Head-in aircraft and maintenance hangar

Abstract

One (1) to four (4) MRO units are combined in preferred embodiments to creat a maintenance hangar that provides a reduced footprint for the number of MRO units, increased access for maintenance personnel in multiple work zones at the same time, and the reducuction in actual time spent doing maintenance and "heavy maintenance" in particular.

Description

HEAD-IN AIRCRAFT AND MAINTENANCE HANGARBACKGROUND OF THE INVENTIONField of the Invention

[0001] Applicants’ invention relates to a device for in improved maintenance hangar and method for same. More particularly, it relates to use of multiple MRO units in combination to create a maintenance hangar.Background Information

[0002] Aircraft maintenance, repair and overhaul (“MRO”) is a highly-regulated field requiring a robust regimen of scheduled preventive servicing, inspection, testing, repair, and overhaul or modification activities on every aircraft in service. Aircraft must be properly maintained, repaired, overhauled, and inspected over the aircraft’s service life. The Federal Aviation Administration (“FAA”) sets this system in place, and it is up to airlines and other aviation operators to implement the system and ensure it is being followed.

[0003] To be in compliance with the industry regulations, airlines must implement consistent inspection and maintenance programs established and overseen by the FAA. As a party of its regulations and programs, the FAA requires each airline / operator to establish a Continuous Airworthiness Maintenance Program (“CAMP”). The CAMP sets out the schedule for the MRO that the aircraft in the airline’s fleet must undergo.

[0004] Per the airline’s CAMP specifications, their aircraft have set checks at various intervals, often known as flight line maintenance checks. There are also four higher-level maintenance checks - A, B, C, and D. The D checks are the most intensive and thorough, and are sometimes referred to as “heavy” checks. The objective of these checks is to conduct both routine and non-routine maintenance on the aircraft. The maintenance includes scheduling the repair of known problems; replacing items after a certain amount of flight-time, the number of cycles, or calendar time; repairing defects discovered previously; and performing scheduled repairs.

[0005] All aircraft are different and may require maintenance checks at different times than others. However, the levels of maintenance are similar.

[0006] Line maintenance checks include the most routine maintenance performed onaircraft. Line maintenance checks are sometimes called post-flight, maintenance pre-flight, service, and overnight checks. Line checks require minimal tools and are usually done at the airport gate rather than in a hangar. Line checks are the most frequent type of maintenance checks, as they cover basic inspection items. Technicians generally inspect things like wheels, brakes, and fluid levels such as oil and hydraulics during line checks. Performing consistent line maintenance checks helps keep an aircraft airworthy and safe to continue service.

[0007] The next level of checks are known as A checks. Per the National Aviation Academy, the A check is performed approximately every 400-600 flight hours, or every 200- 300 flights, depending on aircraft type. In commercial aircraft, the A check may be performed approximately every eight (8) to ten (10) weeks. In this process, technicians change filters, check, and lubricate critical systems. They also give a detailed inspection of all the emergency equipment. The A check is expected to take between six (6) and twenty-four (24) hours. A check maintenance is typically done at a hangar and can take a minimum of ten (10) working hours depending on the services needed. This maintenance may be done overnight as to not interrupt the plane’s commercial flight schedule. The frequency of this check varies by aircraft type, the flight cycle count, or the number of hours flown since the last check.

[0008] The maintenance work during A checks often covers general inspections of the interior and the aircraft hull for evidence of damage, deformation, corrosion, missing parts. Additionally, it also includes service, engine, and function checks. Other work performed could include such items as checking emergency lights, lubricating nose gear retract actuators, and checking parking brake accumulator pressure.

[0009] In the past there were separate B checks, but these have been phased out as a separate checks and basically merged into the A checks. The B check would be made every six (6) to eight (8) months. It would take about 160-180 labor hours and about one (1) to three (3) days in an airport hangar. Combining A and B checks help reduce aircraft downtime by reducing the time technicians work on the aircraft, improving maintenance scheduling, and implementing better usage of resources such as hangars and test equipment. Typical work completed during B checks are tasks such as checking alignment and torquing the nose landing gear spotlight or inspecting the wheel well hydraulic tubing for condition, corrosion, and fluid leakage.

[0010] C checks typically fall under “heavy maintenance,” and are much more extensive than the A / B check. The C check requires aviation mechanics to perform a thorough inspection of a majority of the aircraft’s parts. A C check is done every eighteen (18) months to two (2) years and can take one (1) to three (3) weeks during which time the aircraft is out of service.The C check must be done at a maintenance facility for access to the necessary space, tools, and materials. A typical C check may take 6,000 maintenance hours. In a C check, mechanics will examination of structures (load-bearing components on the fuselage and wings) and functions for corrosion and damage, check the operation of the DC bus tie control unit, and do in-depth lubrication of all fittings and cables. C checks may also include A and B checks.

[0011] The final “heavy maintenance visit” occurs every six (6) to twelve (12) years depending on the aircraft. Like the C checks, D checks are done be done in a maintenance hangar. D checks are comprehensive inspections and repairs of the entire aircraft and can mean taking apart the aircraft to inspect for damage, corrosion, loose fasteners, worn parts and other signs of fault that need addressing. The entire aircraft must be stripped down and equipment removed, even the interiors must be removed, inspected and repaired. Everything in the cabin is taken out (seats, toilets, galleys, overhead bins) so engineers can inspect the metal skin of the aircraft, inside out. The engines are taken off. The landing gear and aircraft systems, which are checked, repaired or replaced, and reinstalled. Modern aircraft extremely complex and can have literally hundreds of thousands to millions of parts. The process can take upwards of 30,000 to 50,000 labor hours over a period of three (3) to six (6) weeks as the maintenance crew will virtually dismantle the airplane and put it back together. Because of the nature and the cost of a D check, D checks may be planned years in advance. The cost of the entire process can be in the millions of dollars. When the cost of repair becomes more than the cost of the aircraft, the aircraft is often replaced. This can happen after two (2) or three (3) D checks.SUMMARY OF THE INVENTION

[0012] The present invention involves an improved maintenance hangar design that, while it could be used for aircraft storage, is designed for maintenance. A maintenance hangar is often referred to as an “MRO,” which stands for maintenance, repair, and operations. An aviation MRO refers to the specific repair, service, or inspection of an aircraft. An MRO facility is a location, workshop or hangar that engages in and conducts aircraft maintenance professionally. As used herein, a maintenance hangar, an aviation MRO, an MRO facility, or simply an MRO, all refer to the improved maintenance hangar design described herein.

[0013] The present invention provides a novel apparatus that will allow heavy maintenance to be completed more quickly. Airplane heavy maintenance is completed by multiple teams of mechanics and technicians with various responsibilities. The practice encompasses all of the maintenance activities done to ensure the safety and airworthiness of an air transport vehicle.In order to complete heavy maintenance, it takes a certain number of labor hours spread between the various maintenance teams working on the aircraft. However, because of the configuration of airplanes, and the limited number of access points to the airplane for the maintenance teams, the labor hours need to be spread over a longer period of time. Using the improve hangar as described herein does not decrease the total number of labor hours, but it does allow for increased efficiency in the multiple maintenance teams being able to access the airplane.

[0014] As stated above, it is expected that using a conventional hangar for the heavy maintenance will take approximately 30,000 to 50,000 labor hours over a period of three (3) to six (6) weeks. It is estimated that, while the approximately 30,000 to 50,000 labor hours will not decrease, the period that the plane is being worked on will decrease by a significant percentage. While an airplane is undergoing heavy maintenance, not only is the work enormously expensive, but the airplane is out of service so not able to generate income. By reducing the time that the aircraft is out of service, the plane’s income is increased due to the extra time it is in service - effectively saving (or gaining) the airline a substantial amount of money.

[0015] Utilizing all the assets of this design there is no reduction in the man hours of an inspection as required by the FAA, but the design allows multiple inspections to happen simultaneously thus a reduction in downtime, this design standardizes the structure, so that new processes can be adapted and standardized. In the past processes have been adapted to the structure and nothing has standardized. The only thing that was standardized was the process to an individual structure. The present invention works much like a cockpit because cockpits are standardized - when aircraft are built, pilots can go from a cockpit in one model of plane to a cockpit in a different model of plane, having never seen the aircraft and yet know exactly where everything is. This type of standardization has not previously been done with aircraft maintenance.

[0016] The standardized structure of the present invention allows airlines to flex labor, thus reducing cost because with conventional maintenance hangers labor was trained in the process for that particular location’s structure. The present invention allows standardization of floor plan process and integrated designs to allow simultaneous inspections to occur at the same time. It further allows labor to be moved to different locations. The present invention allows workers to know exactly where everything is and how it flows.

[0017] The shape of the hanger of the present invention is an irregular pentagon, or “home plate,” design, which is used for other reasons beyond just the inspection. The design’s abilityto adapt to an airport is key in the design at the tip of the home plate. The structure can rotate 45° right or left. This is an important attribute of the present invention because it creates much needed space. Federal Regulation Title 14 Part 77 establishes standards and notification requirements for objects affecting navigable airspace. The shape of the hanger of the present invention helps to not interfere with the airspace that is blocked out by Part 77. At airports using conventional hanger designs in which aircraft are pushed straight back out of a rectangle hanger, the aircraft tails often penetrate Part 77 airspace. By rotating the building 45° right or left off the tip of the home plate design, the hanger of the present invention allows the aircraft to be pushed out at an angle in which the restricted airspace is not penetrated. It also creates space that allows pushback while not interfering with taxiway operations. It also can be oriented to fit geographically better in airports that have limited land due to geographical restrictions. For example, the tip of the home plate may be placed in the corner of the square of the land plot, or multiple MRO units may be placed in combination in a space where a traditional, square building would not work. Single home plate design MRO units placement may utilize the open space of the 45° open space to the right and left of the tip for parking of employees. The parking can be vertical as well and allow direct access to the floors inside the MRO units. This optimizes the use of space versus a square building that would require additional parking.

[0018] There are several features that are optional when building the home plate design MRO. In one embodiment, one or more moving interior walls are incorporated. If an airline or airport authority wanted to build a four (4) MRO, or bay, connected building the interior walls may move, and close or open as an option in the design.

[0019] Each home plate design MRO uniquely splits workflow.

[0020] Embodiments of the MROs also may include side floors. Side floors allow, for example, for the right-side engine to be removed and moved to the right-side floor one engine service center. Likewise, the left-side engine may be removed and moved to the left-side floor one engine service center. Thus, in various embodiments, separate crews may be simultaneously working on different levels (top to bottom) and different sides (right to left) of the aircraft. For example, a crew may be working on the right side of the aircraft on the rightside floors while a separate crew may be working on the left side - on the left engine, the left wing, the left main landing gear, and so on.

[0021] Overhead design is unique structurally because it allows for another embodiment in which a flying platform may come down from the ceiling, useful for inspection of the tail. Another embodiment may have a platform that fits around the nose of the aircraft, allowingwork to happen there while not interfere with other inspection and maintenance work that is going on in other areas of the aircraft.

[0022] The irregular pentagon MRO design allows a splitting of the aircraft, so that crews do not overlap or interfere with each other as in most traditional buildings. Offices are used for one side of the aircraft, or the other, meaning maintenance people had to walk back-and- forth through other people’s work areas. Use of the various floors or levels of the MRO can increase efficiency and thus reduce downtime for an aircraft. It is anticipated that the MRO may provide a range of 5% to 45% reduction in downtime. An anticipated reduction in downtime for an aircraft using the MRO may be in the range of 30% to 40%.

[0023] In another embodiment, the tip of the home plate MRO may have a power pole or utility column. The power pole provides a central power supply for the building, and access to power for the MROs. If there are two or more MROs, the power pole is located where the tips of the MROs adjoin. Power and other utilities, communications, computer resources, and other desirable wired, wireless, or channeled resources may be accessed, connected to, and distributed out from the power pole. This allows shorter runs of power supplies to aircraft. With four bays the unique central power pole makes for easier additional power needed to come from one central point eliminating long runs of power to another point.

[0024] The shape of the MRO and the modular interlocking of one (1) to (4) MROs allows for pre-fabrication offsite during construction. This can reduce the amount of downtime in construction time and cost as well as any restrictions at an airport that may come with construction of a project.

[0025] It is anticipated that using smaller tip angles, more than four (4) MROs might be conjoined.

[0026] The MRO and power pole allow for maintenance of different brands and models of aircraft. For example, assuming airport X equips an MRO for a Boeing aircraft, but five years later X decides to bring Airbus, which has different power needs, the power pole allows additional panels to be added or removed at any point in time to accommodate any need for a particular aircraft power supply. Retrofitting conventional hanger buildings is extremely expensive. The irregular pentagon MRO reduces expense by having the power pole to which various power panels can be attached.

[0027] In completing commercial aircraft are relatively large - nose to tail, wingtip to wingtip, and top to bottom. So, it is advantageous for the improved maintenance hangar to provide access to all of these maintenance areas at the same time. The present invention provides for a re-configuration and improvements on conventional airplane maintenancehangars.

[0028] The method of the present invention involves the use of the improved hangar during maintenance, and particularly heavy maintenance, of an airplane.BRIEF DESCRIPTION OF THE DRAWINGS

[0029] FIG. 1 is a top cut away view of one embodiment of an improved MRO.

[0030] FIG. 2 is a talk cut away view of a conventional MRO.

[0031] FIG. 3 is a schematic of one embodiment of two of the improved MRO’s.

[0032] FIG. 4 is a schematic of a second embodiment of two of the improved MRO’s.

[0033] FIG. 5 is a prospective view of one embodiment of an improved MRO.

[0034] FIG. 6 is a prospective view of a second embodiment of an improved MRO.

[0035] FIG. 7 is a prospective view of third embodiment of an improved MRO.

[0036] FIG. 8 is a perspective view of a port embodiment of two of the improved MRO’s at an airport.

[0037] FIG. 9a is a top view of a plane.

[0038] FIG. 9b is a front view of a plane.

[0039] FIG. 9c is a side view of a plane.DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0040] Referring to the figures, FIG. 1 illustrates a top cut away view of one embodiment of an improved MRO 2. The improved MRO 2 is comprised of one (1) or more MRO units 10. It is anticipated however that preferred embodiments of the MRO 2 will be comprised of two (2) to four (4) MRO units 10.

[0041] An individual MRO unit 10 is anticipated to be shaped as an irregular pentagon, on the order of home plate in the game of baseball. Another way of describing the shape is a rectangle with a coincident isosceles triangle placed on one side, or an isosceles right pentagon. The MRO unit 10 has two sides that are generally parallel to each other, and each of the first and second side walls having first and second ends where the first ends, or near the ends, are attached to, or near, the opposing ends of a front wall 12. Each of the first side wall and the second side wall are generally perpendicular to the front wall 12. From the ends of each of the two parallel sides that are opposed to the front wall 12, angled sides that are equal in length intersect at a point further from the base than the parallel sides. The front wall, first side wall, second side wall, first angled wall, and second angled wall where the walls define an interior with a perimeter shaped as an irregular pentagon.

[0042] Referring to the figure, the MRO unit 10 as a front wall 12 with two (2) side walls 14 (a first and a second). A first end of the first side wall 14 is attached to a first end of the front wall 12, while a first end of the second side wall 14 is attached to a second end of the front wall 12. The side walls 14 are generally perpendicular to the front wall 12, and the side walls 14 are generally parallel to each other. A first end of a first partition demarcation 18 adjoins the second end of the first side wall 14, while a first end of a second partition demarcation 18 adjoins the second and of the second side wall 14. The first and second partition demarcations 18 angled toward each other and connect at each partition demarcation’s 18 second end. At the point the first and second partition demarcations 18 connect is referred toherein as the MRO tip 48. The angled walls are positioned along the partition demarcations.

[0043] At the point where the first and second partition demarcations 18 connect, it is anticipated that there will be a power pole (or utility column) 20.

[0044] In one embodiment of the MRO unit 10, there is are two (2) partition walls 44, the first and of the first partition wall 44 connected to the second end of the first side wall 14, and the first end of the second partition wall 44 connected to the second end of the second side wall 14. The second ends of the first and second partition walls 44 connect to each other. In one embodiment of the MRO unit 10, there is a movable partition wall 44 that moves along the path of the partition demarcation 18. In one embodiment of the MRO unit 10, there is a movable barrier wall 46 that moves along the path of the partition demarcation 18. In one embodiment of the MRO unit 10, there are both the partition wall 44 and a barrier wall 46 that move along the path of the partition demarcation 18. It is anticipated that in various embodiments of the MRO unit 10 the partition demarcation 18 may simply be a path that is open with no walls, or one or both of the partition wall 44 and the barrier wall 46 may act as a partition or movable wall. It is further anticipated that there may be partition wall mechanicals 42 that act to automate and move the partition wall 44 and / or the barrier wall 46. It is anticipated that the partition wall 44 and the barrier wall 46 may be expandable and collapsible such that the path along the partition demarcation 18 may either be open, closed, or partially closed.

[0045] The MRO unit 10 is anticipated to be designed and sized to accept or fit one airplane 100 inside the MRO unit 10 at a time. It is anticipated and intended that a plane 100 can enter the MRO unit 10 through the MRO entrance 50 in the front wall 12. The entrance 50 can be closed by gate 16. Every plane 100 has a wing tip to wing tip X-X span or distance, and a top to bottom Z-Z height. Gate 16 is sized such that the airplane 100 can fit through gate 16. Thus, when gate 16 is open the open span from edge-to-edge W-W that is wider than the airplane’s 100 wing tip to wing tip X-X span. Further, gate 16 opens such that the ground to gate V-V height is greater than the top to bottom Z-Z height of the airplane 100. It is anticipated that the gate 16 may open side to side, up, or down.

[0046] The airplane 100 enters into the MRO unit 10 nose 102 first and travels until its nose 102 is near the MRO tip 48. The MRO unit 10 maximizes space because the first and second side walls 14 are wider from edge to edge W-W than the plane’s 100 wing tip to wing tip X-X span, by the partition demarcation 18 angled to the tip 48 in the area around the airplane’s 100 portion of the fuselage 110 that is in front of the wings 106. The distance from the tip 48 to the front wall 12 U-U is greater than the nose to tail Y-Y distance of the airplane 100. In this manner the airplane 100 fits inside the MRO unit 10 in the X-X and Y-Y directions.Although not shown in this figure, the MRO unit 10 has a roof 52 and an interior ceiling (not shown) below the roof 52. The interior ceiling (not shown) is above the MRO unit 10 floor 38. The height of the floor 38 to ceiling (not shown) T-T height is greater than the airplane’s 100 top to bottom Z-Z height.

[0047] In order to create a complete MRO or maintenance hangar 2, one (1) or more MRO units 10 are used. The MROs share one (1) or more angled walls or partition demarcations, and the tip. In the preferred embodiments of the maintenance hangar 2, two (2) to four (4) MRO units 10 are used to complete the maintenance hangar 2. If the embodiment has two (2) MROs, then the MROs share one (1) common angled wall or partition demarcation. If the embodiment has three (3) MROs, then the MROs share two (2) common angled walls or partition demarcations. If the embodiment has four (4) MROs, then the MROs share four (4) common angled walls or partition demarcations. By using a multiplicity of MRO units 10 to make up a maintenance hangar 2, space is conserved, tools can be used in the multiple MRO units 10, materials can be stored and are accessible to all of the MRO units 10, and personnel can be screened by security in a single location and are available to work in all of the MRO units 10 in the maintenance hangar 2. Other benefits that arise from this configuration of the maintenance hangar 2 will also be apparent.

[0048] When multiple MRO units 10 are used to form a maintenance hangar 2, adjoining MRO units 10 share the partition demarcations 18. Thus, if the embodiment of the maintenance hangar 2 has four (4) MRO units 10, then the first MRO unit 10 will share a first partition demarcation 18 with the second MRO unit 10, the second MRO unit 10 will share a second partition demarcation 18 with the third MRO unit 10, the third MRO unit 10 will share a third partition demarcation 18 with the fourth MRO unit 10, and the fourth MRO unit 10 will share a fourth partition demarcation 18 with the first MRO unit 10. The MRO tips 48 of each MRO unit join together in generally the center of the maintenance hangar 2 where it is anticipated that a power pole 20 may be used by each of the MRO units 10. In this embodiment with four (4) MRO units 10, each of the MRO units 10 have separate side walls 14 but each of the side wall’s 14 second ends are connected to the adjacent MRO unit’s 10 side wall’s 14 second ends. The side walls 14 of adjacent MRO units extend from their second ends perpendicularly, or in generally right or 90° angles. In this embodiment with four (4) MRO units 10, the resulting maintenance hangar 2, as shown from a top view as in this figure, is shaped somewhat like a plus sign, or X, depending upon the orientation at which it is viewed.

[0049] An important aspect of the maintenance hangar 2, is the provision of access for maintenance personnel to the airplane 100 at the same time. The front access way 46 and therear access way 44 provide access to the front and rear portions of the airplane 100 simultaneously, and access can be from both sides of the airplane 100 as well. Along the partition demarcations 18 it is anticipated that there may be one (1) or more rear access ways 44 and / or there may be one (1) or more front access ways 46. The front and rear access ways (44 and 46) act as access pathways that allow maintenance personnel to walk to various points in the airplane 100.

[0050] The utility column 20 helps in this regard as well by providing access to needed utilities inside the interior of the MRO to multiple points on the airplanes 100 being serviced inside the maintenance hangar 2. As used herein, “utilities” means things such as, without limitation: electricity, gasses such as compressed air, fuels such as jet fuel, electronics for scanning and testing, computing resources, and communication resources.

[0051] The MRO units 10 also improve access to the airplanes 100 from top to bottom Z- Z. It might be said that the airplanes have work zones in different areas - nose to tail Y-Y and top to bottom Z-Z. The MRO units 10 allow maintenance personnel to access all or multiple of these work zones simultaneously.

[0052] As stated herein, the MRO units 10 have perpendicular side walls 14. This leaves space inside the outermost perimeter of the maintenance hangar 2 that can be utilized. Support structures 36 can be constructed in these areas. The support structures 36 are bounded in their backs by the side walls 14. The support structures 36 front portions can use a combination of support structure front walls 34, side walls 28, doors 32, and windows 30. In some embodiments, the support structures 36 can be used to house office space 22 for maintenance, security, corporate, and other personnel. In some embodiments, the support structures 36 can be used for maintenance areas 24 such as workshops. In some embodiments, the support structures 36 can be used for deliveries, loading, and storage. These possible uses are not intended to be limiting in that the support structures 36 can be used for any purposes chosen by personnel.

[0053] FIG. 2 is a top cut away view of a conventional MRO 112 and is intended to illustrate differences between the improved MRO 2, and conventional MROs 112. In conventional MROs 112, airplanes 100 are often parked side by side with alternating noses to tails.

[0054] FIG. 3 is a schematic illustrating an embodiment with two of the maintenance hangars 2, each incorporating four (4) MRO units 10. It is anticipated that multiple maintenance hangars 2 could be built near to each other such that related facilities, such as parking, food service, security, and transportation could be combined and their benefitsprovided to each of the maintenance hangars 2, thus potentially reducing the number of these related facilities as compared to those that are needed for multiple conventional MROs 112.

[0055] FIG. 4 is a schematic illustrating an embodiment with two of the maintenance hangars 2, each incorporating three (3) MRO units 10.

[0056] FIG. 5 is a prospective view of an embodiment of the maintenance hangar 2. It illustrates the outside of the maintenance hangar 2. In this embodiment, four (4) MRO units 10 make up the maintenance hangar 2. The MRO front walls 12 are shown with their gates 16. The gates 16 open edge to edge W-W to a width that is greater than the span of the airplane’s 100 wing tip to wing tip X-X. In this embodiment the support structure 36 is two (2) stories tall.

[0057] FIG. 6 is a prospective view of an embodiment of the maintenance hangar 2. It illustrates the outside of the maintenance hangar 2. In this embodiment, two (2) MRO units 10 are shown. This figure shows the MRO front wall 12, as well as some of the side walls 14. A gate 16 is shown in the middle bottom of the front wall 12. Also illustrated is a support structure 36 with doors 32 and windows 30. This figure demonstrates that the support structures 36 may be built with varying numbers of stories 54 in order to best provide for the requirements of the maintenance hangar 2.

[0058] FIG. 7 is a prospective view of an embodiment of the maintenance hangar 2. It illustrates the outside of the maintenance hangar 2. In this embodiment, two (2) MRO units 10 are shown. This figure shows the MRO front wall 12, as well as some of the side walls 14. A gate 16 is shown in the middle bottom of the front wall 12. Also illustrated is a support structure 36 with doors 32 and windows 30. This figure demonstrates that the support structures 36 may be built with four (4) stories 54.

[0059] FIG. 8 is a perspective view of a port embodiment of two of the improved MRO’s at an airport 114. Planes 100 wait outside the MRO gates 16.

[0060] FIG. 9a is a top view of a plane. Entry points at the doors 116 are shown, with forward and rearward work zones. The length of the airplane 100 nose to tail Y-Y is illustrated.

[0061] FIG. 9b is a front view of a plane. The wingspan of the airplane 100 from wing tip to wing tip X-X is illustrated.

[0062] FIG. 9c is a side view of a plane. Work zones at the top, fuselage 110, and undercarriage 118 are shown. The height of the airplane 100 from top to bottom Z-Z is illustrated. Embodiments of the MRO 2 includes multiple floors in order to allow workers to perform simultaneous inspections at different levels of the aircraft 100. The ground floor may be used to access, inspect and perform maintenance on the landing gear and undercarriage ofthe aircraft. Another floor, a middle floor or floor number two may be used to provide access to the flying bridge platform that raises and lowers from the ceiling to the aircraft 100, and inspect and perform maintenance in the interior of the plane 100. This allows work on the floor to be conducted simultaneously as work on items inside of the aircraft (for example, seats and overhead bins) are removed and transported via platform to the middle floor for inspection. A top floor may provide access for workers to the tops of the aircraft, such as the wings and tail.

[0063] Although the invention has been described with reference to specific embodiments, this description is not meant to be construed in a limited sense. Various modifications of the disclosed embodiments, as well as alternative embodiments of the inventions will become apparent to persons skilled in the art upon the reference to the description of the invention. It is, therefore, contemplated that the appended claims will cover such modifications that fall within the scope of the invention.

[0064] The drawings demonstrate examples of the described, mentioned, and / or suggested embodiments and are intended to disclose the elements and articles illustrated as part of the specification. Unless otherwise specifically noted or context indicates, the elements and articles depicted in the drawings are not drawn to scale for particular embodiments. However, even if not to scale, the drawings indicate relative size, angles, shapes, arrangement, orientation, placement, and like information to one of ordinary skill in the art regarding the elements and articles in the drawings. The drawings are intended to disclose the elements and articles illustrated in them as part of the specification. As noted or if the context indicates, the elements and articles depicted in the drawings are drawn to scale for particular embodiments and illustrative of still other embodiments.

[0065] If a hyphenated form of a reference numeral is used, it refers to a specific instance of an element and the un-hyphenated form of the reference numeral refers to the element generically or collectively. Thus for example, widget 12-1 would refer to a specific widget out of a number of widgets of a widget class 12, while the class of widgets may be referred to collectively as widgets 12 and any one of which may be referred to generically as a widget 12.

[0066] As used herein, the phrases “in certain embodiments,” “in various embodiments,” “in an embodiment,” “in one embodiment, or “for example,” which may each refer to one or more of the same or different embodiment. Furthermore, the terms “comprising,” “including,” “having,” and the like, as used with respect to embodiments of the present disclosure, are synonymous. The use of the words “a” or “an” when used in conjunction with any of the terms “comprising,” “including,” “containing,” or “having,” in the claims or the specification may mean “one,” but it is also consistent with the meaning of “one or more,” “at least one,” and“one or more than one.” The terms “plurality” and “multiplicity” as used herein refer more than one (1) items or components.

[0067] As used herein, “removably attached,” “removably coupled,” “removably,” “removable,” or the like mean that a first object that is coupled, engaged, or attached to a second object may be decoupled from the second object, or taken away from an attached position relative to the second object, using some force or movement. “Removably attached,” “removably coupled,” “removably,” “removable,” or the like further mean that if the first object is not coupled with the second object, the first object may be coupled to the second object or returned to the attached position, using some force or movement. Both the decoupling and the coupling may be accomplished without damaging or altering the functionality of either the first object or the second object.

[0068] The terms “substantially,” “approximately,” “about,” or “generally” are defined as being close to as understood by one of ordinary skill in the art. When the terms “substantially,” “approximately,” “about,” or “generally” are used herein to modify a numeric value, range of numeric values, or list numeric values, the term modifies each of the numerals. Unless otherwise indicated, all numbers expressing quantities, units, percentages, and the like used in the present specification and associated claims are to be understood as being modified in all instances by the terms “approximately,” “about,” and “generally.” As used herein, the term “approximately” encompasses + / -5 of each numerical value. For example, if the numerical value is “approximately 80,” then it can be 80 + / -5, equivalent to 75 to 85. As used herein, the term “about” encompasses + / -10 of each numerical value. For example, if the numerical value is “about 80,” then it can be 80 + / -10, equivalent to 70 to 90. As used herein, the term “generally” encompasses + / -15 of each numerical value. For example, if the numerical value is “about 80,” then it can be 80% + / -15, equivalent to 65 to 95. Accordingly, unless indicated to the contrary, the numerical parameters (regardless of the units) set forth in the following specification and attached claims are approximations that may vary depending upon the desired properties sought to be obtained by the exemplary embodiments described herein. In some ranges, it is possible that some of the lower limits (as modified) may be greater than some of the upper limits (as modified), but one skilled in the art will recognize that the selected subset will require the selection of an upper limit in excess of the selected lower limit.

[0069] At the very least, and not limiting the application of the doctrine of equivalents to the scope of the claim, each numerical parameter should at least be construed in light of the number of reported significant digits and by applying ordinary rounding techniques.

[0070] When the terms “substantially,” “approximately,” or “generally” are used hereinnot to modify a numeric value, range of numeric values, or list numeric values, the term modifies the state or status of the thing being described. Thus, if widget A is substantially the same as widget B, then widget A is to a great or significant extent, is for the most part, or is essentially the same as widget B. If widget A is approximately the same as widget B, then widget A is not completely or exactly the same as widget B, but is roughly or reasonably close to the same as widget B. If widget A is generally the same as widget B, then widget A is not completely or exactly the same as widget B, but is in most ways the same as widget B.

[0071] The terms “inhibiting” or “reducing” or any variation of these terms refer to any measurable decrease, or complete inhibition, of a desired result. The terms “promote” or “increase” or any variation of these terms includes any measurable increase, or completion, of a desired result.

[0072] The term “effective,” as that term is used in the specification and / or claims, means adequate to accomplish a desired, expected, or intended result.

[0073] The terms “a” or “an” when used in conjunction with the term “comprising” in the claims and / or the specification may mean “one,” but it is also consistent with the meaning of “one or more,” “at least one,” and “one or more than one.”

[0074] The term “each” refers to each member of a set, or each member of a subset of a set.

[0075] The terms “comprising” (and any form of comprising, such as “comprise” and “comprises”), “having” (and any form of having, such as “have” and “has”), “including” (and any form of including, such as “includes” and “include”) or “containing” (and any form of containing, such as “contains” and “contain”) are inclusive or open-ended and do not exclude additional, unrecited elements or method steps.

[0076] In interpreting the claims appended hereto, it is not intended that any of the appended claims or claim elements invoke 35 U.S.C. 112(f) unless the words “means for” or “step for” are explicitly used in the particular claim.

[0077] It should be understood that, although exemplary embodiments are illustrated in the figures and description, the principles of the present disclosure may be implemented using any number of techniques, whether currently known or not. The present disclosure should in no way be limited to the exemplary implementations and techniques illustrated in the drawings and description herein. Thus, although the invention has been described with reference to specific embodiments, this description is not meant to be construed in a limited sense. Various embodiments may include some, none, or all of the enumerated advantages. Various modifications of the disclosed embodiments, as well as alternative embodiments of theinventions will become apparent to persons skilled in the art upon the reference to the description of the invention. It is, therefore, contemplated that the appended claims will cover such modifications that fall within the scope of the invention. Modifications, additions, or omissions may be made to the systems, apparatuses, and methods described herein without departing from the scope of the disclosure. For example, the operations of the systems and apparatuses disclosed herein may be performed by more, fewer, or other components in the methods described may include more, fewer, or other steps. Additionally, steps may be performed in any suitable order.

Claims

WHAT IS CLAIMED:

1. An aircraft maintenance, repair, and overhaul hangar (“MRO”) for accepting an aircraft having a wing tip to wing tip width and a nose to tail length, inside said MRO comprising: a first side wall and a second side wall, wherein said first side wall and said second side wall are generally parallel to each other; a front wall, wherein a first end of said first side wall and a first end of said second side wall are attached at or near opposing ends of said front wall; a first angled wall having a first end and a second end, wherein said first end of said first angled wall is attached to a second end of said first side wall; a second angled wall having a first end and a second end, wherein said first end of said second angled wall is attached to a second end of said second side wall; wherein said second end of said first angled wall is attached to said second end of said second angled wall at a tip; wherein said front wall, said first side wall, said second side wall, said first angled wall, and said second angled wall define an MRO interior with a perimeter shaped as an irregular pentagon; a gate in said front wall, wherein said gate is wider than said aircraft wing tip to wing tip width and a length from said tip to said front wall longer than said aircraft nose to tail length; and a power pole capable of providing utilities to said interior of said MRO.

2. The apparatus of Claim 1, further comprising: wherein said MRO first angled wall is positioned along a first partition demarcation; a second MRO, wherein said MRO and said second MRO share said first angled wall or said first partition demarcation; and wherein said MRO and said second MRO share said tip.

3. The apparatus of Claim 1, further comprising: wherein said MRO first angled wall is positioned along a first partition demarcation, and said MRO second angled wall is positioned along a second partition demarcation; a second MRO, wherein said MRO and said second MRO share said first angled wall or said first partition demarcation; and a third MRO, wherein said MRO and said third MRO share said second angled wall or said second partition demarcation; andwherein said MRO, said second MRO, and said third MRO share said tip.

4. The apparatus of Claim 1, further comprising: wherein said MRO first angled wall is positioned along a first partition demarcation, and said MRO second angled wall is positioned along a second partition demarcation; a second MRO, wherein said MRO and said second MRO share said first angled wall or said first partition demarcation; and a third MRO, wherein said MRO and said third MRO share said second angled wall or said second partition demarcation; a fourth MRO, wherein said fourth MRO said second MRO share a third angled wall or a third partition demarcation, and wherein said fourth MRO said third MRO share a fourth angled wall or a fourth partition demarcation; and wherein said MRO, said second MRO, said third MRO, and said fourth MRO share said tip.

5. The apparatus of Claim 1, wherein said power pole is located at said tip.

6. The apparatus of Claim 2, wherein said power pole is located at said tip.

7. The apparatus of Claim 3, wherein said power pole is located at said tip.

8. The apparatus of Claim 4, wherein said power pole is located at said tip.

9. The apparatus of Claim 1, further comprising: a floor of said MRO, wherein said floor provides access to an underside of said aircraft; and a second floor of said MRO, wherein said second floor provides access to an inside of said aircraft.

10. The apparatus of Claim 9, further comprising: a top floor of said MRO, wherein said top floor provides access to a topside of said aircraft.

11. The apparatus of Claim 2, further comprising: wherein each of said MRO and said second MRO, further comprise: a floor of each said MRO and said second MRO, wherein said floor provides access to an underside of said aircrafts; and a second floor of each said MRO and said second MRO, wherein said second floor provides access to an inside of said aircrafts.

12. The apparatus of Claim 11, further comprising: wherein each of said MRO and said second MRO, further comprise:a top floor of each said MRO and said second MRO, wherein said top floor provides access to a topside of said aircrafts.

13. The apparatus of Claim 3, further comprising: wherein each of said MRO, said second MRO, and said third MRO, further comprise: a floor of each said MRO, said second MRO, and said third MRO, wherein said floor provides access to an underside of said aircrafts; and a second floor of each said MRO, said second MRO, and said third MRO, wherein said second floor provides access to an inside of said aircrafts.

14. The apparatus of Claim 13, further comprising: wherein each of said MRO, said second MRO, and said third MRO, further comprise: a top floor of each said MRO, said second MRO, and said third MRO, wherein said top floor provides access to a topside of said aircrafts.

15. The apparatus of Claim 4, further comprising: wherein each of said MRO, said second MRO, said third MRO, and said fourth MRO, further comprise: a floor of each said MRO, said second MRO, said third MRO, and said fourth MRO, wherein said floor provides access to an underside of said aircrafts; and a second floor of each said MRO, said second MRO, said third MRO, and said fourth MRO, wherein said second floor provides access to an inside of said aircrafts.

16. The apparatus of Claim 13, further comprising: wherein each of said MRO, said second MRO, said third MRO, and said fourth MRO, further comprise: a top floor of each said MRO, said second MRO, said third MRO, and said fourth MRO, wherein said top floor provides access to a topside of said aircrafts.

17. The apparatus of Claim 9, wherein said power pole is located at said tip.

18. The apparatus of Claim 11, wherein said power pole is located at said tip.

19. The apparatus of Claim 13, wherein said power pole is located at said tip.

20. The apparatus of Claim 15, wherein said power pole is located at said tip.

21. The apparatus of Claim 5, wherein said power pole provides utilities to said MRO.

22. The apparatus of Claim 6, wherein said power pole provides utilities to said MROs.

23. The apparatus of Claim 7, wherein said power pole provides utilities to said MROs.

24. The apparatus of Claim 8, wherein said power pole provides utilities to said MROs.

25. The apparatus of Claim 17, wherein said power pole provides utilities to said MRO.

26. The apparatus of Claim 18, wherein said power pole provides utilities to said MROs.

27. The apparatus of Claim 19, wherein said power pole provides utilities to said MROs.

28. The apparatus of Claim 20, wherein said power pole provides utilities to said MROs.

29. The apparatus of Claim 2, wherein said shared first angled wall is a movable partition wall that moves generally along the path of the partition demarcation.

30. The apparatus of Claim 3, wherein said shared first angled wall is a movable partition wall that moves generally along the path of said first partition demarcation; and wherein said shared second angled wall is a movable partition wall that moves generally along the path of said second partition demarcation.

31. The apparatus of Claim 4, wherein said shared first angled wall is a movable partition wall that moves generally along the path of said first partition demarcation; wherein said shared second angled wall is a movable partition wall that moves generally along the path of said second partition demarcation; wherein said shared third angled wall is a movable partition wall that moves generally along the path of said third partition demarcation; and wherein said shared fourth angled wall is a movable partition wall that moves generally along the path of said fourth partition demarcation.

Images