Data health management for scheduled maintenance credits and tracking of remaining compliance lead time.

Abstract

Track opportunities for maintenance compliance. [Solution] The method includes receiving an alert in response to the aircraft system exceeding an operating threshold or failing to send a report. The lead time countdown to the compliance deadline begins in a predetermined unit. The number of units elapsed and the remaining units of the total allocated units in the lead time are calculated based on reports from a source that defines the aircraft system's operating cycle. The countdown is displayed in the user interface as a normalized sliding scale of the percentage of elapsed total allocated units in the lead time. The remaining units of the total allocated units are also displayed in the user interface. The countdown is terminated in response to the resolution of the alert or the countdown reaching the compliance deadline, whichever comes first.

Description

Technical Field

[0001] Cross - Reference to Related Applications This application is related to U.S. Patent Application No. ________, Attorney Docket No. 24 - 0428 - US - PSP, entitled "Scheduled Maintenance Credit User Interface", filed on the same date as this application, assigned to the same assignee, and incorporated herein by reference in its entirety.

[0002] The present disclosure generally relates to aircraft maintenance, and more specifically to an interface for monitoring maintenance operations and providing notifications regarding when maintenance must be completed.

Background Art

[0003] An Aircraft Health Management (AHM) system is an integrated solution designed to monitor and manage the health and performance of an aircraft in real - time. The AHM system collects data from various aircraft systems, analyzes that data to detect anomalies, predict potential failures, and optimize maintenance activities. This capability is important for airlines to ensure operational efficiency, enhance safety, and reduce maintenance costs.

[0004] ACARS (Aircraft Communications Addressing and Reporting System) is a digital data link system used to transmit messages between aircraft and ground stations. Introduced to replace voice communications, it has since become a crucial component of modern aviation communications. Airlines use ACARS to monitor the status of their aircraft, transmit operational instructions, and receive data on the aircraft's position, speed, altitude, and other parameters. ACARS can transmit data on the aircraft's systems and performance, allowing maintenance teams to be notified of any problems before the aircraft lands. This data can be used to schedule maintenance and minimize aircraft downtime. [Overview of the Initiative] [Means for solving the problem]

[0005] An exemplary embodiment provides a computer-aided implementation method for tracking maintenance compliance opportunities. The method includes receiving alerts in response to aircraft systems on an aircraft exceeding operational thresholds or failing to send reports. A lead time countdown from the alert to the compliance deadline for addressing the alert begins in a predetermined unit. The number of units elapsed and the remaining units of the total allocated units in the lead time are calculated based on reports from several data sources on the aircraft that define the operational cycle of the aircraft systems. The countdown is displayed in the user interface as a normalized sliding scale of the percentage of the total allocated units elapsed in the lead time. The remaining units of the total allocated units are also displayed in the user interface. The countdown is terminated in response to the resolution of the alert, or the countdown reaching the compliance deadline for which the lead time has fully elapsed, whichever comes first.

[0006] Another exemplary embodiment provides a system for tracking maintenance compliance opportunities. The system includes a storage device for storing program instructions, and one or more processors operably connected to the storage device, which are configured to execute the program instructions and cause the system to: receive alerts in response that an aircraft system on an aircraft has exceeded an operating threshold or has failed to send a report; start a lead time countdown from the alert to a compliance deadline to address the alert in predetermined units; calculate the number of units elapsed and the number of remaining units of the total allocated units in the lead time based on reports from several data sources on the aircraft that define the operating cycle of the aircraft system; display the countdown in a user interface as a normalized sliding scale of the percentage of elapsed total allocated units in the lead time; display the number of remaining units of the total allocated units in the user interface; and terminate the countdown in response to the resolution of the alert or the countdown reaching a compliance deadline in which the lead time has fully elapsed, whichever comes first.

[0007] Another exemplary embodiment provides a computer program product for tracking maintenance compliance opportunities. The computer program product includes a computer-readable storage medium incorporating program instructions for performing the following actions: receiving an alert in response to an aircraft system on an aircraft exceeding an operating threshold or failing to send a report; starting a lead time countdown from the alert to a compliance deadline to address the alert in predetermined units; calculating the number of units elapsed and remaining out of the total allocated units in the lead time based on reports from several data sources on the aircraft that define the operating cycle of the aircraft system; displaying the countdown in a user interface as a normalized sliding scale of the percentage of elapsed total allocated units in the lead time; displaying the number of remaining out of the total allocated units in the user interface; and resolving the alert or terminating the countdown in response to the compliance deadline, whichever comes first, that the lead time has fully elapsed.

[0008] These forms and functions may be achieved individually in various embodiments of this disclosure, or in combination in other embodiments, and further details can be found by referring to the following description and drawings.

[0009] Novel forms that may be considered characteristic of the exemplary embodiments are described in the appended claims. However, the exemplary embodiments, as well as their preferred modes of use, further purposes, and forms, will be best understood by referring to the following detailed description of the exemplary embodiments of this disclosure in conjunction with the appended drawings. [Brief explanation of the drawing]

[0010] [Figure 1] This is a block diagram of an aircraft integrity maintenance system according to one exemplary embodiment. [Figure 2]This is a diagram illustrating a process flow for processing and resolving alerts according to one exemplary embodiment. [Figure 3] This is a diagram of a scheduled maintenance interface for a new alert, according to an exemplary embodiment. [Figure 4A] This is a diagram of the threshold alert details pane according to one exemplary embodiment. [Figure 4B] This is a diagram of a workflow status dropdown menu according to one exemplary embodiment. [Figure 5A] This is a diagram of the status details pane for an action completed, according to an exemplary embodiment. [Figure 5B] This is a diagram of the update status details pane according to one exemplary embodiment. [Figure 5C] This is a diagram of the details pane showing the status of a marked item as resolved, according to one exemplary embodiment. [Figure 5D] This is a diagram of the mark status details pane for rework, according to an exemplary embodiment. [Figure 6A] This is a diagram of an actionable alerts dashboard user interface for actionable alerts, according to an exemplary embodiment. [Figure 6B] This is a diagram of an actionable alerts dashboard user interface for actionable alerts, according to an exemplary embodiment. [Figure 7] This is a diagram of the “No Report” details pane in an exemplary embodiment, showing the case where no report was received for the associated aircraft system over a specified number of flight cycles. [Figure 8] This is a flowchart illustrating the necessary actions that should be taken in response to various types of transmission cessations from aircraft. [Figure 9A] This is a diagram illustrating the data health status of owned aircraft according to one exemplary embodiment. [Figure 9B] This is a diagram illustrating the data health status of owned aircraft according to one exemplary embodiment. [Figure 10A]A diagram of the aircraft data integrity details pane according to an exemplary embodiment. [Figure 10B] A diagram of the data stop reason drop-down menu according to an exemplary embodiment. [Figure 11] A diagram of the specific details pane for the ACARS MEL category of data stops according to an exemplary embodiment. [Figure 12] A diagram of the aircraft data integrity details pane after input of an ACARS MEL-related data stop according to an exemplary embodiment. [Figure 13] A diagram of the update details pane for data stops classified as pending according to an exemplary embodiment. [Figure 14] A diagram of the aircraft data integrity details pane when data reception resumes according to an exemplary embodiment. [Figure 15] A diagram of the resolution details pane for data stops classified as pending according to an exemplary embodiment. [Figure 16] A diagram of the specific details pane for the maintenance check category of data stops according to an exemplary embodiment. [Figure 17] A diagram of the aircraft data integrity details pane after verification of maintenance check status information according to an exemplary embodiment. [Figure 18] A diagram of the aircraft data integrity details pane showing updated verification of the maintenance check status according to an exemplary embodiment. [Figure 19] A diagram of the update details pane for pending maintenance checks according to an exemplary embodiment. [Figure 20A] A diagram of the automatic resolution notification in the owned aircraft data integrity display according to an exemplary embodiment. [Figure 20B] A diagram of the automatic resolution notification in the owned aircraft data integrity display according to an exemplary embodiment. [Figure 21] A diagram of the resolved status details pane providing details of the automatic resolution of a data stop according to an exemplary embodiment. [Figure 22]This is a diagram of a specific details pane for other categories of data stoppages, according to an exemplary embodiment. [Figure 23] This is a diagram of the aircraft data health details pane after inputting other related data stop, according to one exemplary embodiment. [Figure 24] This is a diagram of the update details pane for data termination classified as "Other," according to one exemplary embodiment. [Figure 25] This is a diagram of a specific details pane for other categories of data stoppages, according to an exemplary embodiment. [Figure 26] This is a diagram of the aircraft data health details pane after inputting data stoppage related to grounding, according to an exemplary embodiment. [Figure 27] This is a diagram of the update details pane for data downtime classified as grounded, according to an exemplary embodiment. [Figure 28] This is a flowchart illustrating a process for tracking maintenance compliance opportunities, according to one exemplary embodiment. [Figure 29] This figure shows a block diagram of a data processing system according to one exemplary embodiment. [Figure 30] This is a diagram illustrating an exemplary embodiment of an aircraft manufacturing and maintenance inspection method. [Figure 31] This is a block diagram of an aircraft in which an exemplary embodiment may be implemented. [Modes for carrying out the invention]

[0011] An exemplary embodiment recognizes and takes into account that airline operators must schedule routine maintenance checks of aircraft systems. These checks impose costs associated with labor and the early replacement of system components.

[0012] An exemplary embodiment provides a method for measuring and ensuring maintenance compliance using incoming data, both for confirming the necessary data reception and for calculating the remaining lead time for compliance. Data health tracking is performed in multiple ways to cover various reasons why data may be missing and is monitored in the context of the published lead times for individual AHM work relevant from the Maintenance Review Board Report (MRBR). Compliance opportunities are calculated from the received data in addition to the data required for individual AHM work (threshold alerts). The compliance lead time can be measured in calendar hours, flight cycles, or flight hours, so a measure of each of these units is required for each tail registered in the scheduled maintenance credit program. The remaining “time” (measured in hours / flight hours / flight cycle units) can then be used to categorize incomplete work according to the amount of time remaining. Furthermore, the remaining “time” can be used to indicate whether the lead time has elapsed and whether the work is in violation of compliance.

[0013] The exemplary embodiment also provides a user interface for notifying airline operators when maintenance is required on an aircraft based on sensor readings and flight history of the monitored systems, eliminating the need for periodic checks mandated by the FAA.

[0014] An exemplary embodiment utilizes a predictive warning engine in Aircraft Health Management (AHM). The warning engine generates notifications displayed to the operator based on real-time data received during aircraft flight. This exemplary embodiment also calculates airworthiness compliance status and risk levels based on the new capabilities.

[0015] Referring here to Figure 1, a block diagram of an aircraft health maintenance system according to an exemplary embodiment is shown. The AHM system 100 generates an alert 102 for any aircraft system whose associated parameters have exceeded a specified operating threshold. The alert 102 may also be triggered if no report has been received for the associated system over a specified number of flight cycles.

[0016] When alert 102 is generated, the AHM system 100 begins a lead time countdown 110. The lead time countdown 110 includes a total amount 112 of allocation units, which may include time units (hours) or flight cycles. The type of units and the total allocation of units depend on the specific aircraft system in question. The total allocation of units 112 represents the opportunity available to the aircraft operator to address the underlying issue of alert 102 in order to keep the aircraft compliant before reaching the compliance deadline 118. Failure to resolve the underlying issue before the countdown deadline 118 will result in the aircraft being in compliance, which will necessitate ground standby.

[0017] During the lead time countdown 110, the AHM system 100 calculates the elapsed units 114 and the remaining units 116, which can be simultaneously displayed on the aircraft maintenance user interface 122.

[0018] The AHM system 100 may calculate the countdown 110 using reports 106 from various data sources 104 that define the operating cycle 108 of the aircraft system. For example, when calculating flight time or the number of flight cycles, sensor measurements of wheel weight on / off may be used.

[0019] The aircraft maintenance user interface 122 displays alert 102 on alert indicator 124 (see Figure 3). The aircraft maintenance user interface 122 also displays a compliance opportunity indicator 126 that visually depicts the elapsed units 114 in a countdown 110 as a normalized sliding scale of the elapsed percentage of the total allocated units 112 in the lead time. The aircraft maintenance user interface 122 also displays the elapsed units 114 on a remaining units indicator 128 that complements the compliance opportunity indicator 126 by displaying the elapsed units 114 out of the total allocated units 112.

[0020] The aircraft maintenance user interface 122 is generated by the display system 120. The display system 120 is a physical hardware system and includes one or more display devices capable of displaying the aircraft maintenance user interface 122.

[0021] Examples of display devices within the display system 120 include at least one of the following: light-emitting diode (LED) displays, liquid crystal displays (LCDs), organic light-emitting diode (OLED) displays, computer monitors, projectors, flat panel displays, head-up displays (HUDs), head-mounted displays (HMDs), or any other suitable device capable of outputting information for visual presentation of information.

[0022] The aircraft maintenance user interface 122 can be implemented as software, hardware, firmware, or a combination thereof. If software is used, the operations performed by the aircraft maintenance user interface 122 can be implemented as program code configured to run on hardware such as a processor unit. If firmware is used, the operations performed by the aircraft maintenance user interface 122 can be implemented as program code and data, and stored in persistent memory for operation on a processor unit. If hardware is employed, the hardware may include circuitry that operates to perform the operations of the aircraft maintenance user interface 122.

[0023] In the illustrative examples, hardware can take the form of at least one of the following: a circuit system, an integrated circuit, an application-specific integrated circuit (ASIC), a programmable logic device, or any other suitable type of hardware configured to perform several operations. In the case of programmable logic devices, the device can be configured to perform those several operations. The device can be reconfigured later, or it can be permanently configured to perform those operations. Examples of programmable logic devices include programmable logic arrays, programmable array logic, field-programmable logic arrays, field-programmable gate arrays, and other suitable hardware devices. Furthermore, processes can be implemented as organic components integrated with inorganic components, or they can consist solely of organic components excluding humans. For example, a process can be implemented as a circuit within an organic semiconductor.

[0024] The computer system 150 is a physical hardware system and includes one or more data processing systems. If the computer system 150 has multiple data processing systems, these data processing systems communicate with each other using a communication medium. The communication medium can be a network. The data processing systems can be selected from at least one of the following: a computer, a server computer, a tablet computer, or any other suitable data processing system.

[0025] As shown in the figure, the computer system 150 includes several processor units 152 capable of executing program code 154 that implements the process in the explanatory example. As used herein, a processor unit in several processor units 152 is a hardware device and consists of hardware circuits, such as those on an integrated circuit, that process instructions and program code that operate the computer. When several processor units 152 execute program code 154 for a process, several processor units 152 may be one or more processor units located on the same computer or on different computers. In other words, a process can be distributed among processor units on the same computer or on different computers within the computer system. Furthermore, several processor units 152 may be of the same type or different types. For example, several processor units may be at least one of a single-core processor, a dual-core processor, a multi-processor core, a general-purpose central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), or some other type of processor unit.

[0026] Figure 2 is a diagram of a process flow for processing and resolving threshold alerts according to an exemplary embodiment. The aircraft maintenance user interface 122 can be used to monitor the operation in process 200 and assist in its implementation.

[0027] The AHM analyst monitors for new alerts (operation 202). When a new alert 204 is received, the AHM analyst uses the aircraft maintenance user interface 122 to document the work order (created in the Airline Maintenance Planning System) related to the alert (operation 206).

[0028] Work instructions are supplied to the compliance manager and the maintenance team. The maintenance team receives the work instructions (operation 208) and completes the work instructions (operation 210).

[0029] The compliance manager can use the aircraft maintenance user interface 122 to monitor the actioned alerts (operation 212) and mark the work instructions as complete (operation 214). The compliance manager can also verify the validity of the work to ensure that the issue that generated the alert 204 has actually been resolved (operation 216). If the issue is resolved, the alert is marked as resolved and closed (operation 218) and can be reviewed in the AHM history (operation 220).

[0030] If the completed work order did not resolve the issue, a rework alert 222 is generated and process 200 is restarted.

[0031] Figure 3 shows a diagram of a scheduled alert interface for a new alert, according to an exemplary embodiment. Interface 300 is an exemplary interface for displaying new thresholds and "no report" alerts.

[0032] Interface 300 includes an alert indicator 302 that displays thresholds or “not reported” alerts related to aircraft systems that must be addressed for aircraft maintenance compliance.

[0033] The compliance opportunity indicator 304 displays a normalized sliding scale showing the percentage of lead time elapsed between the time the alert was received and the maintenance compliance deadline. In this example, the compliance opportunity starts on the left and progresses to the deadline on the right. If the issue triggering the alert is not resolved by the time the indicator reaches the deadline, the aircraft in question must be taken out of service, resulting in lost flight time and revenue.

[0034] The remaining units indicator 306 displays the number of units used (e.g., elapsed time, flight time, or number of flight cycles) out of the total allocated units used to measure the remaining lead time opportunity. The remaining units indicator 306 visually displays the counting number on the normalized sliding scale of the compliance opportunity indicator 304.

[0035] The flight stage indicator 308 displays the flight stage at which a threshold alert is generated. In this example, the flight stages are divided into OOOI, which represent Out (leaving the gate), Off (takeoff), On (landing, "weight on the wheels"), and In (arriving at the gate).

[0036] The history indicator 310 displays the operational history of the aircraft system leading up to the onset of an issue that triggers a threshold alert. The history indicator 310 shows the flight path leading up to the aircraft's current flight path at the rightmost end of the indicator (flight path 0). The black-filled circle in the history indicator indicates alerts generated during that flight path.

[0037] Figure 4A shows a threshold alert details pane according to an exemplary embodiment. The alert details pane 400 slides in as a second layer in response to clicking the threshold alert title displayed in the alert indicator 302 within the interface 300. The alert details pane 400 includes the aircraft system history 402 leading up to the threshold alert. The current parametric value 404 of the aircraft system is displayed against the threshold 406.

[0038] Compliance status 408 indicates the current status of the workflow for addressing threshold alerts. Compliance status 408 can be updated via a dropdown menu 410 for selecting the status display, as shown in Figure 4B.

[0039] The alert details pane 400 also includes a link to document 412, which details the necessary maintenance work related to the aircraft system to resolve threshold alerts.

[0040] The alert details pane 400 also includes a description 414 of the threshold alert and the activities related to resolving the threshold alert.

[0041] Figures 5A to 5D show examples of the status details pane that pop up in response to clicking on a workflow status to invoke the dropdown menu 410. The dropdown menu 410 allows the user to select a specific version of the status display according to the stage of the workflow.

[0042] Figure 5A shows a marked-as-actual status indicator according to an exemplary embodiment. The marked-as-actual status indicator 500A can be used to initiate work on a new threshold alert. This status indicator includes a list 502 of maintenance work related to the aircraft system to resolve the threshold alert and a work instruction input field 504.

[0043] Figure 5B is a diagram of an update status display according to an exemplary embodiment. After the work has started to be handled, the threshold alert update status display 500B adds an input field 506 to confirm that the work instruction is complete.

[0044] Figure 5C shows a marked-as-resolved status indicator according to an exemplary embodiment. After a work instruction is completed, the validity of the work must then be verified to ensure that the work has actually resolved the problem. The marked-as-resolved status indicator 500C adds an input field 508 to verify that the conditions underlying the threshold alert have been resolved.

[0045] Figure 5D shows a mark status indicator for rework according to an exemplary embodiment. If the problem is not adequately resolved by completing the work order, the user can select rework status indicator 500D to trigger a new threshold alert that returns the work to the work queue. Note that the rework alert does not reset the compliance opportunity.

[0046] Figures 6A and 6B illustrate an Actiond Alerts Dashboard user interface for Actiond Alerts according to an exemplary embodiment. New threshold alerts are moved to interface 600 after being marked as Actiond (meaning work has been started to address them). Interface 600 includes data fields similar to interface 300 for new alerts, but also includes a compliance status field 602 and an associated work order field 604. Status details panes 500A-500D can also be accessed and updated via the compliance status field 602.

[0047] In addition to generating alerts when an aircraft system exceeds an operating threshold, alerts are also generated when aircraft system reports are not sent by the aircraft for a specified number of flight cycles. For example, during a given flight cycle, reports may be received for all aircraft systems except brake maintenance reports.

[0048] Figure 7 shows the “No Report” details pane in an exemplary embodiment when no report has been received for a specified number of flight cycles regarding the associated aircraft system. The Report Stop Details pane 700 is similar to the Alert Details pane 400 but is specific to the missing report.

[0049] The “No Reports” details pane 700 slides in as a second layer in response to clicking the “No Reports” alert displayed on the alert indicator 302. The “No Reports” details pane 700 contains links 702 for each report received over the specified number of flight cycles regarding the aircraft system in question.

[0050] The “No Report” details pane 700 further includes a link 704 to documentation detailing the necessary manual procedures and compliance work related to the aircraft system to address the outage for maintenance compliance.

[0051] Compliance status 708 provided details about the current status of the "No Report" alert.

[0052] Figure 8 is a flowchart illustrating the process for dealing with a complete transmission outage, where no data is received from the aircraft for a specified period of time (in this example, assumed to be 24 hours, but other periods can also be used). If the aircraft is not transmitting, mitigating this transmission outage depends on whether the aircraft is flying at the time of the data outage.

[0053] If the aircraft is in service, a data outage could impact compliance. While the aircraft may normally be in service, the ACARS system is in a Minimum Equipment List (MEL) grace period. As a result, the AHM did not receive data from the ACARS channel. In this situation, the operator must schedule manual maintenance and verify the aircraft status with the AHM every 24 hours. The ACARS MEL status typically lasts 1-3 days.

[0054] Alternatively, the aircraft may be in normal service, but there may be another reason why the AHM is not receiving data from the aircraft. The operator must identify and investigate the data outage, schedule manual maintenance work to ensure compliance, and verify the aircraft status using the AHM every 24 hours.

[0055] If an aircraft is not in service, compliance is not affected. An aircraft may also be grounded due to unforeseen issues such as system malfunctions (e.g., a malfunctioning air conditioning system). If an aircraft is grounded, the operator must verify its status every 24 hours to ensure that the aircraft transmits data properly when it returns to service. Such unforeseen grounding situations typically last between 24 and 72 hours.

[0056] Alternatively, the aircraft may be undergoing an extended routine maintenance check. In this situation, the operator must verify the expected completion date at regular intervals and ensure that the aircraft transmits data properly when it returns to service. Extended maintenance checks typically last for 3 to 4 months.

[0057] Figures 9A and 9B illustrate an aircraft data health indicator according to an exemplary embodiment. As shown in Figures 9A and 9B, the aircraft data health indicator 900 includes different categories of data transmission outages as described above. Following the flowchart in Figure 8, these categories include Unknown Reason, ACARS MEL, Other, Grounded, and Under Maintenance Check. The aircraft data health indicator 900 may also include a category of recently restored aircraft that have resumed data transmission.

[0058] Figure 10A is a diagram of the aircraft data health details pane according to an exemplary embodiment. Clicking entry 902 under one of the categories in the fleet data health display 900 causes the aircraft data health details pane 1000A to slide in as a second layer. The aircraft data health details pane 1000A includes a status summary 1002A and a history of aircraft data outages 1004.

[0059] The aircraft data health details pane 1000A further includes a list 1006 of manual maintenance tasks that may be required as a result of data outages.

[0060] The data stop reason dropdown menu 1008 in the aircraft data health details pane 1000A shown in Figure 10B allows the user to select and change the data stop category. In response to the selection of a data stop category from the dropdown menu, a special details pane pops up. The special details pane contains data input fields specific to the selected data stop category.

[0061] In this example, aircraft entry 902, selected for the aircraft data health indicator 900, is currently listed as having an unknown reason for data interruption.

[0062] Figure 11 shows a specific detail pane for the ACARS MEL category of data outage, according to an exemplary embodiment. The detail pane 1100 is conceptually similar to the “No Report” detail pane 700, but its functionality is extended to cover situations where no data from the aircraft system is received from the aircraft.

[0063] The details pane 1100 pops up in response to selecting ACARS MEL from the dropdown menu 1008. The details pane 1100 includes a reason field 1102 that lists the reason for the selected data stoppage, and a MEL log page input field 1104. The details pane 1100 also provides a work instruction input field 1106 that lists the manual maintenance work 1108 required as a result of the ACARS MEL data stoppage. The details pane 1100 also includes a status notification 1110 that indicates how often the status must be checked during an ACARS MEL data stoppage.

[0064] Figure 12 shows the aircraft data health details pane after an ACARS MEL-related data stop has been entered, according to an exemplary embodiment. In response to ACARS MEL being selected as the reason for the data stop and the data entered in the required fields of the details pane 1100 being saved, the updated aircraft data health details pane 1000B includes an extended status summary 1002B which includes the MEL log page and MEL reference, as well as identification information of the person who made the entry.

[0065] Additionally, when ACARS MEL is selected, each aircraft entry is moved from the Unknown Reason column in the Fleet Data Health Indicator 900 to the ACARS MEL column.

[0066] Status notification 1204 provides information about the time until the next verification specific to the ACARS MEL status. A list 1206 of the necessary maintenance procedures is presented in an expandable menu. Each registered system may require a different set of manual maintenance procedures.

[0067] Activity Description 1208 describes the current state of the workflow for addressing data outages and the individuals responsible for entering and updating information related to the workflow.

[0068] The dropdown menu 1210 allows the user to access the details pane to update or resolve the data stop status.

[0069] Figure 13 shows an update details pane for a pending data stop, according to an exemplary embodiment. The details pane 1300 is invoked via a dropdown menu 1210 and is used to provide validation updates according to the requirements listed in the status notification 1204.

[0070] Input field 1302 allows the user to validate the ACARS MEL status as ongoing, which can be supplemented by a comment in additional comment input field 1304. The validation resets the validation period, as described in status notification 1306.

[0071] Figure 14 shows the aircraft data health details pane upon resumption of data reception, according to an exemplary embodiment. Once the underlying problem causing the data outage is resolved, the aircraft resumes transmitting data to be received by the AHM.

[0072] The resumption of this data transmission is indicated by status notification 1402 in the aircraft data health details pane 1000C. As condition-based monitoring resumes for the aircraft, the user must now ensure that any manual work orders scheduled during the data outage have been canceled to maintain compliance.

[0073] In this case as well, the dropdown menu 1210 allows the user to access the details pane and resolve the data freeze.

[0074] Figure 15 shows a diagram of the resolution details pane for a pending data stoppage according to an exemplary embodiment. The resolution details pane 1500 pops up in response to selecting a resolution from the drop-down menu 1210.

[0075] Input field 1502 allows the user to verify that the MEL grace period has been resolved. Input field 1504 allows the user to verify that all work instructions associated with the MEL status have been completed or canceled if they are no longer needed. Verification can be supplemented with comments in additional comment input field 1506.

[0076] Each type of data downtime requires a different detail pane to account for the differences in their respective timelines and workflows.

[0077] Figure 16 shows a detailed pane for the data stop maintenance check category in an exemplary embodiment. Referring back to Figure 10, the detail pane 1600 is invoked by selecting the maintenance check from the drop-down menu 1008.

[0078] The details pane 1600 includes a reason field 1602 for listing the reasons for the selected data stoppage, and an estimated end date input field 1604 for specifying the expected end date of the maintenance check.

[0079] The detail pane 1600 also includes a status notification 1606 that indicates how often the condition needs to be verified during a maintenance check.

[0080] Unlike the ACARS MEL data outage, there is no compliance threat in this situation, and therefore no work instructions need to be specified in relation to the service check. The service work performed during the service check is already predetermined and standardized.

[0081] Figure 17 shows the aircraft data health details pane after verification of maintenance check status information, according to an exemplary embodiment. In response to maintenance check being selected as the reason for data downtime and saving the data entered in the necessary fields of the details pane 1600, the updated aircraft data health details pane 1000D includes an extended status summary 1002C that includes identification information of the person who created the entry.

[0082] Additionally, when a maintenance check is selected, each aircraft entry is moved from the "Unknown Reason" column in the "Maintenance Check in Progress" column of the "Aircraft Data Health Indicator 900" to the "Maintenance Check in Progress" column.

[0083] Status notification 1704 provides information about the time until the next verification specific to the maintenance check. A list of registered maintenance tasks 1706 is presented in an expandable menu.

[0084] Activity description 1708 indicates the person responsible for entering and updating information related to the current status of the maintenance check, as well as the workflow.

[0085] Figure 18 shows the aircraft data health details pane illustrating updated verification of the maintenance check status in an exemplary embodiment. If the maintenance check is not verified within the required 30 days, a notification appears in the status notification 1804 of the aircraft data health details pane 1000E. In this case as well, the status can be updated or resolved by pulling up the special details pane using the drop-down menu 1210.

[0086] Figure 19 shows an update details pane for a pending service check according to an exemplary embodiment. The update details pane 1900 is invoked from the drop-down menu 1210 and is used to provide verification of an ongoing service check. The update details pane 1900 is similar to the details pane 1600 and provides an input field 1902 for updating the verification status to confirm that the service check is still in progress.

[0087] Figures 20A and 20B illustrate an automatic resolution notification in the fleet data health display according to an exemplary embodiment. When an aircraft emerges from a data stoppage due to grounding or maintenance checks and begins retransmitting data, an automatic resolution notification 2000 is displayed in the fleet data health display 900, and the aircraft entry is automatically moved to the recent restoration column.

[0088] The display button 2002 within the automatic resolution notification 2000 can be used to call up the resolved status details pane, as shown in Figure 21.

[0089] Figure 21 shows a resolved status details pane providing details of an automatically resolved data outage according to an exemplary embodiment. The resolved status details pane 2100 provides details of the automatically resolved data outage.

[0090] Figure 22 shows a detail pane for the Other category of data outages according to an exemplary embodiment. The detail pane 2200 pops up in response to selecting Other from the drop-down menu 1008. The detail pane 2200 includes a reason field 2202 that lists the reasons for the selected data outage. The detail pane 2200 also provides a work order input menu 2204 and an additional comments input field 2206 for providing an explanation of why the data outage does not fall into any of the other categories. The detail pane 2200 also includes a status notification 2208 that indicates how often (e.g., every 24 hours) the status should be checked during the data outage.

[0091] Figure 23 shows the aircraft data health details pane after an entry of "Other Related Data Stop" according to an exemplary embodiment. In response to "Other" being selected as the reason for the data stop and the data entered in the required fields of the details pane 2200 being saved, the updated aircraft data health details pane 1000F includes an extended status summary 1002D which includes the identification information of the person who made the entry.

[0092] Additionally, if "Other" is selected, each aircraft entry is moved from the "Unknown Reason" column to the "Other" column in the Fleet Data Health Display 900.

[0093] Status notification 2304 provides information about the time until the next verification specific to the situation. A list of work instructions 2306 for the necessary maintenance work is presented in an expandable menu. Each work instruction may require a different set of maintenance work.

[0094] Activity Description 2308 describes the current status of the workflow for addressing the transmission suspension, and the person responsible for entering and updating information related to the workflow.

[0095] The dropdown menu 1210 also allows the user to access the details pane to update or resolve the data outage status.

[0096] Figure 24 shows an update details pane for data stoppage classified as "Other" according to an exemplary embodiment. The details pane 2400 is invoked via a dropdown menu 1210 within the aircraft data health details pane 1000F and is used to provide verification updates in accordance with the requirements listed in the status notification 2304.

[0097] Input field 2402 allows the user to verify that the status of other data stoppages is continuing, which can be supplemented by a comment in additional comment input field 2404.

[0098] Figure 25 shows a detail pane for an "Other" category of data outage according to an exemplary embodiment. The detail pane 2500 pops up in response to selecting "Other" from the drop-down menu 1008. The detail pane 2500 includes a reason field 2502 that lists the reasons for the selected data outage. The detail pane 2500 provides an additional comment input field 2504. The detail pane 2500 also includes a status notification 2506 that indicates how often the status should be checked during a data outage (e.g., every 24 hours).

[0099] Figure 26 shows the aircraft data health details pane after a grounding-related data stop entry, according to an exemplary embodiment. In response to grounding being selected as the reason for the data stop and the data being saved in the required fields of the details pane 2500, the updated aircraft data health details pane 1000G includes an extended status summary 1002E that includes the identification information of the person who made the entry.

[0100] Additionally, if "Grounded" is selected, each aircraft entry is moved from the "Unknown Reason" column to the "Grounded" column in the Fleet Data Health Indicator 900.

[0101] Status notification 2604 provides information regarding the time until the next verification specific to the grounding situation. A list 2606 of the necessary manual maintenance procedures is presented in an expandable menu. Each procedure may require a different set of maintenance work.

[0102] Activity Description 2608 describes the current status of the workflow to address the transmission suspension, and the person responsible for entering and updating information related to the workflow.

[0103] In this case as well, the dropdown menu 1210 allows the user to access the details pane to update or resolve the data stop status.

[0104] Figure 27 shows an update details pane for a data outage classified as grounded, according to an exemplary embodiment. The details pane 2700 is invoked via a dropdown menu 1210 within the aircraft data health details pane 1000G and is used to provide verification updates in accordance with the requirements listed in the status notification 2604.

[0105] Input field 2702 allows the user to update the verification time when the aircraft is grounded, which can be supplemented by comments in additional comment input field 2704.

[0106] Figure 28 is a flowchart illustrating a process for tracking maintenance compliance opportunities according to an exemplary embodiment. Process 2800 can be implemented in the AHM system 100 of Figure 1.

[0107] Process 2800 first receives an alert in response to an aircraft system on the aircraft exceeding an operating threshold or failing to send a report (operation 2802). The aircraft system may include one of the following: brakes, tires, or engine fuel filters. For example, an alert may be triggered by brake wear exceeding a specified threshold, tire pressure below a specified threshold, or fuel filter pressure below a specified threshold. Threshold alerts may also be triggered when no aircraft system reports have been received for a specified number of flight cycles.

[0108] Process 2800 initiates a countdown (operation 2804) to address threshold alerts, indicated by a defined unit of lead time from the alert to the compliance deadline. The defined unit may include elapsed time, flight hours, or number of flight cycles.

[0109] Process 2800 calculates the number of elapsed and remaining units out of the total number of allocated units in the lead time based on reports from several data sources on the aircraft that define the operational cycle of the aircraft system (operation 2806). The data sources that define the operational cycle of the aircraft system detect and report different flight phases of the aircraft.

[0110] The countdown is displayed in the user interface as a normalized sliding scale representing the percentage of the total allocated units that have elapsed in the lead time (operation 2808). Simultaneously, the remaining units of the total allocated units are also displayed in the user interface (operation 2810).

[0111] Process 2800 monitors the resolution of threshold alerts (operation 2812). Alert resolution may include receiving confirmation from the user that the underlying conditions of the alert have been resolved. In the case of a "no report" alert, alert resolution may include the resumption of reporting by the aircraft.

[0112] The countdown is terminated upon receiving validation (operation 2816).

[0113] If no validation is received, process 2800 determines whether the countdown has reached the compliance deadline (operation 2814). If the lead time has not fully elapsed, process 2800 continues the countdown and continues monitoring for validation of the resolution. If the countdown has reached the compliance deadline and the lead time has fully elapsed, process 2800 terminates the countdown, and the aircraft is in compliance at that point and must remain on the ground until the underlying issue of the threshold alert is resolved.

[0114] After that, process 2800 terminates.

[0115] Figure 29 shows a block diagram of a data processing system according to an exemplary embodiment. The data processing system 2900 may be used to implement the computer system 150 of Figure 1. In this explanatory example, the data processing system 2900 includes a communication framework 2902, which provides communication between a processor unit 2904, memory 2906, persistent storage 2908, communication unit 2910, input / output (I / O) unit 2912, and display 2914. In this example, the communication framework 2902 takes the form of a bus system.

[0116] The processor unit 2904 is responsible for executing instructions for software that can be loaded into memory 2906. Depending on the specific implementation, the processor unit 2904 may be several processors, a multi-processor core, or some other type of processor. In one embodiment, the processor unit 2904 includes one or more conventional general-purpose central processing units (CPUs). In an alternative embodiment, the processor unit 2904 includes one or more graphics processing units (GPUs).

[0117] Memory 2906 and persistent storage 2908 are examples of storage devices 2916. A storage device is any hardware capable of storing information, such as, but not limited to, data, program code in functional form, or at least one of other suitable information, temporarily, permanently, or both temporarily and permanently. Storage devices 2916 may also be referred to as computer-readable storage devices in these descriptive examples. Memory 2906 in these examples may be, for example, random-access memory or any other suitable volatile or non-volatile storage device. Persistent storage 2908 can take various forms depending on the specific implementation.

[0118] For example, persistent storage 2908 may include one or more components or devices. For example, persistent storage 2908 may be a hard drive, flash memory, a rewritable optical disk, a rewritable magnetic tape, or any combination thereof. The medium used by persistent storage 2908 may be removable. For example, a removable hard drive may be used for persistent storage 2908. In these examples, communication unit 2910 provides communication with other data processing systems or devices. In these examples, communication unit 2910 is a network interface card.

[0119] The input / output unit 2912 enables the input and output of data to and from other devices that may be connected to the data processing system 2900. For example, the input / output unit 2912 may provide a connection for user input via at least one of a keyboard, mouse, or some other suitable input device. Furthermore, the input / output unit 2912 may send output to a printer. The display 2914 provides a mechanism for displaying information to the user.

[0120] Instructions for at least one of the operating system, applications, or programs may be located in the storage device 2916, which communicates with the processor unit 2904 via the communication framework 2902. Processes of various embodiments may be performed by the processor unit 2904 using computer implementation instructions that may be located in memory, such as memory 2906.

[0121] These instructions are referred to as program code, computer-readable program code, or computer-accessible program code, which can be read and executed by the processor in the processor unit 2904. In various embodiments, the program code may be embodied on different physical or computer-readable storage media, such as memory 2906 or persistent storage 2908.

[0122] The program code 2918 is arranged in functional form on a selectively removable computer-readable medium 2920 and can be loaded into or transferred to a data processing system 2900 for execution by a processor unit 2904. The program code 2918 and the computer-readable medium 2920 form a computer program product 2922 in these descriptive examples. In one example, the computer-readable medium 2920 may be a computer-readable storage medium 2924 or a computer-readable signaling medium 2926.

[0123] In these illustrative examples, the computer-readable storage medium 2924 is not a medium for propagating or transmitting the program code 2918, but rather a physical or tangible memory device used to store the program code 2918. As used herein, the computer-readable storage medium 2924 should not be construed as a transient signal in itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses passing through fiber optic cables), or electrical signals transmitted through wires.

[0124] Alternatively, the program code 2918 may be transferred to the data processing system 2900 using a computer-readable signal medium 2926. The computer-readable signal medium 2926 may be, for example, a propagated data signal containing the program code 2918. For example, the computer-readable signal medium 2926 may be at least one of an electromagnetic signal, an optical signal, or any other suitable type of signal. These signals may be transmitted over at least one of a communication link, such as a radio communication link, a fiber optic cable, a coaxial cable, a wire, or any other suitable type of communication link.

[0125] The various components shown for the data processing system 2900 do not impose any architectural limitations on how various embodiments may be implemented. Various exemplary embodiments may be implemented in data processing systems that include other or alternative components to those shown for the data processing system 2900. Other components shown in Figure 29 may differ from those illustrated in the illustrative examples. Various embodiments may be implemented using any hardware device or system capable of executing the program code 2918.

[0126] Exemplary embodiments of this disclosure may be described in the context of an aircraft manufacturing and maintenance method 3000 as shown in Figure 30, and an aircraft 3100 as shown in Figure 31. First, looking at Figure 30, a diagram of an aircraft manufacturing and maintenance method according to an exemplary embodiment is shown. In the manufacturing preparation stage, the aircraft manufacturing and maintenance method 3000 may include the specifications and design 3002 of the aircraft 3100 shown in Figure 31, and material procurement 3004.

[0127] During manufacturing, the production of components and subassemblies 3006, as well as the system integration 3008 of the aircraft 3100 in Figure 31, are carried out. The aircraft 3100 in Figure 31 can then undergo certification and transport 3010 to enter service 3012. During customer service 3012, the aircraft 3100 in Figure 31 will be scheduled for periodic maintenance and inspections 3014, which may include corrections, reconfigurations, modifications, and other maintenance or inspections.

[0128] Each of the processes of the Aircraft Manufacturing and Maintenance Method 3000 may be carried out or performed by a system integrator, a third party, an operator, or any combination thereof. In these examples, the operator may be a customer. For the purposes of this description, a system integrator may include, but is not limited to, any number of aircraft manufacturers and major system subcontractors; a third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers; and an operator may be an airline, leasing company, military, maintenance organization, etc.

[0129] Referring now to Figure 31, a diagram of an aircraft in which an exemplary embodiment may be implemented is shown. In this example, the aircraft 3100 is produced by the aircraft manufacturing and maintenance method 3000 of Figure 30 and may include a fuselage 3102 containing several systems 3104 and internal 3106. Examples of systems 3104 include one or more of the propulsion system 3108, electrical system 3110, hydraulic system 3112, and environmental system 3114. Any number of other systems may be included. Although an aerospace example is shown, various exemplary embodiments may be applied to other industries such as the automotive industry.

[0130] The apparatus and methods embodied herein may be employed in at least one of the steps of the aircraft manufacturing and maintenance inspection method 3000 shown in Figure 30. In one illustrative example, components or subassemblies produced in the manufacturing of components and subassemblies 3006 of Figure 30 can be manufactured or produced in the same manner as components or subassemblies produced while the aircraft 3100 is in service 3012 of Figure 30. In yet another example, one or more device embodiments, method embodiments, or combinations thereof can be used in production stages such as the manufacturing of components and subassemblies 3006 of Figure 30, and system integration 3008. One or more device embodiments, method embodiments, or combinations thereof may be used in the maintenance and inspection 3014 of Figure 30, or both, while the aircraft 3100 is in service 3012. By using several different exemplary embodiments, the assembly of the aircraft 3100 can be significantly accelerated, the cost of the aircraft 3100 can be reduced, or the assembly of the aircraft 3100 can be accelerated and the cost of the aircraft 3100 can be reduced simultaneously.

[0131] As used herein, the phrase “at least one of” means, when used with a list of items, that one or more different combinations of the listed items may be used, and that only one of each item in the list may be required. In other words, “at least one of” means that any combination and any number of items may be used from the list, but not all of the items in the list may be required. An item may be a specific object, thing, or category.

[0132] For example, “at least one of item A, item B, or item C” could include item A, item A and item B, or item B. This example could also include item A, item B, and item C, or item B and item C. Naturally, any combination of these items is possible. In some illustrative examples, “at least one of” could be, for example, two item A, one item B, and ten item C, four item B and seven item C, or any other suitable combination.

[0133] As used herein, "several" when used in relation to an item means one or more items. For example, "several different types of networks" means one or more different types of networks. In explanatory examples, "set" when used with a reference item means one or more items. For example, a set of metrics is one or more of the metrics.

[0134] The descriptions of various exemplary embodiments are presented for illustrative and explanatory purposes only and are not intended to be exhaustive or limit to embodiments of the disclosure. The various illustrative examples describe components that perform actions or operations. In one exemplary embodiment, a component may be configured to perform the described actions or operations. For example, a component may have a structural configuration or design that gives the component the ability to perform the actions or operations described in the illustrative examples as being performed by the component. Furthermore, the terms “includes,” “including,” “has,” “contains,” and their variations are intended to be as comprehensive as the term “comprises” as an open transitional term that does not exclude any additional or other elements as used herein.

[0135] Many modifications and variations will be apparent to those skilled in the art. Furthermore, various exemplary embodiments may also provide different forms compared to other preferred embodiments. One or more selected embodiments have been chosen and described to best illustrate the principles and practical applications of the embodiments and to enable those skilled in the art to understand the disclosure for various embodiments with various modifications suitable for specific intended uses. [Explanation of Symbols]

[0136] 100 Aircraft Integrity Maintenance Systems 102 Alert 104 Data Sources 106 Report 108 Aircraft System Operating Cycles 110 Lead Time Countdown 112 Total number of allocated units 114 Number of elapsed units 116 remaining units 118 Compliance Deadline 120 Display Systems 122 Aircraft Maintenance User Interface 124 Alert Indicator 126 Compliance Opportunity Indicators 128 Remaining Units Indicator 150 Computer Systems 152 processor units 154 Program Code Process flow for processing and resolving 200 threshold alerts 300 Interfaces 302 Alert Indicator 304 Compliance Opportunity Indicator 306 Remaining Units Indicator 308 Flight Stage Indicator 310 History Indicator 400 Alert Details Pane 402 History 404 Current Parametric Value 406 threshold 408 Compliance Status 410 Dropdown Menu 412 documents 414 descriptions 500A Marked as "Action Completed" 502 List of maintenance tasks 504 Work Instruction Input Field 500B Update Status Display 506 Input Fields 500C is marked as resolved. 508 Input Fields 500D Mark status display for rework 600 Interfaces 602 Compliance Status Field 604 Associated work order field 700 "No report" details pane 702 Links 704 Link 900 Owned Aircraft Data Health Display 902 entries 1000A Aircraft Data Health Details Pane 1000B Airplane Data Health Details Pane 1000C Airplane Data Health Details Pane 1000D Airplane Data Health Details Pane 1000E Airplane Data Health Details Pane 1000F Airplane Data Health Details Pane 1000G Airplane Data Health Details Pane 1002A Status Summary 1002B Extended State Overview 1002C Extended State Overview 1002D Extended State Overview 1002E Extended State Overview 1004 History 1006 List of manual maintenance tasks 1008 Data Stop Reason Drop-down Menu 1100 Details pane 1102 Reason field 1104 MEL log page input fields 1106 Work Instruction Input Field 1108 Manual maintenance work 1110 Status Notification 1204 Status Notification 1206 List of Procedures 1208 Activity Description 1210 Dropdown Menu 1300 Details pane 1302 Input Fields 1304 Additional comment input field 1306 Status Notification 1402 Status Notification 1500 Resolution Details Pane 1502 Input Fields 1504 Input Fields 1506 Additional comment input field 1600 Details pane 1602 Reason field 1604 Estimated End Date Input Field 1606 Status Notification 1704 Status Notification 1706 List of registered maintenance work 1708 Activity Description 1804 Status Notification 1900 Update Details Pane 1902 Input Fields 2000 Automatic Resolution Notification 2002 Display button 2100 Resolved Status Details Pane 2200 Details pane 2202 Reason field 2204 Work Instruction Entry Menu 2206 Additional comment input field 2208 Status Notification 2304 Status Notification 2306 List of work instructions 2308 Activity Description 2400 Details pane 2402 Input Fields 2404 Additional comment input field 2500 Detail pane 2502 Reason field 2504 Additional comment input field 2506 Status Notification 2604 Status Notification 2606 List of Procedures 2608 Activity Description 2700 Details pane 2702 Input Fields 2704 Additional comment input field 2800 Process for tracking maintenance compliance opportunities 2900 Data Processing Systems 2902 Communication Framework 2904 Processor Unit 2906 memory 2908 Permanent memory 2910 Communication Unit 2912 Input / Output Unit 2914 Display 2916 Storage device 2918 Program Code 2920 Computer-readable media 2922 Computer Program Products 2924 Computer-readable storage media 2926 Computer-readable signaling medium 3000 Aircraft Manufacturing and Maintenance Inspection Methods 3100 aircraft 3102 aircraft 3104 System 3106 Internal 3108 Propulsion System 3110 Electrical Systems 3112 Hydraulic System 3114 Environmental Systems

Claims

1. A computer-based method for tracking opportunities for maintenance compliance, Steps include receiving an alert in response to an aircraft system on an aircraft exceeding an operational threshold or failing to send a report, A step to start a countdown in predetermined units of lead time from the aforementioned alert to the compliance deadline for addressing the alert, A step of calculating the number of elapsed units and the remaining units of the total number of allocated units in the lead time based on reports from several data sources on the aircraft that define the operating cycle of the aircraft system, The steps include displaying the countdown in the user interface as a normalized sliding scale of the elapsed percentage of the total number of allocated units in the lead time, The steps include displaying the remaining number of units out of the total number of allocated units on the user interface, Resolution of the aforementioned alert, or The countdown has reached the compliance deadline, which is the end of the lead time. A step in which the countdown is terminated in response to the first of the following: Methods that include...

2. The unit of the lead time is, elapsed time, Flight time, or Number of flight cycles The method according to claim 1, including the method described in claim 1.

3. The aforementioned aircraft system brake, Tires, or Engine fuel filter The method according to claim 1, comprising one of the following.

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

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

6. The method according to claim 1, wherein the resolution of the alert includes receiving confirmation from the user that the underlying conditions of the alert have been resolved.

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

8. A system for tracking opportunities for maintenance compliance, A memory device that stores program instructions, One or more processors operably connected to the storage device, which execute the program instructions and control the system Receiving alerts in response to aircraft systems on an aircraft exceeding operational thresholds or failing to send reports, The countdown of the lead time from the aforementioned alert to the compliance deadline for addressing the alert shall begin in a defined unit, The elapsed units and the remaining units of the total allocated units in the lead time are calculated based on reports from several data sources on the aircraft that define the operating cycle of the aircraft system, The user interface displays the countdown as a normalized sliding scale of the elapsed percentage of the total number of allocated units in the lead time, The user interface displays the remaining number of units out of the total number of allocated units, Resolution of the aforementioned alert, or The countdown has reached the compliance deadline, which is the end of the lead time. To terminate the countdown in response to the first of the following: One or more processors configured to perform the following: A system that includes this.

9. The unit of the lead time is, elapsed time, Flight time, or Number of flight cycles The system according to claim 8, including the system described in claim 8.

10. The aforementioned aircraft system brake, Tires, or Engine fuel filter The system according to claim 8, comprising one of the following.

11. The system according to claim 8, wherein the data source defining the operating cycle of the aircraft system detects and reports different flight stages of the aircraft.

12. The system according to claim 8, wherein the alert is triggered when no report is received from the aircraft system over a specified number of flight cycles.

13. The system according to claim 8, wherein the resolution of the alert includes receiving confirmation from the user that the underlying conditions of the alert have been resolved.

14. The system according to claim 8, wherein the resolution of the alert includes the resumption of transmission of reports by the aircraft.

15. A computer program for tracking opportunities for maintenance compliance, The operation of receiving an alert in response to an aircraft system on an aircraft exceeding an operational threshold or failing to send a report, The operation of starting a countdown in predetermined units of lead time from the aforementioned alert to the compliance deadline for addressing the alert, The operation of calculating the number of elapsed units and the remaining units of the total number of allocated units in the lead time based on reports from several data sources on the aircraft that define the operating cycle of the aircraft system, The user interface displays the countdown as a normalized sliding scale of the elapsed percentage of the total number of allocated units in the lead time, The user interface includes an operation to display the remaining number of units out of the total number of allocated units, Resolution of the aforementioned alert, or The countdown has reached the compliance deadline, which is the end of the lead time. The operation of terminating the countdown in response to the first of the following: A computer program that includes program instructions for performing a task.

16. The unit of the lead time is, elapsed time, Flight time, or Number of flight cycles The computer program according to claim 15, including the computer program described in claim 15.

17. The data source defining the operating cycle of the aircraft system is a computer program according to claim 15, which detects and reports different flight stages of the aircraft.

18. The computer program according to claim 15, wherein the alert is triggered when no report is received from the aircraft system over a specified number of flight cycles.

19. The computer program according to claim 15, wherein the resolution of the alert includes receiving confirmation from the user that the conditions underlying the alert have been resolved.

20. The computer program according to claim 15, wherein the resolution of the alert includes the resumption of the transmission of reports by the aircraft.

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