Method, apparatus, and system for use in determining aircraft weight to further dynamically test and improve the accuracy of the determined aircraft weight
OwnerC. Kirk Nanceinventor
Life of this patent
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Abstract
A system and method are provided for determining a more precise and accurate total weight and center of gravity of an aircraft, with the ability to immediately test the accuracy of the previously determined total weight of the stationary aircraft. Additional capabilities include determining, then testing for accuracy, the individual weights supported at each respective landing gear strut. Sensors are used to measure the static weight of the aircraft, with subsequent comparison to a dynamic measurement of the weight of the aircraft, while the aircraft is in motion.
Claims5
An aircraft operation method to improve aircraft weight information, the aircraft having plural landing gear struts, that collectively support a total weight of the aircraft, each landing gear strut having sensors which measure respective strut loads to determine a respective weight supported at each landing gear strut, the method comprising the steps of:
- a. while the aircraft is in a first stationary position, obtaining a first respective static weight supported at each of the respective landing gear struts, and determining a static weight of the aircraft, the static weight of the aircraft being a weight of the aircraft while the aircraft is in the first stationary position;
- b. causing the aircraft to perform a first taxi maneuver;
- c. during the first taxi maneuver, obtaining first respective dynamic weights at each landing gear strut, and, using the obtained first respective landing gear strut dynamic weights, determining a first total aircraft weight, the first total weight being a dynamic weight of the aircraft supported by the landing gear struts during the first taxi maneuver;
- d. for each respective landing gear strut, identifying a respective first-adjustment value which corrects for first respective weight difference at each landing gear strut, and, storing the respective first-adjustment values within a look-up table;
- e. thereafter, and while the aircraft is in a second stationary position, obtaining second respective static weights of the respective landing gear struts, and, referencing the look-up table and applying the respective first-adjustment values to the respective obtained static weights, determining a second and adjusted static weight of the aircraft, the second and adjusted static weight of the aircraft being a weight of the aircraft while the aircraft is in the second stationary position;
- f. causing the aircraft to perform a second taxi maneuver;
- g. during the second taxi maneuver, obtaining second respective dynamic weights at each landing gear strut, and using the obtained second respective dynamic landing gear strut weights, determining a second total aircraft weight, the second total weight being a dynamic weight of the aircraft supported by the landing gear struts during the second taxi maneuver;
- h. repeating the steps a.-g. for the subsequent aircraft such that the look-up table is updated with improved learnings of subsequent-adjustment values.
An aircraft operation method to improve aircraft weight information, the aircraft having plural pressurized telescopic landing gear struts that collectively support a total weight of the aircraft, each landing gear strut having internal seals and guide bearings, the seals and bearings creating friction that interferes with free telescoping movement of the landing gear, which distort strut pressure in relation to a weight supported at each landing gear strut, the method comprising the steps of:
- a. causing the aircraft to perform a first taxi maneuver;
- b. during the first taxi maneuver, obtaining first respective landing gear strut pressures, and, using the obtained first respective landing gear strut pressures, determining a first weight, the first weight being a dynamic weight of the aircraft supported by the struts during the first taxi maneuver;
- c. for each respective landing gear strut, identifying a respective first-adjustment value which corrects for first respective frictional interference distortions in each strut, and, storing the respective first-adjustment values within a look-up table;
- d. thereafter, and while the aircraft is in a stationary position, obtaining respective static pressures of the respective landing gear struts, and, referencing the look-up table and applying the respective first-adjustment values to the respective obtained static pressures, determining a static weight of the aircraft, the static weight of the aircraft being a total weight of the aircraft while the aircraft is in the stationary position;
- e. causing the aircraft to perform a second taxi maneuver;
- f. during the second taxi maneuver, obtaining second respective landing gear strut pressures, and, using the obtained second respective landing gear strut pressures, determining a second weight, the second weight being a total dynamic weight of the aircraft supported by the landing gear struts during the second taxi maneuver;
- g. comparing the obtained respective static pressures to the obtained second respective strut pressures, and, identifying a difference between the total static weight and the second weight;
- h. using the identified difference between the static weight and the second weight, identifying a respective second-adjustment value which corrects for respective second frictional interference distortions in each landing gear strut, and storing the respective second-adjustment values in the look-up table for use during a subsequent set of weight determinations for a subsequent aircraft in a stationary position;
- i. repeating the steps a.-h. for the subsequent aircraft such that the look-up table is updated with improved learnings of subsequent-adjustment values.
An aircraft operation method to improve aircraft weight information, the aircraft being equipped with a strain-gauge design OnBoard Weight and Balance System (OBWBS) and landing gear struts that collectively support a total weight of the aircraft, the method comprising the steps of:
- a. causing the OBWBS to provide a static weight for the aircraft while stationary;
- b. causing the aircraft to perform a first taxi maneuver;
- c. during the first taxi maneuver, determining a first weight, the first weight being a dynamic weight of the aircraft supported by the landing gear struts during the first taxi maneuver;
- d. identifying a first weight adjustment value which corrects for errors identified when compared to the static weight measurement;
- e. causing the aircraft to perform a second taxi maneuver;
- f. during the second taxi maneuver, determining a second weight, the second weight being a dynamic weight of the aircraft supported by the landing gear struts during the second taxi maneuver;
- g. comparing the obtained respective static weight to the obtained second weight, and, identifying a difference between the static weight and the second weight;
- h. using the identified difference between the static weight and the second weight, identifying a respective second-adjustment value which corrects for respective weight differences, and storing the respective second-adjustment values in the look-up table for use during a subsequent set of weight determinations for a subsequent aircraft;
- i. repeating the steps a.-h. for the subsequent aircraft such that the look-up table is updated with improved learnings of subsequent-adjustment values.
Dependencies are inferred from the claim text.