Scheduled maintenance credit data health management and remaining compliance preamble time tracking

Abstract

The invention relates to scheduled maintenance credit data health management and residual compliance preamble time tracking. A tracking maintenance compliance opportunity window is provided. The method includes receiving an alert in response to the aircraft system exceeding an operating threshold or failing to transmit a report. The countdown of the preamble time of the compliance deadline starts in a prescribed unit. Based on a report from a source defining an operational cycle of the aircraft system, elapsed units and remaining units in the total number of units allocated within the preamble time are calculated. The countdown displays in the user interface a normalized swipe ratio that is a percentage elapsed in the total number of units allocated within the preamble time. The remaining units in the allocated total number of units are also displayed in the user interface. The countdown stops in response to a first one of: the resolution of the alarm or the countdown reaching a compliance deadline, where the preamble time has elapsed completely.

Description

Technical Field

[0001] This disclosure relates generally to aircraft maintenance, and more specifically, to an interface for monitoring maintenance tasks and providing notifications when maintenance must be completed. Background Technology

[0002] Aircraft Health Management (AHM) systems are comprehensive solutions designed to monitor and manage the health and performance of aircraft in real time. AHM systems collect and analyze data from various aircraft systems to detect anomalies, predict potential failures, and optimize maintenance activities. This capability is crucial for airlines to ensure operational efficiency, improve safety, and reduce maintenance costs.

[0003] ACARS (Aircraft Communications Addressing and Reporting System) is a digital data link system used to transmit messages between aircraft and ground stations. Introduced to replace voice communication, it has since become a crucial component of modern aviation communications. Airlines use ACARS to monitor the status of their aircraft, send operational instructions, and receive data on the aircraft's position, speed, altitude, and other parameters. ACARS can transmit data on the aircraft's systems and performance, allowing maintenance teams to be informed of any issues before the aircraft lands. This data can be used to schedule maintenance and reduce aircraft downtime. Summary of the Invention

[0004] This illustrative embodiment provides a computer-implemented method for tracking and maintaining a compliance opportunity window. The method includes receiving an alert in response to an aircraft system on an aircraft exceeding an operational threshold or failing to transmit a report. A countdown of the lead time from the alert to the compliance deadline for resolving the alert begins in defined units. Based on reports from several data sources defining the operational cycle of the aircraft system on the aircraft, the elapsed units and remaining units out of the total number of units allocated within the lead time are calculated. The countdown is displayed in the user interface as a normalized sliding scale of the percentage of the total number of units allocated within the lead time that has elapsed. The remaining units out of the total number of allocated units are also displayed in the user interface. The countdown stops in response to the first of the following: the alert is resolved or the countdown reaches the compliance deadline, where the lead time has fully elapsed.

[0005] Another illustrative embodiment provides a system for tracking and maintaining a compliance opportunity window. The system includes a storage device storing program instructions and one or more processors operatively connected to the storage device and configured to execute the program instructions, causing the system to: receive an alarm in response to an aircraft system on an aircraft exceeding an operational threshold or failing to transmit a report; begin a countdown in predetermined units for the lead time from the alarm to a compliance deadline for resolving the alarm; calculate, based on reports from several data sources defining the operational cycle of the aircraft system on the aircraft, the elapsed units and remaining units out of the total number of units allocated within the lead time; display the countdown in a user interface as a normalized sliding scale of the percentage elapsed of the total number of units allocated within the lead time; display the remaining units out of the total number of allocated units in the user interface; and stop the countdown in response to the first of the following: the alarm is resolved; or the countdown to the compliance deadline is reached, where the lead time has been fully elapsed.

[0006] Another illustrative embodiment provides a computer program product for tracking and maintaining a compliance opportunity window. The computer program product includes a computer-readable storage medium having program instructions embodied thereon to perform the following actions: receiving an alert in response to an aircraft system on an aircraft exceeding an operational threshold or failing to transmit a report; starting a countdown in defined units for the lead time from the alert to a compliance deadline for resolving the alert; calculating elapsed units and remaining units out of the total number of units allocated within the lead time based on reports from several data sources defining the operational cycle of the aircraft system on the aircraft; displaying the countdown in a user interface as a normalized sliding scale of the percentage elapsed in the total number of units allocated within the lead time; displaying the remaining units out of the total number of allocated units in the user interface; and stopping the countdown in response to the first of the following: the alert being resolved; or the countdown reaching the compliance deadline, where the lead time has been fully elapsed.

[0007] Features and functions may be implemented independently in various embodiments of this disclosure, or may be combined in other embodiments, wherein further details can be seen with reference to the following description and accompanying drawings. Attached Figure Description

[0008] The appended claims set forth novel features that are considered characteristics of the illustrative embodiments. However, the illustrative embodiments, their preferred modes of use, additional objects and features will be best understood by referring to the following detailed description of the illustrative embodiments of this disclosure, in conjunction with the accompanying drawings: Figure 1 This is an illustration of a block diagram of an aircraft health maintenance system according to an illustrative embodiment; Figure 2 A process flow for processing and resolving alarms according to an illustrative embodiment is described; Figure 3 A scheduled maintenance interface for new alerts, according to an illustrative embodiment, is depicted. Figure 4A A threshold alarm details pane is depicted according to an illustrative embodiment. Figure 4B A workflow status drop-down menu is depicted according to an illustrative embodiment; Figure 5A The labels for the details pane representing the action taken, according to an illustrative embodiment, are depicted. Figure 5B An updated status detail pane is depicted according to an illustrative embodiment; Figure 5C The labels for the resolved state detail pane are depicted according to an illustrative embodiment; Figure 5D The markings of the rework status detail pane are depicted according to an illustrative embodiment; Figure 6A A user interface for an action-taken alarm dashboard, according to an illustrative embodiment, is depicted. Figure 6B A user interface for an action-taken alarm dashboard, according to an illustrative embodiment, is depicted. Figure 7 A “no report” detail pane is depicted according to an illustrative embodiment when no report is received from the associated aircraft system within a specified number of flight cycles; Figure 8 A flowchart illustrating the actions required to respond to various types of transmission outages from aircraft is provided. Figure 9A A fleet data health display according to an illustrative embodiment is depicted; Figure 9B A fleet data health display according to an illustrative embodiment is depicted; Figure 10A The aircraft data health detail pane is depicted according to an illustrative embodiment; Figure 10B A drop-down menu for data interruption reasons, according to an illustrative embodiment, is depicted; Figure 11 A specific detail pane depicts a data interruption for the ACARS MEL category according to an illustrative embodiment; Figure 12The aircraft data health details pane is depicted according to an illustrative embodiment after an interruption of input ACARS MEL related data; Figure 13 An updated detail pane for interruptions in pending / pending classification data is depicted according to an illustrative embodiment; Figure 14 A detail pane of aircraft data health during data reception is depicted according to an illustrative embodiment; Figure 15 A detail pane for resolving interruptions in the categorized data to be processed is depicted according to an illustrative embodiment; Figure 16 A specific detail pane depicts a data interruption for a maintenance check category according to an illustrative embodiment; Figure 17 The aircraft data health details pane is depicted according to an illustrative embodiment after verifying maintenance check status information; Figure 18 The aircraft data health details pane depicts an update verification of the maintenance check status according to an illustrative embodiment; Figure 19 An updated details pane for a maintenance check to be processed is depicted according to an illustrative embodiment; Figure 20A An automatic resolution notification in a fleet data health display according to an illustrative embodiment is described; Figure 20B An automatic resolution notification in a fleet data health display according to an illustrative embodiment is described; Figure 21 A resolved status details pane depicts details of providing automatic resolution of data interruptions according to an illustrative embodiment; Figure 22 A detailed pane of view depicting other categories of data interruptions according to an illustrative embodiment is provided; Figure 23 The aircraft data health details pane is depicted according to an illustrative embodiment after an interruption in inputting other relevant data; Figure 24 An updated details pane for other categorized data interruptions is depicted according to an illustrative embodiment; Figure 25 A detailed pane of view depicting other categories of data interruptions according to an illustrative embodiment is provided; Figure 26 The aircraft data health details pane is depicted according to an illustrative embodiment after a data interruption related to input and service stoppage. Figure 27 An update detail pane is depicted for service stoppage classification data interruption according to an illustrative embodiment; Figure 28 A flowchart illustrating a process for tracking and maintaining a compliance opportunity window according to an illustrative embodiment is provided. Figure 29 A block diagram of a data processing system described according to an illustrative embodiment is presented; Figure 30 These are illustrations of an aircraft manufacturing and servicing method according to an illustrative embodiment; and Figure 31 This is a block diagram illustration of an aircraft in which illustrative embodiments may be implemented. Detailed Implementation

[0009] The illustrative embodiments recognize and take into account that airline operators must schedule regular maintenance checks for aircraft systems. These checks incur costs associated with labor and premature replacement of system components.

[0010] This illustrative embodiment provides a method for measuring and ensuring maintenance compliance using incoming data, confirming necessary data reception and calculating remaining lead time for compliance. Tracking data health is accomplished in several ways to cover different reasons for potential data loss and is monitored in the context of lead time issued for relevant individual AHM tasks from Maintenance Review Board (MRBR) reports. The compliance window is calculated based on received data in addition to the data required for individual AHM tasks (threshold alerts). Since compliance lead time can be measured in calendar time, flight cycles, or flight hours, a measurement of each of these units is required for each tail unit registered in the Scheduled Maintenance Credit program. The remaining "time" (e.g., measured in hours / flight hours / flight cycles) can then be used to categorize open tasks based on the amount of remaining time. Furthermore, the remaining "time" can be used to indicate whether lead time has elapsed and whether a task is non-compliant.

[0011] The illustrative embodiments also provide a user interface for notifying airline operators when maintenance of the aircraft is required based on sensor readings and the flight history of the monitored systems, thereby eliminating the need for FAA-mandated scheduled inspections.

[0012] This illustrative embodiment utilizes a prognostic alert engine in Aircraft Health Management (AHM). The alert engine generates a notification displayed to the operator based on real-time data received while the aircraft is in flight. This illustrative embodiment also relies on a novel capability to calculate airworthiness compliance status and risk levels.

[0013] Now for reference Figure 1 The illustration depicts a block diagram of an aircraft health maintenance system according to an illustrative embodiment. The AHM system 100 generates an alarm 102 regarding an aircraft system that exceeds a specified operational threshold for an associated parameter of the aircraft system. Alarm 102 may also be triggered if no report is received for the associated system within a specified number of flight cycles.

[0014] Upon generating Alert 102, AHM system 100 begins a lead time countdown 110. The lead time countdown 110 comprises a total of allocated units 112, which may include units of time (hours) or flight cycles. The type of units and their total allocation depend on the specific aircraft system in question. The total allocated units 112 represent the window of opportunity available to the aircraft operator to address the issues lurking beneath Alert 102 in order to bring the aircraft compliant before the compliance deadline 118. Failure to address the potential issues before the countdown deadline 118 will result in aircraft non-compliance, which will require the aircraft to be grounded.

[0015] During the countdown 110, the AHM system 100 calculates the elapsed units 114 and the remaining units 116, which can be simultaneously displayed in the aircraft maintenance user interface 122.

[0016] The AHM system 100 can use reports 106 from various data sources 104 to customize the aircraft system operating cycle 108 to calculate the countdown 110. For example, when calculating flight hours or flight cycles, landing gear weight on wheels / landing gear weight off wheels sensors can be used for measurement.

[0017] The aircraft maintenance user interface 122 displays alarm 102 in the alarm indicator 124 (see Figure 3 The aircraft maintenance user interface 100 also displays a compliance window indicator 126, which visually depicts the elapsed units 114 of the countdown 110 as a normalized sliding scale representing the percentage of elapsed units 112 of the total allocated time. The aircraft maintenance user interface 100 also displays the elapsed units 114 in a remaining units indicator 128, which complements the compliance window indicator 126 by showing the number of units 114 elapsed out of the total allocated units 112.

[0018] The aircraft maintenance user interface 122 is generated by the display system 120. The display system 120 is a physical hardware system and includes one or more display devices on which the user aircraft maintenance user interface 122 can be displayed.

[0019] The display device in the display system 120 may include at least one of the following: a light-emitting diode (LED) display, a liquid crystal display (LCD), an organic light-emitting diode (OLED) display, a computer monitor, a projector, a flat panel display, a head-up display (HUD), a head-mounted display (HMD), or some other suitable device that can output information for the visual presentation of information.

[0020] The aircraft maintenance user interface 122 can be implemented using software, hardware, firmware, or a combination thereof. When using software, the operations performed by the aircraft maintenance user interface 122 can be implemented in program code configured to run on hardware, such as a processor unit. When using firmware, the operations performed by the aircraft maintenance user interface 122 can be implemented in program code and data and stored in persistent memory for execution on a processor unit. When hardware is used, the hardware may include circuitry that operates to perform the operations in the aircraft maintenance user interface 122.

[0021] In the illustrative example, the hardware may take the form of at least one of the following: a circuit system, an integrated circuit, an application-specific integrated circuit (ASIC), a programmable logic device, or some other suitable type of hardware configured to perform several operations. Using a programmable logic device, the device can be configured to perform several operations. The device can be reconfigured at a later time or can be permanently configured to perform several operations. Programmable logic devices include, for example, programmable logic arrays, programmable array logic, field-programmable logic arrays, field-programmable gate arrays, and other suitable hardware devices. Additionally, the process can be implemented in organic components integrated with inorganic components and can be entirely composed of organic components (excluding human elements). For example, the process can be implemented as a circuit in an organic semiconductor.

[0022] Computer system 150 is a physical hardware system and includes one or more data processing systems. When there is more than one data processing system in computer system 150, these data processing systems communicate with each other using a communication medium. The communication medium may be a network. The data processing system may be selected from at least one of the following: a computer, a server computer, a tablet computer, or some other suitable data processing system.

[0023] As depicted, computer system 150 includes a plurality of processor units 152 capable of executing program code 154 implementing the process in the illustrative example. As used herein, the processor units among the plurality of processor units 152 are hardware devices and consist of hardware circuitry (e.g., those on integrated circuits that respond to and process instructions and program code that operate the computer). When the plurality of processor units 152 execute the program code 154 for the process, the plurality of processor units 152 can be one or more processor units that may be on the same computer or different computers. In other words, the process can be distributed among processor units on the same or different computers in the computer system. Furthermore, the plurality of processor units 152 can be processor units of the same type or different types. For example, the plurality of processor units can be selected from at least one of the following: a single-core processor, a dual-core processor, a multi-processor core, a general-purpose central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), or some other type of processor unit.

[0024] Figure 2 A process flow for handling and resolving threshold alarms according to an illustrative embodiment is described. An aircraft maintenance user interface 100 can be used to monitor and assist in the operations of process 200.

[0025] The AHM analyst monitors the new alert (operation 202). When a new alert 204 is received, the AHM analyst uses the aircraft maintenance user interface 100 to document the work order associated with the alert (created in the airline maintenance planning system) (operation 206).

[0026] The work order is fed to the compliance manager and the maintenance team. The maintenance team receives the work order (Operation 208) and completes the work order (Operation 210).

[0027] The compliance manager can use the aircraft maintenance user interface 100 to monitor acted alerts (operation 212) and mark work orders as completed (operation 214). The compliance manager also verifies the work to ensure that the issue that generated alert 204 has actually been resolved (operation 216). If the issue is resolved, the alert is marked as resolved and closed (operation 218), and can be reviewed in the AHM history (operation 220).

[0028] If the completed work command does not resolve the issue, a rework alert 222 is generated to restart process 200.

[0029] Figure 3A maintenance interface for new alarm arrangements according to an illustrative embodiment is depicted. Interface 300 is an example interface for displaying new thresholds and "no report" alarms.

[0030] Interface 300 includes an alarm indicator 302 that displays thresholds or "no-report" alarms related to the aircraft system, which must be resolved for aircraft maintenance compliance.

[0031] The compliance window indicator 304 displays a normalized sliding scale showing the percentage of time elapsed between the time the alert was received and the maintenance compliance deadline. In this example, the compliance window begins on the left and progresses to the deadline on the right. If the issue causing the alert is not resolved by the time the indicator reaches its deadline, the aircraft in question must be taken out of service, resulting in lost uptime and revenue.

[0032] The Remaining Unit Indicator 306 displays the number of units used (e.g., elapsed hours, flight hours, or flight cycles) in the total number of units allocated for measuring the remaining lead time opportunity window. The Remaining Unit Indicator 306 visually displays the countdown numbers in a normalized sliding scale of the Compliance Window Indicator 304.

[0033] Flight phase indicator 308 displays the flight phase and generates threshold alarms during that phase. In this example, the flight phases are divided into OOOI, representing Out (exiting the gate), Off (takeoff), On (landing, "landing gear load"), and In (arriving at the gate).

[0034] The history indicator 310 displays the operational history of the aircraft system prior to the occurrence of the issue that triggered the threshold alarm. The history indicator 310 shows the flight segment preceding the aircraft's current flight segment (flight segment 0) at the right end of the indicator. A solid black circle in the history indicator represents an alarm generated during that flight segment.

[0035] Figure 4B A threshold alarm details pane is depicted according to an illustrative embodiment. In response to a click on the threshold alarm title displayed in the alarm indicator 302 in the interface 300, the alarm details pane 400 serves as a second-level slide-in view. The alarm details pane 400 contains the history 402 of the aircraft system prior to the threshold alarm. The current parameter values ​​404 of the aircraft system are displayed relative to the threshold value 406.

[0036] The compliance status 408 indicates the current status of the workflow for resolving threshold alarms. The compliance status 408 can be updated via the drop-down menu 410 to select the status to display, such as... Figure 4B As shown.

[0037] The alert details pane 400 also contains a link to documents 412, which details the necessary maintenance tasks related to the aircraft system to resolve threshold alerts.

[0038] The alarm details pane 400 also includes a description 414 of threshold alarms and activities related to resolving threshold alarms.

[0039] Figures 5A-5D An example of a status details pane is depicted, which pops up in response to clicking on a workflow status to call up a drop-down menu 410. The drop-down menu 410 allows the user to select a specific version of the status to be displayed based on the stage of the workflow.

[0040] Figure 5A A marker is depicted as an action-taken status display according to an illustrative embodiment. This marker, 500A, can be used to initiate the work-on process for a new threshold alarm. It includes a maintenance task list 502 related to the aircraft system for resolving threshold alarms and a work command input field 504.

[0041] Figure 5B An update status display according to an illustrative embodiment is depicted. After work begins to resolve a threshold alarm, the update status display 500B adds an input field 506 to confirm that the work command has been closed.

[0042] Figure 5C A marker indicating a resolved status is depicted according to an illustrative embodiment. After a work order has been closed, the work must then be verified to ensure that it has indeed actually resolved the problem. An input field 508 is added as a marker indicating a resolved status 500C to confirm that the underlying condition below the threshold alarm has been resolved.

[0043] Figure 5D The diagram depicts a marker indicating the rework status according to an illustrative embodiment. If completing a work order does not resolve the issue correctly, the user can select a rework status display of 500D to initiate a new threshold alert, returning the task to the work queue. It should be noted that rework alerts do not reset the compliance window.

[0044] Figure 6A and Figure 6BAn actionable alert dashboard user interface for alerts with taken action is depicted according to an illustrative embodiment. After new threshold alerts are marked as having taken action (meaning work has been initiated to resolve these alerts), they are moved to interface 600. Interface 600 contains data fields similar to those used for new alerts in interface 300, but also includes a compliance status field 602 and an associated work order field 604. Status detail panes 500A-500D can also be accessed and updated via the compliance status field 602.

[0045] In addition to generating alarms when an aircraft system exceeds its operational threshold, an alarm is also generated when the aircraft fails to send reports for its systems within a specified number of flight cycles. For example, during a flight cycle, reports for all aircraft systems, except for those related to brake servicing, may be received.

[0046] Figure 7 A “No Report” details pane is depicted according to an illustrative embodiment when no report for an associated aircraft system is received within a specified number of flight cycles. The report interruption details pane 700 is similar to the alarm details pane 400, but specific to missing reports.

[0047] The "No Report" details pane 700 serves as a second-level slide-in view in response to a "No Report" alert displayed in the click alert indicator 302. The "No Report" details pane 700 contains links 702 for corresponding reports received within a specified number of flight cycles concerning the aircraft system in question.

[0048] The “No Report” details pane 700 also contains links 704 to documents that detail the manual procedures and compliance tasks required to address maintenance compliance disruptions related to the aircraft system.

[0049] The compliance status 708 provides details about the current status of the "No Report" alert.

[0050] Figure 8 A flowchart illustrating the process for resolving a complete transmission interruption is depicted, where no data is received from the aircraft for a specified amount of time (assuming 24 hours in this example, but other time periods could be used). If the aircraft is not transmitting, mitigating this lack of transmission depends on whether the aircraft was in flight at the time of the data interruption.

[0051] If the aircraft is in service, data interruption can impact compliance. The aircraft may be in scheduled service, but the ACARS system may be under MEL (Minimum Equipment List) delay. Therefore, the AHM (Aircraft Management Center) is not receiving data from the ACARS channel. In this situation, the operator must schedule manual maintenance and verify the aircraft status in the AHM every 24 hours. ACARS MEL situations typically last one to three days.

[0052] Alternatively, the aircraft may be in regular service, but there is another reason why AHM is not receiving data from the aircraft. The operator must identify and investigate the data interruption, schedule manual maintenance tasks to ensure compliance, and verify the aircraft status with AHM every 24 hours.

[0053] If an aircraft is out of service, it has no impact on compliance. An aircraft may be out of service due to temporary issues such as system malfunctions (e.g., the air conditioning system not working). If an aircraft is out of service, the operator must verify its status every 24 hours and ensure that it is transmitting data correctly when it returns to service. This unscheduled outage typically lasts 24–72 hours.

[0054] Alternatively, the aircraft may be undergoing extended routine maintenance checks. In this case, the operator must periodically verify the expected completion date and ensure that the aircraft is transmitting data correctly when it returns to service. Extended maintenance checks typically last three to four months.

[0055] Figure 9A and Figure 9B A fleet data health display according to an illustrative embodiment is depicted. (As shown) Figure 9A and Figure 9B As shown, the fleet data health display 900 includes different categories of data transmission interruptions as described above. According to... Figure 8 The flowcharts in the document include categories such as Reason Unknown, ACARS MEL, Other, Out of Service, and In Maintenance Check. The Fleet data health display 900 can also include categories for the most recently recovered aircraft that have resumed data transmission.

[0056] Figure 10AAn aircraft data health details pane according to an illustrative embodiment is depicted. Clicking an entry 902 under a category in the fleet data health display 900 causes the aircraft data health details pane 1000A to slide in as a second-level view. The aircraft data health details pane 1000A includes a status summary 1002A and contains a history 1004 of data interruptions to the aircraft.

[0057] The aircraft data health details pane 1000A also includes a list of manual maintenance tasks 1006 that may be required due to data interruption.

[0058] The drop-down menu for "Data Interruption Reason" in the Aircraft Data Health Details pane 1000A is 1008. Figure 10B (As shown) allows you to select and change the category of data interruption. In response to selecting a data interruption category from the drop-down menu, a dedicated details pane pops up. The dedicated details pane contains data input fields specific to the selected data interruption category.

[0059] In this example, aircraft entry 902 is selected. Fleet data health is displayed as 900, currently listed as having an unknown cause of data interruption.

[0060] Figure 11 A specific detail pane for a data interruption in the ACARS MEL category, according to an illustrative embodiment, is depicted. Detail pane 1100 is conceptually similar to the “no report” detail pane 700, but has extended functionality and is used for situations where no data is received from the aircraft systems.

[0061] In response to selecting ACARS MEL from drop-down menu 1008, details pane 1100 pops up. Details pane 1100 includes a reason field 1102 and a MEL Log Page entry field 1104. The reason field 1102 lists the reason for the selected data interruption. Details pane 1100 provides a work order entry field 1106 and lists the manual maintenance tasks 1108 required due to the ACARS MEL data interruption. Details pane 1100 also includes a status notification 1110, which indicates how frequently the status must be verified during an ACARS MEL data interruption.

[0062] Figure 12The illustration depicts an airplane data health details pane following an interruption of ACARS MEL-related data, according to an illustrative embodiment. In response to selecting ACARS MEL as the cause of the data interruption and saving the data entered in the desired fields in details pane 1100, the updated airplane data health details pane 1000B includes an expanded status summary 1002B, which includes a MEL Log Page and a MEL Reference, as well as the identity of the person making the input.

[0063] Selecting ACARS MEL will also move the corresponding aircraft input from the "Unknown cause" column in the "Fleet Data Health Display 900" to the ACARS MEL column.

[0064] Status notification 1204 provides information about the next verification time specific to the ACARS MEL situation. A list of procedures 1206 for the required maintenance tasks is presented in an expandable menu. Each registered system may require a different set of manual maintenance tasks.

[0065] Activity Description 1208 indicates the current status of the workflow for resolving data disruptions and the person who enters and updates information related to the workflow.

[0066] Drop-down menu 1210 allows users to invoke a details pane to update or resolve the status of data interruptions.

[0067] Figure 13 An updated details pane for an interruption in the classification data to be processed, according to an illustrative embodiment, is depicted. The details pane 1300 is invoked via a drop-down menu 1210 and is used to provide verification updates based on the requirements listed in the status notification 1204.

[0068] Input field 1302 allows users to indicate that the ACARS MEL status verification is "as continuing," which can be supplemented by comments in the Additional Comments entry field 1304. Verification resets the verification period, as described in status notification 1306.

[0069] Figure 14 The image depicts the aircraft data health details pane during data reception recovery, according to an illustrative embodiment. Once the issues lurking beneath the data interruption are resolved, the aircraft will resume data transmission, which is received by the AHM.

[0070] Status notification 1402 in the Aircraft Data Health Details pane 1000C indicates this recovery of data transmission. Users now need to ensure that any manual work orders scheduled for maintenance compliance during the data outage have been cancelled, as condition-based monitoring will be implemented for aircraft recovery.

[0071] Furthermore, drop-down menu 1210 allows users to call up the details pane to resolve the data interruption status.

[0072] Figure 15 A resolution details pane for interruptions in categorized data to be processed is depicted according to an illustrative embodiment. The resolution details pane 1500 pops up in response to selecting "Resolve" from the drop-down menu 1210.

[0073] Input field 1502 allows users to verify that the MEL delay has been resolved. Input field 1504 allows users to verify that all work orders associated with the MEL situation have been completed or canceled (if no longer needed). These verifications can be supplemented with comments in the Additional Comments entry field 1506.

[0074] Each type of data disruption requires a different detail pane to explain the differences in the corresponding timeline and workflow.

[0075] Figure 16 A detail pane for a maintenance check category for data interruption, according to an illustrative embodiment, is depicted. Referring back to Figure 10, the detail pane 1600 is invoked by selecting Maintenance Check from the drop-down menu 1008.

[0076] The details pane 1600 includes a reason field 1602 and an estimated exit date entry field 1604. The reason field 1602 lists the reasons for the selected data interruption, and the estimated exit date entry field 1604 is used to specify the expected end of the maintenance check.

[0077] The details pane 1600 also includes a status notification 1606, which indicates the frequency at which the status must be verified during maintenance checks.

[0078] Unlike ACARS MEL data outages, there are no specific work orders to be specified related to maintenance checks, as this poses no threat to compliance. Maintenance tasks performed during maintenance checks are pre-defined and standardized.

[0079] Figure 17An aircraft data health details pane is depicted according to an illustrative embodiment after verifying maintenance check status information. In response to selecting maintenance check as the reason for data interruption and storing the data entered in the required fields of the details pane 1600, the updated aircraft data health details pane 1000D includes an expanded status summary 1002C, which includes the identity of the person making the input.

[0080] Selecting maintenance checks will also move the corresponding aircraft entry from the "Unknown cause" column in the fleet data health display 900 to the "Under maintenance check" column.

[0081] Status notification 1704 provides information about the next verification time specific to the maintenance check. A list of registered maintenance tasks 1706 is presented in the expandable menu.

[0082] Activity description 1708 indicates the current status of maintenance checks and the person who enters and updates information related to the workflow.

[0083] Figure 18 An aircraft data health details pane, according to an illustrative embodiment, is depicted to update and verify the status of a maintenance check. If the maintenance check is not verified within the required 30 days, a notification is displayed in a status notification 1804 in the aircraft data health details pane 1000E. Again, a drop-down menu 1210 can be used to pull up a dedicated details pane to provide updates or resolve the situation.

[0084] Figure 19 An updated details pane for a pending maintenance check is depicted according to an illustrative embodiment. The updated details pane 1900 is invoked from a drop-down menu 1210 and is used to provide verification of the ongoing maintenance check. The updated details pane 1900 is similar to details pane 1600 and provides an input field 1902 for updating the verification status to confirm that the maintenance check is still in progress.

[0085] Figure 20A and Figure 20B An automatic resolution notification is depicted in the fleet data health display according to an illustrative embodiment. When an aircraft exits a stop service or is undergoing a data interruption during a maintenance check and begins retransmission, an automatic resolution notification 2000 appears in the fleet data health display 900, and the aircraft entry is automatically moved to the most recently recovered column.

[0086] The "View" button in the Automatic Resolve Notification 2000 and the "View" button in 2002 can be used to call, for example... Figure 21 The resolution status details pane is shown.

[0087] Figure 21 A resolution status details pane depicts details of the automatic resolution of data interruptions according to an illustrative embodiment. The resolution status details pane 2100 provides details of the automatically resolved data interruptions.

[0088] Figure 22 A detail pane for other categories of data interruptions is depicted according to an illustrative embodiment. Detail pane 2200 pops up in response to selecting "Other" from drop-down menu 1008. Detail pane 2200 includes a reason field 2202 that lists the reasons for the selected data interruption. Detail pane 2200 provides a work command input menu 2204 and an additional comments entry field 2206 to provide an explanation of why the data interruption does not fall into one of the other categories. Detail pane 2200 also includes a status notification 2208 that indicates the frequency (e.g., every 24 hours) at which the status must be verified during a data interruption.

[0089] Figure 23 An aircraft data health details pane is depicted according to an illustrative embodiment after an interruption in inputting other relevant data. In response to selecting other data as the cause of the data interruption and storing the data entered in the required fields in details pane 2200, the updated aircraft data health details pane 1000F includes an expanded status summary 1002D, which includes the identity of the person making the input.

[0090] Selecting "Other" will also move the corresponding entry for the aircraft from the "Unknown Cause" column in the fleet data health display 900 to the "Other" column.

[0091] Status notification 2304 provides information about the timing of the next verification, depending on other circumstances. A list of work orders 2306 for the required maintenance tasks is presented in an expandable menu. Each work order may require a different set of maintenance tasks.

[0092] The activity description 2308 indicates the current status of the workflow for resolving transmission interruptions and the person who enters and updates information related to the workflow.

[0093] Drop-down menu 1210 again allows users to invoke the details pane to update or resolve the status of data interruptions.

[0094] Figure 24 An updated details pane for "Other" category data interruption is depicted according to an illustrative embodiment. The details pane 2400 is invoked via a drop-down menu 1210 in the aircraft data health details pane 1000F and is used to provide verification updates according to the requirements listed in status notification 2304.

[0095] Input field 2402 allows users to verify the status of other data interruption situations as continuing, which can be supplemented by comments in the additional comments input field 2404.

[0096] Figure 25 A details pane for other categories of data interruptions is depicted according to an illustrative embodiment. Details pane 2500 pops up in response to selecting "Other" from drop-down menu 1008. Details pane 2500 includes a reason field 2502 that lists the reasons for the selected data interruption. Details pane 2200 provides an additional comments entry field 2504. Details pane 2500 also includes a status notification 2506 that indicates how frequently the status must be verified during a data interruption (e.g., every 24 hours).

[0097] Figure 26 An illustrative embodiment depicts an aircraft data health details pane following input of data interruption related to service stoppage. In response to selecting service stoppage as the reason for the data interruption and storing the data entered in the required fields of details pane 2500, the updated aircraft data health details pane 1000G includes an expanded status summary 1002E, which includes the identity of the person making the input.

[0098] Choosing to stop service will also move the corresponding aircraft entry from the "Unknown Reason" column in the fleet data health display 900 to the "Stop Service" column.

[0099] Status notification 2604 provides information about the time of the next verification specific to the service outage situation. An expandable menu 2606 presents a list of programs requiring manual maintenance tasks. Each program may require a different set of maintenance tasks.

[0100] The Activity description (2608) indicates the current status of the workflow for resolving transmission interruptions and the person who enters and updates information related to the workflow.

[0101] Furthermore, drop-down menu 1210 allows users to invoke the details pane to update or resolve the status of data interruptions.

[0102] Figure 27 An updated details pane for a service interruption classification data interruption is depicted according to an illustrative embodiment. The details pane 2700 is invoked via a drop-down menu 1210 in the aircraft data health details pane 1000G and is used to provide verification updates according to the requirements listed in the status notification 2604.

[0103] Input field 2702 allows users to update the verification time when the aircraft stopped service, which can be supplemented by comments in the Additional Comments entry field 2704.

[0104] Figure 28 A flowchart illustrating a process for tracking and maintaining a compliance opportunity window, according to an illustrative embodiment, is depicted. Process 2800 can... Figure 1 The AHM system 100 is implemented in the system.

[0105] Process 2800 begins in response to an aircraft system exceeding an operational threshold or failing to transmit a report, receiving an alarm (operation 2802). The aircraft system may include one of the following: brakes, tires, or engine fuel filters. For example, an alarm may be triggered by brake wear exceeding a specified threshold, tire pressure falling below a specified threshold, or fuel filter pressure falling below a specified threshold. A threshold alarm may also be triggered if no report is received from the aircraft system within a specified number of flight cycles.

[0106] Procedure 2800 begins a countdown, expressed in specified units, of the lead time from the alarm to the compliance deadline to resolve the threshold alarm (Operation 2804). Specified units may include elapsed hours, flight hours, or flight cycles.

[0107] Process 2800, based on reports from several data sources defining the operational cycle of the aircraft system, calculates the elapsed units and remaining units out of the total number of units allocated in the preceding time period (Operation 2806). The data sources defining the operational cycle of the aircraft system detect and report the different flight phases of the aircraft.

[0108] The countdown is displayed in the user interface as a normalized sliding scale representing the percentage of the total number of units allocated in the preceding time (Operation 2808). Simultaneously, the remaining units out of the total allocated units are also displayed in the user interface (Operation 2810).

[0109] Procedure 2800 involves resolving monitoring threshold alarms (Operation 2812). Alarm resolution may include receiving verification from the user that the underlying conditions behind the alarm have been resolved. In the case of a "No Report" alarm, alarm resolution may include the aircraft resuming report transmission.

[0110] The countdown stops upon receiving verification (operation 2816).

[0111] If no verification is received, process 2800 determines whether the countdown has reached the compliance deadline (operation 2814). If the lead time has not fully elapsed, process 2800 continues the countdown and continues to monitor the resolved verification. If the countdown has reached the compliance deadline and the lead time has fully elapsed, process 2800 stops the countdown. At this point, the aircraft is non-compliant and must be grounded until the issue behind the threshold alert is resolved.

[0112] Then process 2800 ends.

[0113] Now go to Figure 29 This illustration depicts a block diagram of a data processing system according to an illustrative embodiment. The data processing system 2900 can be implemented. Figure 1 The computer system 150 is shown. In this illustrative example, the data processing system 2900 includes a communication framework 2902 that provides communication between a processor unit 2904, a memory 2906, a persistent storage device 2908, a communication unit 2910, an input / output (I / O) unit 2912, and a display 2914. In this example, the communication framework 2902 takes the form of a bus system.

[0114] Processor unit 2904 is used to execute instructions for software that can be loaded into memory 2906. Depending on the specific implementation, processor unit 2904 may be multiple processors, multiprocessor cores, or some other type of processor. In one embodiment, processor unit 2904 includes one or more conventional general-purpose central processing units (CPUs). In an alternative embodiment, processor unit 2904 includes one or more graphics processing units (GPUs).

[0115] Memory 2906 and persistent storage device 2908 are examples of storage device 2916. A storage device is any hardware capable of temporarily, permanently, or both temporarily and permanently storing information (such as, for example, but not limited to, data, program code in a functional form, or at least one other suitable information). In these illustrative examples, storage device 2916 may also be referred to as a computer-readable storage device. In these examples, memory 2906 may be, for example, random access memory or any other suitable volatile or non-volatile storage device. Persistent storage device 2908 may take various forms depending on the specific implementation.

[0116] For example, persistent storage device 2908 may include one or more components or devices. For example, persistent storage device 2908 may be a hard disk drive, flash memory, rewritable optical disk, rewritable magnetic tape, or some combination thereof. The media used in persistent storage device 2908 may also be removable. For example, a removable hard disk drive may be used in persistent storage device 2908. In these illustrative examples, communication unit 2910 provides communication with other data processing systems or devices. In these illustrative examples, communication unit 2910 is a network interface card.

[0117] Input / output unit 2912 allows data input and output to other devices that may be connected to data processing system 2900. For example, input / output unit 2912 can provide a connection for user input via at least one of a keyboard, mouse, or some other suitable input device. Furthermore, input / output unit 2912 can send output to a printer. Display 2914 provides a mechanism for displaying information to the user.

[0118] Instructions for at least one of the operating system, application, or program may be located in storage device 2916, which communicates with processor unit 2904 via communication frame 2902. Processes in different embodiments may be executed by processor unit 2904 using computer-implemented instructions, which may be located in memory (e.g., memory 2906).

[0119] These instructions are referred to as program code, computer-usable program code, or computer-readable program code, which can be read and executed by the processor in processor unit 2904. The program code in different embodiments may be embodied on different physical or computer-readable storage media (e.g., memory 2906 or persistent storage device 2908).

[0120] Program code 2918 is functionally located on computer-readable medium 2920, which can be selectively removed and loaded or transferred to data processing system 2900 for execution by processor unit 2904. In these illustrative examples, program code 2918 and computer-readable medium 2920 form computer program product 2922. In one example, computer-readable medium 2920 may be computer-readable storage medium 2924 or computer-readable signal medium 2926.

[0121] In these illustrative examples, computer-readable storage medium 2924 is a physical or tangible storage device for storing program code 2918, and not a medium for propagating or transmitting program code 2918. As used herein, computer-readable storage medium 2924 should not be construed as a transient signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires (as used herein).

[0122] Alternatively, program code 2918 can be transferred to data processing system 2900 using computer-readable signal medium 2926. Computer-readable signal medium 2926 can be, for example, a propagated data signal containing program code 2918. For example, computer-readable signal medium 2926 can be at least one of electromagnetic signals, optical signals, or any other suitable type of signal. These signals can be transmitted via at least one of a communication link (e.g., a wireless communication link, fiber optic cable, coaxial cable, wire, or any other suitable type of communication link).

[0123] The different components shown for data processing system 2900 do not imply an architectural limitation on how different embodiments can be implemented. Different illustrative embodiments may be implemented in a data processing system that includes components other than those shown for data processing system 2900 or components that replace those shown for data processing system 2900. Figure 29 Other components shown may differ from the illustrative example illustrated. Different embodiments may be implemented using any hardware device or system capable of running program code 2918.

[0124] The illustrative embodiments of this disclosure can be implemented as follows: Figure 30 The aircraft manufacturing and service methods shown in 3000 and such Figure 31 The description is presented against the background of the aircraft 3100 shown. First, turn to... Figure 30The illustration depicts an aircraft manufacturing and servicing method according to an illustrative embodiment. During pre-production, the aircraft manufacturing and servicing method 3000 may include... Figure 31 Specifications and design of aircraft 3100 3002 and material procurement 3004.

[0125] During production, Figure 31 The manufacturing of components and sub-assemblies of the 3100 medium-speed aircraft is 3006, and system integration is 3008. Afterwards, Figure 31 The aircraft 3100 can be certified and delivered 3010 for service 3012. While in service 3012 by the customer, Figure 31 The aircraft 3100 is scheduled for routine maintenance and service 3014, which may include modification, reconfiguration, refurbishment and other maintenance or service.

[0126] Each process in the Aircraft Manufacturing and Service Method 3000 can be performed or implemented by a system integrator, a third party, an operator, or some combination thereof. In these examples, the operator may be a customer. For the purposes of this description, a system integrator may include, but is not limited to, any number of aircraft manufacturers and major systems subcontractors; a third party may include, but is not limited to, any number of suppliers, subcontractors, and vendors; and an operator may be an airline, leasing company, military entity, service organization, etc.

[0127] Now for reference Figure 31 The illustration depicts an aircraft in which illustrative embodiments can be implemented. In this example, aircraft 3100 is... Figure 30 The aircraft manufactured and serviced by method 3000 may include a fuselage 3102 having multiple systems 3104 and an interior 3106. Examples of systems 3104 include one or more of a propulsion system 3108, an electrical system 3110, a hydraulic system 3112, and an environmental system 3114. Any number of other systems may be included. While an aerospace example is shown, different illustrative embodiments can be applied to other industries, such as the automotive industry.

[0128] The apparatus and method described in this article can be used in... Figure 30 This is employed during at least one stage of the aircraft manufacturing and service method 3000. In an illustrative example, in Figure 30 The parts or subassemblies manufactured in 3006 can be produced in a manner similar to Figure 30 The components or sub-assemblies produced while the aircraft 3100 is in service 3012 are fabricated or manufactured in a manner that is not explicitly stated in the text. As yet another example, during the production phase (e.g.) Figure 30During the manufacturing of components and sub-components (3006) and system integration (3008), one or more device embodiments, method embodiments, or combinations thereof may be utilized. When the aircraft 3100 is in service (3012), Figure 30 During maintenance and service 3014, or both, one or more apparatus embodiments, method embodiments, or combinations thereof may be utilized. Using several different illustrative embodiments can greatly accelerate the assembly of the aircraft 3100, reduce the cost of the aircraft 3100, or both accelerate the assembly of the aircraft 3100 and reduce the cost of the aircraft 3100.

[0129] The present invention includes embodiments according to the following provisions: Clause 1. A system for tracking and maintaining a compliance opportunity window, said system comprising: Storage devices, which store program instructions; One or more processors, operatively connected to the storage device and configured to execute the program instructions to cause the system to: Receive (2802) alarm (102) in response to an aircraft system on the aircraft exceeding an operational threshold or failing to transmit a report. Start a countdown (110) from the alarm to the compliance deadline for resolving the alarm in the specified unit (2804). Based on reports (106) from several data sources (104) defining the operating cycle (108) of the aircraft system, the number of units (114) passed and the remaining units (116) in the total number of units (112) allocated in the preceding time period are calculated (2806). In the user interface (300), the countdown is displayed (2808) as a normalized sliding scale (304) of the total number of units allocated in the preceding time period. The remaining units (306) out of the total number of allocated units are displayed (2810) in the user interface; and In response to the first of the following, stop the countdown described in (2816): The alarm has been resolved; or The countdown reaches the compliance deadline, where the preceding time has been fully elapsed.

[0130] Clause 2. In the system according to Clause 1, the unit of said lead time includes: Hours elapsed; Flight hours; or Flight cycle.

[0131] Clause 3. The system described in Clause 1, wherein said aircraft system includes one of the following: Brake; Tires; or Engine fuel filter.

[0132] Clause 4. The system according to Clause 1, wherein the data source defining the operating cycle of the aircraft system detects and reports the different flight phases of the aircraft.

[0133] Clause 5. The system as described in Clause 1, wherein the alarm is triggered when no report is received from the aircraft system within a specified number of flight cycles.

[0134] Clause 6. The system according to Clause 1, wherein resolving the alarm includes verification that the underlying condition under which the alarm is received from the user has been resolved.

[0135] Clause 7. The system as described in Clause 1, wherein resolving the alarm includes the transmission of a recovery report by the aircraft.

[0136] Clause 8. A computer program product for tracking and maintaining a compliance opportunity window, said computer program product comprising: A computer-readable storage medium having program instructions embodied thereon for performing the following operations: Receive (2802) alarm (102) in response to the aircraft system on the aircraft exceeding the operating threshold or failing to transmit a report. Start a countdown (110) from the alarm to the compliance deadline for resolving the alarm in the specified unit (2804). Based on reports (106) from several data sources (104) defining the operating cycle (108) of the aircraft system, the number of units (114) that have passed and the remaining units (116) in the total number of units (112) allocated in the preceding time period are calculated (2806). In the user interface (300), the countdown is displayed (2808) as a normalized sliding scale (304) of the total number of units allocated in the preceding time period. The remaining units (306) out of the total number of allocated units are displayed (2810) in the user interface; and In response to the first of the following, stop the countdown described in (2816): The alarm has been resolved; or The countdown reaches the compliance deadline, where the preceding time has been fully elapsed.

[0137] Clause 9. The computer program product pursuant to Clause 8, wherein the unit of said lead time comprises: Hours elapsed; Flight hours; or Flight cycle.

[0138] Clause 10. A computer program product as described in Clause 8, wherein the data source defining the operating cycle of the aircraft system detects and reports the different flight phases of the aircraft.

[0139] Clause 11. The computer program product according to Clause 8, wherein the alarm is triggered when no report is received from the aircraft system within a specified number of flight cycles.

[0140] Clause 12. The computer program product pursuant to Clause 8, wherein resolving the alarm includes verification that the underlying condition below the alarm is resolved upon receiving it from the user.

[0141] Clause 13. The computer program product pursuant to Clause 8, wherein resolving the alarm includes the transmission of a recovery report from the aircraft. As used in this article, when used with a list of items, the phrase "at least one of" means that different combinations of one or more of the listed items can be used, and it is possible that only one of each item in the list is needed. In other words, "at least one of" means that any combination of items and the number of items from the list can be used, but not all items in the list are required. Items can be specific objects, things, or categories.

[0142] For example, rather than being restrictive, "at least one of project A, project B, or project C" may include project A, project A and project B, or project B. The example may also include project A, project B, and project C, or project B and project C. Of course, any combination of these projects is permissible. In some illustrative examples, "at least one of..." may be, for example, but not limited to, two of project A; one of project B; and ten of project C; four of project B and seven of project C; or other suitable combinations.

[0143] As used in this article, when referring to a project, "a number of" means one or more projects. For example, "a number of different types of networks" refers to one or more different types of networks. In illustrative examples, "a set of," as used with a project, means one or more projects. For example, a set of metrics refers to one or more metrics.

[0144] The descriptions of various illustrative embodiments have been presented for purposes of illustration and description and are not intended to be exhaustive or limited to the embodiments of the disclosed forms. The various illustrative examples describe components that perform actions or operations. In the illustrative embodiments, a component may be configured to perform the described actions or operations. For example, the component may have a configuration or design for a structure that provides the component with the ability to perform the actions or operations described in the illustrative examples as being performed by the component. Furthermore, within the scope of the terms “includes,” “has,” “contains,” and variations thereof used herein, these terms are intended to be inclusive in a manner similar to the term “comprises” as an open transition word, without excluding any additional or other elements.

[0145] Many modifications and variations will be apparent to those skilled in the art. Furthermore, different illustrative embodiments may provide different features compared to other desired embodiments. The selection and description of one or more embodiments are intended to best explain the principles of the embodiments, their practical application, and to enable those skilled in the art to understand the disclosure of various embodiments with various modifications as suited to the intended particular purpose.

Claims

1. A computer-implemented method for tracking and maintaining a compliance opportunity window, the method comprising: Receive (2802) alarm (102) in response to the aircraft system on the aircraft exceeding the operating threshold or failing to transmit a report. Start a countdown (110) from the alarm to the compliance deadline for resolving the alarm in the specified unit (2804). Based on reports (106) from several data sources (104) defining the operating cycle (108) of the aircraft system, the number of units (114) that have passed and the remaining units (116) in the total number of units (112) allocated in the preceding time period are calculated (2806). In the user interface (300), the countdown is displayed (2808) as a normalized sliding scale (304) of the total number of units allocated in the preceding time period. The remaining units (306) out of the total number of allocated units are displayed (2810) in the user interface; and In response to the first of the following, stop the countdown described in (2816): The alarm has been resolved; or The countdown reaches the compliance deadline, where the preceding time has been fully elapsed.

2. The method according to claim 1, wherein the unit of the lead time comprises: Hours elapsed; Flight hours; or Flight cycle.

3. The method of claim 1, wherein the aircraft system comprises one of the following: Brake; Tires; or Engine fuel filter.

4. The method according to claim 1, wherein, The data source for defining the operational cycle of the aircraft system detects and reports the different flight phases of the aircraft.

5. The method according to claim 1, wherein, The alarm is triggered when no report is received from the aircraft system within a specified number of flight cycles.

6. The method according to claim 1, wherein, The resolution of the alert includes verification that the underlying conditions under which the alert is received from the user have been resolved.

7. The method according to claim 1, wherein, The resolution of the alarm includes the resumption of the transmission of the report by the aircraft.

8. A system for tracking and maintaining a compliance opportunity window, the system comprising: Storage devices, which store program instructions; One or more processors, operatively connected to the storage device and configured to execute the program instructions to cause the system to: Receive (2802) alarm (102) in response to an aircraft system on the aircraft exceeding an operational threshold or failing to transmit a report. Start a countdown (110) from the alarm to the compliance deadline for resolving the alarm in the specified unit (2804). Based on reports (106) from several data sources (104) defining the operating cycle (108) of the aircraft system, the number of units (114) passed and the remaining units (116) in the total number of units (112) allocated in the preceding time period are calculated (2806). In the user interface (300), the countdown is displayed (2808) as a normalized sliding scale (304) of the total number of units allocated in the preceding time period. The remaining units (306) out of the total number of allocated units are displayed (2810) in the user interface; and In response to the first of the following, stop the countdown described in (2816): The alarm has been resolved; or The countdown reaches the compliance deadline, where the preceding time has been fully elapsed.

9. The system of claim 8, wherein the unit of the lead time comprises: Hours elapsed; Flight hours; or Flight cycle.

10. The system of claim 8, wherein the aircraft system comprises one of the following: Brake; Tires; or Engine fuel filter.

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