20 may be coupled to sensor 22 via wired or wireless connections. One or more systems coupled to onboard equipment 20 may be located in different areas of aircraft 10. Systems may include any monitored systems of aircraft 10, and aspects of this disclosure are not intended to be limited to the specific systems disclosed herein. As non-limiting examples, such systems may include fuel tanks and fuel delivery systems, landing gear, avionics, flight control computers, engines, generators, flight control surfaces, actuators, hydraulic pumps, water tanks, in-flight entertainment systems, pressurization systems, doors, lavatories, and various line-replaceable units (LRUs).

[0191] Onboard equipment 20 can be configured to detect one or more events associated with one or more systems of aircraft 10. Detection of such events may be based on logical rules (e.g., thresholds) stored in memory 26 of sensed utilization parameters associated with one or more systems. Accordingly, onboard equipment 20 can be configured to monitor one or more systems of aircraft 10 and detect such events. Events may include, for example, indications of reduced performance, abnormal operating conditions, malfunction (i.e., failure) conditions, precursors to malfunction conditions, or any other conditions that may require attention, further investigation, maintenance, or other action. Onboard equipment 20 may also be used, for example, to record other utilization parameters of aircraft 10, such as takeoff weight, duration of operation (hours), flight duration (hours), flight distance, landing weight, and maximum altitude. Data acquired by onboard equipment 20 can be used to characterize the type of utilization of aircraft 10. For example, data acquired by onboard equipment 20 can be used to determine the type of mission flown by aircraft 10 and assign utilization categories (i.e., baseline, light, ultralight) to aircraft 10.

[0192] In various aspects, the systems and methods of this disclosure may be used in conjunction with structural elements 21 of the PSE including the aircraft 10 or with predetermined maintenance procedures specific to the aircraft 10 as a whole. The PSE is generally considered to be those PSEs that clearly contribute to bearing flight, ground, and pressurized loads. For example, as a non-limiting example, the PSE may include: wing 12; fuselage 18; flight control surfaces 15 and their associated mechanical systems and accessories; integrally rigid panels; main fittings; main joints; skin or reinforcements around interruptors or discontinuities; skin-longitudinal reinforcement slats; spar caps; spar ribs; fuselage 14; ring frames and adjacent skins; door frames; pilot window side pillars; pressure sidewalls; door skins; frames; and door latches; window frames; landing gear and their accessories; and engine mounts 16A.

[0193] Figure 2 A schematic representation of aircraft 10 and a schematic representation of ground facilities 24 are shown. The onboard equipment 20 of aircraft 10 (in...) Figure 1The aircraft 10 (shown in the diagram) may include one or more health monitoring units 26 (hereinafter referred to as "HMU 26") and one or more communication terminals 28 (hereinafter referred to as "terminals 28") for receiving messages (i.e., signals) and for transmitting messages (i.e., signals) from the aircraft 10. The HMU 26 may be coupled to the terminal 28 and also to one or more monitoring systems of the aircraft 10 via sensors 22. The HMU 26 may include one or more data processors 30 (hereinafter referred to as "processors 30") and a machine-readable memory / medium (hereinafter referred to as "memory 32") containing machine-readable instructions 34 readable and executable by the processors 30. The HMU 26 may manipulate the monitoring, recording, and unloading of data relating to the aircraft 10. The memory 32 of the HMU 26 may also contain actual utilization data 36 relating to the aircraft 10. The actual utilization data 36 may include one or more takeoff weights, duration of operations, one or more flight durations, one or more flight distances, one or more landing weights, and / or any other utilization data that may be useful in characterizing the utilization of the aircraft 10. While the aircraft 10 is in operation, the actual utilization data 36 can be transmitted substantially in real time. The actual utilization data 36 can be transmitted substantially continuously or intermittently from the aircraft 10. The ground facility 24 can receive the actual utilization data 36 from one or more aircraft 10, so that the equipment 38 can immediately perform one or more relevant steps or methods upon receiving such actual utilization data 36 or at a later time.

[0194] Ground facility 24 may include a single facility or a combination of two or more facilities. For example, ground facility 24 may include one or more of the following: the manufacturer of aircraft 10, the manufacturer of one or more systems or structural components 21 of aircraft 10, the operator of aircraft 10, a maintenance provider of parts for aircraft 10, a data service provider, and / or any other authorized party involved in the health monitoring, operation, and / or maintenance of aircraft 10. Ground facility 24 may include a combination of two or more facilities that may be located remotely from each other, and data transfer between these two or more facilities may be made via known or other means. Ground facility 24 may include equipment 38 that also assists in the maintenance of aircraft 10. Equipment 38 may include one or more computers 40 (hereinafter referred to as "computer 40") that may be coupled to one or more communication terminals 42 (hereinafter referred to as "terminal 42"). Terminal 42 may be configured to receive messages (i.e., signals) and to transmit messages (i.e., signals) to aircraft 10. Data representing actual utilization data 36 received via terminal 42 may be transmitted to input interface 44 of computer 40.

[0195] Device 38 may include one or more data processors 46 (hereinafter referred to as “processor 46”) and one or more machine-readable storage / media 48 (hereinafter referred to as “memory 48”) including instructions readable and executable by processor 46. Device 28 may include one or more display devices coupled to computer 40 to allow information to be passed to a user of device 38 via a suitable graphical user interface (GUI). Such a display may be used to visually convey information, such as output data 50 of computer 40, to a user. Such a display may be part of a portable electronic device, such as a smartphone, tablet computer, and / or laptop computer, that can communicate with computer 40 or may include computer 40. Any suitable tool of device 38 may be used to pass output data 50 to a user (e.g., an operator, maintenance provider, or manufacturer of aircraft 10). Other user input tools (i.e., input interface 44), such as a keyboard, data communication port, mouse, or voice-based input tool, may be part of device 38 and may be used to pass actual data 36 to computer 40. Memory 48 may have machine-readable instructions 52 stored thereon, one or more utilization standards 54, one or more design assumptions 56, one or more definitions of predetermined maintenance procedures 58, and one or more identifiers of structural elements 21 (in Figure 2 (referred to as "PSE ID 60"), one or more identifiers (in) Figure 2 (Referring to "Aircraft ID 62" in the original text). For example, memory 48 may include data about a single aircraft 10 or about multiple aircraft 10, such as a fleet. Instructions 52 are readable and executable by processor 46.

[0196] Processors 30 and 46 may include, for example, one or more digital computers, other data processors, or other suitably programmed or programmable logic circuits. Processors 30 and 46 may include, for example, a general-purpose computer, a special-purpose computer, or other programmable data processing equipment. In some embodiments, processor 30 may be configured for use onboard aircraft 10.

[0197] Memory 32 and 48 may include any combination of one or more suitable computer-readable media. The computer-readable media may be non-transitory computer-readable storage media. Memory 32 and 48 may include any type of computer memory such as random access memory (RAM), read-only memory (ROM), optical disc read-only memory (CD-ROM), electro-optical memory, magneto-optical memory, erasable programmable read-only memory (EPROM) and electrically erasable programmable read-only memory (EEPROM), ferroelectric RAM (FRAM), etc. Memory 32 and 48 may include any storage element (e.g., means) suitable for retrievably storing machine-readable instructions 34 and 52 executable by processors 30 and 46, respectively.

[0198] Terminals 28 and 42 can be configured to allow communication between aircraft 10 and ground facility 24 via known or other communication methods and protocols. Accordingly, additional intermediate components (not shown) may be required to establish communication between terminals 28 and 42. In various embodiments, terminals 28 and 42 can be configured to communicate using two or more communication protocols, such that different communication protocols can be used for different types of communication. For example, terminals 28 and 42 can be configured to communicate via the Aircraft Communications Addressing and Reporting (ACARS) communication protocol. ACARS communication can be conducted via satellite communications (SATCOM) or ultra-high frequency (VHF) radio. Terminals 28 and 42 can also be configured to communicate via a communication protocol from the Internet Protocol suite, commonly referred to as TCP / IP (hereinafter referred to as the "Internet Protocol"). Communication using the Internet Protocol between terminals 28 and 42 can be achieved via, for example, SATCOM, cellular communications, or WiFi. Communication between terminals 28 and 42 can also be accomplished using wired connections and / or physical storage devices such as USB (Universal Serial Bus) memory drives.

[0199] The following describes various tasks and methods performed by HMU 22 and device 38. However, some tasks and methods considered to be performed by device 38 may also be performed by HMU 22 or other devices on aircraft 10. In particular, even if computer 40 is in Figure 2 The part shown as ground facility 24 in the example device, some or all of the functions performed by computer 40 can also be implemented on aircraft 10.

[0200] Various aspects of this disclosure may be embodied as apparatus, method, or computer program product. Accordingly, aspects of this disclosure may take the form of a completely hardware implementation, a completely software implementation (including firmware, resident software, microcode, etc.), or an implementation combining software and hardware aspects. Furthermore, aspects of this disclosure may take the form of a computer program product embodied in one or more non-transitory computer-readable media having computer-readable program code (machine-readable instructions) embodied thereon. The computer program product may be executed, for example, by a computer, processor, or other suitable logic circuitry to cause, in whole or in part, the execution of one or more methods disclosed herein.

[0201] Computer program code for implementing the operations of aspects of this disclosure can be written in one or more programming languages—including object-oriented programming languages ​​such as Java, Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" programming language or similar programming languages. The program code can be executed, wholly or partially, by computer 40 and / or by other computers (e.g., HMU 26) that may be on or off the aircraft 10.

[0202] Such computer program code can be applied to input data, such as actual data 36, ​​to perform the functions described herein and generate output data 50. Output data 50 can be applied to one or more output devices for transmitting output data 50 to a user or another device.

[0203] As explained below, the data stored in memory 48 can be arranged in a suitable data structure so that it can be effectively used by computer 40. For example, the data stored in memory 48 can be arranged in one or more tables, which may be part of a database. The data can be processed according to known or other methods in order to, for example, assign predetermined maintenance procedures to structural element 21 or to the aircraft 10 as a whole, or to perform other manipulations of the data as explained below.

[0204] Figure 3 This is a table showing the structure of data related to predetermined structural maintenance procedures 58 that can be stored in the memory 48 of device 38. The data related to predetermined structural maintenance procedures 58 may include descriptions of one or more predetermined maintenance procedures 58, each of which may be associated with a unique maintenance procedure ID. The maintenance procedure description may include information about maintenance-related tasks and intervals. For example, each predetermined maintenance procedure may include a recommended inspection schedule, a recommended parts replacement schedule, and / or any other maintenance-related activities associated with one or more structural components 21. Each maintenance procedure 58 may have an associated aircraft utilization category 59, such that, for example, a less demanding utilization of aircraft 10 may require a less demanding maintenance procedure 58.

[0205] For different utilization categories of aircraft 10, maintenance procedures 58 may be pre-determined and pre-approved (i.e., certified) by a certification body. Pre-determined maintenance procedures 58 may be based on estimates of fatigue, environmental (e.g., temperature, humidity), and / or accidental damage to structural components 21 determined using known or other methods. However, there is not only one recommended maintenance procedure; different utilization categories 59 corresponding to aircraft 10 may be provided. Figure 4 Multiple predetermined maintenance procedures 58 are shown herein. Accordingly, in order to assign a specific maintenance procedure 58 to a specific structural element 21 and / or the aircraft 10 as a whole, it may not be necessary to determine fatigue, environmental, and / or accidental damage based on individual circumstances. The predetermined maintenance procedure 58 mentioned herein may be specific to one or more specific structural elements 21 of the aircraft 10 or specific to the aircraft 10 as a whole. For example, aircraft-level predetermined maintenance procedures 58 may be based on a combination of multiple structural element-specific predetermined maintenance procedures 58.

[0206] Due to the complex and resource-intensive nature of fatigue assessments used to obtain maintenance (e.g., inspection, parts replacement) procedures, a method of grouping structural elements 21 into control points can be used. Structural elements 21 can be grouped within control points if they exhibit similar fatigue behavior when the task type changes. This can be determined using a spectral severity factor. The analysis required to obtain inspection intervals must therefore be performed only at the control points, and the results can be applied to all structural elements 21 within the control points. This control point method can provide sufficiently accurate inspection intervals in some cases while reducing computation time by 80%–90%. Using marketing data for similar aircraft and control point analysis over a large number of flights, the control point method can be used to define inspection procedures and intervals.

[0207] Fatigue events used for fatigue analysis may include, but are not limited to: runway bulges, runway changes of direction, advances and braking, maneuvers, gusts, and control surface deflections. Such events can be extracted from actual data 36. Actual data 36 can be used to obtain the occurrence and overtaking curves for each flight based on multiple flights and aircraft 10.

[0208] Figure 4This is a table illustrating the structure of data related to utilization category 59 that can be stored in the memory 48 of device 38. The data related to utilization category 59 may include descriptions of one or more predetermined utilization categories 59, each of which may be associated with a unique utilization category ID. Each utilization category 59 may have one or more utilization criteria 54 associated with it. In some embodiments, utilization category 59 may not necessarily be specific to structural element 21, but may represent the utilization of aircraft 10 as a whole. Accordingly, the identification of appropriate predetermined maintenance procedures 58 for a particular structural element 21 may be done based on readily available data and may not involve fatigue damage assessments based on individual cases. Utilization criteria 54 can be used to determine which utilization category 59 can be assigned to aircraft 10 based on actual utilization data 36 of aircraft 10. For example, category 1 may be associated with baseline utilization of aircraft 10, category 2 may be associated with light utilization of aircraft 10 that may cause less fatigue damage than category 1, and category 3 may be associated with ultralight utilization of aircraft 10 that may cause less fatigue damage than category 2. Standard 54 may be defined based on theoretical utilization, design assumptions, and fatigue, environmental, and / or accidental damage estimated by known or other methods (e.g., fatigue damage calculation).

[0209] In various embodiments, parameter 36 may include one or more of the following: takeoff weight of aircraft 10, duration of operation of aircraft 10 (hours), flight duration of aircraft 10 (hours), flight distance of aircraft 10, and landing weight of aircraft 10. As explained below, parameter 36 and criterion 54 can be used to determine the type of mission performed by aircraft 10. For example, in some cases, it may be necessary not to obtain stress / strain measurements directly from structural element 21 in order to assign predetermined maintenance procedures 58 to structural element 21.

[0210] Actual utilization data 36 can be used to determine which utilization category applies to a particular aircraft 10. In various embodiments, K-Nearest Neighbor (KNN) or other software classification algorithms can be used to determine the applicable utilization category 59 based on actual utilization data 36. The determination of the applicable utilization category 59 can be updated continuously or intermittently, as actual utilization data 36 is received by device 38. In some cases, the utilization category 59 of aircraft 10 may change, and therefore the predetermined maintenance procedures 58 previously assigned to structural elements 21 of aircraft 10 may also change in view of the new utilization category 59 that can be adopted by aircraft 10.

[0211] Figure 5This is a bar chart showing the percentage of flights falling within eight (8) different mission types (A to H) for four (4) aircraft of the same type. Mission types can be defined based on one or more operational and / or environmental parameters of the aircraft, used individually or in combination. For example, such operational parameters may include, for instance, flight duration (e.g., 2 hours, 4 hours, or 6 hours), passenger and cargo load (i.e., low, medium, or maximum capacity), and fuel quantity. (The text is incomplete and ends abruptly.) Figure 5 The information displayed may be based on actual utilization data 36 and represents the mission distribution of aircraft 10 plotted against utilization standard 54. Bar graphs show areas within the graph corresponding to baseline, light, and ultralight utilization categories 59. In some embodiments, the assigned utilization category 59 may be based on the impact on fatigue or environmental damage, which is possible for aircraft 10 on structural element 21. For example, while aircraft 10 can perform various types of missions, the assigned utilization category 59 may be determined based on a threshold for each mission category. For example, if the number of missions exceeds the threshold for one or more types of missions, aircraft 10 may have to be reassigned to a different (e.g., more stringent) utilization category 59. Regarding... Figure 5 The exemplary aircraft type shown in the figure has eight flight types that can be flown by aircraft 1-4. However, depending on the type of aircraft 10 and also on the method used to characterize the aircraft utilization, additional or fewer mission types may be used.

[0212] Figure 5 Threshold lines are shown between different utilization categories 59 for some mission types (e.g., see Mission Type D). Accordingly, in some embodiments, utilization category 59 may be determined based on the distribution of mission types flown by aircraft 10. Other methods may be used to determine the appropriate utilization category 59 for aircraft 10 in order to identify appropriate scheduled maintenance procedures 58. The mission type identified for aircraft 10 may be correlated with actual utilization data 36.

[0213] According to one embodiment, device 38 can be used to assist in the maintenance of one or more structural elements 21 of aircraft 10. For example, device 38 can be used to identify a predetermined structural maintenance procedure 58 suitable for structural element 21 or aircraft 10 as a whole, based on actual utilization data 36 of aircraft 10. (See again...) Figure 2 The device 38 may include: an input interface 44 for receiving data representing actual utilization data 36 of the aircraft 10, a processor 46, and a memory 48 coupled to the processor 46. The memory 48 may include: data representing an identifier 62 of the aircraft 10; data representing an identifier 60 of the structural element 21; and data representing multiple utilization categories 59 of the aircraft 10 (in...). Figure 4 (as shown in the figure) data related to multiple utilization standards 54; indicating data related to utilization standard 54 (see Figure 3 and Figure 4 The processor 46 may include data identifying multiple pre-defined maintenance procedures 58; and machine-readable instructions 52 executable by the processor 46. Instructions 52 may be configured to: evaluate actual utilization data 36 relative to at least one utilization criterion 54 using actual utilization data 36 and data representing multiple utilization criteria 54, and assign one of utilization categories 59 to a specific aircraft identifier 62; assign one pre-defined maintenance procedure identifier to a structural element identifier 60 or an aircraft identifier 62 based on the assigned utilization category 59; and generate output data 50 representing the pre-defined maintenance procedure identifier assigned to the structural element identifier 60 or the aircraft identifier 62.

[0214] Figure 6 This is a table illustrating the structure of data that can be generated using the device 38 and methods described herein. Figure 6 The data shown can be stored in memory 48 and used for generating Figure 2 The output data shown is based on 50. For example, Figure 6 The data may include the aircraft ID 62 with its associated actual utilization data 36 and the specific utilization category 59 assigned to it via the utilization category ID.

[0215] Figure 7A This is a table illustrating the structure of data that can be generated using the device 38 and methods described herein. Figure 7A The data shown can be stored in memory 48 and used for generating Figure 2 The output data shown is based on 50. For example, Figure 7A The data may include an aircraft ID 62 having a specific utilization category 59 assigned to it via a utilization category ID. Furthermore, the structural element 21 of the specific aircraft ID may have a predetermined maintenance procedure 58 assigned to it via a maintenance procedure ID. Figure 7A The scheduled maintenance procedure 58 listed may be specific to structural element 21 (i.e., PSE ID60).

[0216] Figure 7B This is a table illustrating the structure of data that can be generated using the device 38 and methods described herein. Figure 7B The data shown can be stored in memory 48 and used for generating Figure 2 The output data shown is based on 50. For example, Figure 7B The data may include an aircraft ID 62 having a specific utilization category 59 assigned to it via a utilization category ID. Each aircraft ID 62 may have a predetermined maintenance procedure 58 assigned to it via a maintenance procedure ID. As explained above, the predetermined maintenance procedure 58 at the aircraft level may be determined, for example, by a combination of multiple predetermined maintenance procedures 58 respectively associated with multiple structural elements 21 of the aircraft 10, such that a total aircraft-level predetermined maintenance procedure 58 can be defined.

[0217] In some implementations, instruction 52 may be configured to cause processor 46 to generate output data 50 representing the recommended utilization of aircraft 10 to allow the retention of the predetermined maintenance procedure 58 previously assigned to structural element 21 or aircraft 10 as a whole, or the recommended utilization of aircraft 10 to allow the replacement of the predetermined maintenance procedure 58 previously assigned to structural element 21 or aircraft 10 as a whole. For example, output data 50 may represent one or more recommendations from the operator of aircraft 10, which may assist the operator in performing the type of task that allows aircraft 10 to remain within the desired utilization category 59 and associated predetermined maintenance procedure 58 or to change to another utilization category 59 and associated other predetermined maintenance procedures 58.

[0218] In some implementations, instruction 52 may be configured to cause processor 46 to generate output data 50 representing recommended utilization of a fleet of aircraft 10 to allow for the maintenance of one or more aircraft 10 in the fleet having a predetermined maintenance procedure 58 previously assigned to structural element 21 or as a whole, or recommended utilization of the fleet to allow for the replacement of a predetermined maintenance procedure 58 previously assigned to structural element 21 or as a whole. For example, output data 50 may represent one or more recommendations from the fleet operator that help the operator maintain one or more aircraft 10 in the fleet having the desired predetermined maintenance procedure 58 for structural element 21. For example, output data 50 may represent one or more recommendations to transfer some utilization of one or more aircraft 10 in the fleet to one or more other aircraft 10 in the same machine. For example, output data 50 may represent one or more recommendations to distribute the utilization of multiple aircraft 10 more evenly within the same fleet or unevenly within the fleet, such that a portion of the fleet may be assigned a lighter maintenance procedure 58. This recommended use can be configured to help operators of the aircraft fleet 10 reduce maintenance / inspection costs at the fleet level.

[0219] The recommended utilization of aircraft 10 may take the form of one or more utilization parameters that aircraft 10 is required to meet. The recommended utilization may be used by the operator of aircraft 10 to ensure that the type of mission flown by aircraft 10 is consistent with the desired utilization category 59. For example, in some embodiments, the recommended utilization may include takeoff weight not exceeding and / or a recommended margin of takeoff weight. Optionally or additionally, the recommended utilization may include the number of flight hours not exceeding and / or a recommended margin of the number of flight hours for a certain number of flights. Optionally or additionally, the recommended utilization may include landing weight not exceeding and / or a recommended margin of landing weight. Optionally or additionally, the recommended utilization may include altitude not exceeding and / or a recommended margin of altitude. Optionally or additionally, the recommended utilization may include, for example... Figure 5The recommended distribution of the task types shown. In some embodiments, the recommended utilization may take into account previous utilizations of aircraft 10. In some embodiments, device 38 may also be used to verify that the operator of aircraft 10 is operating aircraft 10, as specified by the recommended utilization.

[0220] Figure 8 This is a table showing another structure of data that can be generated using the device 38 and methods described herein. Figure 8 The data shown can be stored in memory 48 and used for generating Figure 2 The output data shown is based on 50. For example, Figure 8 The data may include aircraft ID 62, which has a specific utilization category 59 assigned to it via utilization category ID. Figure 8 The data for each aircraft ID 62 may also include one or more utilization recommendations for keeping aircraft 10 in the current utilization category 59. Figure 8 The data for each aircraft ID 62 may also include one or more utilization recommendations for placing aircraft 10 in another current utilization category 59.

[0221] Alternatively or additionally, recommendations for maintaining or replacing utilization category 59 can be made at the fleet level, such that each fleet can be associated with one or more utilization category IDs, and the recommendations can be configured to help fleet operators of aircraft 10 reduce maintenance / inspection costs at the fleet level.

[0222] Figures 9A-9C The timeline of exemplary scheduled maintenance procedures 58 is illustrated graphically, where each scheduled maintenance procedure 58 includes one or more maintenance-related tasks, such as one or more inspections of structural components 21 (or the aircraft 10 as a whole). For example, Figure 9A The mission AE is shown, which may be a structural element 21 corresponding to the baseline of aircraft 10 using category 59 (in Figures 9A-9C The part of the scheduled maintenance procedure 58 (i.e., procedure 1) is identified as PSE 1). Figure 9B Tasks A, B, and C are shown, which may be part of a predetermined maintenance procedure 58 (i.e., procedure 2) for structural element 21 corresponding to light utilization category 59 of aircraft 10. Because the utilization category of procedure 2 is determined to cause less fatigue damage (e.g., a slower crack growth rate) than the utilization category of procedure 1, some tasks from procedure 1 are considered unnecessary in procedure 2. [View] Figure 9B Another approach is that one or more tasks from Procedure 1 corresponding to Baseline Utilization Category 59 can be moved to a later time in the life cycle of Aircraft 10, resulting in fewer tasks needing to be performed during the operational life of Aircraft 10. Figure 9CTasks A and B are shown, which may be part of a predetermined maintenance procedure 58 (i.e., procedure 3) for structural element 21 corresponding to the ultralight utilization category of aircraft 10. Because the utilization category of procedure 3 is determined to cause less fatigue damage than that of procedure 2, one or more tasks from procedure 2 are considered unnecessary in procedure 3. In some cases, procedures 1-3 may further include tasks that can be performed mid-life but are not yet fully developed. Figures 9A-9C The maintenance-related tasks identified in the document. In some cases, procedures 2 and 3 may include one or more tasks from procedure 1 that move to a mid-life check, which may be a mandatory check to reduce the number of times aircraft 10 needs to land for inspection / maintenance purposes.

[0223] Figure 10A and 10B This is a timeline showing an exemplary maintenance procedure 58 associated with the first structural element 21 (PSE 1) of the aircraft 10 for two different utilization categories (i.e., baseline and light). In this particular example, procedure 2 includes task A, which is delayed relative to task A in procedure 1, and procedure 2 also omits task D, which is part of procedure 1. Figure 10C This is for the lightweight utilization category (which is related to) Figure 10B The same utilization category related to procedure 2 shows a timeline of exemplary maintenance procedure 58 related to the second structural element 21 (PSE 2) of aircraft 10. Figure 10B Task A in program 2 can be substantially related to Figure 10C This is consistent with task A in program 2. Here, the term "substantially" is used to modify... Figure 10B and 10C The consistency of Task A is important because, even if the scheduled times for each Task A are not exactly the same, they can be close enough that the operator of Aircraft 10 will tend to perform them both during the same maintenance period. For example, if the performance of both Task A requires temporary downtime of Aircraft 10, the operator of Aircraft 10 might prefer to have Task A performed by the operator of Aircraft 10. Figure 10B and 10C Instead of decommissioning the aircraft 10 so that each mission A could be performed separately, both missions A were executed during the same maintenance period.

[0224] Accordingly, such as Figures 10A-10C As shown, it may be possible to adjust the utilization of aircraft 10 such that one or more future maintenance tasks associated with the first structural element 21 (PSE 1) can substantially conform to one or more future maintenance tasks associated with the second structural element 21 (PSE 2) or with one or more other maintenance activities on aircraft 10 to reduce downtime. For example, Figure 10C This demonstrates that when the aircraft 10 is operated according to Light Use Category 59, it substantially conforms to Figure 10B Task A of PSE 1 and Task A of PSE 2 are substantially consistent Figure 10B Task C of PSE1 and Task B of PSE2.

[0225] According to another embodiment, device 38 may be configured to assist in the maintenance of one or more structural elements 21 of aircraft 10, wherein one or more structural elements 21 or the aircraft 10 as a whole already has a first predetermined maintenance procedure 58 assigned to them. (See reference) Figure 2 The device 38 shown, memory 48 may include: data representing an identifier 60 of structural element 21; data representing an identifier 62 of aircraft 10; data representing an identifier of a first predetermined maintenance procedure 58 assigned to the identifier 60 of structural element 61 or the identifier 62 of aircraft; data representing a utilization standard 54 associated with a second predetermined maintenance procedure 58 of structural element 21; data representing an identifier of the second predetermined maintenance procedure 58 associated with utilization standard 54; and instructions 52 executable by processor 46.

[0226] Instruction 52 can be configured to cause processor 46 to evaluate actual utilization data 36 relative to utilization criterion 36 using actual utilization data 36 and data representing utilization criterion 54, and determine whether actual utilization data 36 meets utilization criterion 54. If actual utilization data 36 meets utilization criterion 54, processor 46 can replace the first predetermined maintenance procedure identifier assigned to structural element identifier 60 or aircraft mark 62 with a second predetermined maintenance procedure identifier. Processor 46 can also generate output data 50 representing the second predetermined maintenance procedure identifier assigned to structural element identifier 60 or aircraft mark 62. In some embodiments, output data 50 may be based on Figure 7A and / or Figure 7B Data in the form shown.

[0227] The evaluation of actual utilization data 36 relative to utilization standard 54 may, for example, include comparing one or more parameters of actual utilization data 36 with one or more utilization parameters that may be part of utilization standard 54. Optionally or additionally, the evaluation may include using actual utilization data 36 to identify the mission type of aircraft 10 in order to determine whether such mission type is consistent with utilization standard 54. For example, the evaluation of actual utilization data 36 may include identifying Figure 5 The type of task distribution shown is used to determine whether the actual task distribution is consistent with utilization standard 54. Determining whether the second predetermined maintenance check procedure 58 is suitable for structural element 21 may include determining whether the actual utilization data 36 of the aircraft 10 indicates that the utilization of the aircraft 10 is within the utilization category 59 associated with the second predetermined maintenance procedure 58.

[0228] Depending on whether the second predetermined maintenance procedure 58 is determined to be appropriate based on the actual utilization of the aircraft 10, the device 38 may generate output data 50 representing the recommended utilization, which may be useful to the operator of the aircraft 10. For example, instruction 52 may be configured to cause processor 46 to generate output data 50 representing the recommended utilization of the aircraft 10 to allow the first predetermined maintenance procedure assigned to structural element 21 or the aircraft 10 as a whole to be maintained. Optionally or additionally, instruction 52 may be configured to cause processor 46 to generate output data 50 representing the recommended utilization of the aircraft 10 so that the second predetermined maintenance procedure 58 is determined to be suitable for structural element 21 or the aircraft 10 as a whole if the second predetermined maintenance procedure 58 is determined to be unsuitable for structural element 21 or the aircraft 10 as a whole. As explained above, the recommended utilization of the aircraft 10 may be in the form of one or more utilization parameters conforming to by the aircraft 10.

[0229] According to another embodiment, device 38 can be configured to assist in the maintenance of structural elements 21 of aircraft 10, wherein structural elements 21, or aircraft 10 as a whole, already have a first predetermined maintenance procedure 58 associated with them. (See reference) Figure 2 The device 38 shown, memory 48 may include: data representing an identifier 62 of the aircraft 10; data representing an identifier 60 of the structural element 21; data representing an identifier of a first predetermined maintenance procedure 58 assigned to the structural element identifier 60 or the aircraft identifier 62; data representing a utilization standard 54 associated with a second predetermined maintenance procedure 58 of the structural element 21 or the aircraft 10 as a whole; data representing an identifier of the second predetermined maintenance procedure 58 associated with the utilization standard 54; and machine-readable instructions 52 executable by the processor 46.

[0230] Instruction 52 can be configured to cause processor 46 to evaluate actual utilization data 36 with respect to utilization criterion 54 using actual utilization data 36 and data representing utilization criterion 54, and determine whether actual utilization data 36 meets utilization criterion 54. If actual utilization data 36 does not meet utilization criterion 54, processor 46 can be caused to generate data representing the recommended utilization of aircraft 10 configured to make future utilization data meet utilization criterion 54. Processor 46 can also be caused to generate output data 50 representing the recommended utilization assigned to aircraft identifier 62. In some embodiments, output data 50 may be based on Figure 8 Data in the form shown.

[0231] The evaluation of actual utilization data 36 relative to utilization standard 54 may include determining whether the actual utilization data 36 of aircraft 10 indicates that the utilization of aircraft 10 is different from the utilization category 59 associated with the second predetermined maintenance procedure 58. Accordingly, output data 50 may represent the recommended utilization of aircraft 10 that makes the second predetermined maintenance procedure 58 suitable for structural element 21.

[0232] Optionally or additionally, the output data 50 may represent a recommended utilization of the aircraft 10 that will allow the maintenance of the structural element 21 under a first predetermined maintenance procedure 58. In such a case, the memory 48 may include data representing utilization criteria 54 associated with the first predetermined maintenance procedure 58. Instructions 52 may be configured to cause the processor 46 to generate output data 50 representing the recommended utilization of the aircraft 10, configured to ensure that future utilization data meets utilization criteria 54 associated with the first predetermined maintenance procedure 58.

[0233] As explained above, in various embodiments, device 38 can be configured to be used to ensure that one or more design assumptions 56 are valid for the structural elements 21 of the aircraft 10. (See reference...) Figure 2 The illustrated device 38 and memory 48 may include data representing one or more design assumptions 56 for designing structural element 21 and instructions 52 executable by processor 46. Instructions 52 are configured to cause processor 46 to: evaluate the actual utilization data 36 relative to design assumption 56 using the actual utilization data 36 and the data representing the design assumption 56, and assign an indication of validity to design assumption 56. Instructions 52 also cause processor 46 to generate output data 50 indicating an indication of the validity assigned to design assumption 56.

[0234] Figure 11 This is another structured table showing the data that can be stored in the memory 48 of the device 38. Figure 11 The data shown for each identifier 60 of structural element 21 may include one or more design assumptions 56 used in the design of the relevant structural element 21. Each design assumption 56 may be associated with a unique assumption identifier.

[0235] One or more design assumptions 56 may each include one or more theoretical utilization parameters of the aircraft 10 and / or the mission type of the aircraft used during the design of structural element 21. Accordingly, the availability of actual utilization data 36 allows such design assumptions 56 to be valid. In some embodiments, evaluating actual utilization data 36 relative to design assumptions 56 may, for example, include comparing actual utilization parameters with corresponding theoretical utilization parameters used during the design of structural element 21. For such design assumptions 56 to be valid, it may be desirable to obtain actual utilization data 36 from multiple aircraft 10 of the same type. For example, in some cases, it may be desirable to obtain data from one or more groups of aircraft 10 in order to obtain average and / or other statistically significant actual utilization data 36.

[0236] Figure 12 This is a table showing another structure of data that can be stored in the memory 48 of the device 38. Figure 12The data shown may include, for example, each identifier 60 of structural element 21, one or more design assumption identifiers used in the design of the relevant structural element 21, and an indication of the validity of the relevant design assumption 56.

[0237] The validity of design assumption 56 can be expressed as an indication of whether such design assumption 56 is accurate, insufficiently rigorous, or may lead to under-design or over-design of structural element 21 within a certain margin, resulting in over-design of structural element 21 (e.g., excessively heavy or expensive materials). In some embodiments, the validity of design assumption 56 can be expressed as a quantitative indication of how far design assumption 56 may deviate. For example, such a quantitative indication may include the numerical difference between actual parameters from actual utilization data 36 and corresponding theoretical utilization parameters. The validity of such design assumption 56 can be used to improve the design of structural element 21 to enhance its performance / reliability or, if possible, reduce its weight. Such design improvements can be performed on existing aircraft 10 by replacing existing structural elements 21 (if such replacement is deemed economically worthwhile) and / or on new aircraft 10 of the same or other types, with actual utilization data 36 associated with that type.

[0238] Figure 13 A flowchart illustrates an exemplary method 1300 for assisting in the maintenance of one or more structural elements 21 of an aircraft 10. At least a portion of method 1300 may be computer-implemented. For example, at least a portion of method 1300 may be performed by a device 38 including a computer 40. Some or all of method 1300 may be combined with one or more steps of one or more other methods disclosed herein. Method 1300 may include: receiving actual utilization data 36 of the aircraft 10 (see box 1302); evaluating the actual utilization data 36 relative to at least one of a plurality of utilization criteria 54 associated with a plurality of utilization categories 59 of the aircraft 10, wherein the utilization category 59 of the aircraft 10 is associated with a predetermined maintenance procedure 58 of one or more structural elements 21 or the aircraft 10 as a whole (see box 1304); assigning one of the utilization categories 59 to the aircraft 10 based on the evaluation of the actual utilization data 36 relative to at least one utilization criterion 54 (see box 1306); and assigning one of the predetermined maintenance procedures 58 to one or more structural elements 21 or the aircraft 10 as a whole based on the assigned utilization category 59 (see box 1308).

[0239] In some embodiments, method 1300 may further include notifying the operator of aircraft 10 or another interested party of a predetermined maintenance procedure 58 assigned to one or more structural elements 21 of aircraft 10. For example, method 1300 may include transmitting the identifier of the assigned predetermined maintenance procedure 58 and / or at least a portion thereof to the operator or another interested party.

[0240] In some implementations, method 1300 may include performing one or more tasks assigned to one or more structural elements 21 or the aircraft 10 as a whole, a predetermined maintenance procedure 58.

[0241] Method 1300 may also include recommending the use of aircraft 10 to the operator of aircraft 10 and / or to another interested party. For example, method 600 may include recommending that the use of aircraft 10 will allow the retention of the assigned scheduled maintenance procedure 58 for structural element 21 or for aircraft 10 as a whole. Optionally or additionally, method 1300 may include recommending that the use of aircraft 10 will allow the use of another scheduled maintenance procedure 58 to replace the assigned scheduled maintenance procedure 58. For example, structural element 21 in the discussion may be a first structural element, and the other scheduled maintenance procedure 58 may include future maintenance tasks of the first structural element that are substantially consistent with future maintenance tasks of the second structural element. This allows maintenance tasks of both the first and second structural elements to be performed during the same maintenance period to avoid having to take aircraft 10 out of service multiple times.

[0242] Figure 14 A flowchart illustrates another exemplary method 1400 for assisting in the maintenance of one or more structural elements 21 of an aircraft 10. The structural element 21, or the aircraft 10 as a whole, may already have a first predetermined maintenance procedure 58 associated with it. At least a portion of method 1400 may be computer-implemented. For example, at least a portion of method 1400 may be performed by a device 38 including a computer 40. Some or all of method 1400 may be combined with one or more steps of one or more other methods disclosed herein. Method 1400 may include: receiving actual utilization data 36 of the aircraft 10 (see box 1402); evaluating the actual utilization data 36 relative to a utilization criterion 54 associated with a second predetermined maintenance procedure 58 of the structural element 21 or the aircraft 10 as a whole, and determining whether the actual utilization data 36 meets the utilization criterion 54 (see box 404); and if the actual utilization data 36 meets the utilization criterion 54, assigning the second predetermined maintenance procedure 58 to the structural element 21 or the aircraft 10 as a whole (see box 1406).

[0243] In some implementations, method 1400 may include performing one or more tasks assigned to a second predetermined maintenance procedure 58 of the structural element 21 or the aircraft 10 as a whole.

[0244] In some embodiments, method 1400 may include recommending utilization of aircraft 10 to allow for the maintenance of the first predetermined maintenance procedure 58 assigned to structural element 21 or as a whole of aircraft 10. In some embodiments, method 1400 may include recommending utilization of aircraft 10 configured to meet utilization criterion 54 if actual utilization data 36 does not meet utilization criterion 54. Optionally or additionally, such a recommendation may be made if actual utilization data 36 meets utilization criterion 54.

[0245] In some implementations, structural element 21 may be a first structural element, while the second predetermined maintenance procedure 58 may include future maintenance tasks of the first structural element that are substantially consistent with future maintenance tasks of the second structural element of the aircraft 10.

[0246] Figure 15 A flowchart illustrates another exemplary method 1500 for assisting in the maintenance of one or more structural elements 21 of an aircraft 10. The structural element 21, or the aircraft 10 as a whole, may already have a first predetermined maintenance procedure 58 associated with it. At least a portion of method 1500 may be computer-implemented. For example, at least a portion of method 1500 may be performed by a device 38 including a computer 40. Some or all of method 1500 may be combined with one or more steps of one or more other methods disclosed herein. Method 1500 may include: receiving actual utilization data 36 of the aircraft 10 (see box 1502); evaluating the actual utilization data 36 relative to a utilization criterion 54 associated with a second predetermined maintenance procedure 58 of the structural element 21 or the aircraft 10 as a whole, and determining whether the actual utilization data 36 meets utilization criterion 54 (see box 1504); and if the actual utilization data 36 does not meet utilization criterion 54, recommending a configuration for future utilization data of the aircraft 10 to meet utilization criterion 54 (see box 1506).

[0247] In some embodiments, method 1500 may include a recommended configuration that enables future utilization data to meet utilization criteria 54 of the aircraft 10 associated with a first predetermined maintenance procedure 58 assigned to structural element 21 or as a whole of the aircraft 10. In some embodiments, the recommended utilization may include, for example, Figure 5 The recommended distribution for the task types shown.

[0248] Figure 16A flowchart illustrates another exemplary method 1600 for assisting in the maintenance of one or more structural elements 21 of an aircraft 10. At least a portion of method 1600 may be computer-implemented. For example, at least a portion of method 1600 may be performed by a device 38 including a computer 40. Some or all of method 1600 may be combined with one or more steps of one or more other methods disclosed herein. Method 1600 may include: receiving actual utilization data 36 of the aircraft 10 (see box 1602); evaluating the actual utilization data 36 relative to a design assumption 56 for designing the structural element 21 (see box 1604); and determining the validity of design assumption 56 based on the evaluation of the actual utilization data 36 relative to design assumption 56 (see box 1606).

[0249] As explained above, the validity of design assumption 56 can be expressed as an indication of whether such design assumption 56 is accurate rather than sufficiently strict or too strict. The validity of such design assumption 56 can be used to improve the design of structural element 21 to enhance its performance / reliability or, if possible, reduce its weight. Accordingly, method 1600 may include improving the design of structural element 21. In some cases, method 1600 may include replacing existing structural element 21 of the existing aircraft 10 with another structural element based on the validity of design assumption 56 determined via method 1600.

[0250] Optionally or additionally, such a design assumes that the effectiveness of 56 can be used to adjust one or more maintenance procedures associated with one or more structural elements 21 and / or one or more aircraft 10.

[0251] Optionally or additionally, such a design assumes that the validity of 56 can be used to assign predetermined maintenance procedures to one or more structural elements 21 or one or more aircraft 10.

[0252] The above description is intended to be exemplary only, and those skilled in the art will recognize that variations can be made to the described embodiments without departing from the scope of the disclosed invention. For example, the boxes and / or operations in the flowcharts and figures described herein are for illustrative purposes only. Many variations of these boxes and / or operations can be made without departing from the teachings of this disclosure. For example, boxes may be performed in a different order, or boxes may be added, deleted, or modified. This disclosure may be implemented in other specific forms without departing from the subject matter of the claims. Furthermore, those skilled in the art will recognize that while the devices and methods disclosed and illustrated herein may include a specific number of elements / components, these devices and methods may be modified to include additional or fewer such elements / components. This disclosure is also intended to cover and include all suitable variations in the art. Modifications falling within the scope of the invention will be apparent to those skilled in the art upon review of this disclosure, and such modifications are intended to fall within the appended claims. Moreover, the scope of the claims should not be limited by the preferred embodiments set forth in the examples, but should be given the broadest interpretation consistent with the description as a whole.

Claims

1. An apparatus for assisting in the maintenance of one or more structural components of an aircraft, the apparatus comprising: An input interface is used to receive actual utilization data of the aircraft. Data processor; as well as A machine-readable storage device coupled to the data processor, the machine-readable storage device comprising: Data indicating the identification of the aircraft; Data representing multiple utilization criteria associated with multiple utilization categories of the aircraft, the multiple utilization categories being a baseline category indicating baseline fatigue, a light category indicating less fatigue damage than the baseline category, and an ultralight category indicating less fatigue damage than the light category; Identifiers representing multiple predetermined structural maintenance procedures for the aircraft and data relating to the utilization standards, respectively; and Machine-readable instructions that can be executed by the processor and configured to cause the processor to perform the following operations: The actual utilization data and data representing the plurality of utilization criteria are used to evaluate the actual utilization data relative to at least one of the utilization criteria and to assign one of the utilization categories to an aircraft identifier, wherein the data representing at least one of the utilization criteria represents the distribution of the aircraft's mission types; Assigning one of the predetermined structure maintenance procedure identifiers to the aircraft identifier based on the assigned utilization category; and Output data is generated representing the predetermined structure maintenance procedure identifier assigned to the aircraft identifier. Wherein, if the structural elements exhibit similar fatigue behavior when the task type changes, the structural elements are grouped within a control point, and the predetermined structural maintenance procedure is applied to the structural elements grouped within the control point. Wherein, at least one of the utilization categories represents the utilization of the aircraft as a whole.

2. The device as claimed in claim 1, wherein the predetermined structure maintenance procedure is certified by a certification body.

3. The device of claim 1, wherein the actual utilization data includes takeoff weight.

4. The device of claim 1, wherein the actual utilization data includes flight distance.

5. The device of claim 1, wherein the actual utilization data includes flight duration.

6. The device of claim 1, wherein the actual utilization data includes landing weight.

7. The apparatus of claim 1, wherein the machine-readable instructions are configured to cause the processor to generate output data representing the recommended utilization of the aircraft to allow the retention of the predetermined structure maintenance procedure assigned to the aircraft identifier.

8. The apparatus of claim 1, wherein the machine-readable instructions are configured to cause the processor to generate output data representing a recommended use of the aircraft, allowing the predetermined structure maintenance identifier assigned to the aircraft identifier to be replaced by another of the predetermined structure maintenance identifiers.

9. The device of claim 7, wherein the recommended use includes takeoff weight.

10. The device of claim 7, wherein the recommended use includes flight duration.

11. The device of claim 7, wherein the recommended utilization includes landing weight.

12. The device as claimed in claim 1, wherein: The machine-readable storage includes data representing design assumptions used in designing the one or more structural elements; and The machine-readable instructions are configured to cause the processor to: The actual utilization data, representing the design assumptions, are used to evaluate the actual utilization data relative to the design assumptions, and output data representing the effectiveness of the design assumptions are generated.

13. The device as claimed in claim 1, wherein: The machine-readable storage includes data representing identifiers of the one or more structural elements of the aircraft; and Assigning one of the predetermined structure maintenance procedure identifiers to the aircraft identifier includes assigning the predetermined structure maintenance procedure identifier to the structural element identifier.

14. The apparatus of claim 1, wherein the actual utilization data is obtained from an airborne device capable of recording actual utilization data related to aircraft utilization parameters.

15. A method for assisting in the maintenance of one or more structural elements of an aircraft, the method comprising: Receive actual utilization data of the aircraft; The evaluation assesses actual utilization data relative to at least one of a plurality of utilization criteria associated with a plurality of utilization categories of the aircraft, which are related to a corresponding predetermined structural maintenance procedure of the aircraft. The plurality of utilization categories refer to a baseline category indicating baseline fatigue, a light category indicating fatigue damage less than the baseline category, and an ultralight category indicating fatigue damage less than the light category. One of the utilization categories is assigned to the aircraft based on the evaluation of actual utilization data relative to the at least one utilization criterion, wherein the one or more utilization criteria include a distribution of the aircraft's mission types; as well as One of the predetermined structural maintenance procedures is assigned to the aircraft based on the utilization category to which it is assigned. Wherein, if the structural elements exhibit similar fatigue behavior when the task type changes, the structural elements are grouped within a control point, and the predetermined structural maintenance procedure is applied to the structural elements grouped within the control point. Wherein, at least one of the utilization categories represents the utilization of the aircraft as a whole.

16. The method of claim 15, further comprising performing the predetermined structural maintenance procedure assigned to the aircraft.

17. The method of claim 15, wherein the predetermined structure maintenance procedure is certified by a certification body.

18. The method of claim 15, wherein the actual utilization data includes takeoff weight.

19. The method of claim 15, wherein the actual utilization data includes flight distance.

20. The method of claim 15, wherein the actual utilization data includes flight duration.

21. The method of claim 15, wherein the actual data used includes landing weight.

22. The method of claim 15, further comprising recommending the use of the aircraft to allow the maintenance of the predetermined structural maintenance procedures assigned to the aircraft.

23. The method of claim 15, comprising recommending the use of the aircraft to allow the predetermined structural maintenance procedure to be replaced by another of the predetermined structural maintenance procedures assigned to the aircraft.

24. The method of claim 23, wherein the other predetermined structural maintenance procedure includes a future maintenance task of a first structural element that substantially conforms to a future maintenance task of a second structural element.

25. The method of claim 22, wherein the recommended utilization includes takeoff weight.

26. The method of claim 22, wherein the recommended utilization includes flight duration.

27. The method of claim 22, wherein the recommended utilization includes landing weight.

28. The method of claim 15, wherein each of the predetermined structure maintenance procedures includes an inspection schedule.

29. The method of claim 15, further comprising evaluating the actual utilization data relative to design assumptions used to design the one or more structural elements, and determining the validity of the design assumptions.

30. The method of claim 15, wherein assigning one of the predetermined structural maintenance procedures to the aircraft includes assigning the predetermined structural maintenance procedures to the one or more structural elements of the aircraft.

31. The method of claim 15, wherein the actual utilization data is obtained from an airborne device capable of recording actual utilization data related to aircraft utilization parameters.

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