Systems and methods for analyzing utilization of aircraft within fleet

Abstract

To provide systems and methods for analyzing the utilization of aircraft within a fleet.SOLUTION: A system 100 comprises: flight data sources 102 that receive, from aircraft 104, flight data 105, which includes information regarding a flight time, landings and the like regarding each of the aircraft 104; and one or more control units 108 which receives flight data 110, which is compiled for a plurality of the aircraft 104 within a fleet 107, from a flight data aggregator sub-system 106, which is in communication with a plurality of the flight data sources 102 and collects, compiles and normalizes all the flight data 105 collected by the flight data sources 102. On the basis of the flight data 110 compiled for the plurality of the aircraft 104 within the fleet, the one or more control units 108 automatically determine the aircraft 104 utilization for the plurality of the aircraft 104 within the fleet.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] TECHNICAL FIELD

[0001] Embodiments of the present disclosure generally relate to systems and methods for analyzing the utilization of multiple aircraft within an aircraft fleet. [Background technology]

[0002]

[0002] Aircraft are used to transport passengers and cargo between various locations. Numerous aircraft depart and arrive at a typical airport each day.

[0003] Airlines typically include a large number of aircraft in their fleets. Each of the aircraft can fly between different locations. Furthermore, the flights for each aircraft can vary significantly. During the course of a day, for example, a first aircraft may fly to a first destination and then remain on the ground for a period of time, while, for example, a second aircraft may fly to the first destination, then to a second destination, then to a third destination, and so on. Thus, each aircraft in the fleet is utilized differently.

[0004]

[0004] Aircraft utilization is an important indicator of aircraft productivity. Aircraft utilization for a particular aircraft is defined as or otherwise related to the difference between flight time and ground time. Aircraft utilization increases with increasing flight time; that is, the longer an aircraft is in the air, the higher its utilization.

[0005]

[0005] As can be appreciated, with increased aircraft utilization comes increased maintenance. For example, certain regulations, such as those issued by the Federal Aviation Administration (FAA), require various maintenance checks and servicing to be performed after certain flight hours, landings, etc.

[0006]

[0006] Airline operators typically perform required maintenance decisionHowever, airline operators may have many aircraft in their fleets (e.g., dozens or even hundreds), and therefore may need to manually track aircraft utilization. decision Furthermore, it is time-consuming and labor-intensive for humans to keep track of the utilization of such aircraft and make maintenance and / or flight schedule decisions based thereon. Summary of the Invention

[0007] There is a need for a system and method for efficiently, effectively, and accurately monitoring aircraft utilization for aircraft in a fleet. There is also a need for a system and method for efficiently, effectively, and accurately scheduling maintenance based on aircraft utilization. There is also a need for a system and method for efficiently, effectively, and accurately scheduling flights of aircraft in a fleet based on aircraft utilization.

[0008] With these needs in mind, certain embodiments of the present disclosure provide a method for collecting flight data from a flight data aggregation subsystem across multiple aircraft in a fleet. About Integration The system includes one or more control units configured to receive flight data collected from a plurality of aircraft in a fleet. About Integration Automatically calculate aircraft utilization for multiple aircraft in a fleet based on collected flight data decision It is configured to:

[0009] In at least one embodiment, one or more control units control a plurality of aircraft in a fleet. About Integration Automatically allocate aircraft utilization based on flight data decisionand automatically determining a maintenance schedule for the plurality of aircraft in the fleet based on the utilization of the aircraft when the system detects a maintenance schedule for the plurality of aircraft in the fleet. In at least one further embodiment, the system also includes one or more robots configured to receive the maintenance schedule from the one or more control units and to perform one or more maintenance operations associated with the plurality of aircraft in accordance with the maintenance schedule.

[0010] In at least one embodiment, one or more control units control a plurality of aircraft in a fleet. About Integration Automatically allocate aircraft utilization based on flight data decision When the system detects a flight schedule change, it is further configured to automatically determine a future flight schedule for the plurality of aircraft in the fleet based on the utilization of the aircraft.

[0011] In at least one embodiment, a flight data aggregation subsystem receives flight data for multiple aircraft from multiple flight data sources.

[0012] In at least one embodiment, the system also includes a user interface having an electronic display, and the one or more control units are further configured to display the aircraft utilization rate on the display.

[0013] In at least one embodiment, one or more control units automatically determine aircraft utilization by calculating a productivity index for each of a plurality of aircraft in a fleet. decision The productivity index is designed to Determine different levels of productivity It becomes possible to do this.

[0014] In at least one embodiment, one or more control units may configure a global value for a plurality of aircraft, Global Flight Time , and Global Block Time Calculate their global values, Global Flight Time , and Global Block Timeautomatically calculates aircraft utilization by calculating a productivity index based at least in part on decision It is configured to:

[0015] Certain embodiments of the present disclosure may include a method for collecting flight data from a flight data aggregation subsystem by one or more control units for multiple aircraft in a fleet. About Integration and receiving the flight data from one or more control units for controlling a plurality of aircraft in a fleet. About Integration Automatically calculate aircraft utilization for multiple aircraft in a fleet based on collected flight data decision The present invention provides a method for detecting a smeared image, the method comprising:

[0016] In at least one embodiment, the method also includes, by one or more control units, controlling a plurality of aircraft in a fleet. About Integration Based on the flight data, aircraft utilization is automatically decision and automatically determining, when received, a maintenance schedule for the plurality of aircraft in the fleet based on the utilization of the aircraft. In at least one further embodiment, the method also includes receiving, by the one or more robots, a maintenance schedule from the one or more control units, and performing, by the one or more robots, one or more maintenance operations associated with the plurality of aircraft in accordance with the maintenance schedule.

[0017] In at least one embodiment, the method also includes automatically determining, by one or more control units, aircraft utilization based on flight data compiled for a plurality of aircraft in a fleet. decision and automatically determining future flight schedules for a plurality of aircraft in a fleet based on the utilization of the aircraft when the aircraft is deployed. [Brief explanation of the drawings]

[0018] [Figure 1]

[0018] A schematic block diagram of a system for determining aircraft utilization according to one embodiment of the present disclosure is shown. [Figure 2]

[0019] 1 illustrates a schematic block diagram of a utilization control unit in communication with a maintenance control unit and a scheduling control unit according to one embodiment of the present disclosure. [Figure 3]

[0020] 1 shows a flowchart of a method according to one embodiment of the present disclosure. [Figure 4]

[0021] 1 illustrates a perspective front view of an aircraft according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0019]

[0022] The foregoing summary, as well as the following detailed description of specific embodiments, will be better understood when read in conjunction with the accompanying drawings. As used herein, the use of "a" or "an" in the singular does not necessarily exclude a plurality of such elements or steps. Furthermore, references to "one embodiment" are not intended to be interpreted as excluding the existence of additional embodiments that incorporate features described herein. Furthermore, embodiments that "comprising" or "having" one or more elements having certain conditions may include additional elements that do not have those conditions (unless expressly stated otherwise).

[0020]

[0023] As noted, aircraft utilization is an important indicator of aircraft productivity. Certain embodiments of the present disclosure provide systems and methods for calculating aircraft productivity, thereby enabling more accurate aircraft utilization. decisionAircraft utilization can then be used, for example, to schedule maintenance or future flights. In at least one embodiment, the system and method enable predictive analytics based, for example, on machine learning algorithms. Certain embodiments of the present disclosure enable airlines to use historical performance data to enhance fleet scheduling or tail assignment for specific city pairs or aircraft types based on category. Certain embodiments of the present disclosure enable airlines to use historical performance data to enhance crew pairing and crew rosters for specific city pairs or aircraft types based on category. Certain embodiments of the present disclosure enable airlines to use historical performance data to enhance takeoff weight, landing weight, center of gravity, and weight and balance, as well as flight planning, for specific city pairs or aircraft types based on category.

[0021]

[0024] Certain embodiments of the present disclosure may automatically (i.e., without human intervention) determine aircraft utilization. decision The present disclosure provides a system and method for tracking fleets of aircraft, allocating and scheduling aircraft in the fleet for future flights, and effectively planning maintenance operations for various aircraft in the fleet. The present disclosure addresses the lack of a comprehensive view of fleet utilization by commercial airline customers.

[0022]

[0025] FIG. 1 illustrates a graph showing aircraft utilization rates according to one embodiment of the present disclosure. decision1 illustrates a schematic block diagram of a system 100 for communicating with a plurality of aircraft 104. The system 100 includes a plurality of flight data sources 102 in communication with a plurality of aircraft 104. In at least one embodiment, the flight data sources 102 receive flight data 105 from the aircraft 104. The flight data includes information about flight times, landings, etc., for each of the aircraft 104. For example, the flight data sources 102 compile flight data for each flight of each aircraft 104.

[0023]

[0026] Each of the flight data sources 102 may compile flight data 105 for all of the aircraft 104 or a subset of the aircraft 104. For example, a first flight data source 102 may compile flight data 105 for a first subset of the aircraft 104, a second flight data source 102 may compile flight data 105 for a second subset of the aircraft 104 that is different from the first subset, and so on.

[0024]

[0027] The aircraft 104 are in a fleet 107. The fleet 107 may be operated and managed by an airline provider. The fleet 107 may include more or fewer aircraft 104 than shown. For example, the fleet 107 may include 20 or more aircraft 104. As a further example, the fleet 107 may include at least 100 aircraft 104. As another example, the fleet 107 may include fewer than 20 aircraft 104.

[0025]

[0028] The system 100 may include more or fewer flight data sources 102 than are shown. For example, the flight data sources 102 may include three or more flight data sources 102. As another example, two flight data sources 102 may be used.

[0026]

[0029] Flight data source 102 may be or may otherwise include various channels that collect flight data 105 from aircraft 104. As one example, flight data source 102 may be an organization assigned to collect flight data 105 from aircraft 104. For example, flight data source 102 may be a regulatory agency, such as the FAA. As another example, flight data source 102 may be a ground monitoring station, such as an air traffic control tower at an airport. As another example, flight data source 102 may be a satellite that tracks one or more of aircraft 104. As another example, aircraft 104 itself may provide flight data source 102.

[0027]

[0030] System 100 further includes a flight data aggregation subsystem 106 that communicates with the multiple flight data sources 102, such as via one or more wired or wireless connections. Flight data aggregation subsystem 106 collects, compiles, normalizes, etc., all flight data 105 collected by flight data sources 102. Thus, flight data aggregation subsystem 106 receives and aggregates all of the flight data 105 for aircraft 104. In at least one embodiment, flight data aggregation subsystem 106 is a publicly available source of flight data 105, such as a System Wide Information Management (SWIM), that compiles and publishes flight data 105 for all aircraft 104.

[0028]

[0031] One or more control units 108 communicate with the flight data aggregation subsystem 106, such as via one or more wired or wireless connections. In at least one embodiment, the control unit(s) 108 are co-located with the flight data aggregation subsystem 106. In another embodiment, the control unit(s) 108 are located remotely from the flight data aggregation subsystem 106.

[0029]

[0032] The control unit(s) 108 receive compiled flight data 110 from the flight data aggregation subsystem 106, such as via a messenger service. The compiled flight data 110 includes flight data 105 from all of the aircraft 104 in the fleet 107 collected by the flight data sources 102 and aggregated by the flight data aggregation subsystem 106. As described herein, the control unit(s) 108 automatically calculates aircraft utilization for the aircraft 104 in the fleet 107. decision The control unit(s) 108 then analyzes the compiled flight data 110 to: decision The control unit(s) 108 may also automatically determine a maintenance schedule for the aircraft 104 based on the determined aircraft utilization rate. decision A flight schedule for the aircraft 104 may also be automatically determined based on the determined aircraft utilization.

[0030]

[0033] FIG. 2 illustrates a schematic block diagram of a utilization control unit 108a in communication with a maintenance control unit 108b and a scheduling control unit 108c, according to one embodiment of the present disclosure. Referring to FIGS. 1 and 2, the one or more control units 108 include a utilization control unit 108a, a maintenance control unit 108b, and a scheduling control unit 108c. In at least one embodiment, the utilization control unit 108a, the maintenance control unit 108b, and the scheduling control unit 108c are within a common housing, such as within a computer workstation. In at least one embodiment, the utilization control unit 108a, the maintenance control unit 108b, and the scheduling control unit 108c are part of a common circuit, such as an integrated circuit. Optionally, the utilization control unit 108a, the maintenance control unit 108b, and the scheduling control unit 108c may be distinct and separate from one another. In at least one other embodiment, a single control unit may perform the operations of each of the utilization control unit 108a, the maintenance control unit 108b, and the scheduling control unit 108c.

[0031]

[0034] The utilization control unit 108a receives compiled flight data 110 from the flight data aggregation subsystem 106. The utilization control unit 108a automatically calculates aircraft utilization for the aircraft 104 in the fleet 107. decision The maintenance control unit 108b may then analyze the aircraft utilization rates for the aircraft 104 in the fleet 107 to automatically determine a maintenance schedule (including one or more maintenance actions) for the aircraft 104 in the fleet 107. The maintenance control unit 108b determines a maintenance schedule for the aircraft 104 in the fleet 107 based on the aircraft utilization rates. The scheduling control unit 108c may analyze the aircraft utilization rates for the aircraft 104 in the fleet 107 to automatically plan and determine future flight schedules for the aircraft 104. The scheduling control unit 108c determines future flight schedules for the aircraft 104 in the fleet 107 based on the aircraft utilization rates.

[0032]

[0035] Referring again to FIG. 1 , the control unit(s) 108 communicate with a user interface 112 that includes an electronic display 113. The user interface 112 may be part of a computer workstation that may or may not include the control unit(s) 108. The electronic display 113 may be a computer monitor, a television, or the like. The control unit(s) 108 may output one or more signals received by the user interface 112. The one or more signals include data related to aircraft utilization. In this manner, the control unit(s) 108 may operate the user interface 112 to display aircraft utilization rates for aircraft 104 in the fleet 107 on the display 113. The control unit(s) 108 may similarly operate the user interface 112 to display maintenance schedules and / or future flight schedules on the display 113, as determined from the aircraft utilization rates.

[0033]

[0036] In at least one embodiment, the control unit(s) 108 communicate with one or more maintenance operators 114. The control unit(s) 108 output one or more signals to the maintenance operator(s) 114. The signal(s) include information regarding a determined maintenance schedule for the aircraft 104 in the fleet 107. The maintenance operator(s) 114 may include maintenance personnel 116 and / or one or more robots 118. The robots 118 may be or otherwise include automated machines configured to operate automatically, e.g., without human intervention. The maintenance operator(s) 114 receive the determined maintenance schedule for the aircraft 104 and perform maintenance operations related to the aircraft 104 in accordance with the determined maintenance schedule. For example, the robot(s) 118 may receive the determined maintenance schedule from the control unit(s) 108, such as via one or more wired or wireless connections, and automatically perform various maintenance operations related to the aircraft 104 without human intervention.

[0034]

[0037] In at least one embodiment, control unit(s) 108 collect compiled flight data 110 in real time from a flight data aggregation subsystem 106, which collects flight data 105 from aircraft 104 and from flight data sources 102. In at least one embodiment, control unit(s) 108 calculates aircraft utilization for each of aircraft 104 in fleet 107. decision For example, one or more control units 108 (such as the utilization control unit 108a shown in FIG. 2) may calculate aircraft utilization for each of the aircraft 104 in the fleet based on scheduled and actual flight times, such as departure and arrival times at airports, as described by the following equation: decision That is, TIFF2023129336000001.tif166170As shown above, ADep is the actual departure time, SDep is the scheduled departure time, and DT is the delay. Therefore, equation (1) shows that the departure delay (DTDep) is the difference between the actual departure time (ADep) and the scheduled departure time (SDep).

[0035]

[0038] In equation (2), AArr is the actual arrival time and SArr is the scheduled arrival time. Therefore, the arrival delay (DTArr) is the difference between the actual arrival time (AArr) and the scheduled arrival time (SArr).

[0036]

[0039] Based on these times, the control unit(s) 108 calculates the delays DTDep and DTArr, the ground time (GT) as described in equation (5), and the block time (BT) as described in equation (6) for each flight of each aircraft 104. The control unit(s) 108 then calculates the global delay times (DTGDep and DTGArr), as described in equations (3) and (4), respectively, for all of the aircraft 104, and the block time (BT) as described in equation (7). Global Flight Time (GTG), as well as, as explained in equation (8), Global Block TimeUsing the values ​​of the variables (GTG, BTG, and the first leg delay only, DTDep1), the control unit(s) 108 then calculates a productivity index, such as an Aircraft Productivity Complete (ACPC), as described in Equation (10). The control unit(s) 108 then evaluates the ACPC to determine various levels of aircraft productivity, as described in Equations (11)-(15). For example, different levels of aircraft productivity (such as poor, somewhat good, good, very good, and excellent) can be used as classifications that can efficiently and effectively evaluate the aircraft's productivity, which can then be used to determine services (e.g., maintenance and / or scheduling) with predefined target levels. The control unit(s) 108 decision The aircraft utilization factor, as determined by the above equations, can be calculated, for example, via an algorithm such as that described in equations (1) through (15). decision This includes aircraft productivity, as measured by the

[0037]

[0040] In at least one embodiment, the control unit(s) 108 may be used to develop machine learning algorithms to develop both predictive and prescriptive analytics. Additionally, the control unit(s) 108 may use principal component analysis (PCA) to predict aircraft utilization. decision The results can be displayed on the display 113.

[0038]

[0041] Certain embodiments of the present disclosure provide systems and methods, including application programming interfaces (APIs), that allow entities to access services and data to verify performance in real time and / or on demand.

[0039]

[0042] As used herein, terms such as "control unit," "central processing unit," "CPU," "computer," and the like may include any processor-based or microprocessor-based system, including systems using microcontrollers, reduced instruction set computers (RISC), application specific integrated circuits (ASIC), logic circuits, and any other circuits or processors, including hardware, software, or a combination thereof, capable of performing the functions described herein. The above examples are illustrative only and are thus not intended to limit in any way the definition and / or meaning of such terms. For example, control unit(s) 108 (and / or control units 108a, 108b, and 108c) may be or include one or more processors configured to control operations as described herein.

[0040]

[0043] The control unit(s) 108 (and / or control units 108a, 108b, and 108c) are configured to execute a set of instructions stored in one or more data storage units or elements (such as one or more memories) to process data. For example, the control unit(s) 108 (and / or control units 108a, 108b, and 108c) may include or be coupled to one or more memories. The data storage units may also store data or other information as desired or needed. The data storage units may take the form of an information source or a physical memory element within a processing machine.

[0041]

[0044] The set of instructions may include various commands that instruct the control unit(s) 108 (and / or control units 108a, 108b, and 108c) as a processing machine to perform particular operations, such as the methods and processes of various embodiments of the subject matter described herein. The set of instructions may take the form of a software program. The software may take various forms, such as system software or application software. Further, the software may take the form of a collection of separate programs, a program subset within a larger program, or a portion of a program. The software may also include modular programming, such as in the form of object-oriented programming. The processing of input data by the processing machine may be in response to user commands, in response to results of previous processing, or in response to a request made by another processing machine.

[0042]

[0045] Diagrams of examples herein may depict one or more control or processing units, e.g., control unit(s) 108 (and / or control units 108a, 108b, and 108c). It should be understood that this processing or control unit may represent circuitry, circuitry, or portions thereof, which may be implemented as hardware associated with instructions (e.g., software stored on a tangible, non-transitory computer-readable storage medium such as a computer hard drive, ROM, RAM, etc.) that perform the operations described herein. The hardware may include state machine circuitry hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuitry including and / or connected to one or more logic-based devices, such as a microprocessor, processor, controller, etc. Optionally, control unit(s) 108 (and / or control units 108a, 108b, and 108c) may represent processing circuitry, such as one or more of a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), microprocessor(s), etc. The circuitry of various embodiments may be configured to execute one or more algorithms to perform the functions described herein. Such one or more algorithms may include aspects of the embodiments disclosed herein, whether or not explicitly identified in a flowchart or method.

[0043]

[0046] As used herein, the terms "software" and "firmware" are used interchangeably and include any computer program stored in a data storage unit (e.g., one or more memories) for execution by a computer, including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The types of data storage units listed above are merely exemplary and thus not limiting as to the types of memory that may be used for storing computer programs.

[0044]

[0047] 3 illustrates a flowchart of a method according to one embodiment of the present disclosure. Referring to FIGS. 1-3, at 150, one or more control units 108 receive flight data from a flight data aggregation subsystem 106 for multiple aircraft 104 of a fleet 107. About Integration The flight data 110 is received.

[0045]

[0048] At 152, the control unit(s) 108 (e.g., utilization control unit 108a) automatically (without human intervention) calculates aircraft utilization for the plurality of aircraft 104 based on the integrated flight data 110. decision For example, the control unit(s) 108 may calculate the aircraft utilization for each of the aircraft 104 from the aircraft productivity for each of the aircraft, as described with respect to equations (1)-(15): decision do.

[0046]

[0049] At 154, the control unit(s) 108 (e.g., maintenance control unit 108b) for each of the aircraft 104 decision A maintenance schedule for the plurality of aircraft 104 may be automatically determined based on the determined aircraft utilization rates. For example, one or more maintenance actions for a particular aircraft 104 may be determined and scheduled by the control unit(s) 108 based on the ACPC, as determined by equations (11)-(15). As a further example, one or more maintenance actions may be scheduled earlier for a "poor" ACPC than for an "excellent" ACPC.

[0047]

[0050] At 156, the control unit(s) 108 (e.g., scheduling control unit 108c) decisionBased on the determined aircraft utilization rates, future flight schedules for the plurality of aircraft 104 may be automatically determined. For example, the ACPC for a particular aircraft 104, as determined by the control unit(s) 108 using equations (11)-(15), determines whether the aircraft 104 has readiness to fly. As a further example, an aircraft with a "great" ACPC is ready to be scheduled for immediate flight. In at least one example, at 158, aircraft allocation is then determined based on the flight and maintenance schedules.

[0048]

[0051] 1-3, the primary disclosed embodiments provide systems and methods that allow large amounts of data to be analyzed quickly and efficiently by a computing device. For example, a fleet 107 may include hundreds of aircraft 104, each of which is scheduled for maintenance and future flights. Each aircraft may be configured to calculate aircraft utilization. decision As described herein, the vast amount of data is efficiently organized and / or analyzed by the control unit(s) 108. The control unit(s) 108 quickly and efficiently calculates aircraft utilization. decision The data is analyzed in a relatively short time to determine maintenance schedules and future flight schedules. A human would not be able to efficiently analyze such a vast amount of data in such a short time. Therefore, the embodiments of the present disclosure provide improved, efficient functionality and overwhelmingly superior performance over a human analyzing such vast amounts of data.

[0049]

[0052] In at least one embodiment, a component of the system 100, such as the control unit(s) 108, determines aircraft utilization. decisionand providing and / or enabling a computer system to operate as a dedicated computer system for scheduling maintenance based on aircraft utilization and scheduling future flights of an aircraft based on aircraft utilization.

[0050]

[0053] 4 illustrates a perspective front view of an aircraft 104 according to one embodiment of the present disclosure. The aircraft 104 includes a propulsion system 212 including, for example, engines 214. Optionally, the propulsion system 212 may include more engines 214 than shown. The engines 214 are supported by wings 216 of the aircraft 104. In other embodiments, the engines 214 may be supported by a fuselage 218 and / or a tail section 220. The tail section 220 may also support a horizontal stabilizer 222 and a vertical stabilizer 224. The fuselage 218 of the aircraft 104 defines an interior cabin 230, which may include a flight deck or cockpit, one or more work sections (e.g., galley, crew baggage area, etc.), one or more passenger sections (e.g., first class, business class, and economy class), one or more lavatories, etc.

[0051]

[0054] Figure 4 illustrates one embodiment of an aircraft 104. The aircraft 104 may be sized, shaped, and configured differently than that shown in Figure 4. Additionally, the aircraft 104 illustrated and described in connection with Figure 1 may be configured as shown in Figure 4. Optionally, one or more of the aircraft 104 illustrated and described in connection with Figure 1 may be sized, shaped, and configured differently than that shown in Figure 4.

[0052]

[0055] Additionally, the present disclosure includes embodiments according to the following clauses:

[0053]

[0056] Article 1. Flight data aggregation subsystem for multiple aircraft in a fleet About Integration1. A system comprising: one or more control units configured to receive flight data acquired by The one or more control units control the plurality of aircraft in the fleet. The above integration automatically calculating aircraft utilization rates for the plurality of aircraft in the fleet based on the acquired flight data. decision The system is configured to:

[0054]

[0057] Article 2. The one or more control units control the plurality of aircraft in the fleet. Regarding the integration Automatically calculate the aircraft utilization rate based on the compiled flight data. decision 10. The system of claim 1, further configured to automatically determine a maintenance schedule for the plurality of aircraft of the fleet based on the utilization rate of the aircraft when

[0055]

[0058] Article 3. 3. The system of claim 2, further comprising one or more robots configured to receive the maintenance schedule from the one or more control units and perform one or more maintenance operations related to the plurality of aircraft in accordance with the maintenance schedule.

[0056]

[0059] Article 4. The one or more control units control the plurality of aircraft in the fleet. Regarding the integration Based on the flight data, the utilization rate of the aircraft is automatically decision 4. The system of any one of clauses 1 to 3, further configured to automatically determine future flight schedules for the plurality of aircraft of the fleet based on the utilization of the aircraft when

[0057]

[0060] Article 5. 5. The system of any one of clauses 1 to 4, wherein the flight data aggregation subsystem receives flight data for the plurality of aircraft from a plurality of flight data sources.

[0058]

[0061] Article 6. 6. The system of any one of clauses 1 to 5, further comprising a user interface having an electronic display, wherein the one or more control units are further configured to display the utilization rate of the aircraft on the display.

[0059]

[0062] Article 7. The one or more control units automatically calculate a utilization of the aircraft by calculating a productivity index for each of the plurality of aircraft in the fleet. decision 7. The system of any one of clauses 1 to 6, configured to:

[0060]

[0063] Article 8. The one or more control units a global value for the plurality of aircraft; Global Flight Time , and Global Block Time Calculating the global value, Global Flight Time , and the above Global Block Time By calculating a productivity index based at least in part on Automatically calculate the aircraft utilization rate decision 8. The system of any one of clauses 1 to 7, configured to:

[0061]

[0064] Article 9. One or more control units may provide flight data aggregation subsystems to multiple aircraft in a fleet. About Integration receiving the flight data; and the one or more control units, The above integration automatically calculating aircraft utilization rates for the plurality of aircraft in the fleet based on the acquired flight data. decision A method, comprising:

[0062]

[0065] Article 10. the one or more control units, The above integration Based on the flight data, the aircraft utilization rate is automatically decision 10. The method of claim 9, further comprising automatically determining a maintenance schedule for the plurality of aircraft of the fleet based on utilization of the aircraft when the plurality of aircraft of the fleet is selected.

[0063]

[0066] Article 11. receiving, by one or more robots, the maintenance schedule from the one or more control units; and 11. The method of clause 10, further comprising performing, with the one or more robots, one or more maintenance operations related to the plurality of aircraft in accordance with the maintenance schedule.

[0064]

[0067] Article 12. the one or more control units, The above integration Based on the flight data, the aircraft utilization rate is automatically decision 12. The method of any one of clauses 9 to 11, further comprising automatically determining future flight schedules for the plurality of aircraft of the fleet based on utilization rates of the aircraft when

[0065]

[0068] Article 13. 12. The method of any one of clauses 9 to 11, further comprising receiving, by the flight data aggregation subsystem, flight data for the plurality of aircraft from a plurality of flight data sources.

[0066]

[0069] Article 14. 14. The method of any one of clauses 9 to 13, further comprising displaying, by the one or more control units, the aircraft utilization factor on an electronic display of a user interface.

[0067]

[0070] Article 15. automatically decisionand calculating a productivity index for each of the plurality of aircraft in the fleet, the productivity index being a product of the aircraft. Various levels of 15. The method of any one of clauses 9 to 14, which enables determining

[0068]

[0071] Article 16. automatically decision To do is a global value for the plurality of aircraft; Global Flight Time , and Global Block Time Calculating the global value, Global Flight Time , and the above Global Block Time 16. The method of any one of clauses 9 to 15, comprising calculating a productivity index based at least in part on

[0069]

[0072] Article 17. Flight data aggregation subsystem for multiple aircraft in a fleet About Integration 1. A system comprising: one or more control units configured to receive flight data acquired by the flight data aggregation subsystem receives flight data for the plurality of aircraft from a plurality of data sources; The one or more control units control the plurality of aircraft in the fleet. The above integration automatically calculating aircraft utilization rates for the plurality of aircraft in the fleet based on the acquired flight data. decision configured to The one or more control units control the plurality of aircraft in the fleet. The above integration Based on the flight data, the utilization rate of the aircraft is automatically decision and further configured to automatically determine a maintenance schedule for the plurality of aircraft of the fleet based on the utilization of the aircraft when the plurality of aircraft of the fleet is in a standby state. The one or more control units control the plurality of aircraft in the fleet. The above integration Based on the flight data, the utilization rate of the aircraft is automatically decisionand, when the system detects a flight schedule change, automatically determining a future flight schedule for the plurality of aircraft of the fleet based on the utilization of the aircraft.

[0070]

[0073] Article 18. 18. The system of clause 17, further comprising one or more robots configured to receive the maintenance schedule from the one or more control units and perform one or more maintenance operations related to the plurality of aircraft in accordance with the maintenance schedule.

[0071]

[0074] Article 19. and a user interface having an electronic display, wherein the one or more control units display the aircraft utilization rate, the maintenance schedule, and the future flight schedule on the electronic 19. The system of clause 17 or 18, further configured to display on a display.

[0072]

[0075] Article 20. The one or more control units automatically calculate a utilization of the aircraft by calculating a productivity index for each of the plurality of aircraft in the fleet. decision and the productivity index is configured to Various levels of 20. The system of any one of clauses 17 to 19, enabling the system to determine

[0073]

[0076] As described herein, embodiments of the present disclosure provide systems and methods for efficiently, effectively, and accurately monitoring aircraft utilization for multiple aircraft within a fleet. Furthermore, embodiments of the present disclosure provide systems and methods for efficiently, effectively, and accurately scheduling maintenance based on aircraft utilization. Additionally, embodiments of the present disclosure provide systems and methods for efficiently, effectively, and accurately scheduling flights of aircraft within a fleet based on aircraft utilization. Furthermore, embodiments of the present disclosure provide airline operators and others with access to services for real-time and on-demand verification of aircraft performance, and for providing services for verifying aircraft performance. decision This provides a more accurate way to

[0074]

[0077] For purposes of describing the embodiments of the present disclosure, various spatial and directional terms may be used, such as top, bottom, lower, center, sideways, horizontal, vertical, front, etc., but it should be understood that such terms are used solely with reference to the orientation shown in the drawings. These orientations may be flipped, rotated, or otherwise changed, such as top becoming bottom or vice versa, horizontal becoming vertical, etc.

[0075]

[0078] As used herein, a structure, limitation, or element that is "configured to" perform a task or operation is structurally shaped, configured, or adapted to specifically correspond to the task or operation. For clarity and to avoid doubt, an object that is merely modifiable to perform a task or operation is not "configured to" perform a task or operation as used herein.

[0076]

[0079] It should be understood that the above description is intended to be illustrative, not limiting. For example, the above-described examples (and / or aspects thereof) may be used in combination with each other. In addition, many modifications can be made to the teachings of the various examples of the present disclosure to adapt to particular situations or materials without departing from its scope. While the dimensions and types of materials described herein are intended to define the parameters of the various embodiments of the present disclosure, these examples are by no means limiting, but rather illustrative. Many other examples will be apparent to those skilled in the art upon reviewing the above description. The scope of the various embodiments of the present disclosure should be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. In the accompanying claims and the detailed description herein, the words "including" and "in which" are used as the plain English equivalents of the words "comprising" and "wherein," respectively. Furthermore, terms such as "first," "second," and "third" are used merely as labels and are not intended to impose numerical requirements on their objects. Moreover, the limitations of the following claims are not written in means-plus-function form, and are not intended to be construed under 35 U.S.C. §112(f) unless such claim limitations expressly use the phrase "means for" followed by a statement of function lacking further structure.

[0077]

[0080] The description herein uses examples to disclose various embodiments of the present disclosure, including the best mode, and to enable any person skilled in the art to practice various embodiments of the present disclosure, including making and using any device or system and practicing any methods incorporated therein. The patentable scope of various examples of the present disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if the examples have structural elements that do not differ from the literal language of the claims, or if the examples include equivalent structural elements that differ only insignificantly from the literal language of the claims.

Claims

1. 1. A system (100) comprising one or more control units (108) configured to receive integrated flight data (105, 110) for a plurality of aircraft (104) in a fleet (107) from a flight data (105, 110) aggregation subsystem (106), the system comprising: The one or more control units (108) are configured to automatically determine aircraft (104) utilization rates for the plurality of aircraft (104) in the one fleet (107) based on the integrated flight data (105, 110) for the plurality of aircraft (104) in the one fleet (107).

2. 2. The system of claim 1, wherein the one or more control units are further configured to automatically determine a maintenance schedule for the aircraft in the fleet based on an aircraft utilization rate determined automatically based on the integrated flight data for the aircraft in the fleet.

3. 3. The system of claim 2, further comprising one or more robots configured to receive the maintenance schedule from the one or more control units and to perform one or more maintenance operations associated with the plurality of aircraft in accordance with the maintenance schedule.

4. 4. The system (100) of claim 1, wherein the one or more control units (108) are further configured to automatically determine future flight schedules for the plurality of aircraft (104) of the one fleet (107) based on utilization rates of the aircraft (104) automatically determined based on the integrated flight data (105, 110) for the plurality of aircraft (104) of the one fleet (107).

5. 2. The system of claim 1, wherein the flight data aggregation subsystem receives flight data for the plurality of aircraft from a plurality of flight data sources.

6. 10. The system of claim 1, further comprising a user interface having an electronic display, wherein the one or more control units are further configured to display the utilization of the aircraft on the electronic display.

7. 2. The system of claim 1, wherein the one or more control units are configured to automatically determine utilization of the aircraft by calculating a productivity index for each of the plurality of aircraft in the fleet, the productivity index enabling determining various levels of aircraft productivity.

8. The one or more control units (108) calculating a global value, a global flight time, and a global block time for the plurality of aircraft (104); and calculating a productivity index based at least in part on the global value, the global flight time, and the global block time; The system (100) of claim 1, configured to automatically determine the utilization of the aircraft (104).

9. receiving, by one or more control units (108), integrated flight data (105, 110) for a plurality of aircraft (104) in a fleet (107) from a flight data (105) aggregation subsystem (106); and automatically determining, by the one or more control units (108), aircraft utilization rates for the plurality of aircraft (104) in the fleet (107) based on the integrated flight data (105, 110) for the plurality of aircraft (104) in the fleet (107).

10. 10. The method of claim 9, further comprising automatically determining, by the one or more control units (108), a maintenance schedule for the plurality of aircraft (104) of the fleet (107) based on aircraft (104) utilization rates automatically determined based on the integrated flight data (105, 110) for the plurality of aircraft (104) of the fleet (107).

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