Patent Abstract:
A system for managing an aircraft maintenance program for an aircraft operated by an operator includes means for extracting maintenance tasks for the aircraft from at least one aircraft maintenance document, means for sorting the maintenance tasks into initial maintenance task groups having common control points, and means for guiding the airline operator to organize the maintenance tasks and initial maintenance task groups into a plurality of maintenance task groups.

Full Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority from Provisional Application No. 60/168,400, filed Dec. 1, 1999 for “Computerized Aircraft Maintenance Tracking Programming System” by Barry Sinex. Reference is hereby made to the following applications, which were filed on even date with the present application: “Dynamic Aircraft Maintenance Management System”, by Barry Sinex, application Ser. No. 09/728,773, filed Dec. 1, 2000 which is now U.S. Pat. No. 6,442,459; “Aircraft Maintenance Tracking System”, by Barry Sinex, application Ser. No. 09/728,774, filed Dec. 1, 2000, which is now 6,418,361; “Dynamic Aircraft Maintenance Production System”, by Barry Sinex, application Ser. No. 09/734,319, filed Dec. 1, 2000; “Dynamic Assignment of Maintenance Tasks to Aircraft Maintenance Personnel”, application Ser. No. 09/727,671, filed Dec. 1, 2000 by Barry Sinex; and “Dynamic Management of Aircraft Part Reliability Data”, by Barry Sinex, application Ser. No. 09/728,565, filed Dec. 1, 2000. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention relates to the field of aircraft maintenance. More specifically, the present invention relates to a system and method for managing an aircraft maintenance program for an aircraft operated by an operator. 
     Aircraft maintenance occupies a key position in airline operation because such maintenance is essential to the safety of passengers and the reliability of airline schedules. Each aircraft has its own maintenance requirements which are designed to keep the aircraft in an airworthy condition. These aircraft maintenance requirements typically originate from the aircraft&#39;s manufacturer, and can be revised throughout the life of the aircraft by the aircraft manufactures, the Federal Aviation Administration (FAA) and/or the Maintenance Review Board (MRB). 
     These aircraft maintenance requirements are documented in aircraft-specific MRB documents. An MRB document details each task that must be accomplished on a particular aircraft, the requirements of that task, and the frequency with which the task must be performed. The MRB document includes tasks that need to be accomplished anywhere from once a day to once every 20 years, as well as tasks that need to be accomplished after the aircraft has achieved a specific number of flight hours, flight cycles or other triggering indicia. For most major aircraft types, the MRB document lists somewhere between 800 to 2,000 different tasks. 
     The MRB document details a very complicated maintenance schedule. To ensure compliance with the MRB document, airlines must implement various tracking programs to monitor for the dates when tasks come due, as well as to log the completion of those tasks and any corrective actions taken. 
     Because an aircraft produces revenue only when it is flying, it is essential for airline management to keep maintenance time at a minimum. Thus, airlines commonly group tasks together (into letter-checks) rather than perform the tasks one at a time as they come due. Letter checks commonly include “A checks”, “B checks”, “C checks” and “D checks”, with A checks occurring most frequently and having the fewest number of tasks. A and B checks typically can be performed overnight in a “line maintenance” environment, in which, assuming no complications arise, the aircraft typically loses little or no flight time. In this environment, the aircraft remains airworthy because it can be reassembled quickly. 
     Conversely, C and D checks comprise a greater number of tasks, many of which require a substantial amount of time to complete. Thus C and D checks are typically performed in a heavy maintenance environment in which the aircraft is taken out of service. In this environment, an aircraft is taken into a hanger, where it is taken apart, inspected, fixed and reassembled during the course of one week to over a month. During this heavy maintenance period, non-routine tasks (those not detailed in the MRB document) are identified (often as a result of an inspection mandated by the MRB document), and parts that have reached their hard limits specified by the MRB document are replaced. Upwards of 300 persons (including cleaners, mechanics, lead mechanics, inspectors and lead inspectors) may work on the maintenance of the aircraft. In addition, a management team including managers, supervisors, directors, production coordinators and shops managers coordinate the completion of the maintenance. This maintenance team typically works in three shifts a day, seven days a week, to complete the needed maintenance. 
     To minimize the number of days the aircraft is removed from operation, a maintenance plan must be developed to assign and monitor the completion of tasks. The development of such a plan is made more difficult by the identification of non-routine tasks during the maintenance, back orders on parts which preclude the completion of certain tasks and the failure to complete timely critical path tasks (those which prevent subsequent tasks from being completed). No computer-based method exists to dynamically prepare such a maintenance plan using dynamically changing information, such as available labor hours, sequence and dependency of tasks, and the addition of non-routine tasks. 
     Airlines can further save costs by escalating, when permissible, the intervals at which tasks are performed. Based upon reliability data collected by an airline during maintenance of their own aircrafts, the FAA may allow the airline to more favorably escalate tasks beyond the requirements of the MRB document (i.e, require the task to be performed at longer intervals). Thus, if a task to inspect a particular part is performed as required every six months, and the part is consistently (throughout the fleet) in good condition, the task may be escalated to one a year (or some other interval). Such escalations of tasks can significantly affect the time and cost of maintaining an airline&#39;s fleet of aircraft. A reliability program thus modifies, for a particular airline only, an aircraft&#39;s MRB document by changing the intervals required between overhauls, inspections and checks of aircraft equipment. Guidance on reliability program elements is listed in Advisory Circular (AC)  120-17,  Maintenance Program Management Through Reliability Methods, as amended, the Airline/Manufacturer Maintenance Program Planning Document, MSG-2/3, and/or Maintenance Tasks. 
     A reliability program can further help airlines determine whether individual warrantied parts have met the manufacturer&#39;s predicted life limits. Often, manufacturers of aircraft parts, especially engine parts, guarantee that the part will not fail before a specified number of hours. Thus, a reliability program can enable airlines to get warranty money back from warranty administration on that part if the part does not meet the manufacturer&#39;s predicted life limits. There is no computer-based program for monitoring the reliability program of an entire fleet of aircraft as it relates to the requirements of the MRB document, which uses data dynamically collected during the process of maintenance. 
     Another aspect of an aircraft maintenance program for an airline is the proper training of its personnel. The FAA has very strict standards regarding the training required of aircraft mechanics. Before permitting a mechanic to perform a task, the FAA requires that the mechanic have been previously supervised doing the task or specifically trained for the task. The FAA additionally requires much of the training to be performed on a recurrent basis. Therefore, airlines must monitor and log all training received by its maintenance employees. 
     Airlines must also maintain a significant number of publications, such as the MRB document, training manuals, maintenance manuals, illustrated parts catalogs, structural repair manuals, aircraft wiring diagrams and a general engineering and maintenance manual. Presently, these documents are mostly maintained in paper format. 
     No system presently exists to integrate all of the above-listed facets of a successful aircraft maintenance program. Additionally, no system presently exists to dynamically manage an aircraft&#39;s MRB document, to dynamically monitor for the dates when tasks are due on an aircraft, to log the completion of tasks and corrective actions taken on an aircraft, to dynamically prepare a maintenance plan, to dynamically collect reliability data or to dynamically collect personnel training records. Accordingly, there is a need for a system and method for dynamically managing, in real-time, aircraft maintenance requirements. 
     BRIEF SUMMARY OF THE INVENTION 
     The present invention is a system for managing an aircraft maintenance program for an aircraft operated by an operator. The system includes means for extracting maintenance tasks for the aircraft from at least one aircraft maintenance document, means for sorting the maintenance tasks into initial maintenance task groups having common control points, and means for guiding the airline operator to organize the maintenance tasks and initial maintenance task groups into a plurality of maintenance task groups. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a simplified block diagram of a system in accord with the present invention for dynamically managing, in real-time, aircraft maintenance requirements. 
     FIG. 2 is a flow diagram of an MRB program manager component of the system of FIG.  1 . 
     FIGS. 3-4 illustrate example graphical user interfaces (GUI) used in conjunction with the MRB program manager component of the system of FIG.  1 . 
     FIG. 5 is a flow diagram of a tracking manager component of the system of FIG.  1 . 
     FIGS. 6-7 illustrate example graphical user interfaces (GUIs) used in conjunction with the tracking manager component of the system of FIG.  1 . 
     FIG. 8 is a flow diagram illustrating a preferred method of using a DAMP manager component of the system of FIG. 1 to complete a maintenance check of an aircraft. 
     FIGS. 9-17 illustrate example graphical user interfaces (GUIs) used in conjunction with the DAMP manager component of the system of FIG.  1 . 
     FIG. 18 is a flow diagram of an automatic task assignment component of the DAMP manager component of the system of FIG.  1 . 
    
    
     DETAILED DESCRIPTION 
     FIG. 1 is a simplified block diagram of system  10  in accord with the present invention for dynamically managing, in real-time, aircraft maintenance requirements. System  10  interfaces with a plurality of aircraft, such as aircraft  12 , corresponding aircraft maintenance requirements, such as aircraft maintenance requirements  14 , personnel training records  16 , FAA training requirements  18 , and user preferences  20 . System  10  is a multiple component system which includes Maintenance Review Board (MRB) program manager  22 , aircraft tracking manager  24 , Dynamic Aircraft Maintenance Production (DAMP) manager  26 , reliability manager  28 , electronic publications manager  30  and personnel training manager  32 . 
     From aircraft maintenance requirements  14 , MRB program manager  22  extracts maintenance tasks required for aircraft  12  and, for each task, time control points (or limits by which the task must be performed). MRB program manager uses this information to allow an airline operator to organize these tasks into logical groups which can be simultaneously performed. MRB program manager  22  provides the maintenance plan, along with the corresponding time control points, to aircraft tracking manager  24 . 
     Tracking manager  24  monitors accumulated time data, such as flight hours and cycles), and compares this data to the data received from MRB program manager, to report on which tasks are approaching their time control point. Tracking manager  24  may also be used by an airline operator to schedule tasks during maintenance visits managed by DAMP manager  26 . 
     When aircraft  12  enters a heavy maintenance period, DAMP manager  26  allows airline operators to create a dynamic maintenance program for assigning and monitoring the completion of tasks on aircraft  12 . 
     Upon completion of a heavy maintenance period, reliability manager  28  records data relating to reliability of individual aircraft parts. The airline&#39;s reliability board may later use reliability manager  28  to query the reliability data and generate reports useful for recommending changes to the MRB program. 
     Electronic publications manager  30  is a tool which gathers the multitude of publications needed in the aircraft maintenance industry, and provides them in an on-line environment. 
     Personnel training manager  32  provides tools for an airline operator to assign instructors, students, classrooms and audio visual equipment to specific training courses. Personnel training manager  32  further provides access from DAMP manager  26  to personnel training records  16  to enable an airline to know exactly when and what training its employees need. 
     Although it is preferable that an airline maintenance program utilize each of the components included in system  10  of FIG. 1, those skilled in the art will recognize that each of the individual components may be used independently, collectively, or in combinations of the components. Thus, an airline may incorporate only MRB program manager  22  and DAMP manager  26  with its own existing legacy system for monitoring when tasks are due on an aircraft. 
     System Inputs 
     Aircraft maintenance requirements  14 , which originate from the aircraft manufacturer, list the tasks that must be accomplished on aircraft  12  and the timescale for how often the tasks must be accomplished in order to keep aircraft  12  in airworthy condition. The Maintenance Review Board (MRB) collects this information. These requirements can be revised throughout the life of aircraft  12  by any of the aircraft manufacturer, the Federal Aviation Administration (FAA), the Maintenance Review Board (MRB) or the airline operator (with FAA approval). Aircraft maintenance requirements  14  may include information regarding routine tasks, customer-specific tasks, FAA Airworthiness Directives, Manufacturer&#39;s Service Bulletins and Letters, and other trackable tasks required for airline maintenance. 
     Personnel training records  16  include data regarding the types of training each maintenance employee has received, and when that training was administered. FAA training requirements  18  document the training required of a maintenance employee before that employee can perform specified maintenance tasks. 
     MRB Program Manager 
     MRB program manager  22  takes aircraft maintenance requirements  14  and creates a maintenance program for aircraft  12 . MRB program manager  22  allows an airline operator to organize all of the maintenance tasks into logical groups based on frequency, type, and an airline&#39;s operational/scheduling preferences  20 . As a result, MRB program manager  22  provides a customized maintenance schedule that allows the airline to not only keep track of each maintenance task individually, but also carry out the maintenance tasks much more efficiently. 
     FIG. 2 is a flow diagram  40  of MRB program manager  22  of system  10  of FIG.  1 . During its initial setup, which is step  42 , MRB program manager  22  extracts from aircraft maintenance requirements  14 , all of the tasks that must be performed on an aircraft of type aircraft  12 , as well as the time control points (or limits by which the task must be performed) for each task. 
     At step  44 , an airline operator will select whether logic formula MSG- 2  (Maintenance Steering Group) or logic formula MSG- 3  MRB will be used to organize tasks. With logic formula MSG- 2 , parts are changed at standard times regardless of whether the part actually needs to be changed. Thus, under MSG- 2  logic, a part is always replaced at or before its normal life expectancy. Conversely, under logic formula MSG- 3 , parts are not replaced until broken. MSG- 3  logic allows the MRB document to be revised based upon reliability data for the part during its life cycle. Thus, the types of tasks assigned under MSG- 2  logic varies from the types of tasks assigned in MSG- 3  logic; that is, more inspection tasks will be performed under MSG- 3  logic than under MSG- 2  logic, while more part replacement tasks will be performed under MSG- 2  logic than under MSG- 3  logic. 
     At step  46 , the extracted tasks are organized into letter checks, flight cycle checks (those tasks scheduled by flight cycles), separately tracked tasks and special tasks. 
     Depending on individual requirements, at step  48 , airline management may modify, at any time, the initial grouping of tasks, as long as none of the time control points, or limits by which a task must be performed, is exceeded by the modified plan. 
     MRB program manager  22  preferably provides both the master maintenance program and the airline-modified maintenance program, along with the corresponding time control points, to aircraft tracking manager  24 . 
     FIG. 3 illustrates example graphical user interface (GUI)  50  used in conjunction with MRB program manager  22  of system  10 . In the example of FIG. 3, the tasks of a test aircraft are organized into a plurality of checks including A checks  52 . Other types of checks not illustrated in FIG. 3 are C checks, eight-year checks, flight cycle checks, and special checks. In GUI  50 , column  54  lists the name of each check. Column  56  details the number of tasks included within each of the plurality of checks. Column  58  details the forecasted hours required to complete each task. Column  60  lists the form number of each task. Columns  62  list the time control points (or interval periods at which each of the plurality of checks is to be performed). The time control point may be listed as a specific number of flight hours, flight cycles or months. For each of the plurality of checks, buttons are provided to allow an airline operator to revise the checks (“Revise” button in column  64 ), view the tasks within the check (“View” button in column  66 ), or generate a checklist of the tasks within the check (“Checklist” button in column  68 ). 
     FIG. 4 illustrates example graphical user interface (GUI)  80  used in conjunction with MRB program manager  22  of system  10 . GUI  80  illustrates a partial listing of tasks  82  to be performed in conjunction with a selected one of A checks  52  of FIG.  3 . Tasks  82  within selected A check  52  are organized by region of the aircraft, such as “upper fuselage above cabin floor” and “tailcone &amp; empennage group”. For each task  82  listed in GUI  80 , column  84  provides a task number, column  86  provides a task description, column  88  provides the task&#39;s official MRB interval (or time control point), column  90  provides an approximation of the amount of time required to perform the task, column  92  provides the task type, and column  94  provides the zone in which the work is to be performed. Details of each task  82  can be revised by selecting the corresponding “Revise” button provided in column  96 . 
     In a preferred embodiment, MRB program manager  22  will include data converters to convert information stored in an airline&#39;s legacy system into a format usable by MRB program manager  22 . 
     Aircraft Tracking Manager 
     Aircraft tracking manager  24  functions as an aircraft scheduling tool by keeping track of all maintenance activities accomplished on aircraft  12 . Tracking manager  24  receives a maintenance program as an input from MRB program manager  22 , tracks the amount of accumulated time for each maintenance task, and outputs tracking information in the form of a status report. If tracking manager  24  is used independently, the maintenance program is input from aircraft maintenance requirements  14 . 
     FIG. 5 is a flow diagram  100  of tracking manager  24  of system  10 . At step  102 , tracking manager  24  receives the maintenance program. Preferably, MRB program manager  22  provides the master maintenance program, the airline-modified maintenance program, and corresponding time control points to aircraft tracking manager  24 . 
     At step  104 , non-routine tasks are added to the maintenance program, thereby allow both routine and non-routine tasks to be tracked. When a non-routine task is generated, it is linked to a particular routine task (the performance of which resulted in the non-routine task). Reliability manager  28  may then use that relationship to determine whether a maintenance interval for a part can be escalated, or if it needs to be de-escalated. 
     At step  106 , tracking manager  24  keeps track of information such as how many flight cycles, flight hours and time aircraft  12  has accumulated. When integrated with MRB program manager  22 , tracking manager  24  ensures that aircraft  12  is not flown through one of its maintenance limits. Tracking data may be automatically entered into tracking manager  24  by an automated system installed aboard aircraft  12  or manually by airline ground crews. Manually-entered data may be entered at the end of a day by maintenance crews performing the aircraft&#39;s daily line check. Tracking data may also be provided by dispatch employees who also monitor this information. 
     At step  108 , tracking manager  24  receives and logs all maintenance activities accomplished on aircraft  12 , thereby serving as a maintenance logbook for aircraft  12 . In this capacity, tracking manager  24  stores such information about each discrete task accomplished on aircraft  12  as what was done, what was replaced, who did the work and when was the work done. To meet FAA requirements, the electronic logbook may be printed and stored in paper format. When, if ever, the FAA approves the electronic storage of aircraft maintenance logbooks, airlines will no longer need to store paper copies of its maintenance records. 
     At step  110 , tracking manager  24  compares, for each task, the accumulated time data to the task due data to determine which tasks will soon require maintenance, and at step  112 , tracking manager  24  reports these results. By tracking each task as both an individual task and as a part of a task group (or check), the airline may move tasks into different groups without the danger of exceeding the task limitations. 
     Various status reports can be generated by users of tracking manager  24  by making inquires as to what tasks need to be completed within selected parameters. FIG. 6 illustrates example graphical user interface (GUI)  120  used in conjunction with tracking manager  24 . The example of FIG. 6 is a partial status report for test aircraft  12 . The status report lists a plurality of tasks  122 , and includes information on each task, such as, the MRB document source numbers listed in column  124  and a task description listed in column  126 . Column  128  details the flight hour, flight cycle and date at which task  122  was last completed. Column  130  lists the flight hour, flight cycle or date by which task  122  must be performed. Finally, column  132  provides a “Revise” button allowing an airline operator to revise the specifications of a particular task. 
     FIG. 7 illustrates example graphical user interface (GUI)  140  used in conjunction with tracking manager  24 . GUI  140  is an example “Tasks Due” screen  140  of system  10 . Screen  140  shows, in real-time, a list of tasks due within a user-specified range of dates, hours, or cycles. The user can enter a number of hours  142 , a number of cycles  144 , or a date  146 , and click on button  148  (“Retrieve Records”) to retrieve a list of tasks due within the entered range. The resulting screen lists the task descriptions  150 , the date last completed  152  (as well as the flight hours and flight cycles accrued by that completion date), the time limits  154  (or time control point), and the time remaining  156  for each task. The time remaining column will preferably provide a graphical cue to the user as to which tasks are overdue, which are nearing their due date, and which are not yet due. Such a graphical cue could be color-coding the remaining time information. In the example of FIG. 7, cells could be colored red to signify overdue tasks (not shown), cells  158  could be colored yellow to signify task which will be due within the user-specified range, and cells  159  could be colored white to signify tasks which are not yet due and outside the user-specified range. As the tasks are completed, the historical record for each task is updated in real-time to the current status. Screen  140  assists the user in developing the best plan and work order for an aircraft to insure that tasks are completed in a timely manner. 
     Tracking manager  24  may also be used by an airline operator to schedule tasks during maintenance visits managed by DAMP manager  26 . 
     Dynamic Aircraft Maintenance Production (DAMP) Manager 
     DAMP manager  26  creates a dynamic maintenance program for assigning and monitoring the completion of tasks on aircraft  12  in a heavy maintenance environment. DAMP manager  26  is designed for multiple users of a production coordination system. Briefly, DAMP manager  26  is a system which allows maintenance employees to quickly, and easily, know what routine and non-routine tasks they are scheduled to complete; provides mechanic crew leads the ability to dynamically assign tasks to mechanics and to query which tasks are currently assigned and to whom they are assigned; and provides maintenance employees and supervisors the ability to compare actual time expended to complete a maintenance check to forecasted time for the maintenance check. 
     In the heavy maintenance environment, each individual maintenance team member, from mechanic to top-tier management, has a specific job to complete. An ideal maintenance plan for an aircraft would take into account the knowledge and experience of all employees working to maintain the aircraft. DAMP manager  26 , in a sense, allows each employee to contribute to the overall maintenance production plan. In the DAMP system, each employee is given the tools they need to do their job. Each employee has access to computer screens containing information relevant to the completion of their own job. In using the system, each employee enters information into the system in response to the computer screens presented to the employee. That information is processed by DAMP manager  26 , with the end result being that the mechanics always know exactly what tasks on which to work. Additionally, DAMP manager  26  creates a history of events to enable production coordinators to identify what works and what does not work in the maintenance plan. 
     FIG. 8 is a flow diagram  160  illustrating a preferred method of using DAMP manager  26  to complete a heavy maintenance check of aircraft  10 . Initially, at step  162 , DAMP manager  26  extracts data from MRB program manager  22  and tracking manager  24  to identify the routine tasks that need to be performed on aircraft  10 . If DAMP manager  26  were operated in a stand-alone environment, this data would be retrieved directly from aircraft maintenance requirements  14 , which would be abstracted by the airline operator. 
     At step  164 , DAMP manager  26  preferably sorts the tasks into aircraft zones in which those tasks pertain, such as nose, tail or west wing. 
     At step  166 , DAMP manager  26  generates a proposed flow for the aircraft. This flow may further be broken down by zone. In creating a proposed flow, DAMP manager  26  considers whether the completion of certain tasks is essential for the completion others. 
     At step  168 , the production planner (the personnel member in charge of monitoring production flow) can modify the flow proposed by DAMP manager  26  based upon the availability of parts and employees, as well as the existence of non-routine tasks. Typically, the production planner knows the status of the shop and its available parts. For instance, if the planner knows that tires will not be available during the first week of maintenance, the planner can modify the flow to ensure that tasks relating to tire replacement do not occur during the first week. The planner may also add any known non-routine tasks to the flow. 
     Tasks are assigned to mechanics at step  170  in either a semiautomatic or automatic mode. If the semiautomatic mode is selected, tasks will be automatically be pulled from the flow diagram for a crew lead to assign to his crew. In this mode, the crew lead starts each shift by entering into DAMP manager  26  which employees are available. In response, DAMP manager  26  will generate a flow diagram for a user-selected number of shifts which includes tasks with forecasted completion times roughly matching the available manpower. The crew lead can then distribute those generated tasks to the mechanics in his crew. In the automatic mode, tasks are automatically assigned at the start of each shift by DAMP manager  26 . This automatic mode is discussed later in this specification. 
     At step  172 , mechanics sign into DAMP manager  26  to retrieve their task cards. When the mechanic signs in and accepts a first task, the clock starts running on the first task, and when the employee signs onto a second task, the clock stops running on the first task. DAMP manager  26  uses this information to monitor the amount of time spent completing each task. Later, the actual times can be compared to the forecasted times to determine if the maintenance program is on schedule. This information can also be accumulated over a number of checks, and used by crew leads to determine which employees are most efficient at each task. 
     When signing out of the DAMP manager  26  at the end of a shift, at step  174 , the mechanics and/or crew lead estimate the amount of time remaining on any incomplete tasks. 
     Also when signing out of DAMP manager  26 , at step  176 , mechanics enter any passdown notes or corrective actions taken during the performance of a task. Often, tasks left incomplete at the end of a shift are picked up by a mechanic on the next shift. Passdown notes enable those mechanics who continue working on the task to know what was completed by the previous mechanic. These notes do not remain part of the maintenance records, and are discarded once the task has been completed. Corrective action notes indicate what corrective actions were taken by a mechanic, and become part of the official maintenance logbook for the aircraft. 
     At step  178 , inspectors review the work performed by mechanics. If the work is acceptable, the task card is signed off by the inspector. If the work is unacceptable, the task remains in the production schedule to be reassigned. DAMP manager  26  also monitors the work of the inspectors. Thus, as with the tasks performed by mechanics, DAMP manager  26  monitors the amount of time the inspectors take to complete each inspection. 
     Often, while performing a routine task, the mechanics and inspectors will identify additional tasks that need to be accomplished to maintain the aircraft in an airworthy condition. At step  180 , these non-routine tasks are entered into DAMP manager  26 . 
     DAMP manager  26  constantly updates the overall completion time and tracks critical path jobs which will prevent subsequent jobs from being done. Thus, steps  164 - 180  are repeated until the maintenance check on the aircraft is complete. 
     An example implementation of DAMP manager  26  is illustrated in FIGS. 9-17. FIG. 9 illustrates example graphical user interface (GUI)  190  used in conjunction with DAMP manager  26 . GUI  190  is an example status screen of system  10 . Screen  190  shows in real-time the current maintenance status of aircraft  12 . Section  192  of GUI  190  displays the tail number of aircraft  12  (US 248  in this example) and user name (Melling). Section  192  also includes pull-down menus  194 . Each pull-down menu  194  provides additional levels of access in DAMP manager  26 . Thus, a crew member would be provided with only one pull-down menu, while senior management would be provided with several pull-down menus. In this example, user Melling is provided with five pull-down menus. In addition, section  192  includes button  196  (“Log Off”) which allows the user to log off of DAMP manager  26 . 
     Section  198  of GUI  190  is a line chart indicative of overall maintenance program progress with hours plotted vertically and days progressing horizontally. Time scale  200 , which runs horizontally across section  198 , chronologically displays the number of days in the check. Solid horizontal line  202 , which is located immediately below time scale  200 , represents the currently estimated number of hours required to complete the aircraft maintenance check. Estimate  204 , which is displayed beneath solid horizontal line  202 , provides a numeric representation of the total number of hours currently estimated to complete the check. Solid horizontal line  206  represents the projected number of hours required to complete the aircraft maintenance check, while forecast  208 , which is displayed beneath solid horizontal line  204 , provides a numeric representation of the total number of hours projected to complete the check. First broken line  210  represents the planned available labor for the check (as it accrues each day), while second broken line  212  represents the actual labor expended each day on the check. Lines  210  and  212  can be color coded to allow easy differentiation by the airline operator. 
     The planned day of completion is represented by the intersection of first broken line  210  with solid horizontal line  202 . Similarly, the actual day of completion is represented by the intersection of second broken line  212  with solid horizontal line  202 . Vertical lines  214  represent milestones in the check. Count  216  indicates the current day of the check, as well as the total number of days planned to complete the check. 
     Section  218  of GUI  190  (entitled, “Check Status”) illustrates, in real-time, the number of work cards (“Count”), the estimated number of hours required (“Estimated Hours”), the actual number of hours applied (“Actual Hours”), and the percentage complete (“% Complete”) for various collections of tasks. In the example of GUI  190 , tasks are organized by open tasks (“Open”), close tasks (“Close”), and non-estimated tasks (“Non-Estimated”), as well as totals for all tasks (“Total”). 
     Section  220  of GUI  190  is a bar graph indicative of the real-time progress in individual cells (or zones) of aircraft  12 . For each cell, the bars graphically illustrates the forecast of when the maintenance check of aircraft  12  will be complete. For example, in cell  1  (the wings zone), bar  222  indicates the number of labor hours that have been applied against that cell, the total bar (formed of bar  222  and bar  224 ) indicates the total number of hours that have been estimated in that cell, and the number following the total bar indicates the percentage complete of that zone (27% in this example). Similar section  226  (not fully shown) displays a bar graph indicative of the real-time progress by skill type and the total number of mechanics available by skill. 
     FIG. 10 illustrates example graphical user interface (GUI)  230  used in conjunction with DAMP manager  26  of system  10 . GUI  230  includes a dynamic GANTT chart  232  (hereinafter referred to as flow chart  232 ) indicating the proposed maintenance check flow. Flow chart  232  is designed to pull together all available resources to graphically deliver a dynamic indication of how the check is to proceed if the maintenance plan relating to such variables as task priorities, crew assignments, mechanic availability, task dependancies and task delay is followed. Flow chart  232  is constantly updated to always reflect the most current data. 
     As in FIG. 9, section  234  of GUI  230  displays the tail number of aircraft  12  (US 248 )and user name (Melling). Section  234  also includes pull-down menus  236 . In addition, section  234  includes button  238  (“Log Off”) which allows the user to log off of DAMP manager  26 . 
     Flow chart  232  shows, in real-time, a list of all tasks that are required to be completed during the maintenance check of aircraft  12 . Time scale  240  chronologically displays the number of days in the check. In flow chart  232 , a width of task bar  242  indicates the time duration of a specific task, while the location of task bar  242  indicates its placement in the overall schedule. As flow chart  232  is dynamically updated, completed tasks will be represented by their actual duration and placement, while incomplete tasks will be represented by their planned duration and placement. 
     Vertical lines  244  in flow chart  232  represent milestones in the production plan. These milestones are determined by airline management to represent their goals. Vertical lines  244  provide a graphical representation of where the production is in relationship to the milestones. These milestones can also be included in section  198  of GUI  190 . 
     Flow chart  232  can be color-coded to provided a visual cue as to which tasks will fall behind schedule if the current maintenance plan is followed. For instance, completed tasks, tasks presently being worked on, tasks having a scheduled start time that has already elapsed, and future tasks could each be displayed in different colors to allow the airline operator to reallocate resources to get back on track. Flow chart  232  also allows the airline operator to reorder tasks, assign crews, assign dependencies to tasks, and make other decisions in order to avoid missing the check completion date. 
     FIG. 11 a  illustrates example graphical user interface (GU T)  250  used in conjunction with DAMP manager  26 . GUI  250  is an example crew assignment screen listing tasks assigned to a specific crew working on aircraft  12 . Again, section  252  displays information about aircraft  12  and the user, as well as pull-down menus and a log off button. In this example, user “Roche” has access to only two pull-down menus (compared with five in FIG.  9 ), indicating that user “Roche” has less access to DAMP manager  26  than user “Melling” of FIG.  9 . 
     In GUI  250 , tasks are organized according to status. For instance, tasks could be ordered such that top-most tasks have the highest priority, followed sequentially by tasks on hold and non-scheduled tasks. To convey a visual cue as to the urgency of each task, title bar  254  can be colored to indicate the status of the task. Such a visual cue allows the crew lead to better decide how tasks should be assigned. 
     Title bar  254  details the task identification number, the task description, and other information pertinent to the task. For each task, required skill level  256  (“Mechanic 1” for the first-listed task) is displayed. 
     To assign a crew member to a task, the user simply checks box  258  under the name of the crew member to whom the task is assigned. Once the task is assigned, the crew member may sign onto the task, at which time the clock starts running on that crew member to collect the total amount of time spent on that task. If a crew member has not logged into DAMP manager  26 , a visual cue  260 , such as a red square drawn around his corresponding check box  258 , may be displayed to instantly alert the user of which employees are absent, whereas a green box could be used to indicate that a crew member is awaiting task assignment. A similar visual cue could be provided if the crew member is in training. This visual signal is helpful because tasks cannot be assigned to crew member who are absent or in training. 
     In GUI  250 , the user can select button  262  (“Work Card”) to access a particular task&#39;s printable work card for distribution to the crew members. Alternatively, crew members can print their own work cards when checking into DAMP manager  26  to see what tasks have been assigned to them (preferably presented in sequential order of how they should be completed). Not shown in FIG. 11 a , GUI  250  can also provide a revise button to allow the user to access a task revision screen for a particular task. 
     FIG. 11 b  illustrates example graphical user interface (GUI)  270  used in conjunction with DAMP manager  26  of system  10 . GUI  270  is an example crew member assignment screen listing tasks currently assigned to a specific crew member working on aircraft  12 . Again, section  272  displays information about aircraft  12  and the user, as well as pull-down menus and a log off button. In this example, user “Albin” (crew member from FIG. 11 a ) has access to two pull-down menus. 
     In GUI  270 , tasks are organized according to log in status. For instance, tasks could be color-coded such that tasks that the crew member is currently logged in to work on are colored in gray, followed by tasks that the crew member is not currently logged in to work on which are colored in white. 
     Title line  274  details the task identification number, the task description, and other information pertinent to the task. For each task, the names of the crew members assigned to the task  276  are displayed. The crew member can select button  278  (“Work Card”) to access a particular task&#39;s printable work card. 
     FIG. 12 illustrates example graphical user interface (GUI)  280  used in conjunction with DAMP manager  26  of system  10 . GUI  280  is an example work card screen which shows, in real-time, the current status of a selected task. GUI  280  can be accessed in several ways, one of which is the selection of work card button  262  of GUI  250 . 
     GUI  280  presents the following information about the selected task: aircraft tail number  282 , task number  284 , bar code  286  corresponding to task number  284 , work order number  288 , zone number  290 , sequence number  292 , estimated hours  294 , actual hours accrued  296 , suggested number of crew members  298 , skill required  300 , crew numbers  302  of crews assigned to task, current date  304 , station number  306 , and discrepancy or task description  308 . 
     GUI  280  also provides box  310  to enable the assigned mechanic to record evaluation notes, box  312  to enable assigned mechanic to record repair reference, box  314  to enable the assigned mechanic to record work-in-progress notes, and box  316  to enable the assigned mechanic to record notes regarding repair, corrective action, turnover, or rejection. Not shown in FIG. 12, GUI  280  also provides a box to enable the assigned mechanic to sign off on the task, a box to indicate that the task is ready for inspection, and a box to enable the assigned inspector to completely sign off on the task. 
     To generate a task card, which lists instructions for how a task is to be completed, the user selects a task card button (which is not shown in FIG.  12 ). 
     FIG. 13 illustrates example graphical user interface (GUI)  320  used in conjunction with DAMP manager  26  of system  10 . GUI  320  is an example task card screen which provides instructions for how a selected task is to be performed. GUI  320  can be accessed in several ways, one of which is the selection of a task card button (which is not shown) of GUI  280 . 
     GUI  320  presents the following information about a selected task: task card number  322 , work order number  324 , aircraft tail number  326 , aircraft serial number  328 , accrued flight hours  330 , accrued cycles  332 , and date  334 . GUI  320  also presents a series of steps  336  which provide instructions on how the task is to be performed. In the example illustrated, there are two steps (A and B), with step B having two sub-steps (1 and 2). Columns  338  and  339  indicate what skill types should perform each step. GUI  320  is configured according to the standards of the airline operator for which DAMP manager  26  is designed. 
     FIG. 14 illustrates example graphical user interface (GUI)  340  used in conjunction with DAMP manager  26  of system  10 . GUI  340  is an example task revision screen used to revise information about a specific task. GUI  340  can be accessed in several ways, one of which is the selection of a revise button on GUI  250  (not shown in FIG. 11 a ). 
     GUI  340  includes the following real-time information, all of which can be edited in GUI  340 : task description  342 , number of crew members required  344 , estimated time  346 , actual time accrued  348 , target day for accomplishment  350 , delay amount  352 , estimated start day  354 , assigned crew number  356 , milestone the task must precede  358 , milestone the task must follow  360 , task dependency  362 , task card number  364 , sequence number  366 , and zone number  368 . 
     GUI  340  may be accessed for several reasons. Management may want to revise the number of resources (i.e., number of crew members required  344  and estimated time  346 ) assigned to a task, or some complication which delays completion of the task. If a task need be delayed, the user can select the number of days the task should be delayed, along a reason for the delay. A user selects button  370  (“Revise”) to indicate that the task revision form has been completed, and to enter the new information into the system  10 . Button  372  (“Work Card”) allows the user to access the work card screen for the task. Button  374  (“Exit”) allows the user to exit GUI  340 . 
     Section  376  of GUI  340  visually indicates (preferably by a color-coded dot  378  or an arrow) the location on aircraft  12  where the selected task is targeted. Photograph  384  of the task location is also provided. GUI  340  also indicates, in real-time, where this task falls in the overall production plan. Combined, bar graph  380  and indicator mark  382  represent the current priority of the selected task in relation to all the other maintenance tasks within the check. The priority of the task can be increased by sliding indicator mark  382  toward the top of bar graph  380 . Conversely, the priority of the task can be decreased by sliding indicator mark  382  toward the bottom of bar graph  380 . A similar bar graph and indicator mark can also be provided to indicate where in the current overall status of the maintenance check the task lies. 
     FIG. 15 illustrates example graphical user interface (GUI)  390  used in conjunction with DAMP manager  26  of system  10 . GUI  390  is an example work locations screen of system  10 . GUI  390  presents a graphical image of aircraft  12  (from three different perspectives) and dots to identify where on aircraft  12  maintenance needs to be performed. As a user moves the cursor over selected dot  392 , a roll-over description of the maintenance task can be provided. The user can click on dot  392  to access the work card screen for that particular maintenance task. 
     FIG. 16 illustrates example graphical user interface (GUI)  400  used in conjunction with DAMP manager  26  of system  10 . GUI  400  is an example work card screen for a non-routine task. GUI  400  is essentially identical to GUI  280  (work card screen for a routine task), except that GUI  400  includes photograph  402  of reported discrepancy  404 . 
     FIG. 17 illustrates example graphical user interface (GUI)  410  used in conjunction with DAMP manager  26  of system  10 . GUI  410  is an example “Task Re-Evaluation” shift end screen. Section  412  displays information about aircraft  12  and the user, as well as pull-down menus and a log off button. 
     Section  414  of GUI  410  lists all tasks having more hours applied to them than last estimated. Column  416  lists the task number and description of each task, column  418  lists the estimated number of hours to complete that task, column  420  lists the actual hours accrued (so far) to that task, column  422  provides a box in which the crew lead can supply a new estimate of the time remaining on that task, and column  424  provides the crew numbers of crews assigned to that task. 
     Section  426  of GUI  410  provides a tool to log crew members out of DAMP manager  26 . To log a specific crew member off, the user need only check box  428  located beneath the crew member&#39;s name, and then select button  430  (“Sign Out”). 
     Reliability Manager 
     Upon completion of a heavy maintenance period, reliability manager  28  records data relating to reliability of individual aircraft parts. The airline&#39;s reliability board may later use reliability manager  28  to query the reliability data and generate reports useful for recommending changes to the MRB program. 
     Reliability manager collects information about non-routine tasks. Tracking manager  24  links each non-routine task to its generating routine task to allow reliability manager  28  to determine whether a maintenance interval for a part can be accelerated, or if it needs to be decelerated. 
     Reliability manager  28  also collects all the information regarding rotable parts (those parts which can be repaired) including when they were installed, when they were removed, what were the non-routine tasks performed in their life cycle, when they came in for line maintenance checks and their parent-child relationship with other rotable parts. Reliability manager  28  allows airlines to evaluate whether or not a rotable part is actually meeting the manufacturer&#39;s predicted life limits. In addition, reliability manager  28  analyzes the maintenance program produced by MRB program manager  22  and the maintenance logbook produced by tracking manager  24  to analyze the reliability of each rotable part. If a rotable part never has a deficiency within the suggested inspection interval, the airline may modify its maintenance program based upon the reliability data produced by reliability manager  28 . 
     The primary purpose of an MRB document is to assist the regulatory authorities in determining the initial scheduled maintenance requirements for new or derivative types of transport-category aircraft. The MRB document is used as the basis from which an airline develops its own continuous airworthiness maintenance program. Any change to the maintenance program requires an analysis phase and an appropriate sampling of aircraft reliability data. The resulting information serves as justification for any modifications to the airline&#39;s maintenance program. 
     A reliability program establishes the time limitations or standards for determining intervals between overhauls, inspections and checks of aircraft equipment. Guidance on reliability program elements is listed in Advisory Circular (AC)  120-17 , Maintenance Program Management Through Reliability Methods, as amended, the Airline/Manufacturer Maintenance Program Planning Document, MSG-2/3, and/or Maintenance Tasks. A reliability program typically collects reliability data from sources including unscheduled removals of parts, confirmed failures of parts, pilot reports, sampling inspections, shop findings, functional checks, bench checks, service difficulty reports, mechanical interruption summaries and other sources the airline considers appropriate. 
     Electronic Publications Manager 
     Electronic publications manager  30  is a tool which gathers the multitude of publications needed in the aircraft maintenance industry, and provides them in an on-line environment. 
     The airline maintenance industry is a highly regulated industry which produces a substantial number of disparate publications essential for operation of an airline maintenance facility. Electronic publications manager  30  is a tool that gathers this multitude of publications into an electronic form, thus making the publications more easily accessible to aircraft maintenance personnel. 
     Electronic publications manager  30  works cooperatively with MRB program manager  22 , tracking manager  24  and DAMP manager  26  to provide access to needed documents as needed by maintenance personnel. 
     Electronic publications manager  30  stores such publications as training manuals, maintenance manuals, illustrated parts catalogs, structural repair manuals, aircraft wiring diagram manuals, FAA directives and an airline&#39;s specific general engineering and maintenance manual. 
     Electronic publications manager  30  can work with the other components of system  10  to instantly link each task in the maintenance program to work cards, which explain an airline&#39;s preferred method of performing that task, or may include photographs or wiring diagrams helpful to performing the task. 
     Personnel Training Manager 
     Personnel training manager  32  provides tools for an airline operator to assign instructors, students, classrooms and audio visual equipment to specific training courses. Personnel training manager  32  further provides access from DAMP manager  26  to personnel training records  16  to enable an airline to know exactly when and what training its employees need. 
     Personnel training manager  32  provides tools for an airline to assign instructors, students, classrooms and audio visual equipment to specific courses. Personnel training manager  32  further provides access to personnel training records  16  to enable an airline to know exactly when and what training its employees need. 
     Personnel training manager  32  allows an airline to organize personnel training records  16  in a variety of formats, including lists of those individuals requiring recurrent training in a specific course, those individuals who are scheduled for training within a specified period of time, those individuals who require recurrent training in a specific course, those individuals who require recurrent training in all courses, those individuals who are scheduled for training within a specified time frame, those courses that are currently scheduled (along with corresponding instructors and trainees) and those classrooms that are available. 
     As training occurs, personnel training manager  32  supplements personnel training records  16  to incorporate information regarding training each employee receives, thereby keeping personnel records  16  up-to-date. Personnel training manager  32  keeps track of both classroom training and on-the job training. 
     In addition, personnel training manager  32  compares personnel training records  16  with FAA training requirements  18  to monitor which tasks each employee is qualified to perform. By integrating personnel training manager  32  with DAMP manager  26 , crew leads can quickly ascertain which mechanics have the training necessary to perform specific tasks, thereby ensuring that only qualified mechanics are assigned to tasks. The FAA has very strict standards regarding the training required of aircraft mechanics. Before a mechanic can independently perform a task, the FAA requires that the mechanic have either been previously supervised performing the task or been specifically trained for that task. 
     Another advantage of integrating personnel training manager  32  with DAMP manager  26 , is that employees, as well as maintenance management, are instantly notified of the employee&#39;s training schedule. 
     Additionally, as employees are scheduled off the floor for training, DAMP manager  26  instantaneously makes adjustments to the number of employee hours available to complete maintenance of an aircraft. Thus, the production coordinator can immediately ascertain the effect of removing those employees from the work floor, and will be able to plan the maintenance production accordingly. If the production schedule is negatively affected by the training (i.e., one or more days are added to the production schedule), the production planner may schedule some personnel to work overtime or shift personnel in from other maintenance bays to make up the missing production hours. A production coordinator may also consult with training personnel to reschedule the training to minimize harm to the production schedule (e.g., perhaps only six of twelve employees scheduled for training will actually attend the training). Effectively, the management team is given early options to control its production schedule. 
     Automatic Assignment of Employees 
     As mentioned in reference to step  170  of FIG. 8, DAMP manager  26  can integrate with personnel training manager  32  to automatically assign employees to tasks. DAMP manager  26  prioritizes the tasks within the maintenance program, analyzes data regarding training of employees (gained from personnel training manager  32 ), and assigns the best mechanic to the job. 
     FIG. 18 is a flow diagram of the automatic task assignment component of DAMP manager  26 . At step  332 , the auto-assign system receives a prioritized list of tasks to be accomplished in one to two days, and at step  334 , the auto-assign system receives personnel training data from personnel training manager  32 . At step  336 , the auto-assign system compares the available resources to the need resources to timely complete the maintenance check. If there is enough time and enough mechanics to enable the completion of all necessary tasks within the necessary time period, the auto-assign system will enter a training mode. In this training mode, at step  338 , DAMP manager  26  will assign to specific tasks, when possible, those mechanics who need on the job training along with a mechanic who has the necessary training. To enable this automatic training function, DAMP manager  26  analyzes the maintenance flow of the aircraft, how much maintenance time is remaining, how many tasks need to be accomplished, how many mechanics are scheduled to work and personnel training records  16 . 
     DAMP manager  26  continues to monitor the maintenance flow during production. If maintenance flow falls behind schedule, the automatic assignment of tasks will switch from a training mode to a best skilled mode. In this mode, at step  340 , each task is assigned the best skilled employee(s) to ensure the timely completion of the maintenance check. If the available resources become sufficient at anytime during the check, the auto-assign system can switch back to the training mode. Additionally, this automatic assignment of employees can be overwritten by crew leads or production management at any time. 
     Implementation 
     According to the present invention, a system and method are provided for dynamically managing, in real-time, aircraft maintenance requirements. The system and method of the present invention brings a distributed computing framework of using client/server and Internet technologies to the field of aircraft maintenance, allowing end-users to react quickly to the dynamics of everyday events. The system and method of the present invention take advantage of a process of using the Internet browser technology to deliver real-time distributed software products for the aircraft maintenance industry. 
     Applications 
     The airline industry is formed of four tiers of airline operators: the major airlines, the regional airlines, the corporate owners of small fleets of aircraft and the individual (or private) owners of aircraft. Each of these tiers of operators has need for some-scaled version of system  10  of the present invention. Certainly, an individual owner of a single aircraft will have different needs that a multiple-hubbed major aircraft operator of a large fleet of aircraft. Nonetheless, each of the above-described components of system  10  has applicability to each tier of aircraft operators. 
     Application to Major Airlines 
     Major airlines typically operate a large and varying fleet of passenger aircraft. These operators generally fly into a large number of cities, with maintenance potentially occurring in any of those cities, and heavy maintenance bases in several of those cities. The major airlines stand to lose a substantial amount of revenue each day one of its aircraft is grounded due to maintenance. Therefore, one of the main priorities for the major airline is to minimize the number of days that its aircraft remain in heavy maintenance (without sacrificing the airworthiness of the aircraft) by efficiently managing the completion of tasks during heavy maintenance periods. For that reason, DAMP manager  26  is likely the most important component of a major airline&#39;s maintenance management program. Similarly, personnel training manager  32  aids the airline in ensuring that their maintenance personnel are training. 
     Application to Regional Airlines 
     Regional airlines will typically operate a much smaller fleet of aircraft than the major airlines, with less variety in the type of aircraft. Additionally, the aircraft owned by the regional airlines tend to be smaller than those owned by the major airlines, and tend to require fewer maintenance tasks to keep them airworthy. Because of the smaller scale of the regional airlines, they do not have the same manpower and resources of the major airlines to create individualized maintenance programs. Thus, the regional airlines tend to be more concerned with simply gathering all of the information about their maintenance program in one place. For that reason, MRB program manager  22  and tracking manager  24  are likely the most important components of a regional airline&#39;maintenance management program. MRB program manager  22  and tracking manager  24  will provide the regional airlines with the tools needed to organize their maintenance tasks into logical groupings, and to monitor those tasks for when they are due. 
     At the regional airlines, reliability analysis also suffers due to the limited resources available to the regional airlines. A reliability program to monitor warranty issues and MRB document modifications is a particularly complicated (and expensive) program to implement. Such a program simply requires a large number of resources (typically personnel) to gather and analyze the large amount of data needed to (1) establish individual parts have met manufacturer&#39;s warranty, and (2) meet the FAA regulations for modifying one&#39;s MRB document. Thus, reliability manager  28  can be another key component to add to their maintenance management system. 
     Application to a General or Corporate Aviation Environment 
     Corporate and general aviation aircraft operators typically own one to five aircraft. Often, the aircraft owned by corporate and individual operators do not have MRB maintenance documents associated with them, but only a maintenance manual supplied by the aircraft manufacturer. In lieu of an MRB maintenance document, the tasks and suggested performance intervals listed in the maintenance manual can loaded into MRB program manager  22  to create a well-organized maintenance program, and into tracking manager  24  to track the tasks listed in the maintenance manual. 
     Summary 
     The system and method of the present invention is a software system designed for the multiple users of a production coordination system within the aircraft maintenance industry. It allows mechanics to understand exactly what routine and non-routine items they are to work on, it allows the crew leads to assign tasks to crew members and query as to what tasks are currently being worked on and by whom, and it provides the managers the opportunity to compare actual time expended on aircraft compared to forecasted time and to adjust crew priorities in real-time. Crew leads, managers and executive management can quickly evaluate where the aircraft is in relation to the forecasted time of the aircraft check as to percentage complete and estimated time of completion visually by the use of easy-to-understand charts. 
     Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention.

Technology Classification (CPC): 8