Method for determining deterioration of aircraft parts by contact with the atmosphere, maintenance method and associated system

Abstract

Method for determining an alteration of parts of an aircraft by contact with the atmosphere, maintenance method and associated system The method (100) comprises: - determining (120) parameters during an operating phase, representative of the atmospheric conditions around the aircraft; - determining (130) the exposure to an alteration condition during the operating phase; - determining (140) the alteration of the parts when the alteration condition is critical; - first determining (110) the critical alteration conditions, comprising: - determining (111) the parameters during a previous operating phase; - acquiring (112) inspection data during an inspection phase; - determining (113) the exposure to a learning alteration condition during the previous operating phase;- the classification (114) of the learning alteration condition into critical when an alteration of the parts is determined from the inspection data. Figure for the abstract: Figure 2;

Description

Title of the invention: Method for determining deterioration of parts of an aircraft by contact with the atmosphere, maintenance method and associated system

[0001] The present invention relates to a method for determining an alteration of parts of an aircraft generated by contact of said parts with the atmosphere.

[0002] It applies in particular to the evaluation of the attacks suffered by an aircraft, with a view to better planning the inspection and maintenance operations carried out on this aircraft, to delay wear, in particular atmospheric corrosion. These operations thus include actions of inspection and washing of the aircraft, as well as the replacement of parts if necessary.

[0003] The extent of corrosion of aircraft metal parts generated by air depends on atmospheric conditions.

[0004] Currently, inspection and maintenance operations are carried out according to a binary program. A distinction is thus made depending on whether the aircraft's home base is in a so-called "standard" area, i.e. an area with a low-pollution, low-saline continental climate, or in a so-called "severe" or "corrosion-sensitive" area, i.e. an area with a polluted and / or saline climate, for example on an aircraft carrier or in a hot and humid country by the sea. Two separate maintenance programs, which differ in particular by the frequency of maintenance operations, are applied depending on whether the aircraft's home base is in an area of ​​one or the other of these two types.

[0005] For example, the washing / rinsing operation of an aircraft is planned every year if this aircraft is located in a standard zone, or every month if it is located in a severe zone.

[0006] Such a method is generally not satisfactory.

[0007] Indeed, the relationship between climatic zone and atmospheric aggressiveness is difficult to establish precisely, so that only two types of climatic zones are taken into account. Thus, no maintenance program is associated with an “intermediate” zone, that is to say neither standard nor severe.

[0008] Furthermore, aircraft are very mobile, so it is difficult to assign them an area of ​​a given type.

[0009] When such ambiguities are encountered, the maintenance program associated with the corrosion-sensitive areas is, for example, applied. Such a rule makes it possible to minimize the risk but proves costly, since the maintenance program associated with severe areas is heavier. Such a rule also has a negative impact on aircraft availability.

[0010] To overcome these drawbacks, it has been proposed to have corrosion sensors on the aircraft, designed to corrode at the same speed as the parts of the aircraft on which they are placed. The corrosion of these sensors causes an increase in their resistance, which makes it possible to detect corresponding corrosion of the parts of the aircraft. Such sensors are for example described in document US 2011 / 0187395 A1.

[0011] These sensors are consumable, so it is necessary to replace them frequently, as soon as they are corroded. Such a solution therefore proves to be expensive. In addition, these sensors do not allow the determination of the effect of the aircraft's experience, since each time it is replaced, this experience is "erased".

[0012] The invention therefore aims to overcome these drawbacks, and to propose a method for determining deterioration of the parts of an aircraft which is precise and which optimizes the maintenance of the aircraft.

[0013] To this end, the invention relates to a method for determining an alteration of parts of an aircraft generated by contact of said parts with the atmosphere, implemented by an alteration determination system,

[0014] the method comprising:

[0015] - determining values ​​of a plurality of parameters as a function of time during an aircraft operating phase, the parameters being representative of the atmospheric conditions around the aircraft;

[0016] - determining the exposure of the aircraft to at least one alteration condition during the operating phase depending on the values ​​of the parameters corresponding to the operating phase;

[0017] - determining the deterioration of parts as a function of the aircraft's exposure to at least one alteration condition during the operating phase;

[0018] the method comprising first determining critical alteration conditions for which the parts of the aircraft undergo alteration,

[0019] determining critical alteration conditions including:

[0020] - determining parameter values ​​during at least one operating phase front of the aircraft;

[0021] - the acquisition of part inspection data during an inspection phase of the aircraft obtained during an inspection taking place after at least one previous phase of operation to detect alteration of the parts;

[0022] - determining the exposure of the aircraft to at least one alteration condition learning during at least one previous operating phase based on the values ​​of the parameters corresponding to the previous operating phase;

[0023] - classifying the at least one learning impairment condition as critical tamper condition when tampering of parts is determined from aircraft inspection data;

[0024] the method comprising determining an alteration of the parts of the aircraft during the operating phase when at least one alteration condition to which the aircraft is exposed during the operating phase corresponds to a critical alteration condition.

[0025] Thanks to the invention, the critical alteration conditions are easily determined during the previous operating phases of the aircraft and when an alteration is detected during an inspection, on the basis of the values ​​of the atmospheric condition parameters experienced by the aircraft during these previous operating phases.

[0026] The method makes it possible to determine the critical alteration conditions from the parameters and then to determine whether the actual conditions experienced by the aircraft during the operating phase (themselves determined from the parameters) correspond to these critical alteration conditions, in which case an alteration of the parts of the aircraft is determined.

[0027] According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics, taken in isolation or in all technically possible combinations:

[0028] - the determination of critical alteration conditions includes beforehand:

[0029] - the acquisition of part inspection data during an inspection phase prior aircraft inspection obtained during an inspection taking place before at least one previous operational phase to detect prior alteration of parts; and

[0030] - carrying out a maintenance operation on the parts in order to treat parts tampering where parts tampering is detected from aircraft inspection data obtained during the pre-inspection phase;

[0031] - the values ​​of the parameters determined correspond to values ​​of the parameters as a function of time during periods of time when the aircraft is on the ground at a ground base,

[0032] the alteration conditions being a function of time during the periods of time the aircraft is on the ground in the ground base;

[0033] - the values ​​of the parameters determined are obtained from data of positioning and / or meteorological information associated with the ground base in which the aircraft is located;

[0034] - the values ​​of the parameters determined are obtained from at least one table or from measurements taken by ground sensors;

[0035] - the plurality of parameters is chosen from the list comprising:

[0036] - the position of a ground base in which the aircraft is located;

[0037] - the orientation of the wind in the ground base;

[0038] - the temperature of the atmosphere in the ground base;

[0039] - the dew point temperature of the atmosphere in the ground base;

[0040] - the relative humidity of the atmosphere in the ground base;

[0041] - the occurrence of meteorological phenomena in the ground base;

[0042] - the at least one alteration condition comprises a salinity level;

[0043] - the salinity level is determined based on parameter values ​​including the position of a ground base in which the aircraft is located and the wind direction in the ground base;

[0044] - the salinity level is chosen from a list of levels including a zero level, an average level and a high level, the process being as follows:

[0045] - the zero level is chosen:

[0046] - when a first circle of a first radius centered on the position of the base on the ground has no point of intersection with a coastline; or

[0047] - when the first circle or a second circle of a second radius less than the first ray centered on the position of the ground base intersects the coastline and that the wind direction around the ground base does not correspond to an direction from the coast towards the ground base;

[0048] - the average level is chosen when the second circle is devoid of points of intersection with the coastline, the first circle intersects the coastline and that the wind direction around the ground base corresponds to an direction going from the coast towards the ground base;

[0049] - the strong level is chosen when the second circle intersects the coastline and the wind direction around the ground base corresponds to an orientation going from the coast towards the ground base;

[0050] - the at least one alteration condition comprises the formation of a water film on at least one of the ... less part of the aircraft;

[0051] - the formation of a water film on at least one part of the aircraft is determined as a function of parameter values ​​including the position of a ground base in which the aircraft is located, the wind direction in the ground base, the temperature of the atmosphere in the ground base, the dew point temperature of the atmosphere in the ground base and the relative humidity of the atmosphere in the ground base;

[0052] - the formation of a water film on at least one part of the aircraft is determined when :

[0053] (a) the relative humidity of the atmosphere in the ground base is greater than a first relative humidity threshold or a second relative humidity threshold lower than the first relative humidity threshold; or

[0054] (b) the temperature of the atmosphere in the ground base is lower than the temperature of atmospheric dew in the ground base;

[0055] - condition (a) is such that the first relative humidity threshold is used when the salinity level is zero and the second relative humidity threshold is used when the salinity level is medium or high;

[0056] - the at least one alteration condition comprises a pollution level of the atmosphere;

[0057] - the level of pollution of the atmosphere is determined based on values ​​of at at least one parameter including the position of a ground base in which the aircraft is located;

[0058] - the pollution level is chosen from a list of levels including a level low, medium and high level,

[0059] the method comprising beforehand the allocation of a pollution level to geographical areas in which there are ground bases in which the aircraft is intended to be located, the method being such that:

[0060] - the low level is chosen when the position of the base on the ground corresponds to a geographic area associated with a low level of pollution;

[0061] - the average level is chosen when the position of the base on the ground corresponds to a geographic area associated with an average level of pollution;

[0062] - the strong level is chosen when the position of the base on the ground corresponds to an area geographical area associated with a high level of pollution;

[0063] - the at least one alteration condition comprises an application of a product of deicing on at least part of the aircraft;

[0064] - the application of a de-icing product to at least part of the aircraft is determined based on parameter values ​​including the position of the ground base in which the aircraft is located, the temperature of the atmosphere in the ground base and the occurrence of meteorological phenomena in the ground base;

[0065] - the application of a de-icing product to at least part of the aircraft is determined when:

[0066] - the temperature of the atmosphere in the ground base is less than or equal to 0°C; or

[0067] - a meteorological phenomenon capable of generating frost on at least part of the aircraft takes place in the ground base.

[0068] The invention further relates to a method of maintaining an aircraft, comprising the following steps:

[0069] - implementation of a method for determining an alteration of parts of the aircraft as described above;

[0070] - carrying out a specific maintenance operation on said aircraft if a alteration of aircraft parts is determined.

[0071] The invention further relates to a system for determining an alteration of parts of an aircraft generated by contact of said parts with the atmosphere, the system comprising:

[0072] - a parameter determination module configured to determine values of a plurality of parameters as a function of time during an operational phase of the aircraft, the parameters being representative of the atmospheric conditions around the aircraft;

[0073] - an alteration condition determination module configured to determine exposure of the aircraft to at least one alteration condition during the operating phase based on the values ​​of the parameters corresponding to the operating phase;

[0074] - an alteration determination module configured to determine the alteration of the parts depending on the exposure of the aircraft to at least one alteration condition during the operating phase;

[0075] the system further comprising a module for determining critical alteration conditions configured to first determine critical alteration conditions for which the parts of the aircraft undergo alteration,

[0076] the module for determining critical alteration conditions comprising:

[0077] - a parameter determination sub-module configured to determine parameter values ​​during at least one previous phase of operation of the aircraft;

[0078] - an inspection sub-module configured to acquire inspection data of the parts during an aircraft inspection phase taking place after at least one previous operating phase to detect tampering with the parts;

[0079] - an alteration condition determination sub-module configured to determining the exposure of the aircraft to at least one learning impairment condition during the at least one prior operating phase based on the values ​​of the parameters corresponding to the prior operating phase;

[0080] - a classification sub-module configured to classify the at least one condition learning tampering as a critical tampering condition when part tampering is determined by the inspection sub-module from inspection data;

[0081] the alteration determination module being configured to determine an alteration of the parts of the aircraft during the operating phase when the at least one alteration condition determined by the alteration condition determination module corresponds to a critical alteration condition.

[0082] The invention will appear more clearly on reading the description which follows, given solely by way of non-limiting example, and made with reference to the drawings in which:

[0083] [Fig-1] [Fig.l] is a schematic representation of a determination system of an alteration of parts of an aircraft generated by contact of said parts with the atmosphere, according to the invention;

[0084] [Fig.2] [Fig.2] is a flowchart of a method for determining an alteration of parts of an aircraft generated by contact of said parts with the atmosphere, according to the invention;

[0085] [Fig.3] [Fig.3] is a schematic representation of three examples of portions of a geographical map for different ground bases, illustrating the determination of the level of salinity to which an aircraft stationed at such ground bases is subjected;

[0086] [Fig.4] [Fig.4] is a flowchart of an aircraft maintenance method according to the invention.

[0087] With reference to [Fig.l], a system 10 is described for determining an alteration of parts of an aircraft generated by contact of said parts with the atmosphere, in particular corrosion of these parts, in particular during an operating phase of the aircraft.

[0088] The system 10 is in particular capable of implementing a method 100 for determining the deterioration of the parts of the aircraft, described below.

[0089] The system 10 comprises a module 12 configured to determine critical alteration conditions for which the parts of the aircraft undergo alteration.

[0090] Advantageously, the module 12 comprises a sub-module 14 configured to acquire inspection data of the parts of the aircraft during a preliminary inspection phase of the aircraft taking place before at least one operating phase, called prior, of the aircraft, to detect a prior alteration of the parts of the aircraft. The at least one prior operating phase takes place in particular before the operating phase of the aircraft. When a prior alteration of the parts of the aircraft is detected during the preliminary inspection phase, a maintenance operation is carried out on said parts in order to process the alteration and to consider parts initially without alteration for the determination of the critical alteration conditions.

[0091] The module 12 further comprises a sub-module 16 configured to determine values ​​of parameters representative of atmospheric conditions around the aircraft, as a function of time, during at least one previous operating phase of the aircraft.

[0092] The module 12 further comprises a sub-module 18 configured to acquire inspection data of the parts of the aircraft during an inspection phase obtained during an inspection of the aircraft. The inspection phase takes place in particular after the at least one previous operating phase, and in particular before the aircraft operating phase.

[0093] The module 12 further comprises a sub-module 20 configured to determine the exposure of the aircraft to at least one learning impairment condition during the at least one prior operating phase as a function of the values ​​of the parameters corresponding to the at least one prior operating phase of the aircraft.

[0094] The module 12 further comprises a sub-module 22 configured to classify the at least one learning tamper condition as a critical tamper condition when a tampering of the parts is determined from the aircraft inspection data.

[0095] The system 10 further comprises a module 26 configured to determine the values ​​of the parameters representative of the atmospheric conditions around the aircraft, as a function of time, during the operational phase of the aircraft.

[0096] The system 10 further comprises a module 28 configured to determine the exposure of the aircraft to at least one alteration condition during the operating phase as a function of the values ​​of the parameters corresponding to the operating phase.

[0097] The system 10 further comprises a module 30 configured to determine the alteration of the parts as a function of the exposure of the aircraft to at least one alteration condition during the operating phase, in particular when at least one alteration condition to which the aircraft is exposed during the operating phase corresponds to a critical alteration condition.

[0098] In the example of [Fig.l], the system 10 comprises an information processing unit formed for example of a memory and a processor associated with the memory.

[0099] In the example of [Fig.l], the modules 12, 26, 28, 30 are each produced in the form of software, or a software brick, executable by the processor. The memory of the system 10 is then capable of storing this software. The processor is then capable of executing each of this software.

[0100] In a variant not shown, the modules 12, 26, 28, 30 are each produced in the form of a programmable logic component, such as an FPGA (Field Programmable Gate Array) or an integrated circuit, such as an ASIC (Application Specific Integrated Circuit).

[0101] When the system 10 is produced in the form of one or more software programs, that is to say in the form of a computer program, also called a computer program product, it is furthermore capable of being recorded on a medium, not shown, readable by a computer. The computer-readable medium is for example a medium capable of storing electronic instructions and of being coupled to a bus of a system computer. For example, the readable medium is an optical disc, a magneto-optical disc, a ROM memory, a RAM memory, any type of non-volatile memory (for example FLASH or NVRAM) or a magnetic card. A computer program including software instructions is then stored on the readable medium.

[0102] With reference to [Fig.2], a method 100 is described for determining an alteration of parts of the aircraft generated by contact of said parts with the atmosphere, in particular corrosion of these parts.

[0103] The method 100 is implemented by the system 10.

[0104] The method 100 comprises a step 120 of determining the values ​​of the parameters as a function of time during the operating phase of the aircraft.

[0105] Step 120 is notably implemented by module 26.

[0106] The parameters are representative of the atmospheric conditions around the aircraft.

[0107] The method 100 further comprises a step 130 of determining the exposure of the aircraft to at least one alteration condition during the operating phase as a function of the values ​​of the parameters corresponding to the operating phase.

[0108] Step 130 is notably implemented by module 28.

[0109] The method 100 further comprises a step 140 of determining the alteration of the parts as a function of the exposure of the aircraft to at least one alteration condition during the operating phase, in particular when at least one alteration condition to which the aircraft is exposed during the operating phase corresponds to a critical alteration condition.

[0110] Step 140 is notably implemented by module 30.

[0111] The method 100 further comprises beforehand, in particular before steps 120, 130, 140, a step 110 of determining critical alteration conditions for which the parts of the aircraft undergo alteration.

[0112] Step 110 is notably implemented by module 12.

[0113] Step 110 comprises a sub-step 111 of determining values ​​of the parameters during at least one previous phase of operation of the aircraft.

[0114] Sub-step 111 is notably implemented by sub-module 16.

[0115] Step 110 further comprises a sub-step 112 of acquiring inspection data of the parts during an inspection phase of the aircraft obtained during an inspection, the inspection phase taking place after the at least one previous operating phase to detect an alteration of the parts and taking place in particular before the operating phase of the aircraft. For example, the inspection data is generated based on a visual inspection of the parts by an operator on the basis of predetermined criteria.

[0116] Sub-step 112 is notably implemented by sub-module 18.

[0117] Step 110 further comprises a sub-step 113 of determining the exposure of the aircraft to at least one learning impairment condition during the at least one prior operating phase as a function of the values ​​of the parameters corresponding to the prior operating phase.

[0118] Sub-step 113 is notably implemented by sub-module 20.

[0119] Step 110 further comprises a sub-step 114 of classifying the at least one learning alteration condition as a critical alteration condition when alteration of the parts is determined from the aircraft inspection data.

[0120] Sub-step 114 is notably implemented by sub-module 22.

[0121] Advantageously, step 110 comprises beforehand, in particular before steps 111, 112, 113 and 114, a sub-step 110A of acquiring inspection data of the parts during a preliminary inspection phase of the aircraft taking place before the at least one prior operating phase to detect a prior alteration of the parts and a sub-step 110B of carrying out a maintenance operation on the parts in order to process the alteration of the parts when an alteration of the parts is detected from the inspection data of the aircraft obtained during sub-step 110A.

[0122] Sub-step 110A is notably implemented by sub-module 14.

[0123] Advantageously, the values ​​of the parameters determined correspond to values ​​of the parameters as a function of time during periods, in particular of the operating phase and / or of at least one previous operating phase, during which the aircraft is on the ground in a ground base B.

[0124] Further advantageously, the alteration conditions are time-dependent during the periods of time during which the aircraft is on the ground at a ground base B.

[0125] Still advantageously, the parameters are chosen from the list comprising:

[0126] - the position of the ground base B in which the aircraft is located;

[0127] - the wind direction in the ground base B;

[0128] - the temperature of the atmosphere in the ground base B;

[0129] - the dew point temperature of the atmosphere in the ground base B;

[0130] - the relative humidity of the atmosphere in the ground base B;

[0131] - the occurrence of meteorological phenomena in ground base B.

[0132] Still advantageously, the values ​​of the parameters determined are obtained from positioning and / or meteorological data associated with the ground base B in which the aircraft is located.

[0133] Also advantageously, the values ​​of the parameters determined are obtained from at least one table or from measurements carried out by ground sensors.

[0134] Still advantageously, the at least one alteration condition is chosen from the list comprising:

[0135] - a salinity level;

[0136] - a formation of a film of water on at least part of the aircraft;

[0137] - a level of atmospheric pollution;

[0138] - an application of a de-icing product on at least one part of the aircraft.

[0139] For example, the salinity level is determined based on the values ​​of the parameters including the position of the ground base B in which the aircraft is located and the wind direction in the ground base B.

[0140] In particular, the salinity level is chosen from a list of levels comprising a zero level, a medium level and a high level.

[0141] The method 100 is in particular such that:

[0142] - the zero level is chosen:

[0143] - when a first circle Cl of a first radius RI centered on the position P of the ground base B has no point of intersection with a coastline TC; or

[0144] - when the first circle Cl or a second circle C2 of a second radius R2 less than the first radius RI centered on the position of the ground base B intersects the coastline TC and that the orientation of the wind O around the ground base B does not correspond to an orientation going from the coast towards the ground base B;

[0145] - the average level is chosen when the second circle C2 is devoid of points of intersection with the coastline TC, the first circle Cl intersects the coastline TC and that the orientation of the wind O around the ground base B corresponds to an orientation going from the coast towards the ground base B;

[0146] - the high level is chosen when the second circle C2 intersects the coastline TC and that the wind direction O around ground base B corresponds to an orientation going from the coast towards ground base B.

[0147] For example, the first radius RI is between 20 km and 50 km, in particular substantially equal to 40 km.

[0148] For example, the second radius R2 is between 5 km and 20 km, in particular substantially equal to 10 km.

[0149] [Fig.3] illustrates three different basic ground B examples.

[0150] In a first example illustrated in the left part of [Fig.3], the ground base B is such that the second circle C2 intersects the coastline TC. In this case, if the wind direction O around the ground base B corresponds to an orientation going from the coast towards the ground base B, the salinity level is chosen as high. Otherwise, the salinity level is chosen as zero. Indeed, in this case, the ground base B is relatively close to the coast and is highly likely to be subject to a saline wind flow coming from the sea. For example, when the ground base B is such that the second circle C2 intersects the coastline TC, it is estimated that the wind direction O around the ground base B corresponds to an orientation going from the coast towards the base on the ground B, when the wind direction O is in an exposure dial C2E delimited by two half-lines C2D having as their origin the ground base B, these two half-lines forming an angle a of 180° between them and extending substantially parallel to the coast. For example, the angle a varies depending on the ground base B concerned and is predefined for each ground base B.

[0151] In a second example illustrated in the central part of [Fig.3], the ground base B is such that the second circle C2 has no point of intersection with the coastline TC and the first circle C1 intersects the coastline TC. In this case, if the orientation of the wind O around the ground base B corresponds to an orientation going from the coast towards the ground base B, the salinity level is chosen as being average. Otherwise, the salinity level is chosen as being zero.For example, when the ground base B is such that the second circle C2 has no point of intersection with the coastline TC and the first circle Cl intersects the coastline TC, the wind direction O around the ground base B is considered to correspond to an orientation going from the coast towards the ground base B, when the wind direction O is in a CIE exposure dial delimited by two half-lines C1D having as their origin the ground base B, these two half-lines forming an angle [3 of 90° between them, the bisector of this angle extending substantially perpendicular to the coast. For example, the angle [3 varies according to the ground base B concerned and is predefined for each ground base B. .

[0152] In a third example illustrated in the right part of [Fig.3], the ground base B is such that the first circle Cl has no point of intersection with the coastline TC. In this case, the salinity level is chosen to be zero. Indeed, in this case, the ground base B is relatively far from the coast and very unlikely to be subjected to a flow of saline winds coming from the sea.

[0153] Advantageously, the formation of a film of water on at least part of the aircraft is determined as a function of parameter values ​​comprising the position of the ground base B in which the aircraft is located, the orientation of the wind in the ground base B, the temperature of the atmosphere in the ground base B, the dew point temperature of the atmosphere in the ground base B and the relative humidity of the atmosphere in the ground base B.

[0154] In particular, the method 100 is such that the formation of a film of water on at least one part of the aircraft is determined when:

[0155] (a) the relative humidity of the atmosphere in ground base B is greater than a first relative humidity threshold or a second relative humidity threshold lower than the first relative humidity threshold; or

[0156] (b) when the temperature of the atmosphere in the ground base B is lower than the dew point temperature of the atmosphere in the ground base B.

[0157] In particular, condition (a) is such that the first relative humidity threshold is used when the salinity level is zero and the second relative humidity threshold is used when the salinity level is medium or high.

[0158] For example, the first relative humidity threshold is between 90% and 99%, in particular substantially equal to 97%.

[0159] For example, the second relative humidity threshold is between 60% and 90%, in particular substantially equal to 75%.

[0160] Advantageously, the level of pollution of the atmosphere is determined as a function of values ​​of at least one parameter comprising the position of a ground base B in which the aircraft is located.

[0161] In particular, the method 100 is such that the pollution level is chosen from a list of levels comprising a low level, a medium level and a high level.

[0162] In particular, the method 100 comprises beforehand, in particular before steps 110, 120, 130, 140, the allocation of a pollution level to geographical zones in which there are ground bases B in which the aircraft is intended to be located, between a low level, a medium level and a high level.

[0163] For example, the method 100 is such that:

[0164] - the low level is chosen when the position of the base on the ground B corresponds to a geographic area associated with a low level of pollution;

[0165] - the average level is chosen when the position of the base on the ground B corresponds to a geographic area associated with an average level of pollution;

[0166] - the strong level is chosen when the position of the base on the ground B corresponds to a geographical area associated with a high level of pollution.

[0167] For example, the pollution level of each geographical area is a function of the concentration of chemical compounds likely to damage parts of the aircraft in the atmosphere of that geographical area, for example chemical compounds likely to cause corrosion of parts of the aircraft, in particular sulphur dioxide.

[0168] Advantageously, the application of a de-icing product to at least part of the aircraft is determined as a function of parameter values ​​comprising the position of the ground base B in which the aircraft is located, the temperature of the atmosphere in the ground base B and the occurrence of meteorological phenomena in the ground base B.

[0169] In particular, the application of a de-icing product to at least one part of the aircraft is determined when:

[0170] - the temperature of the atmosphere in the ground base B is less than or equal to 0°C; Or

[0171] - a meteorological phenomenon capable of generating frost on at least part of the aircraft takes place in the ground base.

[0172] The meteorological phenomenon capable of generating frost is, for example, precipitation, in particular freezing rain, sleet and / or snowfall. The occurrence of a meteorological phenomenon capable of generating frost is, for example, determined by analyzing meteorological data from the ground base.

[0173] With reference to [Fig.4], a method 200 for maintaining the aircraft is described.

[0174] The method 200 comprises the implementation 210 of the determination method 100 of alteration of aircraft parts.

[0175] The method 200 further comprises carrying out 220 a specific maintenance operation on said aircraft if an alteration of the parts of the aircraft is determined, in particular a maintenance operation of the parts to which the method 100 has been applied.

[0176] Advantageously, the method 200 further comprises adapting a frequency of carrying out the maintenance operation on said aircraft. In particular, when an alteration of the parts of the aircraft is determined, the frequency of carrying out the maintenance operation on the aircraft is increased and, for example, if necessary, when no alteration of the parts of the aircraft is determined, the frequency of carrying out the maintenance operation on the aircraft is reduced.

[0177] Thanks to the invention, the determination of the deterioration of the parts of the aircraft is easily carried out by learning the atmospheric conditions leading to an alteration of these parts. It is thus more easily possible to anticipate a deterioration of the parts by following easily accessible parameters, in particular by the weather reports associated with the ground bases or by sensors located in these ground bases, and without necessarily requiring an inspection of the aircraft.

Claims

1. Claims Method (100) for determining an alteration of parts of an aircraft generated by contact of said parts with the atmosphere, implemented by a system (10) for determining alteration, the method (100) comprising: - determining (120) values ​​of a plurality of parameters as a function of time during an operating phase of the aircraft, the parameters being representative of the atmospheric conditions around the aircraft; - determining (130) the exposure of the aircraft to at least one alteration condition during the operating phase as a function of the values ​​of the parameters corresponding to the operating phase; - determining (140) the alteration of the parts as a function of the exposure of the aircraft to the at least one alteration condition during the operating phase; the method (100) comprising first determining (110) critical alteration conditions for which the parts of the aircraft undergo alteration, determining (110) critical alteration conditions comprising: - determining (111) values ​​of the parameters during at least one previous operating phase of the aircraft; - acquiring (112) parts inspection data during an aircraft inspection phase obtained during an inspection taking place after the at least one previous operating phase to detect alteration of the parts; - determining (113) the exposure of the aircraft to at least one learning impairment condition during the at least one prior operating phase as a function of the values ​​of the parameters corresponding to the prior operating phase; - classifying (114) the at least one learning tamper condition as a critical tamper condition when part tampering is determined from the aircraft inspection data; the method (100) comprising determining (140) an alteration of the parts of the aircraft during the operating phase when at least one alteration condition to which the aircraft is exposed during of the operating phase corresponds to a critical alteration condition.

2. The method (100) of claim 1, wherein determining (110) critical alteration conditions comprises first: acquiring (110A) inspection data of the parts during a prior inspection phase of the aircraft obtained during an inspection taking place before the at least one prior operating phase to detect prior alteration of the parts; and performing (110B) a maintenance operation on the parts to address the alteration of the parts when alteration of the parts is detected from the inspection data of the aircraft obtained during the prior inspection phase.

3. The method (100) of claim 1 or 2, wherein the determined parameter values ​​correspond to parameter values ​​as a function of time during periods of time the aircraft is on the ground in a ground base (B), the alteration conditions being a function of time during the periods of time the aircraft is on the ground in the ground base (B).

4. Method (100) according to claim 3, in which the values ​​of the parameters determined are obtained from positioning and / or meteorological data associated with the ground base (B) in which the aircraft is located.

5. Method (100) according to claim 3 or 4, wherein the determined parameter values ​​are obtained from at least one table or from measurements made by ground sensors.

6. Method (100) according to any one of the preceding claims, wherein the plurality of parameters is selected from the list comprising: - the position of a ground base (B) in which the aircraft is located; - the orientation of the wind in the ground base (B); - the temperature of the atmosphere in the ground base (B); - the dew point temperature of the atmosphere in the ground base (B); - the relative humidity of the atmosphere in the ground base (B); - the occurrence of meteorological phenomena in the ground base (B).

7. A method (100) according to any preceding claim, wherein the at least one alteration condition comprises a salinity level.

8. The method (100) of claim 7, wherein the salinity level is determined based on parameter values ​​including the position of a ground base (B) in which the aircraft is located and the wind direction in the ground base (B).

9. Method (100) according to claim 8, wherein the salinity level is chosen from a list of levels comprising a zero level, a medium level and a high level, the method (100) being such that: - the zero level is chosen: - when a first circle (Cl) of a first radius (RI) centered on the position of the ground base (B) has no point of intersection with a coastline (TC); or - when the first circle (Cl) or a second circle (C2) of a second radius (R2) smaller than the first radius (RI) centered on the position of the ground base (B) intersects the coastline (TC) and the wind direction around the ground base (B) does not correspond to an orientation going from the coast towards the ground base (B);- the medium level is chosen when the second circle (C2) has no point of intersection with the coastline (TC), the first circle (Cl) intersects the coastline (TC) and the wind direction around the ground base (B) corresponds to an orientation going from the coast towards the ground base (B); - the high level is chosen when the second circle (C2) intersects the coastline (TC) and the wind direction around the ground base (B) corresponds to an orientation going from the coast towards the ground base (B).;

10. A method (100) according to any preceding claim, wherein the at least one alteration condition comprises forming a water film on at least a portion of the aircraft.

11. The method (100) of claim 10, wherein the formation of a water film on at least a portion of the aircraft is determined as a function of parameter values ​​comprising the position of a ground base (B) in which the aircraft is located, the orientation of the wind in the ground base (B), the temperature of the atmosphere in the ground base (B), and the temperature of the atmosphere in the ground base (B). on the ground (B), the dew point temperature of the atmosphere in the ground base (B) and the relative humidity of the atmosphere in the ground base (B).

12. The method (100) of claim 11, such that the formation of a water film on at least a portion of the aircraft is determined when: (a) the relative humidity of the atmosphere in the ground base (B) is greater than a first relative humidity threshold or a second relative humidity threshold lower than the first relative humidity threshold; or (b) the temperature of the atmosphere in the ground base (B) is lower than the dew point temperature of the atmosphere in the ground base (B).

13. The method (100) of claim 12 when taken in combination with claim 9, wherein condition (a) is such that the first relative humidity threshold is used when the salinity level is zero and the second relative humidity threshold is used when the salinity level is medium or high.

14. A method (100) according to any preceding claim, wherein the at least one alteration condition comprises a level of pollution of the atmosphere.

15. Method (100) according to claim 14, in which the level of pollution of the atmosphere is determined as a function of values ​​of at least one parameter comprising the position of a ground base (B) in which the aircraft is located.

16. Method (100) according to claim 15, in which the pollution level is chosen from a list of levels comprising a low level, a medium level and a high level, the method (100) comprising beforehand the allocation of a pollution level to geographical areas in which there are ground bases (B) in which the aircraft is intended to be located, the method (100) being such that: - the low level is chosen when the position of the ground base (B) corresponds to a geographical area associated with a low level of pollution; - the medium level is chosen when the position of the ground base (B) corresponds to a geographical area associated with a medium level of pollution; - the high level is chosen when the position of the ground base (B) corresponds to a geographical area associated with a high level of pollution.

17. A method (100) according to any preceding claim, wherein the at least one alteration condition comprises an application of a deicing product to at least a portion of the aircraft.

18. The method (100) of claim 17, wherein the application of a deicing product to at least a portion of the aircraft is determined based on parameter values ​​including the position of the ground base (B) in which the aircraft is located, the temperature of the atmosphere in the ground base (B), and the occurrence of meteorological phenomena in the ground base (B).

19. Method (100) according to claim 18, wherein the application of a de-icing product to at least one part of the aircraft is determined when: - the temperature of the atmosphere in the ground base (B) is less than or equal to 0°C; or - a meteorological phenomenon capable of generating ice on at least one part of the aircraft takes place in the ground base (B).

20. Method (200) for maintaining an aircraft, comprising the following steps: - implementing (210) a method (100) for determining an alteration of parts of the aircraft according to any one of the preceding claims; - carrying out (220) a specific maintenance operation on said aircraft if an alteration of the parts of the aircraft is determined.

21. System (10) for determining an alteration of parts of an aircraft generated by contact of said parts with the atmosphere, the system (10) comprising: - a module (26) for determining parameters configured to determine values ​​of a plurality of parameters as a function of time during an operating phase of the aircraft, the parameters being representative of the atmospheric conditions around the aircraft; - a module (28) for determining alteration conditions configured to determine an exposure of the aircraft to at least an alteration condition during the operating phase as a function of the values ​​of the parameters corresponding to the operating phase; - an alteration determination module (30) configured to determine the alteration of the parts as a function of the exposure of the aircraft to the at least one alteration condition during the operating phase; the system (10) further comprising a module (12) for determining critical alteration conditions configured to pre-determine critical alteration conditions for which the parts of the aircraft undergo alteration, the module (12) for determining critical alteration conditions comprising: - a parameter determination sub-module (16) configured to determine values ​​of the parameters during at least one previous operating phase of the aircraft; - an inspection sub-module (18) configured to acquire inspection data of the parts during an inspection phase of the aircraft taking place after the at least one previous operating phase to detect alteration of the parts; - a sub-module (20) for determining alteration conditions configured to determine the exposure of the aircraft to at least one learning alteration condition during the at least one previous operating phase as a function of the values ​​of the parameters corresponding to the previous operating phase; - a classification sub-module (22) configured to classify the at least one learning alteration condition as a critical alteration condition when an alteration of the parts is determined by the inspection sub-module from the inspection data; the alteration determination module (30) being configured to determine an alteration of the parts of the aircraft during the operating phase when the at least one alteration condition determined by the alteration condition determination module (28) corresponds to a critical alteration condition.

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