Source: http://www.google.com/patents/US20020069001?dq=6,275,983
Timestamp: 2017-09-24 20:21:08
Document Index: 684078213

Matched Legal Cases: ['art.\n22', 'Application No. 60', 'art 232', 'art 232', 'art 232', 'art 232']

Patent US20020069001 - Dynamic aircraft maintenance management system - Google Patents
The present invention is a system for enabling an operator to dynamically manage maintenance of an aircraft. The system includes a program manager system, a tracking manager system and a production manager system. The program manager system is for extracting maintenance tasks from aircraft maintenance...http://www.google.com/patents/US20020069001?utm_source=gb-gplus-sharePatent US20020069001 - Dynamic aircraft maintenance management system
Publication number US20020069001 A1
Application number US 09/728,773
Also published as CA2393395A1, EP1244986A1, EP1244986A4, US6418361, US6442459, US6571158, US6580982, US6598940, US6606546, US6671593, US6684136, US6691006, US6795758, US6826461, US7167786, US7330819, US20010032103, US20010032110, US20010032114, US20020010532, US20020133389, US20020138311, US20020138329, US20020138330, US20020143444, US20020143445, US20020143601, US20030233178, US20080147263, WO2001041024A1
Publication number 09728773, 728773, US 2002/0069001 A1, US 2002/069001 A1, US 20020069001 A1, US 20020069001A1, US 2002069001 A1, US 2002069001A1, US-A1-20020069001, US-A1-2002069001, US2002/0069001A1, US2002/069001A1, US20020069001 A1, US20020069001A1, US2002069001 A1, US2002069001A1
Inventors Barry Sinex
Original Assignee Sinex Holdings Llc
Referenced by (16), Classifications (18), Legal Events (15)
Dynamic aircraft maintenance management system
US 20020069001 A1
The present invention is a system for enabling an operator to dynamically manage maintenance of an aircraft. The system includes a program manager system, a tracking manager system and a production manager system. The program manager system is for extracting maintenance tasks from aircraft maintenance publications, and for guiding the formation of maintenance tasks groups. The tracking manager system is for monitoring accumulated usage data of the aircraft, and for identifying maintenance due tasks and maintenance due task groups from the respective maintenance tasks and maintenance task groups for which a difference between the control point and the accumulated usage data is less than a user-defined critical value. The production manager system is for generating and implementing a dynamic maintenance flow chart which details scheduling data for each individual task of the maintenance due tasks and maintenance due task groups.
1. A system for enabling an operator to dynamically manage maintenance of an aircraft, the system comprising:
a program manager system for extracting maintenance tasks from aircraft maintenance publications, and for guiding the formation of maintenance tasks groups;
a tracking manager system for monitoring accumulated usage data of the aircraft, and for identifying maintenance due tasks and maintenance due task groups from the respective maintenance tasks and maintenance task groups for which a difference between the control point and the accumulated usage data is less than a user-defined critical value; and
a production manager system for generating and implementing a dynamic maintenance flow chart which details scheduling data for each individual task of the maintenance due tasks and maintenance due task groups, the production manager system continually updating the maintenance flow chart to reflect current system data.
2. The system of claim 1 wherein the program manager system comprises:
3. The system of claim 2 wherein the at least one aircraft maintenance document comprises a Maintenance Review Board document.
5. The system of claim 2 wherein the task accomplishment data includes a maintenance date on which the maintenance task was completed, as well as a number of flight hours and flight cycles accumulated on the aircraft by the maintenance date.
means for receiving a list of routine tasks required to be performed on the aircraft, each routine task having a control point which defines an interval at which the routine task is to be performed;
means for tracking task accomplishment data for each routine task;
means for determining a maintenance due point for each routine task, the maintenance due point being based upon the control point and the accomplishment data of the routine task;
means for identifying maintenance due tasks as those routine tasks for which a difference between the maintenance due point of the routine task and the accumulated usage data of the aircraft is less than a user-defined critical value; and
7. The system of claim 6 wherein the accumulated usage data includes a number of accumulated flight hours and a number of accumulated flight cycles of the aircraft, as well as a current date.
8. The system of claim 6 wherein the list of routine tasks comprises maintenance tasks and maintenance task groups.
9. The system of claim 6 wherein task accomplishment data includes a maintenance date on which the routine task was completed, as well as a number of flight hours and flight cycles accumulated on the aircraft by the maintenance date.
10. The system of claim 6 and further comprising:
means for receiving a list of non-routine tasks required to be performed on the aircraft, each non-routine task having a maintenance due point by which the non-routine task must be performed;
means for identifying non-routine maintenance due tasks as those non-routine tasks for which a difference between the maintenance due point of the non-routine task and the accumulated usage data of the aircraft is less than a userdefined critical value; and
means for reporting non-routine maintenance due tasks.
11. The system of claim 1 wherein the production manager system comprises:
means for obtaining any routine tasks that may exist, and which are required to be performed on the aircraft;
means for obtaining any non-routine tasks that may exist, and which are required to be performed on the aircraft;
means for generating a maintenance flow chart detailing scheduling data for each of the routine and non-routine tasks;
means for assigning a user-determined number of the routine and non-routine tasks to personnel for completion;
means obtaining for maintenance activity data on each assigned routine task and non-routine task;
means obtaining for available resource data; and
means for updating the maintenance flow chart to reflect newly-obtained maintenance activity data and available resource data.
12. The system of claim 11 wherein the obtained non-routine tasks result from the performance of routine tasks by inspection and maintenance personnel.
13. The system of claim 11 wherein the scheduling data comprises:
a project forecast of an amount of time required to complete the maintenance check;
a start time and an execution time for each of the obtained routine and non-routine tasks, wherein the start and execution times are estimated values for incomplete tasks and are actual values for completed tasks.
14. The system of claim 11 wherein the means for generating a maintenance flow chart comprises
means for identifying any dependent tasks that may exist, the dependent tasks being those routine and non-routine tasks which cannot be performed until the completion of at least one of the routine and non-routine tasks; and
means for generating a maintenance flow chart in which no dependent task has a start time earlier than an end time of any of the routine and non-routine tasks from which the dependent task depends.
15. The system of claim 11 wherein the means for generating a maintenance flow chart comprises:
means for generating a proposed maintenance flow chart;
means for obtaining planning personnel modifications to the proposed maintenance flow chart; and
means for generating a maintenance flow chart which incorporates the planning personnel modifications.
16. The system of claim 11 wherein the means for assigning a user-determined number of routine and non-routine tasks to personnel for completion comprises means for obtaining assignment information from maintenance personnel.
17. The system of claim 11 wherein the means for obtaining maintenance activity data on each assigned routine and non-routine task comprises means for obtaining a start time and an execution time for each assigned routine and non-routine task, the start time being a time at the task was assigned and the execution time being an elapsed amount of time spent completing the task.
18. The system of claim 11 wherein the means for obtaining maintenance activity data on each assigned routine and non-routine task comprises means for obtaining new estimated execution times for those incomplete routine and non-routine tasks for which an actual execution time exceeds an initially-estimated execution time.
19. The system of claim 11 wherein obtaining maintenance activity data on each assigned routine and non-routine task comprises means for obtaining passdown notes from an assigned personnel member for those routine and non-routine tasks left incomplete by the assigned personnel member.
20. The system of claim 11 wherein the available resource data comprises labor hours available.
21. The system of claim 11 wherein maintenance flow chart is graphically represented via a GANTT chart.
22. The system of claim 1 and further comprising:
a reliability manager system for extracting and logging reliability data from maintenance records generated by the production manager system for both rotable parts of the aircraft and for each maintenance task.
23. The system of claim 22 wherein the reliability manager comprises:
means for obtaining and logging warranty-based reliability data from maintenance records generated during the performance of any routine or non-routine tasks that may exist, and which pertain to rotable parts of the aircraft;
means for obtaining and logging maintenance program-based reliability data from maintenance records generated during the performance of any non-routine tasks that may exist;
means for identifying for each non-routine task, a routine task whose performance resulted in the generation of the nonroutine task;
means for obtaining and logging maintenance program-based reliability data from maintenance records generated during the performance of any identified routine tasks that may exist; and
means for analyzing and reporting the warranty-based reliability data and the maintenance program-based reliability data.
24. The system of claim 23 wherein the warranty-based reliability data is reported for use in generating warranty reports for the rotable parts of the aircraft.
25. The system of claim 23 wherein the maintenance program-based reliability data is reported for use in generating reports on modifications to an Maintenance Review Board document.
26. The system of claim 1 and further comprising:
a personnel training manager system for enabling the production manager system to determine assignments of individual tasks to maintenance personnel based upon an analysis of the maintenance flow chart and personnel training records.
27. The system of claim 26 wherein personnel training manager system comprises:
means for obtaining a dynamic maintenance flow chart detailing up-to-date scheduling data for a predetermined number of maintenance tasks;
means for obtaining personnel training records for each crew member;
means for determining maintenance task assignments based upon an analysis of the maintenance flow chart and the personnel training records, each crew member being assigned at least one maintenance task.
28. The system of claim 27 wherein the means for determining maintenance task assignments comprises:
means for analyzing the personnel training records to identify maintenance tasks for which at least one crew member requires training and at least one crew member is trained; and
means for assigning the identified task to both the at least one crew member requiring training in the training task and the at least one crew member who is trained in the training task.
29. The system of claim 27 wherein the means for determining maintenance task assignments comprises:
means for prioritizing the maintenance tasks;
means for analyzing the personnel training records to identify crew members best skilled to perform each maintenance task;
means for assigning each maintenance tasks to crew members based upon an analysis of which crew members are best skilled at each maintenance task and the prioritization of each maintenance task.
30. The system of claim 27 wherein the means for determining maintenance task assignments based upon an analysis of the maintenance flow chart and the personnel training records comprises:
means for monitoring the dynamic maintenance flow chart to determine if the maintenance check is on schedule;
means for determining maintenance task assignments which facilitate training of crew members when the maintenance check is on schedule; and
means for determining maintenance task assignments which facilitate prompt completion of the maintenance check when the check is not on schedule.
31. The system of claim 1 and further comprising:
a personnel training manager system for analyzing personnel training records to determine which aircraft personnel require a specific training, and for scheduling training classes for those aircraft personnel in the required training.
32. The system of claim 1 and further comprising:
a publications manager for organizing and displaying information from a multitude of publications needed in the aircraft maintenance industry.
33. The system of claim 1 wherein the system is implemented over a communication medium operably connected to a plurality of input/output devices each having means for inputting and outputting information.
34. The system of claim 33 wherein the communication medium is the digital communication network.
35. A method for enabling an operator to dynamically manage maintenance of an aircraft, the method comprising:
extracting maintenance tasks from aircraft maintenance publications;
guiding the formation of maintenance tasks groups;
monitoring accumulated usage data of the aircraft;
identifying maintenance due tasks and maintenance due task groups from the respective maintenance tasks and maintenance task groups for which a difference between the control point and the accumulated usage data is less than a user-defined critical value;
generating and implementing a dynamic maintenance flow chart which details scheduling data for each individual task of the maintenance due tasks and maintenance due task groups; and
updating the maintenance flow chart to reflect current system data.
extracting and logging reliability data from maintenance records generated during performance of individual tasks, the extracted and logged maintenance records pertaining to both rotable parts of the aircraft and to each maintenance task.
37. The method of claim 35 and further comprising:
determining assignments of individual tasks to maintenance personnel based upon an analysis of the maintenance flow chart and of personnel training records.
analyzing personnel training records to determine which aircraft personnel require a specific training; and
scheduling training classes for those aircraft personnel in the required training.
39. The method of claim 35 and further comprising:
organizing and displaying information from a multitude of publications needed in the aircraft maintenance industry.
40. A system for enabling an operator to dynamically manage maintenance of an aircraft, the system comprising:
means for extracting maintenance tasks from aircraft maintenance publications;
means for guiding the formation of maintenance tasks groups;
means for monitoring accumulated usage data of the aircraft;
means for identifying maintenance due tasks and maintenance due task groups from the respective maintenance tasks and maintenance task groups for which a difference between the control point and the accumulated usage data is less than a user-defined critical value;
means for generating and implementing a dynamic maintenance flow chart which details scheduling data for each individual task of the maintenance due tasks and maintenance due task groups; and
means for updating the maintenance flow chart to reflect current system data.
41. The system of claim 40 and further comprising:
means for extracting and logging reliability data from maintenance records generated during performance of individual tasks, the extracted and logged maintenance records pertaining to both rotable parts of the aircraft and to each maintenance task.
42. The system of claim 40 and further comprising:
means for determining assignments of individual tasks to maintenance personnel based upon an analysis of the maintenance flow chart and of personnel training records.
43. The system of claim 40 and further comprising:
44. The system of claim 40 and further comprising:
means for organizing and displaying information from a multitude of publications needed in the aircraft maintenance industry.
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 copending applications, which were filed on even date with the present application: “Aircraft Maintenance Program Manager”, Barry Sinex, application Ser. No. ______; “Aircraft Maintenance Tracking System”, Barry Sinex, application Ser. No. ______; “Dynamic Aircraft Maintenance Production System”, Barry Sinex, application Ser. No. ______; “Dynamic Assignment of Maintenance Tasks to Aircraft Maintenance Personnel”, Barry Sinex, application Ser. No. ______; and “Dynamic Management of Aircraft Part Reliability Data”; Barry Sinex, application Ser. No. ______.
The present invention relates to the field of aircraft maintenance. More specifically, the present invention relates to a system and method for enabling an operator to dynamically manage maintenance of an aircraft.
[0015]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.
[0016]FIG. 2 is a flow diagram of an MRB program manager component of the system of FIG. 1.
[0018]FIG. 5 is a flow diagram of a tracking manager component of the system of FIG. 1.
[0020]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.
[0022]FIG. 18 is a flow diagram of an automatic task assignment component of the DAMP manager component of the system of FIG. 1.
[0023]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.
[0034]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.
[0039]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).
[0040]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 & 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'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.
[0043]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 ofwhich 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.
Various status reports can be generated by users oftracking 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.
[0049]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.
[0053]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.
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.
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 GU 190 displays the tail number of aircraft 12 (US248 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.
[0069]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.
[0074]FIG. 11a illustrates example graphical user interface (GUI) 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.
[0079]FIG. 11b 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. 11a) has access to two pull-down menus.
[0082]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 on task description 308.
[0086]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.
[0088]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. 11a).
Section 376 of GUI 340 visually indicates (preferably by a colorcoded 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.
[0092]FIG. 15 illustrates example graphical user interface (GUI) 390 used in conjunction with DAMP manager 26 of system I 0. 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.
[0093]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.
[0094]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.
Reliability manager 28 also collects all the information regarding rotable parts (those parts which can be repaired) including when theywere 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'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.
Electronic publications manager 30 works cooperativelywith MRB program manager 22, tracking manager 24 and DAMP manager 26 to provide access to needed documents as needed by maintenance personnel.
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 ofboth classroom training and on-the-job training.
Another advantage of integratingpersonnel training manager 32 with DAMP manager 26, is that employees, as well as maintenance management, are instantly notified of the employee'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 ofremoving 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.
[0115]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.
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U.S. Classification 701/33.9
Cooperative Classification Y10S707/99953, Y10S707/99955, G06Q10/087, G06Q40/08, G06Q50/12, G06Q10/0875, G06Q10/025, G06Q10/06, G06Q10/1097
European Classification G06Q10/06, G06Q10/087, G06Q10/0875, G06Q50/12, G06Q40/08, G06Q10/025, G06Q10/1097
Owner name: SINEX HOLDING LLC, MINNESOTA
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SINEX, BARRY;REEL/FRAME:011576/0331