System and method for automated lesion assessment

Abstract

Systems and methods for automated lesion assessment. A method for automatic damage assessment includes receiving input data identifying an aircraft, a location on the aircraft, and damage information associated with the location. The method further includes automatically identifying a plurality of service conditions based on the input data and the three-dimensional model of the aircraft. The three-dimensional model includes a first layer associated with a first set of structural features of the portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, wherein the first set of structural features is different from the second set of structural features. The method further includes obtaining an impairment limit from the digital service manual, wherein the impairment limit is based at least on the plurality of service conditions. The method further includes generating a service treatment based at least on the damage limit and the input data.

Description

Technical Field

[0001] The present disclosure generally relates to systems and methods for automated damage assessment. Background Art

[0002] With the increasing air traffic, safe and effective aircraft management has become increasingly important. One aspect of aircraft management includes the ability of aircraft maintenance personnel to effectively identify aircraft damage and, if possible, effectively repair the damage. Aircraft maintenance personnel use service manuals to assist in identifying aircraft damage as well as the allowable damage limits ("ADL") and repairable damage limits ("RDL") for specific damage types, aircraft types, and damage locations.

[0003] As modern aircraft become more complex, it has become increasingly impractical to quickly use the accompanying service manuals for aircraft damage assessment. In addition, as more modern materials (such as composite materials) are used in aircraft manufacturing, the damage assessment and repair of areas associated with these materials have become more complex. Identifying all the numerous conditions on which an aircraft maintenance personnel's decision regarding damage assessment is based can be a time-consuming and resource-inefficient process. Summary of the Invention

[0004] In a particular implementation, the method includes receiving input data identifying an aircraft, a location on the aircraft, and damage information associated with the location. The method also includes automatically identifying a plurality of maintenance conditions based on the input data and a three-dimensional model of the aircraft, the three-dimensional model including a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features. The method also includes obtaining damage limits from a digital service manual, the damage limits being at least based on the plurality of maintenance conditions. The method also includes generating a maintenance disposition based at least on the damage limits and the input data.

[0005] In another particular implementation, the device includes one or more processors configured to receive input data identifying an aircraft, a location on the aircraft, and damage information associated with the location. The one or more processors are further configured to automatically identify a plurality of maintenance conditions based on the input data and a three-dimensional model of the aircraft, the three-dimensional model including a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features. The one or more processors are further configured to obtain damage limits from a digital service manual, the damage limits being at least based on the plurality of maintenance conditions. The one or more processors are further configured to generate a maintenance disposition based at least on the damage limits and the input data.

[0006] In another particular implementation, a non-transitory computer-readable medium stores instructions that, when executed by one or more processors, cause the one or more processors to receive input data identifying an aircraft, a location on the aircraft, and damage information associated with the location. The instructions further cause the one or more processors to automatically identify a plurality of repair conditions based on the input data and a three-dimensional model of the aircraft, the three-dimensional model including a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features. The instructions further cause the one or more processors to obtain damage limits from a digital service manual, the damage limits being at least based on the plurality of repair conditions. The instructions further cause the one or more processors to generate a repair disposition based at least on the damage limits and the input data.

[0007] In another particular implementation, a device includes means for receiving input data identifying an aircraft, a location on the aircraft, and damage information associated with the location. The device further includes means for automatically identifying a plurality of repair conditions based on the input data and a three-dimensional model of the aircraft, the three-dimensional model including a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features. The device further includes means for obtaining damage limits from a digital service manual, the damage limits being at least based on the plurality of repair conditions. The device further includes means for generating a repair disposition based at least on the damage limits and the input data.

[0008] Clause 1. A device (102) comprising:

[0009] One or more processors (106) configured to:

[0010] Receive input data (152) identifying an aircraft (138), a location (140) on the aircraft, and damage information (142) associated with the location;

[0011] Automatically identify a plurality of repair conditions (112) based on the input data and a three-dimensional model (130) of the aircraft, the three-dimensional model including a first layer

[0012] (132) associated with a first set of structural features of a portion of the aircraft and a second layer

[0013] (134) associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features;

[0014] Obtain damage limits (148) from a digital service manual (144), the damage limits being at least based on the plurality of repair conditions; and

[0015] Generate a maintenance disposition (116) based at least on the damage limit and the input data.

[0016] Clause 2. The apparatus according to clause 1, wherein the content of the digital service manual is stored as a knowledge graph data structure.

[0017] Clause 3. The apparatus according to clause 1, wherein the damage limit includes an allowable damage limit.

[0018] Clause 4. The apparatus according to clause 1, wherein the damage limit includes a repairable damage limit.

[0019] Clause 5. The apparatus according to clause 1, wherein the input data includes data associated with a digital image of damage to the aircraft.

[0020] Clause 6. The apparatus according to clause 5, wherein the one or more processors are further configured to identify a plotting point associated with a center point of the damage to the aircraft.

[0021] Clause 7. The apparatus according to clause 6, wherein the one or more processors are configured to identify the plotting point, including by identifying the plotting point through a first training model.

[0022] Clause 8. The apparatus according to clause 6, wherein the one or more processors are further configured to store the plotting point in a plotting point database, the plotting point database including a plurality of plotting points associated with a damage history of the aircraft, a damage history of multiple aircraft, or a combination thereof.

[0023] Clause 9. The apparatus according to clause 1, wherein the one or more processors are further configured to automatically identify a boundary of a damaged area of the aircraft.

[0024] Clause 10. The apparatus according to clause 9, wherein the boundary encompasses visible and invisible damage to the aircraft.

[0025] Clause 11. The apparatus according to clause 9, wherein the one or more processors are configured to identify the boundary, including by identifying a set of boundary points along the boundary through a second training model.

[0026] Clause 12. The apparatus according to clause 11, wherein the one or more processors are further configured to generate a digitized boundary shape from the set of boundary points, the digitized boundary shape matching the boundary within a boundary matching threshold.

[0027] Clause 13. The apparatus according to Clause 11, wherein the one or more processors are configured to identify the plurality of repair conditions, including automatically identifying the plurality of repair conditions for each of the boundary points.

[0028] Clause 14. The apparatus according to Clause 13, wherein the one or more processors are further configured to identify a subset of the boundary points associated with a unique set of associated repair conditions.

[0029] Clause 15. The apparatus according to Clause 14, wherein the one or more processors are configured to obtain the damage limit from the digital service manual, including obtaining the damage limit based on the subset of the boundary points.

[0030] Clause 16. A method, comprising:

[0031] Receiving input data (152) identifying an aircraft (138), a location (140) on the aircraft, and damage information (142) associated with the location;

[0032] Automatically identifying a plurality of repair conditions (112) based on the input data and a three-dimensional model (130) of the aircraft, the three-dimensional model including a first layer

[0033] associated with a first set of structural features of a portion of the aircraft (132) and a second layer

[0034] associated with a second set of structural features of the portion of the aircraft (134), the first set of structural features being different from the second set of structural features;

[0035] Obtaining a damage limit (148) from a digital service manual (144), the damage limit being at least based on the plurality of repair conditions; and

[0036] Generating a repair disposition (116) at least based on the damage limit and the input data.

[0037] Clause 17. The method according to Clause 16, further comprising:

[0038] Automatically identifying a boundary of a damaged area of the aircraft, wherein identifying the boundary includes identifying a set of boundary points along the boundary through a second training model, and wherein automatically identifying the plurality of repair conditions includes automatically identifying the plurality of repair conditions for each of the boundary points;

[0039] Generating a digital boundary shape from the set of boundary points, the digital boundary shape matching the boundary within a boundary matching threshold; and

[0040] Identify a subset of the boundary points associated with a unique set of maintenance conditions, wherein obtaining the damage limit from the digital service manual includes obtaining the damage limit based on the subset of the boundary points.

[0041] Clause 18. The method according to clause 16, wherein the content of the digital service manual is stored as a knowledge graph data structure.

[0042] Clause 19. The method according to clause 16, wherein the first layer and the second layer are selected from the group including a part number layer, an allowable damage limit zone layer, an allowable damage limit area layer, a repairable damage limit zone layer, a material thickness layer, and a fastener layer.

[0043] Clause 20. A non - transitory computer - readable medium (1330) comprising instructions (1336) that, when executed by one or more processors (1320, 106), cause the one or more processors to:

[0044] Receive input data (152) identifying an aircraft (138), a location on the aircraft (140), and damage information (142) associated with the location;

[0045] Automatically identify a plurality of maintenance conditions (112) based on the input data and a three - dimensional model (130) of the aircraft, the three - dimensional model including a first layer

[0046] (132) associated with a first set of structural features of a portion of the aircraft and a second layer

[0047] (134) associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features;

[0048] Obtain a damage limit (148) from a digital service manual (144), the damage limit being at least based on the plurality of maintenance conditions; and

[0049] Generate a maintenance disposition (116) at least based on the damage limit and the input data. Description of the Drawings

[0050] Figure 1 Depict an example system for automatic damage assessment according to some examples disclosed in the present subject matter.

[0051] Figure 2 Depict an example excerpt from an exemplary service repair manual according to some implementations of the present subject matter.

[0052] Figure 3Part of a knowledge graph that describes a corresponding part of a digital service manual according to some implementations disclosed in this subject matter.

[0053] Figure 4 Example layer of a three - dimensional model of an aircraft according to some implementations disclosed in this subject matter.

[0054] Figure 5 Another example layer of a three - dimensional model of an aircraft according to some implementations disclosed in this subject matter.

[0055] Figure 6 Another example layer of a three - dimensional model of an aircraft according to some implementations disclosed in this subject matter.

[0056] Figure 7 Another example layer of a three - dimensional model of an aircraft according to some implementations disclosed in this subject matter.

[0057] Figure 8 Another example layer of a three - dimensional model of an aircraft according to some implementations disclosed in this subject matter.

[0058] Figure 9 Another example layer of a three - dimensional model of an aircraft according to some implementations disclosed in this subject matter.

[0059] Figure 10A Example part of a digital image of plotting points for identifying damage instances according to some implementations disclosed in this subject matter.

[0060] Figure 10B Example part of a digital image of plotting points for identifying damage instances, which highlights a sub - image indicating damage to the aircraft, according to some implementations disclosed in this subject matter.

[0061] Figure 10C Example part of a digital image of plotting points for identifying damage instances, which reconstructs the digital image to include highlighting of the damage instance, according to some implementations disclosed in this subject matter.

[0062] Figure 10D Example part of a digital image including an indication of plotting points associated with a damage instance according to some implementations disclosed in this subject matter.

[0063] Figure 11A Example digital image showing the boundary of a damage area of an aircraft according to some implementations disclosed in this subject matter.

[0064] Figure 11B Example digital image showing a set of boundary points along the boundary of a damage area according to some implementations disclosed in this subject matter.

[0065] Figure 11C Examples of digital images that overlay digital images according to some implementations disclosed in this subject matter on portions of layers of a three - dimensional model of an aircraft are described. Figure 11B on portions of layers of a three - dimensional model of an aircraft.

[0066] Figure 12 A flowchart of an example method for automated damage assessment according to some examples disclosed in this subject matter.

[0067] Figure 13 A block diagram of a computing environment of a computing device according to some examples disclosed in this subject matter, including aspects configured to support computer - implemented methods and computer - executable program instructions (or code). Detailed Description

[0068] For efficient airline operations, the first two hours after an aircraft lands - during which inspections and damage assessments are performed on the aircraft structure - are crucial. As aircraft manuals have become more complex, the Structural Repair Manual ("SRM") has become a large document consisting of thousands of pages. Searching for relevant information has become a tedious task. Other attempts to digitize the SRM have required maintenance personnel to input and / or look up data that they may already know (e.g., repair conditions associated with the damage location) in the appropriate electronic version of the SRM. The systems and methods disclosed herein simplify the repair disposition by using an updated three - dimensional model of the aircraft to define the basic damage inputs required for use within the SRM. The application of a customized knowledge graph can use these inputs to present disposition options to system users.

[0069] A technical advantage of the subject matter disclosed is the ability to use the drawing location associated with a damage instance, where the drawing location is related to the three - dimensional model of the aircraft. The systems and methods can display the required input values and process the inputs to search the digital SRM, making it easier, faster, and possible to retrieve all relevant information.

[0070] Another technical advantage of the subject matter disclosed is that it enables flight crew, mechanics, and engineers - who need to inspect the aircraft's structural damage after each flight to determine if there is new damage - to effectively ensure that the damage is within the Allowable Damage Limit ("ADL"). For example, the systems and methods disclosed herein can include zones and regions related to allowable damage / repair limits. By automatically identifying repair conditions based on input data and the three - dimensional model, the systems and methods disclosed herein can effectively generate damage dispositions based on the input data and damage limits retrieved from the digital SRM without the need to read thousands of pages of the SRM.

[0071] The accompanying drawings and the following description illustrate specific exemplary embodiments. It should be understood that those skilled in the art will be able to design various arrangements which, although not explicitly described or shown herein, embody the principles described herein and are included within the scope of the claims following this specification. In addition, any examples described herein are intended to assist in understanding the principles of the disclosure and should be construed as not limiting. Accordingly, the disclosure is not limited to the specific embodiments or examples described below, but is limited by the claims and their equivalents.

[0072] Specific implementations are described herein with reference to the accompanying drawings. In the specification, common features throughout the drawings are denoted by common reference numerals. As used herein, various terms are used only for the purpose of describing specific implementations and are not intended to be limiting. For example, the singular forms "a", "an", and "the" are also intended to include the plural forms unless the context clearly indicates otherwise. Additionally, some features described herein are singular in some implementations and plural in other implementations. For illustration, Figure 1 a system 100 depicting including one or more processors ( Figure 1 the "processor" 106 in), which indicates that in some implementations, the system 100 includes a single processor 106, while in other implementations, the system 100 includes multiple processors 106. For ease of reference herein, such features are generally introduced as "one or more" features and are subsequently referred to in the singular or optionally plural, unless aspects related to multiple features are being described.

[0073] The term "comprising" may be used interchangeably with "including". Additionally, the term "wherein" may be used interchangeably with the term "in which". As used herein, "exemplary" indicates an example, implementation, and / or aspect and should not be construed as limiting or indicating a preference or preferred implementation. As used herein, ordinal terms (e.g., "first", "second", "third", etc.) used to modify elements such as structures, components, operations, etc. do not themselves indicate any priority or order of the element relative to another element, but merely distinguish the element from another element having the same name (but using an ordinal term). As used herein, the term "group" refers to a grouping of one or more elements, and the term "plurality" refers to a number of elements.

[0074] As used herein, "generate," "calculate," "use," "select," "access," and "determine" are interchangeable unless the context indicates otherwise. For example, "generate," "calculate," or "determine" a parameter (or signal) can refer to actively generating, calculating, or determining a parameter (or signal), or can refer to using, selecting, or accessing a parameter (or signal) that has been generated, such as by another component or device. As used herein, "coupled" can include "communicatively coupled," "electrically coupled," or "physically coupled," and can also (or alternatively) include any combination thereof. Two devices (or components) can be directly or indirectly coupled (e.g., communicatively coupled, electrically coupled, or physically coupled) via one or more other devices, components, wires, buses, networks (e.g., wired network, wireless network, or a combination thereof), etc. As an illustrative, non-limiting example, two devices (or components) that are electrically coupled can be included in the same device or different devices and can be connected via electronics, one or more connectors, or inductive coupling. In some implementations, two devices (or components) that are communicatively coupled, such as in an electrocommunication manner, can directly or indirectly send and receive electrical signals (digital signals or analog signals) via, for example, one or more wires, buses, networks, etc. As used herein, "directly coupled" is used to describe two devices that are coupled (e.g., communicatively coupled, electrically coupled, or physically coupled) without an intermediate component.

[0075] Figure 1 Depicts example system 100 for automated damage assessment in accordance with some examples disclosed in the present subject matter. In some implementations, system 100 includes a computing device 102 configured to communicate with one or more devices 104 and / or one or more digital service manuals 144.

[0076] In some implementations, device 104 can be included in, correspond to, or be included in a smartphone or other handheld electronic device used by an aircraft maintenance crew. An aircraft maintenance crew in an airport gate environment can use a smartphone equipped with a camera to take photos of external damage to an aircraft in the gate environment and record and / or input information about the aircraft itself, damage type, damage size, etc.

[0077] Device 104 may be included in, correspond to, or be included within an electronic device that includes a memory 136 storing aircraft data 138, aircraft position data 140, and damage information data 142. The aircraft data 138 may include information identifying a particular aircraft type, manufacturer, model, tail number, and the like. The aircraft position data 140 may include data associated with the location on a particular aircraft where damage is located. For example, the aircraft position data 140 may indicate a part number, location coordinates, one or more other identifiers associated with a location on a particular aircraft, or some combination thereof. The damage information data 142 may include data associated with the type of damage, the extent of the damage, or some combination thereof. For example, the damage information data 142 may indicate whether a particular instance of damage to a particular aircraft is a surface damage (e.g., nicks, gouges, scratches, etc.), a dent, a crack (e.g., a broken optical fiber), a hole, delamination, thermal damage, a lightning strike away from a fastener, a lightning strike at a fastener, and the like. The damage information data 142 may also indicate one or more physical dimensions associated with the damage (e.g., depth, length, width, area, etc.). In some implementations, device 104 may be configured to transmit input data 152 identifying the aircraft, the location on the aircraft, and the damage information associated with the location to computing device 102.

[0078] In some implementations, the digital service manual 144 may be included in, correspond to, or be included within an electronic device that includes a memory 146 storing one or more damage limits 148. The damage limits 148 may include one or more values that indicate whether a particular instance of damage may be corrected in a particular environment when certain conditions are met. For example, the damage limits 148 may indicate an allowable damage limit that indicates whether an aircraft may continue to operate without correcting an instance of damage. The damage limits 148 may also indicate a repairable damage limit that indicates whether an instance of damage may be repaired within certain parameters (e.g., within a certain amount of time, within a gate environment, etc.).

[0079] In some aspects, the damage limits 148 may be associated with broader information content regarding a particular aircraft type for a particular digital service manual 144. For example, the digital service manual 144 may include information regarding the damage limits 148 and the various conditions that must be met in order to apply those damage limits. In a particular example, as illustrated below with reference to Figure 2 the digital service manual 144 may include information indicating an allowable damage limit for a dent at the corner seal bead at and above the seventh row having a depth of 0.013 mm and a length of 7.6 mm.

[0080] The digital service manual 144 may also include various notes. For example, the notes in the digital service manual 144 may indicate that the user should ensure that the door function is not damaged and perform specific door function checks. As another example, the notes may indicate that a specific damage instance must be at least 6.0 inches away from any other damage, a specific damage instance must be at least twice the instance diameter away from any fastener, and no more than three damage areas are allowed on any part, etc. In a particular aspect, the content of the digital service manual 144 may be stored as knowledge graph data structure at the memory 146, as described in more detail below with reference to Figures 2 - 3 which is described in more detail.

[0081] In some implementations, the computing device 102 may be configured to receive input data 152 that identifies an aircraft (e.g., from aircraft data 138), a location on the aircraft (e.g., from aircraft position data 140), and damage information associated with the location (e.g., from damage information data 142) from the device 104. The computing device 102 may include one or more processors 106 coupled to a memory 108, the memory including instructions that, when executed by the processor 106, cause the processor 106 to perform certain functions, such as those detailed below.

[0082] The processor 106 may include one or more components configured to perform one or more of these functions, including a condition recognizer 110. In some implementations, the condition recognizer 110 may be configured to automatically identify a plurality of maintenance conditions 112 based on the input data 152 and a three-dimensional model 130 of the aircraft, the three-dimensional model 130 including a first layer 132 associated with a first set of structural features of a portion of the aircraft and a second layer 134 associated with a second set of structural features of a portion of the aircraft, wherein the first set of structural features is different from the second set of structural features, as described below and with reference to Figures 2 - 7 which is described in more detail.

[0083] In a particular configuration, the first layer 132 and the second layer 134 are selected from the group including a part number layer, an allowable damage limit zone layer, an allowable damage limit area layer, a repairable damage limit zone layer, a material thickness layer, and a fastener layer. Each of these exemplary layers is described in more detail below with reference to Figures 4 - 9 The plurality of maintenance conditions 112 based on the input data 152 and the three-dimensional model 130 of the aircraft may include, for example, the necessary ADL zones and / or areas associated with a particular part of the aircraft, the proximity of damage instances to one or more fasteners of the aircraft, the boundary positions of the various parts of the aircraft, etc.

[0084] In some implementations, the condition recognizer 110 may also be configured to obtain a damage limit 148 from the digital service manual 144, where the damage limit 148 is at least based on a plurality of maintenance conditions 112. For example, as described below with reference to Figure 2 The damage limit for a dent in the passenger entry door surround structure, including the corner seal molding, in all ADL areas may include an allowable damage limit of 0.005 inches in depth, 1.0 inch in length, 0.50 inches in width, or some combination thereof, as illustrated.

[0085] The processor 106 may also include a disposition generator 114. In some implementations, the disposition generator 114 may be configured to generate a maintenance disposition 116 at least based on the damage limit 148 and the input data 152. For example, the disposition generator 114 may be configured to identify that a particular damage instance is allowable because the size and type of the damage instance and its particular location on a particular aircraft allow the aircraft to continue operating with the damage instance present. Using the above example, if a particular damage instance is a dent in the corner seal molding of the passenger entry door surround structure that is 0.004 inches in depth, 0.8 inches in length, and 0.40 inches in width, then the disposition generator 114 may generate a maintenance disposition indicating that the aircraft may continue operating. Other maintenance dispositions include indications that the aircraft can be repaired on-site, the aircraft can be repaired at a maintenance facility, the aircraft must be taken out of service, etc.

[0086] In some aspects, the processor 106 may optionally include a plot point recognizer 118. The plot point recognizer 118 may be configured to identify a plot point 122 associated with the center point of a particular damage instance, as described in more detail below with reference to Figures 10A - 10D For example, in a configuration where the device 104 includes a camera and a maintenance technician takes a digital image of the damage to the aircraft, the device 104 may be configured to transmit data associated with the digital image of the damage as part of the input data 152 to the electronic device 102. In some configurations, the plot point 122 can be used to identify locations on the aircraft where damage can be found. In the same or alternative configurations, the plot point 122 may be transmitted to the plot point database 150.

[0087] In some implementations, the computing device 102 may optionally communicate with the plot point database 150. The plot point database 150 may be any suitable electronic device configured to store a plurality of plot points for later access by the computing device 102. For example, the plot point database 150 may be a database stored external to the computing device 102, a database integrated with some or all of the computing device 102 into the electronic device, a database stored at the memory 108 of the computing device 102, or some combination thereof.

[0088] In some aspects, computing device 102, device 104, or some combination thereof can be configured to analyze input data 152 using data stored at drawing point database 150 to determine whether a particular instance of damage is associated with a new damage, an existing damage, or some combination thereof. In a particular aspect, processor 106 of computing device 102 can be configured to identify drawing points 122 associated with a new instance of damage. Processor 106 can be configured to compare drawing points 122 with historical drawing points stored at drawing point database 150 to see if there is a match. If there is a match, then processor 106 can additionally be configured to determine whether input data 152 indicates a change to the damage that caused the historical drawing point. If there is no change, then processor 106 can be configured to generate a message indicating that the current instance of damage has been previously recorded.

[0089] If there is no match, then processor 106 can be configured to search drawing point database 150 for other drawing points 122 that have been recorded for the same aircraft and are within a threshold distance of the current instance of damage. For example, a particular digital service manual 144 can indicate one or more repair conditions 112 based on the proximity of the current instance of damage to historical instances of damage. To illustrate, if a first dent in a particular part of an aircraft is generally within an allowable damage limit but is within six inches of one or more second dents, then the repair disposition for the first dent can indicate that the aircraft must be repaired before it can be returned to service. As an additional example, processor 106 can be configured to pre-fill input data 152 with data from a related historical instance of damage in order to determine whether such repair conditions 112 are met.

[0090] In a particular configuration, drawing points 122 stored at drawing point database 150 can be used to generate reports and the like indicating historical damage trends associated with a particular aircraft type, a particular type of damage, a particular location of damage, potential problem areas for future damage prevention, and the like. In another particular configuration, drawing points 122 stored at drawing point database 150 can be used by computing device 102 to more effectively identify new instances of damage and older instances of damage that already have an associated repair disposition.

[0091] In a particular aspect, drawing point identifier 118 can be configured to identify drawing points 122 using first training model 120. As described below with reference to Figures 10A - 10D As illustrated, first training model 120 can take as input some or all of input data 152 associated with a digital image of damage to an aircraft and generate drawing points 122.

[0092] In the same or an alternative aspect, processor 106 can include boundary identifier 124, which is configured to automatically identify boundaries 126 of the damaged area of the aircraft. As described below with reference toFigures 11A - 11C More specifically, the boundary recognizer 124 can be configured to automatically identify a plurality of points associated with the length of the boundary 126 of the damaged area. In certain aspects, a user of the device 104 can initially indicate a preliminary boundary (e.g., by drawing a line around a digital image of the damaged area). The boundary recognizer 124 can be configured to digitize the preliminary boundary and store the data associated with the digitized preliminary boundary as the boundary 126.

[0093] In some aspects, the boundary 126 can cover visible and invisible damage to the aircraft. In a particular configuration, the boundary recognizer 124 can be configured to identify the boundary 126 by using a second training model 128 to identify a set of boundary points along the boundary 126. The second training model 128 can be configured to generate a digitized boundary shape from the set of boundary points, where the digitized boundary shape matches the boundary 126 within a boundary matching threshold (e.g., 95%). In some aspects, the data associated with the boundary 126 can be stored at the memory 108, the plot point database, the memory 136 of the device 104, or some combination thereof.

[0094] As described in more detail below Figures 11A - 11C More specifically, the condition recognizer 110 can be further configured to identify a plurality of repair conditions 112 by automatically identifying a plurality of repair conditions 112 for each of the plurality of boundary points. The processor 106 can be configured to identify a subset of the boundary points associated with a unique set of associated repair conditions 112. The processor 106 can then be configured to obtain a damage limit 148 from the digital service manual 144 based on the subset of boundary points.

[0095] In operation, a maintenance person can use the device 104 to capture data associated with damage information associated with an aircraft, a location on the aircraft, and a location of a specific damage instance of the aircraft. The device 104 can transmit input data 152 identifying the aircraft, the aircraft location, and the damage information to the electronic device 102. For example, a maintenance person can take a digital image of the damage to the aircraft and input certain values associated with the damage (e.g., the size of the damage, the preliminary boundary of the damage, the coordinates associated with the digital image, etc.).

[0096] The computing device 102 may receive input data 152 and automatically identify multiple maintenance conditions 112 based on the input data and the three-dimensional model 130 of the aircraft. For example, the computing device 102 may identify that since the damage instance is located at the corner seal bead of the passenger entry door surround structure in section 41 of the fuselage, the computing device 102 needs to know the type of damage, the ADL area, and certain dimensions associated with the damage instance. Using the three-dimensional model 130 of the aircraft, the computing device 102 may identify damage limits from the digital service manual based on the type of damage (e.g., a dent), the ADL area, and the size of the damage instance. If the damage instance meets the damage limit (e.g., the dent is smaller than the ADL for dents at that location on the aircraft), then the computing device may generate a maintenance disposition 116 (e.g., indicating that the aircraft may continue to operate).

[0097] In some implementations, the system 100 may also be configured to perform, enable, or some combination of additional functions after generating the maintenance disposition 116. For example, the computing device 102 may be configured to generate one or more messages to maintenance personnel indicating damage disposition, instructing the maintenance personnel on how to repair the damage, instructing the personnel to order materials needed for the repair, notifying the maintenance center of the repairs needed, notifying the personnel of potential schedule changes due to the repair, and the like. The computing device 102 may also be configured to automatically order one or more parts for repair, update or change the schedule of one or more aircraft (including scheduling a replacement aircraft for a damaged aircraft that requires additional repairs), update or change the maintenance schedule of one or more aircraft (including scheduling the damaged aircraft for repair, modifying the repair schedule to accommodate the damaged aircraft, etc.), schedule maintenance personnel for repair, other appropriate scheduling, or any combination thereof.

[0098] The computing device 102 may also be configured to enable the aircraft operator to improve inventory management. For example, the operator may analyze the maintenance dispositions associated with one or more aircraft over a period of time to determine whether certain types of damage are more common than others. By way of illustration, the aircraft operator may determine that some aircraft flying a particular route are more prone to lightning strikes on a particular part of the aircraft compared to other aircraft. The operator may then modify the material inventory levels to account for the more common types of damage. For example, the operator may maintain a higher inventory level of specific fasteners, specific materials, etc. needed to repair damage caused by lightning strikes. The computing device 102 may also be configured to enable other analysis tools to analyze, for example, the damage statistics of the entire fleet to improve aircraft construction or design. One or more components performing such operations may be incorporated into the system 100, a part of another system, or some combination thereof.

[0099] In some implementations, computing device 102 may be associated with, integrated with, or otherwise included in an aircraft, a portable electronic device such as a smartphone or a tablet computer, etc. System 100 may also include Figure 1 components not described in Figure 1 . For example, computing device 102 may also include a receiver configured to receive input data 152 from device 104. The receiver may be configured to receive data via a computer bus, for example. As an additional example, system 100 may also include one or more input / output interfaces, one or more network interfaces, etc. Additionally, although Figure 1 memory 108 of system 100 is described as storing certain data, more, less, and / or different data may be present in memory 108 without departing from the scope of the present disclosure.

[0100] Furthermore, although Figure 1 certain operations occurring within computing device 102 are described, these operations may be performed by other components of system 100 without departing from the scope of the present disclosure. For example, one or more components external to computing device 102 may be configured to house or otherwise incorporate some or all of the components of drawing point identifier 118, boundary identifier 124, or some combination thereof. Such components may be located at a position remote from computing device 102 and accessed via a modem of computing device 102.

[0101] Additionally, although Figure 1 computing device 102, device 104, digital service manual 144, and drawing point database 150 are described as separate, other configurations are possible without departing from the scope of the present disclosure. For example, computing device 102 and device 104 may be integrated into a portable electronic device such as a tablet computer or a smartphone. As an additional example, one or more components of computing device 102 may be distributed across multiple computing devices (e.g., a set of processor cores).

[0102] Still additionally, although Figure 1 computing device 102, device 104, digital service manual 144, and drawing point database 150 are described as separate, other configurations are possible without departing from the scope of the present disclosure. For example, one or more components of condition identifier 110 and / or disposition generator 114 may be distributed across multiple computing devices (e.g., a smartphone and a remote server). As another example, components of device 104, digital service manual 144, and drawing point database 150 may be integrated into one or more electronic devices different from electronic device 102, integrated with electronic device 102, or some combination thereof.

[0103] Figure 2Depicts an example excerpt 200 from an exemplary Structural Repair Manual (“SRM”) according to some implementations of the present disclosure. The excerpt 200 may be organized according to an exemplary organizational pattern 202 that narrows from a part number 206 of a specific aircraft to a subsequent section 208 of the part number 206, and then to one or more subsections 210 of the section 208. The content associated with the subsection 210 may include a table 204 that illustrates allowable damage limits 218, 220, 222 for a specific part 212 of the aircraft, where the allowable damage limits 218, 220, 222 are based on damage type 214, the specific part 212 of the aircraft, and damage region 216.

[0104] In Figure 2 a specific example, the table 204 describes multiple allowable damage limits 218, 220, 222 for a corner seal strip (exemplary part 212) of a passenger entry door surround structure (composite material) (exemplary subsection 210) of a passenger entry door surround structure of a fuselage section 41 (part number 206). The table 204 illustrates that a dent (e.g., damage type 214C) in the specific part 212 (in this example, the corner seal strip) has allowable damage limits corresponding to a maximum size of 1.0 inch for the length damage limit 220, a maximum size of 0.50 inch for the width damage limit 222, and a maximum size of 0.005 inch for the depth damage limit 218. The digital service manual may also include a damage diagram 224 that illustrates the damage type 214, the dimensions of the damage limits 218, 220, 222, etc. The digital service manual may also additionally include one or more notes 226 associated with a specific repair issue. The note 226 may indicate additional information associated with the digital service manual, as described in more detail above with reference to Figure 1 For example, the note 226 may indicate that a specific damage instance must be no less than six inches away from any other damage in order to apply the damage limits 218, 220, 222.

[0105] Although Figure 2 illustrating a specific exemplary excerpt 200 of the SRM, other configurations, content, etc. of the SRM may exist without departing from the scope of the present disclosure. For example, the SRM may illustrate repair conditions for different types of aircraft, another part of the same type of aircraft, organized in a different way, etc. Additionally, although specific numbers are used in Figure 2 to illustrate the exemplary allowable damage limits for this part of the SRM, other numbers may be used without departing from the scope of the present disclosure. For example, for another type of aircraft, for a different part of the same aircraft, for different materials used in the same part of the same aircraft, the allowable damage limits may be different, the allowable damage limits may change over time, etc.

[0106] In some implementations, the content of the SRM can be digitized and stored as a digital service manual (e.g., in a computer-readable storage medium such as Figure 1 memory 108 or memory 146). The content of the digital service manual can be stored as any suitable data structure. For example, some or all of the content of the digital service manual can be stored as a knowledge graph, as described in more detail below with reference to Figure 3 ...

[0107] Figure 3 FIG. 10 illustrates a portion of a knowledge graph 300 that describes a corresponding portion of a digital service manual according to some implementations disclosed herein. In the Figure 3 example of FIG. 10, the knowledge graph 300 describes Figure 2 an excerpt 200 of a digital service manual. In an exemplary knowledge graph 300, nodes can be connected to one or more additional nodes by connections that describe the relationships between the nodes. The relationships can be directed, as the relationships can indicate the direction in which data flows from one node to another.

[0108] For example, Figure 3 FIG. 11 illustrates a portion of the knowledge graph 300 associated with a node 302 representing a passenger entry door surround - corner seal strip. The node 302 can be connected to various nodes 304, 306, 308, 310, 312, 316, 318 representing various maintenance areas related to the physical location where the passenger entry door surround - corner seal strip is located on an aircraft, as described in more detail below with reference to Figures 4 - 9 ... Figure 3 In the exemplary portion of the knowledge graph 300 illustrated in FIG. 11, each of the nodes 304, 306, 308, 310, 312, 316, 318 is associated with all of the maintenance areas, as illustrated in Figure 2 the excerpt 200 of the digital service manual. In some aspects, the relationship between the nodes 304, 306, 308, 310, 312, 316, 318 and the node 302 is illustrated by a connection 340. In the Figure 3 example of FIG. 11, the connection 340 illustrates that the node 302 contains the nodes 304, 306, 308, 310, 312, 316, 318. In other aspects, the connection 340 can illustrate other types of relationships between the nodes 304, 306, 308, 310, 312, 316, 318 and the node 302. For example, the connections 339, 342 described below illustrate other relationships.

[0109] In some aspects, each of nodes 304, 306, 308, 310, 312, 316, 318 has a corresponding one or more additional nodes associated therewith. For example, node 310 is associated with nodes 302, 338; node 308 is associated with nodes 302, 334; node 318 is associated with nodes 302, 322; node 312 is associated with nodes 302, 330; and node 316 is associated with nodes 302, 336. In each of these examples, nodes 338, 334, 330, 336, 322 are associated with the respective nodes 310, 308, 312, 316, 318 via connection 339. In Figure 3 the example of, connection 339 illustrates that node 334 provides an allowable damage limit to node 308. Similar relationships apply to exemplary nodes 310, 308, 312, 316, 318. Although specific relationships are illustrated for the various nodes of knowledge graph 300, other relationships are possible without departing from the scope of the present subject matter disclosure. For example, Figure 3 illustrates that node 336 provides an allowable damage limit to each of nodes 304, 306. Other relationships (e.g., one-to-many, etc.) are possible.

[0110] In Figure 3 the example of, the portion of knowledge graph 300 centered on node 302 is related to other portions of knowledge graph 300. For example, the portion of the digital service manual that describes some of the content of corner seal strip portion 212 for Figure 2 is also related to the content of the digital service manual for other portions of the aircraft. In a particular configuration, node 302 representing the passenger entry door surround structure - corner seal strip is related to node 314 representing Figure 2 sub - section 210 of the passenger entry door surround structure (composite material), which in turn is related to node 324 representing Figure 2 section 208 of the passenger / entry door surround structure, which in turn is related to node 332 representing Figure 2 part number 206 of section 41 of the aircraft fuselage. Each of nodes 314, 324, 332 is related via connection 342, which indicates that each of the nodes contains the node it points to. In the larger knowledge graph 300, each of nodes 314, 324, 332 can have multiple additional nodes associated with each.

[0111] Although Figure 3 illustrates various nodes and the relationships between the nodes, more, fewer, and / or different nodes can exist within knowledge graph 300 without departing from the scope of the present subject matter disclosure. Additionally, without departing from the scope of the present subject matter disclosure, the connections between the various nodes of knowledge graph 300 can reflect relationships withFigure 3 The different types of relationships described.

[0112] Figure 4 Illustrate an example layer 400 of a three - dimensional model of an aircraft according to some implementations of the present disclosure. Generally, the example layer 400 corresponds to Figure 1 the first layer 132, the second layer 134, or both of the three - dimensional model 130 of the aircraft. The exemplary layer 400 illustrates a part number layer indication for one or more parts of the aircraft numbered 402. Figure 4 Illustrate Section 41 of the fuselage of the 787 (a registered trademark of The Boeing Company, a Delaware corporation).

[0113] Figure 5 Illustrate an example layer 500 of a three - dimensional model of an aircraft according to some implementations of the present disclosure. Generally, the example layer 500 corresponds to Figure 1 the first layer 132, the second layer 134, or both of the three - dimensional model 130 of the aircraft. The exemplary layer 500 illustrates an allowable damage limit (“ADL”) zone layer. Figure 5 Illustrate generally Figure 4 multiple different ADL zones on a part of the aircraft adjacent to a part of the aircraft shown in the example layer 400.

[0114] In some implementations, the ADL zones of layer 500 are associated with one or more geometric regions of the aircraft surface that can correspond to physical regions of various sizes. In some aspects, the ADL zones can correspond to one or more sections of a digital service manual. For example, zone 502 corresponds to a Figure 2 sub - section 210 of the digital service manual associated with the passenger / entry door surround structure - allowable damage limit. Additional ADL zones are illustrated in Figure 5 by various different shadings.

[0115] Figure 6 Illustrate an example layer 600 of a three - dimensional model of an aircraft according to some implementations of the present disclosure. Generally, the example layer 600 corresponds to Figure 1 the first layer 132, the second layer 134, or both of the three - dimensional model 130 of the aircraft. The exemplary layer 600 illustrates an allowable damage limit (“ADL”) region layer. Figure 6 Illustrate generally Figure 4 multiple different ADL regions on a part of the aircraft adjacent to a part of the aircraft shown in the example layer 400.

[0116] In some implementations, the ADL regions of layer 600 are associated with one or more cross-sectional features of the aircraft skin interface. For example, a first region may correspond to the exterior of the aircraft fuselage panel, a second region may correspond to an interior region at least partially surrounded by the first region, and a third region may correspond to another interior region at least partially surrounded by the second region, such that the first, second, and third regions form the aircraft fuselage panel. Other configurations are possible without departing from the scope of the present disclosure. In some aspects, the ADL regions may correspond to one or more sections of a digital service manual. For example, regions 602, 604, 606 may be considered to be in Figure 2 the damaged area 216.

[0117] Figure 7 Illustrates an example layer 700 of a three-dimensional model of an aircraft according to some implementations of the present disclosure. Generally, the example layer 700 corresponds to Figure 1 the first layer 132, the second layer 134, or both of the three-dimensional model 130 of the aircraft. The exemplary layer 700 illustrates the repairable damage limit ("RDL") zone layer. Figure 7 Illustrates Figure 4 multiple different RDL zones on a portion of the aircraft that is typically adjacent to a portion of the aircraft shown in the example layer 400.

[0118] In some implementations, the RDL zones of layer 700 are associated with one or more geometric regions of the aircraft surface that may correspond to physical regions of various sizes. In some aspects, the RDL zones may correspond to one or more sections of a digital service manual. The RDL zones may correspond to one or more sections of a digital service manual that are different from the sections of the digital service manual for the allowable damage limits of the aircraft. For example, the RDL zone 702 corresponds to a Figure 2 sub-section of the digital service manual associated with the passenger / entry door surround structure - repairable damage limit. Additional RDL zones are illustrated by various different shadings in Figure 7 .

[0119] Figure 8 Illustrates an example layer 800 of a three-dimensional model of an aircraft according to some implementations of the present disclosure. Generally, the example layer 800 corresponds to Figure 1 the first layer 132, the second layer 134, or both of the three-dimensional model 130 of the aircraft. The exemplary layer 800 illustrates the material thickness layer. Figure 8 Illustrates multiple different portions 802, 804, 806 of the aircraft, each having a different material thickness.

[0120] In some aspects, identifying the various material thicknesses associated with a particular instance of damage can affect the extent of invisible damage associated with the particular instance of damage, while making it more difficult to identify invisible damage to an aircraft using traditional measurement tools. For example, an instance of damage can span material thickness portions (e.g., portions 802, 804). When a probe moves from material thickness portion 802 to material thickness portion 804, the probe used to identify the extent of the instance of damage can return incorrect or inconsistent readings. Considering the location and extent of the various material thickness portions can improve the accuracy of damage identification and the efficiency of repair remedies.

[0121] Figure 9 An example layer 900 of a three-dimensional model of an aircraft according to some implementations of the present disclosure is illustrated. Generally, example layer 900 corresponds to Figure 1 the first layer 132, the second layer 134, or both of the three-dimensional model 130 of the aircraft. Exemplary layer 900 illustrates a fastener layer, indicating the positions of a plurality of structural fasteners 902, 904, 906 in a portion of the aircraft that is generally adjacent to Figure 4 a portion of the aircraft shown in example layer 400.

[0122] In some implementations, the positions of fasteners 902, 904 can affect the damage limits and / or repair dispositions of a particular instance of damage. For example, if a particular instance of damage is within a threshold distance (e.g., three inches) of a fastener, then the allowable damage limit for the particular instance of damage can be changed from the particular value described in more detail above Figure 2 to unavailable, as indicated by note 226 in Figure 2 the present disclosure.

[0123] Although Figures 4 - 9 example layers 400, 500, 600, 700, 800, 900 are illustrated that include one or more structural features of a particular aircraft, the systems and methods disclosed herein can use more, fewer, and / or different other layers without departing from the scope of the present disclosure. For example, three-dimensional models of different types of aircraft can include multiple layers, which can be the same or different depending on the type of aircraft. Additionally, each individual layer can describe structural features that are similar or different from Figures 4 - 9 the exemplary layers of the present disclosure without departing from the scope of the present disclosure.

[0124] In addition to using Figure 1 multiple layers of the three-dimensional model 130 of the aircraft to identify multiple repair conditions 112, the processor 106 can also be configured to obtain data associated with a digital image of damage to the aircraft from the input data 152 to identify plotting points 122 associated with the damage for later use by the processor 106, as referenced above Figure 1 and below with reference toFigures 10A - 10D as described above

[0125] Figure 10A Describe an example portion of a digital image 1002A for identifying drawing points (e.g., Figure 1 drawing point 122) associated with an instance of damage Figure 10A Describe an example portion of the digital image 1002A, which is decomposed into sub-images 1010, 1012, 1014, 1016, 1018, 1020, 1022, 1024, 1026, 1018, 1030, 1032, 1034, 1036, 1038, 1040.

[0126] In some implementations, one or more electronic components may be configured to identify which (if any) of the sub-images 1010, 1014, 1016, 1020, 1022, 1024, 1028, 1030 indicate damage to the aircraft, and which of the sub-images 1010, 1014, 1016, 1020, 1022, 1024, 1028, 1030 surround the sub-image indicating damage to the aircraft. In Figure 10A the illustrative example, the processor 106 may be configured to identify that the sub-image 1022 indicates damage to the aircraft, and the sub-images 1014, 1016, 1020, 1024, 1028, 1030 surround the sub-image 1022.

[0127] Figure 10B Describe an example portion of a digital image 1002B according to some implementations disclosed herein, the digital image highlighting the sub-images 1014, 1016, 1020, 1024, 1028, 1030 that surround the sub-image 1022 indicating damage to the aircraft. In Figure 10B the example, as part of an image processing algorithm, Figure 1 the processor 106 may be configured to highlight the sub-images 1014, 1016, 1020, 1024, 1028, 1030 indicating damage to the aircraft. In other configurations, Figure 1 the processor 106 may be configured to select different sub-images to highlight to indicate that the sub-image 1022 indicates damage to the aircraft.

[0128] Figure 10C Describe an example portion of a digital image 1002C according to some implementations disclosed herein, the digital image reconstructing the digital image to include the highlighted sub-images surrounding the instance of damage. In Figure 10C the example, Figure 1The processor 106 can be configured to reconstruct a digital image to include a highlighted region 1042 that includes a sub-image surrounding the damage instance.

[0129] In operation, Figure 1 the processor 106 of can receive a digital image indicating a damage instance of a particular aircraft, automatically analyze the digital image to identify a portion of the digital image indicative of damage, and generate an annotated digital image that highlights a portion of the original digital image indicative of damage to the aircraft. Additionally, the processor 106 can be configured to identify plotting points 122 associated with the damage instance.

[0130] Figure 10D An example portion of a digital image 1002D illustrating some implementations disclosed in accordance with the present subject matter, the digital image including an indication of plotting points associated with a damage instance. In some implementations, the plotting points (e.g., Figure 1 the plotting points 122 of ) can be any point associated with the damage instance region. In a particular aspect, the plotting point can be a point associated with the center (or centroid) of the region indicating the damage instance region. For example, the plotting point can be the region centroid identified as surrounding the damage instance region (e.g., by Figures 10A - 10B the sub-images 1014, 1016, 1020, 1024, 1028, 1030 of and illustrated as region 1042).

[0131] In a particular aspect, a trained model (e.g., Figure 1 the first trained model 120 of ) can be configured to identify the plotting points. For example, a maintenance person, a drone, other maintenance input points, or some combination thereof can take a digital image of the location of the damage instance. Data associated with the damage can be transmitted to the trained model to identify the portion of the digital image associated with the physical damage to the aircraft. The trained model can be configured to generate a reconstructed digital image including the highlighted region 1042. As Figures 10A - 10D illustrated, the reconstructed digital image can include the region 1042 surrounding the damage region, where the region 1042 is formed by highlighting the sub-images 1014, 1016, 1020, 1024, 1028, 1030. In a particular configuration, the trained model can be configured to output an updated version of the input image, where the damage instance is highlighted by a visible region (e.g., region 1042).

[0132] Figure 1 The processor 106 of can be configured to calculate the centroid of the enclosed damage region, as Figure 10D illustrated. The centroid can be used as Figure 1The center of the plotting point 122. The processor 106 can also be configured to store data associated with the plotting point 122 at the plotting point database 150. In some configurations, the data associated with the plotting point 122 can include the position of the centroid 1044 relative to the three-dimensional model 130 of the aircraft. In the same or alternative configurations, the data associated with the plotting point 122 can include the position of the centroid 1044 relative to a larger digital image of the aircraft. For example, the processor 106 can be configured to calculate the screen pixel coordinate position of the centroid 1044.

[0133] In some aspects, Figure 1 the processor 106 of can also be configured to prompt the user of the system 100 to identify the initial boundaries of the damage instance. For example, as described in more detail below with reference to Figures 11A - 11B the processor 106 can be configured to prompt the user of the system 100 to trace the initial boundaries around the area indicating the damage instance.

[0134] Figure 11A An example digital image 1102 showing the initial boundary 1110 of the damage area 1106 of an aircraft, illustrating some implementations according to the present disclosure. In Figure 11A the digital image 1102 also shows the plotting point 1108 associated with the damage area 1106. Generally, the plotting point 1108 is similar to the plotting points described in more detail above with reference to Figure 1 and 10A -10D. In Figure 11A the example, the initial boundary 1110 of the damage area 1106 has been marked on the digital image 1102. This can be done, for example, by the user of the system 100 using a smartphone and tracing the outline of the damage 1106 with their finger, stylus, or other input device.

[0135] In some aspects, the initial boundary 1110 can cover both visible and invisible damage to the aircraft. For example, visible damage can be damage to the aircraft that is visible to the eyes of the maintenance personnel inspecting the aircraft. Invisible damage can include damage to the underlying parts of the aircraft that are not visible, including damage identified by using various instruments, damage implied by the location of visible damage, etc.

[0136] Figure 11B An example digital image 1104 showing a set of boundary points 1112 along the initial boundary 1110 of the damage area 1106, illustrating some implementations according to the present disclosure. In some aspects, the set of boundary points 1112 represents the digitization of the line associated with the initial boundary 1110 of the damage area 1106. In certain aspects, the data identifying the set of boundary points 1112 can be stored as Figure 1 the boundary 126.

[0137] In some aspects, a set of boundary points 1112 can be identified by a trained model (e.g., Figure 1 the second trained model 128). The trained model can be configured to generate a digitized boundary shape from the set of boundary points 1112. In some configurations, if the digitized boundary shape matches the preliminary boundary 1110 within a boundary matching threshold, then the digitized boundary shape can be Figure 1 used by the processor 106 to identify one or more maintenance conditions. For example, if the digitized boundary shape matches the preliminary boundary 1110 over 95% of the length of the preliminary boundary 1110, then the processor 106 can be configured to identify one or more maintenance conditions for each of the boundary points 1112 of the digitized boundary shape.

[0138] Figure 11C Illustrates an example digital image 1114 of superimposing the Figure 11B digital image 1104 of on a portion of a layer of a three-dimensional model of an aircraft. In Figure 11C the example, the digital image 1104 is superimposed on multiple ADL zones, as described in more detail above with reference to Figure 5 In some configurations, the digital image 1114 can include portions of various other layers, including Figure 1 the first layer 132, the second layer 134, etc.

[0139] In Figure 11C the example, the digital image 1114 illustrates a digitized boundary shape, including a set of boundary points 1112 superimposed on the ADL zones 1116, 1118, 1120. As Figure 11C illustrated, damage to the aircraft can span multiple ADL zones, and each zone can be associated with a different allowable damage limit.

[0140] In some implementations, Figure 1 the processor 106 can be configured to identify one or more maintenance conditions 112 for each of the boundary points 1112. The processor 106 can also be configured to identify a subset of the boundary points 1112 associated with a unique associated maintenance condition. For example, if all of the boundary points 1112 within the ADL zone 1116 return the same maintenance condition 112, then the processor 106 can be configured to remove duplicate data associated with those boundary points 1112. Similarly, if all of the boundary points 1112 within the ADL zone 1118 return the same maintenance condition 112, then the processor 106 can be configured to remove duplicate data associated with those boundary points 1112, leaving only the data associated with a single boundary point 1112 within the ADL zone 1116 and a single boundary point 1112 within the ADL zone 1118. Figure 1The processor 106 can also be configured to obtain a damage limit 148 from the digital service manual 144 based on a subset of the boundary points 1112.

[0141] In some aspects, the digitized boundary shape can also encompass one or more islands. For the purposes of the present disclosure, an island can include one or more portions of a layer of a three-dimensional model that are completely surrounded by the boundary of a damaged area. For example, the ADL region 1120 is an island encompassed by the preliminary boundary 1110. In such aspects, Figure 1 the processor 106 can be configured to generate one or more additional boundary points 1122 associated with the boundary of the island. The processor 106 can also be configured to identify one or more repair conditions 112 associated with each of the boundary points 1122 in order to identify one or more additional damage limits 148 from the digital service manual 144.

[0142] Figure 12 FIG. 1200 is a flow chart of an example method 1200 for automatic damage assessment according to some examples of the present disclosure. The method 1200 can be initiated, executed, or controlled by one or more processors that execute instructions, such as by the Figure 1 processor 106 that executes instructions from the memory 108.

[0143] In some implementations, the method 1200 includes, at 1202, receiving input data that identifies an aircraft, a location on the aircraft, and damage information associated with the location. For example, Figure 1 the processor 106 can receive input data 152 that includes aircraft data 138, aircraft position data 140, and damage information data 142 from the device 104.

[0144] In Figure 12 an example, the method 1200 further includes, at 1204, automatically identifying a plurality of repair conditions based on the input data and a three-dimensional model of the aircraft. The three-dimensional model includes a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of a portion of the aircraft, where the first set of structural features is different from the second set of structural features. For example, Figure 1 the processor 106 can automatically identify repair conditions 112 based on the input data 152 and the three-dimensional model 130 of the aircraft, where the three-dimensional model 130 of the aircraft includes a first layer 132 and a second layer 134. The first layer 132 and the second layer 134 can include, for example Figures 4 - 9 any two of the layers 400, 500, 600, 700, 800, 900 as illustrated with various structural features described in more detail above.

[0145] In Figure 12In the example of, method 1200 further includes, at 1206, obtaining a damage limit from a digital service manual, where the damage limit is at least based on a plurality of repair conditions. For example, Figure 1 The processor 106 of can obtain the damage limit 148 from the digital service manual 144, and the damage limit 148 is at least based on the repair condition 112.

[0146] In Figure 12 In the example of, method 1200 further includes, at 1208, generating a repair disposition based at least on the damage limit and the input data. For example, Figure 1 The processor 106 of can generate the repair disposition 116 based at least on the damage limit 148 and the input data 152.

[0147] In some implementations, without departing from the scope of the present disclosure, method 1200 may include more, fewer, and / or different steps. For example, method 1200 may further include identifying plotting points associated with the center point of damage to the aircraft and / or storing the plotting points in a plotting point database, where the plotting point database includes a plurality of plotting points associated with the damage history of the aircraft, the damage history of multiple aircraft, or a combination thereof. As an additional example, method 1200 may include automatically identifying the boundaries of the damaged area of the aircraft. In such examples, method 1200 may include generating a digitized boundary shape from a set of boundary points, where the digitized boundary shape matches the boundary within a boundary matching threshold. As another example, method 1200 may further include identifying a subset of boundary points associated with a unique set of associated repair conditions.

[0148] Additionally, the methods described above with reference to Figures 1 - 12 can be implemented to achieve one or more of the technical advantages described in more detail above. For example, method 1200 can enable flight crew, mechanics, and engineers - who need to inspect the structural damage of the aircraft after each flight to determine if there is new damage - to effectively ensure that the damage is within the allowable damage limit by automatically identifying repair conditions based on the input data and the 3D model. Method 1200 can effectively generate a damage disposition based on the input data and the damage limit retrieved from the digital SRM without the need to read thousands of pages of the SRM.

[0149] Figure 13 A block diagram of a computing environment 1300 for a computing device 1310 according to some examples of the present disclosure, including aspects configured to support computer-implemented methods and computer-executable program instructions (or code). For example, the computing device 1310 or portions thereof are configured to execute instructions to initiate, execute, or control the above reference Figures 1 - 12One or more operations described in more detail. In certain aspects, computing device 1310 may comprise, correspond to, or be included in computing device 102, device 104, Figure 1 digital service manual 144, one or more servers, one or more virtual devices, or a combination thereof.

[0150] Computing device 1310 includes one or more processors 1320. In certain aspects, processor 1320 corresponds to Figure 1 processor 106. Processor 1320 is configured to communicate with system memory 1330, one or more storage devices 1350, one or more input / output interfaces 1340, one or more communication interfaces 1360, or any combination thereof. System memory 1330 includes volatile memory devices (e.g., random access memory (RAM) devices), non-volatile memory devices (e.g., read-only memory (ROM) devices, programmable read-only memory, and flash memory), or both. System memory 1330 stores operating system 1332, which may include a basic input / output system for booting computing device 1310 and a complete operating system that enables computing device 1310 to interact with users, other programs, and other devices. System memory 1330 stores system (program) data 1338, such as a three-dimensional model 130 of an aircraft, Figure 1 first layer 132, second layer 134, or a combination thereof.

[0151] System memory 1330 includes one or more applications 1334 (e.g., instruction sets) executable by processor 1320. For example, one or more applications 1334 include instructions 1336 executable by processor 1320 to initiate, control, or perform one or more operations described with reference to Figures 1 - 12 To illustrate, one or more applications 1334 include instructions 1336 executable by processor 1320 to initiate, control, or perform one or more operations described with reference to receiving Figure 1 input data 152, automatically identifying a plurality of maintenance conditions 112 based on the input data and three-dimensional model 130, obtaining damage limits 148 from digital service manual 144, and generating a maintenance disposition 116 based at least on the damage limits and the input data.

[0152] In certain implementations, the system memory 1330 includes a non-transitory computer-readable medium (e.g., a computer-readable storage device) storing instructions 1336 that, when executed by the processor 1320, cause the processor 1320 to initiate, execute, or control operations for automated damage assessment. These operations include receiving input data identifying an aircraft, a location on the aircraft, and damage information associated with the location. The operations also include automatically identifying a plurality of repair conditions based on the input data and a three-dimensional model of the aircraft, where the three-dimensional model includes a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of a portion of the aircraft, the first set of structural features being different from the second set of structural features. The operations also include obtaining damage limits from a digital service manual, where the damage limits are at least based on the plurality of repair conditions. The operations also include generating a repair disposition based at least on the damage limits and the input data.

[0153] One or more storage devices 1350 include non-volatile storage devices such as magnetic disks, optical disks, or flash devices. In a particular example, the storage devices 1350 include both removable and non-removable memory devices. The storage devices 1350 are configured to store an operating system, an image of the operating system, applications (e.g., one or more of the applications 1334), and program data (e.g., program data 1338). In certain aspects, the system memory 1330, the storage devices 1350, or both include tangible computer-readable media. In certain aspects, one or more storage devices 1350 are external to the computing device 1310.

[0154] One or more input / output interfaces 1340 enable the computing device 1310 to communicate with one or more input / output devices 1370 to facilitate user interaction. For example, one or more input / output interfaces 1340 may include a display interface, an input interface, or both. For example, the input / output interface 1340 is adapted to receive input from a user, receive input from another computing device, or a combination thereof. In some implementations, the input / output interface 1340 conforms to one or more standard interface protocols, including serial interfaces (e.g., Universal Serial Bus (USB) interfaces or Institute of Electrical and Electronics Engineers (IEEE) interface standards), parallel interfaces, display adapters, audio adapters, or custom interfaces (“IEEE” is a registered trademark of The Institute of Electrical and Electronics Engineers, Inc. of Piscataway, New Jersey). In some implementations, the input / output devices 1370 include a combination of one or more user interface devices and a display, including buttons, keyboards, pointing devices, displays, speakers, microphones, touchscreens, and other devices.

[0155] The processor 1320 is configured to communicate with a device or controller 1380 via one or more communication interfaces 1360. For example, one or more communication interfaces 1360 may include a network interface. The device or controller 1380 may include, for example Figure 1 the plotting point database 150.

[0156] In some implementations, a non-transitory computer-readable medium (e.g., a computer-readable storage device) stores instructions that, when executed by one or more processors, cause the one or more processors to initiate, execute, or control operations to perform some or all of the functions described above. For example, instructions may be executed to implement Figures 1 - 12 one or more of the operations or methods of. In some implementations, Figures 1 - 12 some or all of one or more of the operations or methods of may be implemented by one or more processors (e.g., one or more central processing units (CPUs), one or more graphics processing units (GPUs), one or more digital signal processors (DSPs)), dedicated hardware circuits, or any combination thereof that execute the instructions.

[0157] The illustrations of the examples described herein are intended to provide a general understanding of the structures of the various implementations. These illustrations are not intended as a complete description of all elements and features of the devices and systems that utilize the structures or methods described herein. Many other implementations will be apparent to those skilled in the art after reading this disclosure. Other implementations can be utilized and derived from this disclosure such that structural and logical substitutions and changes can be made without departing from the scope of this disclosure. For example, method operations may be performed in an order different from that shown in the figures, or one or more method operations may be omitted. Accordingly, this disclosure and the figures should be regarded as illustrative rather than restrictive.

[0158] Furthermore, although specific examples have been illustrated and described herein, it should be understood that any subsequent arrangement designed to achieve the same or similar results may replace the specific implementations shown. This disclosure is intended to cover any and all subsequent adaptations or variations of the various implementations. After reading the specification, it will be apparent to those skilled in the art the combinations of the above implementations and other implementations not specifically described herein.

[0159] The abstract of the present disclosure should be understood to not be used to interpret or limit the scope or meaning of the claims. Additionally, in the foregoing detailed description, for the purpose of simplifying the present disclosure, various features may be grouped together or described in a single implementation. The above examples illustrate but do not limit the present disclosure. It should also be understood that many modifications and variations are possible in accordance with the principles of the present subject matter disclosure. As reflected in the following claims, the claimed subject matter may involve less than all of the features of any of the disclosed examples. Accordingly, the scope of the present disclosure is defined by the following claims and their equivalents.

[0160] Additionally, the present disclosure includes embodiments according to the following examples:

[0161] According to Example 1, a method includes receiving input data identifying an aircraft, a location on the aircraft, and damage information associated with the location; automatically identifying a plurality of repair conditions based on the input data and a three-dimensional model of the aircraft, the three-dimensional model including a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features; obtaining damage limits from a digital service manual, the damage limits being at least based on the plurality of repair conditions; and generating a repair disposition based at least on the damage limits and the input data.

[0162] Example 2 includes the method according to Example 1, wherein the content of the digital service manual is stored as a knowledge graph data structure.

[0163] Example 3 includes the method according to Example 1 or Example 2, wherein the damage limits include allowable damage limits.

[0164] Example 4 includes the method according to any one of Examples 1 to 3, wherein the damage limits include reparable damage limits.

[0165] Example 5 includes the method according to any one of Examples 1 to 4, wherein the input data includes data associated with a digital image of the damage to the aircraft.

[0166] Example 6 includes the method according to Example 5, and further includes identifying a plotting point associated with a center point of the damage to the aircraft.

[0167] Example 7 includes the method according to Example 6, wherein identifying the plotting point includes identifying the plotting point through a first training model.

[0168] Example 8 includes the method according to Example 6 or Example 7, and further includes storing the plotting points in a plotting point database, the plotting point database including a plurality of plotting points associated with the damage history of the aircraft, the damage history of multiple aircraft, or a combination thereof.

[0169] Example 9 includes the method according to any one of Examples 1 to 8, and further includes automatically identifying the boundary of the damaged area of the aircraft.

[0170] Example 10 includes the method according to Example 9, wherein the boundary covers visible and invisible damage to the aircraft.

[0171] Example 11 includes the method according to Example 9 or Example 10, wherein identifying the boundary includes identifying a set of boundary points along the boundary through a second training model.

[0172] Example 12 includes the method according to Example 11, and further includes generating a digital boundary shape from the set of boundary points, the digital boundary shape matching the boundary within a boundary matching threshold.

[0173] Example 13 includes the method according to Example 11 or Example 12, wherein automatically identifying the plurality of repair conditions includes automatically identifying the plurality of repair conditions for each of the boundary points.

[0174] Example 14 includes the method according to Example 13, and further includes identifying a subset of the boundary points associated with a unique set of associated repair conditions.

[0175] Example 15 includes the method according to Example 14, wherein obtaining the damage limit from the digital service manual includes obtaining the damage limit based on the subset of the boundary points.

[0176] Example 16 includes the method according to any one of Examples 1 to 15, wherein the first layer and the second layer are selected from the group including a part number layer, an allowable damage limit area layer, an allowable damage limit region layer, a repairable damage limit area layer, a material thickness layer, and a fastener layer.

[0177] According to Example 17, a device includes one or more processors configured to receive input data identifying an aircraft, a location on the aircraft, and damage information associated with the location; automatically identify a plurality of repair conditions based on the input data and a three-dimensional model of the aircraft, the three-dimensional model including a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features; obtain damage limits from a digital service manual, the damage limits being at least based on the plurality of repair conditions; and generate a repair disposition based at least on the damage limits and the input data.

[0178] Example 18 includes the device according to Example 17, wherein the content of the digital service manual is stored as a knowledge graph data structure.

[0179] Example 19 includes the device according to Example 17 or Example 18, wherein the damage limits include allowable damage limits.

[0180] Example 20 includes the device according to any one of Examples 17 to 19, wherein the damage limits include repairable damage limits.

[0181] Example 21 includes the device according to any one of Examples 17 to 20, wherein the input data includes data associated with a digital image of the damage to the aircraft.

[0182] Example 22 includes the device according to Example 21, wherein the one or more processors are further configured to identify plotting points associated with a center point of the damage to the aircraft.

[0183] Example 23 includes the device according to Example 22, wherein the one or more processors are configured to identify the plotting points using a first training model.

[0184] Example 24 includes the device according to Example 22 or Example 23, wherein the one or more processors are further configured to store the plotting points in a plotting point database, the plotting point database including a plurality of plotting points associated with a damage history of the aircraft, a damage history of multiple aircraft, or a combination thereof.

[0185] Example 25 includes the device according to any one of Examples 17 to 24, wherein the one or more processors are further configured to automatically identify a boundary of the damage area of the aircraft.

[0186] Example 26 includes the device according to Example 25, wherein the boundary encompasses visible and invisible damage to the aircraft.

[0187] Example 27 includes the apparatus according to Example 25 or Example 26, wherein the one or more processors are configured to identify the boundary, including identifying a set of boundary points along the boundary by a second training model.

[0188] Example 28 includes the apparatus according to Example 27, wherein the one or more processors are further configured to generate a digitized boundary shape from the set of boundary points, the digitized boundary shape matching the boundary within a boundary matching threshold.

[0189] Example 29 includes the apparatus according to Example 27 or Example 28, wherein the one or more processors are configured to identify the plurality of repair conditions, including automatically identifying the plurality of repair conditions for each of the boundary points.

[0190] Example 30 includes the apparatus according to Example 29, wherein the one or more processors are further configured to identify a subset of the boundary points associated with a unique set of associated repair conditions.

[0191] Example 31 includes the apparatus according to Example 30, wherein the one or more processors are configured to obtain the damage limit from the digital service manual, including obtaining the damage limit based on the subset of the boundary points.

[0192] Example 32 includes the apparatus according to any one of Examples 17 to 31, wherein the first layer and the second layer are selected from the group consisting of a part number layer, an allowable damage limit zone layer, an allowable damage limit area layer, a repairable damage limit zone layer, a material thickness layer, and a fastener layer.

[0193] According to Example 33, a non-transitory computer-readable medium includes instructions that, when executed by one or more processors, cause the one or more processors to receive input data identifying an aircraft, a location on the aircraft, and damage information associated with the location; automatically identify a plurality of repair conditions based on the input data and a three-dimensional model of the aircraft, the three-dimensional model including a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features; obtain a damage limit from a digital service manual, the damage limit being at least based on the plurality of repair conditions; and generate a repair disposition at least based on the damage limit and the input data.

[0194] Example 34 includes the non-transitory computer-readable medium according to Example 33, wherein the content of the digital service manual is stored as a knowledge graph data structure.

[0195] Example 35 includes the non-transitory computer-readable medium according to Example 33 or Example 34, wherein the damage limit includes an allowable damage limit.

[0196] Example 36 includes the non-transitory computer-readable medium according to any one of Examples 33 to 35, wherein the damage limit includes a reparable damage limit.

[0197] Example 37 includes the non-transitory computer-readable medium according to any one of Examples 33 to 36, wherein the input data includes data associated with a digital image of damage to the aircraft.

[0198] Example 38 includes the non-transitory computer-readable medium according to Example 37, wherein when executed by the one or more processors, the instructions further cause the one or more processors to identify a plotting point associated with a center point of the damage to the aircraft.

[0199] Example 39 includes the non-transitory computer-readable medium according to Example 38, wherein the one or more processors identify the plotting point, including by identifying the plotting point through a first training model.

[0200] Example 40 includes the non-transitory computer-readable medium according to Example 38 or Example 39, wherein when executed by the one or more processors, the instructions further cause the one or more processors to store the plotting point in a plotting point database, the plotting point database including a plurality of plotting points associated with a damage history of the aircraft, a damage history of multiple aircraft, or a combination thereof.

[0201] Example 41 includes the non-transitory computer-readable medium according to any one of Examples 33 to 40, wherein when executed by the one or more processors, the instructions further cause the one or more processors to automatically identify a boundary of a damage area of the aircraft.

[0202] Example 42 includes the non-transitory computer-readable medium according to Example 41, wherein the boundary encompasses visible and invisible damage to the aircraft.

[0203] Example 43 includes the non-transitory computer-readable medium according to Example 41 or Example 42, wherein the one or more processors identify the boundary by identifying a set of boundary points along the boundary through a second training model.

[0204] Example 44 includes the non-transitory computer-readable medium according to Example 43, wherein when the instructions are executed by the one or more processors, the one or more processors are further caused to generate a digitized boundary shape from the set of boundary points, the digitized boundary shape matching the boundary within a boundary matching threshold.

[0205] Example 45 includes the non-transitory computer-readable medium according to Example 43 or Example 44, wherein the multiple repair conditions for the one or more processors include automatically identifying the multiple repair conditions for each of the boundary points.

[0206] Example 46 includes the non-transitory computer-readable medium according to Example 45, wherein when the instructions are executed by the one or more processors, the one or more processors are further caused to identify a subset of the boundary points associated with a unique set of associated repair conditions.

[0207] Example 47 includes the non-transitory computer-readable medium according to Example 46, wherein the one or more processors obtain the damage limit from the digital service manual, including obtaining the damage limit based on the subset of the boundary points.

[0208] Example 48 includes the non-transitory computer-readable medium according to any one of Examples 33 to 47, wherein the first layer and the second layer are selected from the group including a part number layer, an allowable damage limit area layer, an allowable damage limit region layer, a repairable damage limit area layer, a material thickness layer, and a fastener layer.

[0209] According to Example 49, a device includes means for receiving input data identifying an aircraft, a location on the aircraft, and damage information associated with the location; means for automatically identifying multiple repair conditions based on the input data and a three-dimensional model of the aircraft, the three-dimensional model including a first layer associated with a first set of structural features of a portion of the aircraft and a second layer associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features; means for obtaining a damage limit from a digital service manual, the damage limit being at least based on the multiple repair conditions; and means for generating a repair disposition based at least on the damage limit and the input data.

[0210] Example 50 includes the device according to Example 49, wherein the content of the digital service manual is stored as a knowledge graph data structure.

[0211] Example 51 includes the device according to Example 49 or Example 50, wherein the damage limit includes an allowable damage limit.

[0212] Example 52 includes the device according to any one of Examples 49 to 51, wherein the damage limitation includes a repairable damage limitation.

[0213] Example 53 includes the device according to any one of Examples 49 to 52, wherein the input data includes data associated with a digital image of damage to the aircraft.

[0214] Example 54 includes the device according to Example 53, and further includes means for identifying a plotting point associated with a center point of the damage to the aircraft.

[0215] Example 55 includes the device according to Example 54, wherein identifying the plotting point includes identifying the plotting point by a first training model.

[0216] Example 56 includes the device according to Example 54 or Example 55, and further includes means for storing the plotting point in a plotting point database, the plotting point database including a plurality of plotting points associated with a damage history of the aircraft, a damage history of multiple aircraft, or a combination thereof.

[0217] Example 57 includes the device according to any one of Examples 49 to 56, and further includes means for automatically identifying a boundary of a damage area of the aircraft.

[0218] Example 58 includes the device according to Example 57, wherein the boundary covers visible and invisible damage to the aircraft.

[0219] Example 59 includes the device according to Example 58, wherein identifying the boundary includes identifying a set of boundary points along the boundary by a second training model.

[0220] Example 60 includes the device according to Example 59, and further includes means for generating a digitized boundary shape from the set of boundary points, the digitized boundary shape matching the boundary within a boundary matching threshold.

[0221] Example 61 includes the device according to Example 59 or Example 60, wherein automatically identifying the plurality of repair conditions includes automatically identifying the plurality of repair conditions for each of the boundary points.

[0222] Example 62 includes the device according to Example 61, and further includes means for identifying a subset of the boundary points associated with a unique set of associated repair conditions.

[0223] Example 63 includes the device according to Example 62, wherein obtaining the damage limitation from the digital service manual includes obtaining the damage limitation based on the subset of the boundary points.

[0224] Example 64 includes the apparatus according to any one of Examples 49 to 63, wherein the first layer and the second layer are selected from the group consisting of a part number layer, an allowable damage limit zone layer, an allowable damage limit area layer, a repairable damage limit zone layer, a material thickness layer, and a fastener layer.

Claims

1. A device (102), comprising: One or more processors (106) configured to: receiving input data (152) identifying an aircraft (138), a location (140) on the aircraft, and damage information (142) associated with the location; automatically identifying a plurality of maintenance conditions (112) based on the input data and a three-dimensional model (130) of the aircraft, the three-dimensional model comprising a first layer (132) associated with a first set of structural features of a portion of the aircraft and a second layer (134) associated with a second set of structural features of the portion of the aircraft, the first set of structural features being different from the second set of structural features; obtaining a damage limit (148) from a digital service manual (144), the damage limit being based at least on the plurality of repair conditions; as well as A repair disposition is generated based at least on the damage limit and the input data (116). 2 . The device of claim 1 , wherein the content of the digital service manual is stored as a knowledge graph data structure.

3. The apparatus of claim 1, wherein the damage limit comprises an allowable damage limit.

4. The apparatus of claim 1, wherein the damage limitation comprises repairable damage limitation.

5. The apparatus of claim 1, wherein the input data comprises data associated with a digital image of damage to the aircraft. 6 . The apparatus of claim 5 , wherein the one or more processors are further configured to identify a plot point associated with a center point of the damage to the aircraft. 7 . The device of claim 6 , wherein the one or more processors are configured to identify the plotted points, including identifying the plotted points via a first trained model.

8. The apparatus of claim 6, wherein the one or more processors are further configured to store the plot point in a plot point database, the plot point database comprising a plurality of plot points associated with a damage history to the aircraft, a damage history to a plurality of aircraft, or a combination thereof.

9. The apparatus of claim 1, wherein the one or more processors are further configured to automatically identify boundaries of a damage area of ​​the aircraft.

10. The apparatus of claim 9, wherein the boundary encompasses visible and non-visible damage to the aircraft.

Images