Introduction
Boeing’s Automated Maintenance Environment systems were first tested as a concept in the late 1990s and first installed on passenger aircraft in the early 2000s. These systems assess aircraft systems in four directions – diagnostics, prognostics, condition-based maintenance, and adaptive control. In 2015, Boeing received $ 27 million from the Ministry of Defense to install AME on Boeing military aircraft. Today the company offers installation of Boeing Aircraft Interface Device (AID) systems for production models and modification for non-production models of Boeing passenger aircraft and aircraft from other manufacturers (“Boeing aircraft interface device,” 2021). Therefore, the AME for passenger aircraft was named AID. This paper aims to present the hardware and software requirements for the AME systems, make a competitive analysis of the system and give recommendations for improving the system.
Server-Side Hardware Requirements
Server-side hardware requirements include placing the system onboard the aircraft. Aircraft Information Management System (AIM) is today the brains of Boeing passenger aircraft, including the Boeing 777 and Boeing 787. It uses ARINC 629 (for Boeing 777) and AIRNC 653 (for other Boeing planes) buses to transfer information. AIM is the hardware that is responsible for the flight and the work of all flight-related systems. The AME – which is the program software service – cooperates with the Integrated Module Avionics (IMA), a real-time onboard computer network consisting of many computing modules. IMA is designed to make it easier to work with software like AME or AID. It uses a standard API programming interface to enable hardware and software integration. IMA hardware is an extremely convenient system for application developers, as it manages all other systems at lower levels.
Server-Side Software Requirements
AME or AID itself is server-based operating system software that works directly with the IMA. Boeing also uses application software on the client-side and cloud computing software for both sides to ensure the AME’s real-time on-flight operation. Boeing is also likely to be using server-side application software, making it easier for pilots to interact with the system and allowing for customization or changes as needed. In case the system does not include such software, it should be introduced. Interestingly, Boeing’s newest passenger aircraft have tablets above the passenger seats that display a flight map, and mixed-criticality application software that interacts with AME.
Client-Side Hardware Requirements
AME’s customers are primarily employees of the maintenance department on earth. If the pilots are not yet AME clients, this situation needs to be changed. Maintenance employees can access the data that AME sends in real-time by going to the cloud. Probably, authorization and verification are required to access the data. It can be assumed that employees can access the cloud from personal computers, laptops, tablets, and smartphones. Because maintenance employees only need to analyze the data, the devices’ processing power must be considerably lower than the server’s capacity.
Client-Side Software Requirements
AME is the operating system software, but it can have special applications for client-side use – the maintenance service and pilots. From the plane, AME sends data to the cloud, but it is not a web-based system, since the data stored in the cloud has extremely high sensitivity and secrecy. Therefore, it is likely that employees who have access to the system go through several authorization stages before accessing the data. Besides, Boeing has a department named Boeing ANALYTX, which means that the data that AME sends is stored and analyzed (“Boeing ANALYTX,” 2021). First of all, data analysis is likely performed in real-time for the aircraft maintenance personnel since this is their primary function – to keep the aircraft and all its systems and components in good working order. Data analysis is probably used as part of the prognostic and condition-based maintenance.
Competitive Analysis of the System
The AME system creates a significant competitive advantage for Boeing. Since all of its passenger aircraft use this system, the company can significantly reduce the time for maintenance service and free them up for passenger air travel. Boeing has also found a way to advertise its smart systems by placing tablets with mixed-criticality application software that displays a real-time flight map above the business class seats. Moreover, since Boeing was the first company to use AME, today they offer their AID software, which they sell to other passenger airlines (“Boeing aircraft interface device,” 2021). Boeing also manufactures military aircraft, and these aircraft were equipped with AME systems even earlier than passenger airliners. It allows Boeing to continue to be ranked as the best contractor for the US Air Force and the US Department of Defense. Through the use of AME and other systems, Boeing has a competitive advantage over the Air Force of foreign countries; therefore, AME systems enhance state defense.
Recommendations for Improving the System
The first issue may be the AME system’s compatibility with other software such as applications software, operating system, and cloud computing software. Since the data that the system collects is secret, the system must ensure the security of the data. However, incompatibility between different software systems can create problems. Therefore, the first modification should be developing unified auxiliary operating software that could allow working with the system using the entire range of software available today. This modification can be especially important for AME or AID buyers, that is, passenger air carriers that do not have patents and do not work with systems designed specifically for Boeing. The ability to use a system compatible with existing software will allow Boeing to attract more customers and increase their satisfaction with the service.
The second problem of AME is that it is closed for pilots, who cannot yet make notes regarding aircraft systems’ operation during the flight (for example, in voice mode). AME does not provide for pilots to work with system data. Therefore, it is recommended to develop an application for pilots who would have equal access rights to data with maintenance services and make notes. For example, today, Boeing has already created an application that provides AME data collaboration services for maintenance service employees (“Maintenance optimization,” 2021). It is necessary to develop a similar application adapted for pilots since it would be convenient to exchange messages with the support service using AME-related software.
Third, it can be assumed that military aircraft today use more powerful processors that allow the aircraft to function during combat. Adapting such systems to passenger aircraft could ensure higher safety levels during the flight. For example, AME is known to include adaptive control, which allows completing a mission despite battle damage or system failures. However, combat aircraft seem to have more modern variations of this system. Due to this, it is recommended to reevaluate the functions and power of the adaptive control compared to battle planes.
Fourth, the company is likely to face the challenge of storing the massive amount of data that thousands of AME systems send every day. Boeing is probably using a server farm to keep this amount of data, which can be very expensive to maintain. Therefore, it is recommended to rethink data collection and analysis, reducing storage time and increasing analysis power. Using this solution, Boeing will be able to increase funding for the data processing and analysis system.
Finally, AME systems onboard aircraft can have safety issues associated with emergencies. For example, in an unsuccessful or emergency landing, some systems, in theory, can fail. In this regard, it is recommended to develop depreciation systems in which the onboard hardware modules will be stored. Since such modules are costly equipment, their serviceability should be valued on a par with the data that the black box protects. Therefore, the housings of the hardware can be made of the same expensive and robust metal alloys.
After Boeing listens to recommendations for improving software compatibility and opens AME to pilots, it will need to improve usability. For example, you can develop an application compatible with personal computers, laptops, smartphones, and tablets for maintenance personnel and pilots. The application can include a staff entrance and a pilot entrance with communication between the two groups. A separate entrance can be made for the flight control service and the weather forecast department. Ideally, each employee should feel like a part of the company and share shared responsibility for its success.
Therefore, in addition to AME-related applications, they can be used to create applications for employees with a lower level of responsibility – for example, flight attendants or employees of the logistics service. In an emergency, AME can notify employees in advance. For instance, in changing weather conditions, flight attendants will be prepared to comfort passengers during flight turbulence. Through the application, logistics employees could receive messages about flight delays. Likewise, the application can take over some of the pilots’ responsibilities in communicating with the flight control service.
Conclusion
Thus, the requirements for the hardware and software AME systems were presented. A competitive analysis of the system was made, and recommendations for improving the system were provided. AME systems offer Boeing a unique competitive advantage. Firstly, they allow increasing passenger traffic, and secondly, they enhance aircraft safety. However, the performance of these systems can be improved. Improvements include creating interoperable software that allows you to work with different hardware and software and creating a diversified application for company employees.
References
“Boeing aircraft interface device” (2021). Boeing. Web.
“Boeing ANALYTX” (2021). Boeing. Web.
“Maintenance optimization” (2021). Boeing. Web.