System and methods for aircraft preflight inspection

A method of inspecting an aircraft. A plurality of heterogeneous unmanned vehicles are used to perform an inspection of the aircraft, each unmanned vehicle having one or more sensors. A plurality of portions of the aircraft are assigned to the vehicles for inspection based on functional capability of each vehicle. The unmanned vehicles are configured to cooperatively use the sensors to perform the inspection.

FIELD

The present disclosure relates generally to aircraft and more particularly to aircraft inspection.

BACKGROUND

Before an aircraft takes off for a flight, a pilot of the aircraft typically performs a preflight inspection of the aircraft. To perform the inspection, the pilot exits the cockpit, walks around the aircraft, and visually and/or manually checks various aircraft components.

SUMMARY

The present disclosure, in one implementation, is directed to a method of inspecting an aircraft. A plurality of heterogeneous unmanned vehicles are used to perform an inspection of the aircraft, each unmanned vehicle having one or more sensors. A plurality of portions of the aircraft are assigned to the vehicles for inspection based on functional capability of each vehicle. The unmanned vehicles are configured to cooperatively use the sensors to perform the inspection.

In another implementation, the disclosure is directed to a system for inspecting an aircraft. The system includes a plurality of heterogeneous unmanned vehicles each having one or more sensors and a guidance and control system configured to allow the vehicle to operate autonomously. One or more processors and memory are configured to instruct the vehicle(s) to cooperatively perform an inspection of the aircraft using the sensors to obtain sensor data relating to a plurality of possible aircraft conditions. The processor(s) and memory are further configured to interpret the sensor data to obtain inspection results.

In yet another implementation, the disclosure is directed to a method of planning an inspection of an aircraft. The method includes assigning a plurality of heterogeneous unmanned vehicles to perform the inspection, each vehicle capable of using one or more sensors in cooperation with the other vehicles to perform the inspection. The method further includes assigning each of a plurality of zones of the aircraft to each of the vehicles based on functional capability of each vehicle, and assigning to each vehicle one or more inspection tasks associated with the path.

DETAILED DESCRIPTION

Various implementations of the disclosure are directed to methods and systems in which an airplane preflight inspection is performed by unmanned, heterogeneous air and/or ground vehicles equipped with inspection sensors. Portions of the aircraft are assigned to the vehicles for inspection based on functional capability of each vehicle. The unmanned vehicles are configured to cooperatively use the sensors to perform the inspection. Information relating to the inspection is communicated, e.g., to a pilot of the aircraft. Inspections, e.g., for ice and/or visible damage may be autonomously performed by the unmanned vehicles, e.g., at the direction of the pilot while the airplane is parked at a ramp or at other locations on an airfield. In various implementations a task allocation system allocates regions of inspection of the aircraft between or among air and/or ground vehicles based on their capabilities. For example, a ground vehicle may be assigned to inspect landing gear and an aerial vehicle may be assigned to inspect the tail of the aircraft.

A system for inspecting an aircraft in accordance with one implementation of the disclosure is indicated generally inFIG. 1by reference number20. The system20includes a plurality of unmanned vehicles24a-24d(UVs) that are used as a cooperative swarm to inspect an aircraft28on the ground32. The aircraft28may be at an airport gate or at some other location, e.g., waiting to take off on or near an airport runway. In some implementations, the aircraft may be under cover, e.g., in a hangar.

In the present example the aircraft28is a commercial aircraft. It should be noted, however, that other or additional types of aircraft, including but not limited to military aircraft, could be inspected in accordance with various implementations of the disclosure. Although four UVs24a-24dare shown inFIG. 1, more or fewer than four vehicles may be used as appropriate for a particular inspection. Each UV24a-24dincludes an onboard system36for navigation and for wireless communication, e.g., with other UVs, with various systems40of the aircraft28, and optionally with one or more ground systems44located, e.g., at an airport control tower and/or an airport maintenance facility. Ground system(s)44typically include one or more computing systems46.

Aircraft systems40used in communication with the UVs24a-24dinclude a wireless transceiver48and a computing system52including one or more processors and memory. A display56is available, e.g., in the aircraft cockpit. The computing system52is configured to provide on the display56various kinds of information pertaining to an inspection, including but not limited to real-time video of aircraft conditions, simulated views of the UVs24a-24d, and animations of various target conditions detected during an inspection. The computing system52may use data from one or more databases60relating to the aircraft. The database(s)60may include component and system information particular to the aircraft28. Database(s)60may also include, e.g., an inspection history database in which results of previous inspections are stored, a flight data recorder database in which data from the last flight of the aircraft28is stored, and an aircraft flight schedule database.

Examples of UVs that may be used in performing aircraft preflight inspection are shown inFIGS. 2A-2C. An unmanned quadrotor vehicle (QR) is indicated generally inFIG. 2Aby reference number100. The QR100is an aerial vehicle having four rotors104and a body108configured to allow the QR100to hover over or underneath an area of an aircraft being inspected. The QR100has one or more surface acoustic wave sensors (SAWS) useful, e.g., for quick detection of ice. The QR100also includes one or more ice growth optical scanners (IGOS) useful, e.g., for measuring thickness and spread of ice and for detecting dents, scratches, cracks, etc. on an aircraft. One or more electronic noses (ENOS) may be provided which are useful, e.g., for identifying fluids and gels.

An unmanned rigid dirigible (RD) is indicated generally inFIG. 2Bby reference number150. The RD150is an aerial vehicle that is larger and slower than a QR, has tighter control than a QR and can come closer to the aircraft than a QR. An RD may include one or more infrared ice detection sensors (IIDS) useful, e.g., for quick detection of ice and its growth. An RD may also include one or more ice growth optical scanners (IGOS), e.g., for measuring thickness and spread of ice.

An unmanned ground vehicle (GV) is indicated generally inFIG. 2Cby reference number180. The GV180has a low profile that allows the GV to travel under or adjacent to low-lying objects such as aircraft tires. A GV may include microwave ice detection sensors (MWIDS) for detection of ice and measurement of its thickness. The MWIDS may also be used to detect the presence of de-icing fluids. A GV180may also include infrared acoustical position sensors (IAPS) useful, e.g., for determining pressure, temperature, and wear on tires. It should be noted that the foregoing description of various sensors is exemplary only. Other or additional types of sensors could be used. Further, the foregoing description should not be construed to limit a given sensor type to use in relation to a particular vehicle. Various types of sensors could be, e.g., mixed and matched in relation to various types of vehicles.

FIG. 3is a block diagram of one configuration of an unmanned vehicle onboard system200. It should be noted that components of the exemplary system200shown inFIG. 3are common to most, although not necessarily all, UV onboard systems implemented in accordance with the disclosure. Onboard systems would vary, for example, according to vehicle type and configuration and types and numbers of vehicle sensors. A particular onboard system could include other or additional components, which may be provided dependent, e.g., on vehicle type and intended use.

The onboard system200includes a computing system204having one or more processors208and memory212. The memory212may include static and/or dynamic memory. The computing system204may be used to provide guidance to and control for the UV. Data describing positioning and orientation of the vehicle may be used by the computing system204in communication with guidance and control hardware216to actuate the vehicle, e.g., to travel in a predetermined direction and/or assume and/or remain in a predetermined orientation. For such purpose the computing system204may use data from an onboard global positioning system (GPS)/inertial navigation system (INS)220.

The computing system204may be used to implement aircraft inspection plans and tasks as further described below. Although a single computing system is shown for simplicity inFIG. 3, it should be noted that computing capabilities may be distributed, e.g., among various components and subsystems of a particular UV onboard system. In some configurations, aircraft inspection capabilities may be centrally implemented in a computing system46of the ground system44or in the aircraft system52. The system200communicates wirelessly, e.g., with the systems40of the aircraft28and optionally with the ground system(s)44via a wireless transceiver/antenna224.

Vehicle sensor(s), indicated generally by reference number226, can vary as to type, configuration and/or number among heterogeneous vehicles, for example, as previously discussed with reference toFIGS. 2A-2C. The UV onboard system200also includes one or more cameras230, including but not necessarily limited to a video camera. A battery234provides power to various UV components. A vehicle health monitoring system238monitors conditions of various vehicle components, including but not limited to accuracy of the sensors226and power output by the battery234. Vehicle health reports may be transmitted to the aircraft28and/or ground system(s)44. The computing system204can adapt guidance and control of the vehicle in response to changes in vehicle health and capabilities. For example, if the battery234is running out of power, the vehicle may be sent to its base and another vehicle dispatched to continue an inspection in its place, in order to ensure completion of inspection coverage.

Referring again toFIGS. 2A-2C, one or more of each type of UV100,150and180may be used to perform an aircraft preflight inspection. In some implementations, areas of an aircraft are apportioned into inspection zones. A particular type of UV may be assigned to perform inspection in a zone based on functional capability, e.g., a travel mode and sensor suite, of the vehicle. It should be noted, however, that the above vehicles are exemplary only and that various types and configurations of vehicles and various types of sensors could be used in various implementations of the disclosure. Numbers and types of UVs could vary dependent on, e.g., the type of aircraft to be inspected, time allotted for an inspection, target conditions for which the inspection is conducted, etc.

One implementation of a method of inspecting an aircraft is indicated generally inFIG. 4by reference number300. In step304areas of the aircraft are apportioned into zones for inspection by particular types of UVs. One implementation of apportionment of aircraft areas into inspection zones is indicated generally inFIGS. 5A and 5Bby reference number250. Aerial vehicles can be appropriately suited to view and obtain information pertinent to conditions of elevated areas of an aircraft. Accordingly, in the present example shown inFIG. 5A, one or more RDs150are assigned to inspect a zone “A”, which includes various aircraft fuselage parts located above a lateral-most stringer, e.g., windows, vertical stabilizer, and antenna. One or more QRs100are assigned to inspect a zone “B”, which includes various aircraft fuselage parts located below the lateral-most stringer. Zone “B” includes, for example, wings and horizontal stabilizer. In most cases a ground vehicle would be most appropriately suited to gain access to low-lying parts of an aircraft. Accordingly, as shown inFIG. 5B, one or more GVs180are assigned to inspect a zone “C”, which includes the fuselage underside and nose and landing gears.

Referring again toFIG. 4, in step308information pertaining to the inspection is downloaded, e.g., from the aircraft to a swarm of UVs assigned to the inspection. Information may include, without limitation, mission identification, current weather conditions, asset requirements (e.g., numbers and types of UVs to be used), and/or asset allocations (e.g., assignments of UVs to zones). A mission may be the performance of one of a plurality of predefined inspection procedures. A mission could be, for example, the performance of a post-de-icing pre-flight inspection. Information also is downloaded, e.g., from a database provided by the aircraft manufacturer, that describes particular components and systems of the particular aircraft to be inspected.

In step312inspection guidelines for each aircraft part to be inspected are downloaded to each vehicle in the swarm. In step316each vehicle calculates its inspection path from an assigned start point to an assigned end point relative to the aircraft location. A diagram of one example of an inspection path relative to an aircraft is indicated generally inFIG. 6by reference number400. The path400goes around an aircraft404in the same or similar manner as a path that would be followed by a pilot performing a traditional pilot inspection, i.e., in a single clockwise cycle. It should be noted, however, that in an inspection by autonomous vehicles, different UVs may inspect different parts of an aircraft simultaneously. Thus in various implementations different UVs have different simultaneous inspection paths as further described below. Referring again toFIG. 4, in step320each UV follows its path and performs inspection tasks in accordance with the inspection guidelines received in step312. When in step324it is determined that all zones have been inspected, then in step328the inspection is ended.

The UVs100,150and180cooperate with one another in performing an inspection. Cooperation can take various forms. For example, two or more UVs may combine their sensing capabilities to provide data as to a particular condition. UVs also may cooperate in inspecting transitional areas connecting zones which are assigned to the respective UVs. When a UV is called to cooperate with another UV, retasking may be specified for one or more UVs, which adjust their assignments and/or paths accordingly.

Sensor data obtained by the UVs typically is converted to digital form and interpreted and/or displayed in real time, i.e., essentially instantaneously, by the aircraft computing system52to a pilot of the aircraft28. The computing system52may analyze sensor data in many different ways. For example, sensor data relevant to a particular condition may be compared to a value range predetermined to represent “normal” values for that condition. Data from different sensors and/or from different types of sensors may be analyzed together to obtain an interpretation of a particular condition. Data from other sources, e.g., from database(s)60, may also be used in analyzing sensor data from the UVs100,150and/or180. It can be appreciated that in view of the wide variety of sensor types and data sources that could be used in various implementations, many different approaches could be used to analyze and interpret sensor inspection data.

As UVs inspect various zones of an aircraft, one or more reports may be generated in real time and displayed to the pilot on the display56. A printed list of exemplary inspection report excerpts is shown inFIGS. 7A-7C. Reports also may be provided in graphic, video and/or animated form. As an inspection is performed, animated views may be displayed of the UVs performing their tasks. For example, animated displays of parts of an inspection of an empennage area of an aircraft are shown inFIGS. 8A-8F. Commencement of the inspection by a QR100and a RD is shown inFIG. 8A. Areas to be inspected include an empennage area602. The QR100, RD150and a diagram604of the area602of the empennage are shown inFIG. 8B. InFIG. 8Care shown the QR100and a diagram608of wave sensor output from the QR100. InFIG. 8Dthe QR100and RD150are shown inspecting a gap area612of the empennage. An alert icon616is displayed, to indicate, e.g., an inspection result of concern. InFIG. 8Ethe RD is shown approaching the area612. A diagram620shows gel found in the inspection. InFIG. 8Fthe QR100and RD150are shown relative to the area612. Graphics624are also displayed indicating the logging of an emergency and transmission of related data, e.g., to an operator of the aircraft.

Views of conditions detected by the UVs may also be displayed, as actual video from an onboard UV camera and/or as an animation. For example, if a QR100senses heat on wing leading edge slats and/or on a crawl lip, animated images of the slats and/or lip may be displayed showing heat due to bleed air flow circulation. An animated view704of heat detected in a crawl lip is shown inFIG. 9. Various levels706of heat may be displayed, e.g., in colors corresponding to particular heat ranges. Modeling software packages such as Fluent, available from Ansys, Inc. at www.fluent.com may be used in providing such displays. Also shown inFIG. 9is a view708of a schematic drawing of an anti-ice system for the aircraft being inspected. The schematic708may be provided, e.g., from a database60(shown inFIG. 1). Graphic and/or animated views of sensor readings may also be displayed.

Configurations of the foregoing system and methods can serve to reduce the time needed to perform preflight inspection on commercial airplanes. The need for a pilot to exit the cockpit, transit to plane side, and be exposed to weather and airport ramp hazards can be eliminated. Inspections can be performed of hard-to-access and high areas of airplanes. Airplane inspections can be performed completely and consistently. Configurations of the foregoing system and methods make it possible to conduct near-to-departure-time and post-deicing inspections when the aircraft is located away from the airplane ramp. Inspection results can be collected from inspection vehicles and can be stored in a database for archiving and possible future data mining.

The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms “a”, “an” and “the” may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises,” “comprising,” “including,” and “having,” are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated, unless specifically identified as an order of performance. It is also to be understood that additional or alternative steps may be employed. Further, it should be understood that unless the context clearly indicates otherwise, the term “based on” when used in the disclosure and/or the claims includes “at least partly based on”, “based at least in part on”, and the like.