Embodiments of the present invention relate to a system for real-time determination of parameters of an aircraft.
Compliance with the weights and balance limits and requirements of any aircraft is critical to flight safety and operational efficiency. Operating beyond the maximum weight limitation adversely affects the structural integrity of an aircraft and performance. Furthermore, operation with the Centre of Gravity (CG) beyond the approved limits results in flight control difficulties.
Moreover, the incorrect or improper loading of an aircraft reduces the efficiency of an aircraft with respect to ceiling, maneuverability, rate of climb, speed, and fuel efficiency. If the aircraft is loaded in such a manner that it is extremely nose heavy, higher than normal forces will be required to be exerted at the tail end to keep the aircraft in a level flight. Conversely, if the aircraft is loaded in such a manner that it is extremely heavy at the tail, additional drag will be created, which will again require additional engine power, and consequently additional fuel flow in order to maintain airspeed.
However, it is typical that as aircraft age, their weights tend to increase from their factory weights, due to, for example, aircraft repainting without removal of old paint, accumulation of dirt/grease/oil in parts of the aircraft being cleaned/maintained, retrofitting of equipment, and so forth.
In addition, loads (including fuel) carried for every flight typically differ in relation to the weight and positioning of the loads.
In view of the above, it should also be noted that ambient environmental conditions such as, for example, wind speed/direction, air temperature, humidity, dewpoint, and so forth also affect aircraft flight characteristics, but at this juncture, the assessment of ambient environmental conditions is not carried out quantitatively.
Thus, it is evident that there are some shortcomings in relation to determining real time parameters of aircraft, prior to take-off and subsequent to landing.
There is provided a system for determining real-time parameters of an aircraft, the system comprising: at least two sensing apparatus, each of the at least two sensing apparatus including a plurality of in-ground sensors; and at least one processing apparatus to process data received from the at least two sensing apparatus. It is preferable that a positioning of the at least two sensing apparatus is determined by a type of the aircraft being measured.
Preferably, the in-ground sensors comprises weight sensors; and presence sensors.
It is preferable that each of the sensing apparatus further includes imaging sensors, the imaging sensors being configured to enable identification of the aircraft.
The at least two sensing apparatus are preferably positioned in a row to enable determination of presence of an aircraft, aircraft separation, speed measurement and aircraft classification.
The system can further include at least one weather determination station, the at least one weather determination station being to obtain at least one weather parameter selected from, for example, apparent wind speed, wind direction, air temperature, pavement temperature, relative humidity, pavement humidity, barometric pressure, heat index, wind chill, ceilometer, lateral and longitudinal wind draft, air density and so forth.
The system can also further include a visual display apparatus configured to indicate the real time parameters of the aircraft.
Preferably, the at least one processing apparatus is configured to carry out at least one of the following tasks, such as, for example, loop detection, direction detection, speed detection, force detection based on frequency, speed acquisition, determination of acceleration of the aircraft, determination of deceleration of the aircraft, compensating input signals to external parameters, conditioning input signals to external parameters, linearizing of input signals to external parameters, and so forth.
The real time parameters are preferably selected from a group such as, for example:
Preferably, the real-time parameters determine a toll payable for the aircraft, the toll being for utilising an aircraft landing venue.
In a second aspect, there is provided a method for determining a toll payable for an aircraft, the toll being for utilising an aircraft landing venue, the method comprising: measuring real-time parameters of the aircraft; and determining the toll for the aircraft based on the real-time parameters of the aircraft.
In a third aspect, there is provided a method for determining a landing fee payable for an aircraft, the landing fee being for utilising an aircraft landing venue, the method comprising: measuring real-time parameters of the aircraft; and determining the landing fee for the aircraft based on a duration that the aircraft is at the aircraft landing venue, the duration being measured from a juncture when measuring the real-time parameters of the aircraft.
In order that the present invention may be fully understood and readily put into practical effect, there shall now be described by way of non-limitative example only, certain embodiments of the present invention, the description being with reference to the accompanying illustrative Figures, in which:
Embodiments of the present invention provide a system for determining real-time parameters of an aircraft. Determination of the real-time parameters of the aircraft enables, for example, an aircraft dynamic up weighing cross-checking/monitoring/warning system, an aircraft tolling system, an aircraft live weights and balances monitoring/cross-checking/warning system, any combination of the aforementioned, and so forth. The system can be of a permanently installed or a portable type.
Various embodiments of the system are shown in
The respective items deployed in the various embodiments depicted in
It should be appreciated that the respective items are deployed to function in a manner as described above, and the task of putting together all the items to operate in a desired manner entails substantial assessment, and research. It should be noted that the putting together of the respective items leads to operative synergy which brings about more functionalities than what is provided by the individual respective items.
Referring to
It should also be appreciated that a direction of taxi-ing is determined by a first trigger received from the in-pavement sensors 14, 15, 16, 17, 12 of the installed loop. This is used to ascertain and assign weighing location identification for LHS, RHS, FORE & AFT data. Using this data, it is possible to obtain a concise signature layout of the aircraft and dimensional layout (eg. distances for moments and arms). The time and speed is used to calculate this and dedicates relevant weight and balance information accordingly.
Referring to
In
Subsequently, an assessment is made whether the detected aircraft is indeed an aircraft or some other vehicle/object (3.5). If no, the process ceases (3.6). If yes, the measurements are processed and compared (3.7). The processed data is stored (3.71) and/or transmitted via a network (3.72) for subsequent retrieval for use for various purposes (3.10).
Then an assessment is carried out if the aircraft is detected accurately (3.8). If no, an alarm is triggered (3.82) and transmitted to a network (3.83). If yes, runweight measurement process is terminated (3.81) and the measured data is displayed on the visual messaging system (3.9). If no, an error is recorded (8.12.1).
In
In
Subsequently, an assessment is made whether the detected aircraft is indeed an aircraft or some other vehicle/object (4.4). If no, the process ceases (4.5). If yes, the measurements are processed and stored (4.6). Subsequently, data is retrieved to obtain reports (4.7), and the measured data is displayed on the visual messaging system (4.8).
In
Referring to
Subsequently, an assessment is made whether the detected aircraft is indeed an aircraft or some other vehicle/object (8.6). If no, the process ceases (8.7). If yes, the aircraft is subsequently detected at station 2 (8.9). Then an assessment is carried out if the aircraft is detected accurately (8.10). If no, an error is recorded (8.11). If yes, an assessment is carried out if runweight is present (8.12). If no, an error is recorded (8.12.1). If runweight is present, measurements are carried out at station 2 (8.13), for example, aircraft speed, length between axles/bogies, axle/bogie spacing, number of axles/bogies, runweights of individual tires, LHS, RHS, FORE, AFT, lateral, longitudinal, total centre of gravity, tyre inflation information, time, date, ID, images, and so forth. Processed data is then output to the computational system (8.16).
Subsequently, another assessment is made whether the detected aircraft is indeed an aircraft or some other vehicle/object (8.14). If no, the process ceases (8.17). If yes, the aircraft is subsequently detected at station 3 (8.15). Then an assessment is carried out if the aircraft is detected accurately (8.16). If no, an error is recorded (8.17). If yes, an assessment is carried out if runweight is present (8.18). If no, an error is recorded (8.18.1). If runweight is present, measurements are carried out at station 3 (8.19), for example, aircraft speed, length between axles/bogies, axle/bogie spacing, number of axles/bogies, runweights of individual tires, LHS, RHS, FORE, AFT, lateral, longitudinal, total centre of gravity, tyre inflation information, time, date, ID, images, and so forth. Processed data is then output to the computational system (8.21).
Subsequently, yet another assessment is made whether the detected aircraft is indeed an aircraft or some other vehicle/object (8.20). If no, the process ceases (8.21). If yes, the aircraft is subsequently detected at station 4 (8.22). Then an assessment is carried out if the aircraft is detected accurately (8.23). If no, an error is recorded (8.24). If yes, an assessment is carried out if runweight is present (8.25). If no, an error is recorded (8.25.1). If runweight is present, measurements are carried out at station 4 (8.26), for example, aircraft speed, length between axles/bogies, axle/bogie spacing, number of axles/bogies, runweights of individual tires, LHS, RHS, FORE, AFT, lateral, longitudinal, total centre of gravity, tyre inflation information, time, date, ID, images, and so forth. Processed data is then output to the computational system (8.27). A final assessment is carried out to determine whether the detected aircraft is indeed an aircraft or some other vehicle/object (8.28). If no, the process ceases (8.29). If yes, the final sensor triggers completion of the assessment (8.30) and a notification is provided to the computational system (8.31). The final sensor is a loop and/or a camera, or a combination thereof, which will be located a calculated distance from the last runweight weight & balance sensing device. The precise distance will be calculated and configured for installation based on an aircraft traversing speed (no acceleration or deceleration) range of 3 to 15 km/h.
Referring to
If both stations 1 and 2 detect the presence of the aircraft and runweight, measurements are carried out at each respective station (9.4, 9.5), for example, aircraft speed, length between axles/bogies, axle/bogie spacing, number of axles/bogies, runweights of individual tires, LHS, RHS, FORE, AFT, lateral, longitudinal, total centre of gravity, tyre inflation information, time, date, ID, images, and so forth. Processed data from each station is then output to the computational system (9.6).
Subsequently, an assessment is made by each station whether the detected aircraft is indeed an aircraft or some other vehicle/object (9.7, 9.8). If no, the process ceases (9.7.1, 9.8.1). If yes, the aircraft is subsequently detected at stations 3 and 4 (9.10). Simultaneously, station 3 and 4 respectively assess the aircraft and detect if the aircraft and runweight are present (9.11, 9.12). If station 3 does not detect either, an error is recorded and the process ceases (9.11.1). If station 4 does not detect either, an error is recorded and the process ceases (9.12.1).
If both stations 3 and 4 detect the presence of the aircraft and runweight, measurements are carried out at each respective station (9.13, 9.14), for example, aircraft speed, length between axles/bogies, axle/bogie spacing, number of axles/bogies, runweights of individual tires, LHS, RHS, FORE, AFT, lateral, longitudinal, total centre of gravity, tyre inflation information, time, date, ID, images, and so forth. Processed data from each station is then output to the computational system (9.16).
A final assessment is carried out at each station 3 and 4 to determine whether the detected aircraft is indeed an aircraft or some other vehicle/object (9.17, 9.18). If no, the process ceases (9.21). If yes, the final sensor triggers completion of the assessment (9.19) and a notification is provided to the computational system (9.20). The final sensor is a loop and/or a camera, or a combination thereof, which will be located a calculated distance from the last runweight weight & balance sensing device. The precise distance will be calculated and configured for installation based on an aircraft traversing speed (no acceleration or deceleration) range of 3 to 15 km/h.
Referring to
Subsequently, an assessment is made by station 1 whether the detected aircraft is indeed an aircraft or some other vehicle/object (10.6). If no, the process ceases (10.6.1). If yes, the aircraft is subsequently detected by force sensors (10.8). The force sensors then assess the aircraft and detect if the aircraft and runweight are present (10.9). If no, the process ceases (10.9.1). If yes, the aircraft is subsequently detected at station 2 (10.11). Measurements are carried out at station 2, for example, aircraft speed, length between axles/bogies, axle/bogie spacing, number of axles/bogies, runweights of individual tires, LHS, RHS, FORE, AFT, lateral, longitudinal, total centre of gravity, tyre inflation information, time, date, ID, images, and so forth. Processed data from station 2 is then output to the computational system (10.13).
A final assessment is carried out at station 2 to determine whether the detected aircraft is indeed an aircraft or some other vehicle/object (10.12). If no, the process ceases (10.12.1). If yes, the final sensor triggers completion of the assessment (10.14) and a notification is provided to the computational system (10.15). The final sensor is a loop and/or a camera, or a combination thereof, which will be located a calculated distance from the last runweight weight & balance sensing device. The precise distance will be calculated and configured for installation based on an aircraft traversing speed (no acceleration or deceleration) range of 3 to 15 km/h.
Referring to
If both stations 1 and 2 detect the presence of the aircraft and runweight, measurements are carried out at each respective station (11.4, 11.5), for example, aircraft speed, length between axles/bogies, axle/bogie spacing, number of axles/bogies, runweights of individual tires, LHS, RHS, FORE, AFT, lateral, longitudinal, total centre of gravity, tyre inflation information, time, date, ID, images, and so forth. Processed data from each station is then output to the computational system (11.7).
Subsequently, an assessment is made by each station whether the detected aircraft is indeed an aircraft or some other vehicle/object (11.8, 11.9). If no, the process ceases (11.8.1, 11.9.1). If yes, the final sensor triggers completion of the assessment (11.12) and a notification is provided to the computational system (11.13). The final sensor is a loop and/or a camera, or a combination thereof, which will be located a calculated distance from the last runweight weight & balance sensing device. The precise distance will be calculated and configured for installation based on an aircraft traversing speed (no acceleration or deceleration) range of 3 to 15 km/h.
Referring to
Subsequently, an assessment is made whether the detected aircraft is indeed an aircraft or some other vehicle/object (12.5). If no, the process ceases (12.5.1). If yes, the final sensor triggers completion of the assessment (12.6) and a notification is provided to the computational system (12.7). The final sensor is a loop and/or a camera, or a combination thereof, which will be located a calculated distance from the last runweight weight & balance sensing device. The precise distance will be calculated and configured for installation based on an aircraft traversing speed (no acceleration or deceleration) range of 3 to 15 km/h.
It should be noted that the aforementioned embodiments allow 0.05% accuracy when weighing an aircraft when stationary and 0.5% accuracy when weighing an aircraft dynamically (up to speeds of 15 km/h). In this regard, the accuracy is highly desirable.
It should also be noted that in the aforementioned systems, redundancy, integrity, as well as accuracy is improved by increasing a quantity of sensors. Furthermore, a greater quantity of sensors also limits downtime when failure occurs, as there will be back up sensors to fulfil operational requirements, and can enable maintenance and repair using a pre-scheduled timetable.
It should also be appreciated that the aforementioned systems are installed in the taxiway/runway apron and not on the actual runway.
There is also provided a method for determining a toll and/or landing fees payable for an aircraft, the toll and/or landing fees being for utilising an aircraft landing venue. The landing fees can be dependent on a duration that the aircraft remains at the aircraft landing venue. The method comprises measuring real-time parameters of the aircraft; and determining the toll and/or landing fees for the aircraft based on the real-time parameters of the aircraft.
The real-time parameters can be used to calculate the toll payable based on, for example, a once off fee (count and pay basis), on a tariff per quantitative weight/load, by designated an overall average tariff by weight/load per airport per quantitative weight/load traversing the runweight system, in any other manner negotiated with the airport/airline authorities and can be on a pay as you go basis, daily, weekly, monthly, per quarter or annually, a daily amount each airline pays regardless of how many aircraft are weighed, and so forth.
The real-time parameters can also be used to calculate the landing fees payable based on, for example, a once off fee (per entry basis), on a time duration basis calculated from a time when the aircraft traverses the runweight system, in any other manner negotiated with the airport/airline authorities, and so forth.
It should be appreciated that measuring real-time parameters of the aircraft can be using the systems and methods as described in the preceding paragraphs, or even other systems and methods.
Whilst there have been described in the foregoing description preferred embodiments of the present invention, it will be understood by those skilled in the technology concerned that many variations or modifications in details of design or construction may be made without departing from the present invention.
Number | Date | Country | Kind |
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2016903644 | Sep 2016 | AU | national |
Filing Document | Filing Date | Country | Kind |
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PCT/AU2017/050827 | 8/7/2017 | WO | 00 |