Patent Application
20150241295
This invention relates to the field of passenger aircraft and to the distribution of loads on passenger aircraft for efficient, safe and effective flights. More particularly, the invention relates to a system and method for distributing loads on an aircraft and to a system and method of allocating seats on an aircraft.
Airline operates face severe challenges in operating profitably. They are also a producer of carbon emissions, through operation of their aircraft, and are under increasing pressure to reduce carbon emissions and the associated footprint. A key factor in cost-effective operation and reducing carbon emissions is reducing fuel consumption of aircraft to the lowest level possible whilst maintaining the desirable and required safety standards.
Preparations are in place for emissions trading in Europe (and in other parts of the world). Virtually all airlines with operations within the European Union (EU) (and potentially to and from the EU) will come under the scope of the EU's Emissions Trading Scheme (ETS) from 2012. Airlines were required to submit a monitoring plan by August 2009 and to monitor data from 2010. On 2 Feb. 2009, EU legislation (Directive EC/2008/101) came into force incorporating aviation into the EU ETS as from 2012. Recent EU communication (IP/11/107) advises of the levels allocated to airlines under the ETS. It is understood that civil aviation is one of the fastest growing sources of greenhouse gas emissions, showing long term compound annual growth rates of emissions of 3 to 4%. A key policy objective of the EU ETS will be to reduce airline emissions to the level of 2005 by 2050.
Among many factors that can affect the fuel consumption of an aircraft on a flight, one known factor is the distribution of the load on the aircraft. This includes the hold baggage and cargo load as well as the passenger, crew and hand baggage loads. An aircraft should not attempt to take off if the aircraft load is too heavy or too far removed from the centre of lift. The centre of gravity of the aircraft, which is affected by the distribution of load, should be as close the centre of lift of the aircraft as possible, for safety reasons. The precise centre of gravity of the aircraft should be within a certain distance of the centre of lift, which can be corrected by adjusting the trim of the wings for a particular flight to some degree, but affects the efficiency of the flight.
Any particular aircraft type has manufacturer guidelines as to total payload allowance (i.e. cargo, crew and passengers) as well as, typically, to weight limits applicable to cargo compartment and/or baggage compartment, and limits as to the range of longitudinal centre of gravity for the aircraft. It is typically a legal requirement for the airline to comply with these total payload and longitudinal centre of gravity limits.
Regarding stability, as a general rule, the further aft the centre of gravity, the more unstable the aircraft may be whilst the further fore the centre of gravity, the more controllable the aircraft.
As a typical rule of thumb, the fuel efficiency of an aircraft is greater the further aft the centre of gravity.
It is therefore advantageous to the economic operation of an aircraft from a departure point to a destination point to efficiently plan the load for optimum efficiency. Several such methodologies exist.
It is known that distribution of weight on an aircraft can affect balance as well as fuel efficiency. On small aircraft or on small aircraft with few passengers, the cabin crew may move passengers to obtain a balanced weight cabin. Some systems have been proposed that determine the tilt by using a calliper weighing device.
U.S. Pat. No. 6,032,090 describes a system and method for on-board determination of aircraft weight and load-related characteristics. This system comprises associated with each gear strut of the landing gear, an accelerometer and a pressure adjustment means whereby a force may be applied to each gear strut by the pressure adjustment means and a measurement recorded by the accelerometer. A weight and distribution of weight as between each gear strut may thereby be determined. This may then confirm the centre of gravity and weight of payload on the aircraft is within or outwith the required limits for that aircraft. Whilst useful information, this provides historic or present information and does not assist with planning. Although, it could for example allow more payload to be added or load to be shifted if outside the limits, for example.
U.S. Pat. No. 4,935,885 describes a method of determining weight and centre of gravity of a vehicle such as an aircraft. The method comprises moving the aircraft along a roadway over a plurality of load-measuring devices (scales) secured to the road way. It includes a method and apparatus for processing passengers prior to their boarding an aircraft, apparatus for recording and conveying information including unique identification of vehicle passengers, baggage and cargo to an existing information bank, which is then utilised for subtraction purposes typically for determining the quantity of fuel remaining on an aircraft at an intermediate location in a multi-leg flight. The invention further includes determining the amount of fuel on board the aircraft by weighting passangers, hand baggage, baggage and cargo prior to their being placed on board the aircrafter, ascertaining the gross weight of the aircraft immediately prior to take off, subtracting the gross weight of the unladen weight of the aircraft and the payload, thereby obtaining the fuel weight. The method further describes a method of determining fuel in an aircraft taking off from a second leg of a journey in which some passengers remain onboard by weighing passengers and according seating allocation to each passenger and thereby determining which passengers are disembarking after the first leg to determine a weight of passengers remaining on board. The method can be used to cross-check the reliability of calculated component weight data such as passenger and baggage weights, cargo weight and fuel weight. At column 6, line 55 of U.S. Pat. No. 4,935,885, a method is described for determining how much cargo or like can be placed on an aircraft and where to place it to ensure that the centre of gravity is located at its optimum position, comprising determining the centre of gravity of the aircraft including the respective weight of the passengers to be carried and their location within the aircraft, provided by their respective seat positions, determining the weight of cargo or the like which can be placed on board the aircraft, including utilizing the collective weight of the passengers, their baggage and other items and selecting a loading location or locations within the aircraft based on data derived and placing said cargo or the like at the load location or locations within the aircraft. Thus the centre of gravity of the aircraft including the weight of the passengers and their locations is utilised to determine where to locate the cargo. There is no mention of using weight distribution of cabin payload such as passengers, crew, hand luggage, catering equipment and/or other moveables to affect the centre of gravity of the aircraft.
The present inventors have found that an improved approach to payload distribution can enhance fuel efficiency in an aircraft and thereby reduce cost and carbon generated.
There remains a need for improvements in fuel efficiency on aircraft.
It is an object of this invention to provide a method and system for optimum fuel efficiency.
It is an object of this invention to provide a method and system for determining and implementing optimum centre of gravity for optimum fuel efficiency of an aircraft
It is an object of the invention to provide a method and system for calculating actual fuel load required for a flight
In accordance with a first aspect of the invention, there is provided a method for determining and/or implementing weight distribution of payload on an aircraft for optimizing centre of gravity of the aircraft, which method comprises providing an individual weight factor for each passenger and/or crew member and their respective hand luggage and allocating at least a portion of the passengers and/or crew members seats according to the effect of passenger and/or crew member's positions on the aircraft on centre of gravity position.
In a second aspect of the invention, there is provided a system for determining and/or implementing distribution of payload on an aircraft for optimizing centre of gravity of the aircraft, the system comprising a means for providing an individual weight factor for each passenger and crew member and their respective hand luggage and a programmed computer arranged to allocate passengers and crew members seats according to the effect of passenger and crew members positions on the aircraft on (e.g. longitudinal) centre of gravity position (relative to, preferably, an optimized starting centre of gravity optimized for fuel efficiency).
In a third aspect of the invention, there is provided a computer program product comprising a computer-readable medium incorporating program code executable by a processor to implement a method as defined above.
In a fourth aspect of the invention, there is provided a method for determining the fuel load required on an aircraft for a flight from a first location to a second location, the method comprising calculating fuel requirement based on actual zero fuel weight determined using actual weight of passengers, hand luggage and cabin crew and calculated fuel requirement based predicted fuel usage assuming optimum centre of gravity for the aircraft for a flight.
The method and system of the invention provide particular advantages in determining accurately cabin payload data and cabin payload distribution for optimum fuel efficiency of an aircraft on a flight. Thus, fuel may be saved and carbon dioxide emissions may be reduced.
The invention provides a method and system for implementing weight distribution of payload on an aircraft for optimizing centre of gravity of the aircraft, which method and system comprises providing an individual weight factor for each passenger and crew member and their respective hand luggage and allocating passenger and crew member seats according to the effect of passenger and crew members positions on the aircraft on (e.g. longitudinal) centre of gravity position. Preferably and optionally, the method and system further comprise providing an individual weight factor and identifying or allocating a location for catering equipment and/or other moveables in assisting with the optimal distribution of cabin payload on an aircraft. Optionally, depending upon the specific requirements or preferences, the centre of gravity of the aircraft can be optimized for, for example, stability, control, fuel efficiency or a combination thereof. In a preferred embodiment the centre of gravity is optimized for fuel efficiency, which optimization for fuel efficiency is taken to mean within the legal requirements for safe operation of the plane for the entire flight.
The embodiments and description of the invention shall be discussed hereinafter with specific reference to optimizing the centre of gravity for fuel efficiency, although where the context allows it should be understood to optionally include other conditions for which the centre of gravity may be optimized.
Typically, the centre of gravity range allowable within the manufactured limits for safe operation of a flight are provided for each aircraft. It is necessary for the centre of gravity in operation to fall within that range. The position of the centre of gravity is usually defined by the distance longitudinally from a defined reference point on the aircraft. The optimum centre of gravity for fuel efficiency may be provided for each particular class or type of aircraft or may be determined for each type of or individual aircraft. Typically, the practical centre of gravity optimized for fuel efficiency is the aft-most end of the defined safe operating range of centre of gravity for the aircraft.
During the course of a flight, the centre of gravity can change slightly, depending upon the precise location of the burned fuel (i.e. the centre of gravity of the burned fuel) relative to the centre of gravity of the aircraft at take-off. Allowance has to be made for this change. For example, if fuel burn causes the centre of gravity of the flight to shift forward, then at take off, the aircraft can be loaded to have its theoretical safe operating aft-most (most fuel efficient) centre of gravity. If, however, fuel burn causes the centre of gravity to shift aft-ward, it is necessary to allow for this in calculation of starting centre-of-gravity. Thus, in either case, there will be a calculated or predetermined, or calculable, optimum starting centre of gravity for optimum fuel efficiency, which will be the target/desired centre of gravity for the payload distribution method and system of the invention.
Aircraft typically have limits to weight in their cargo and baggage hold compartments. There is existing technology for determining optimum weight distribution of cargo and baggage hold loads.
The fuel load is a substantial part of the total load of an aircraft at take-off. It thus makes a contribution to the centre of gravity of the aircraft. Typically, fuel is stored in the wings or in the belly (in order that its consumption will have a minimal impact on the safety and stability of the aircraft) and sometimes at the tail of the aircraft.
Preferably, the method of the invention comprises the steps of:
In each step, up-to-date or more accurate data may be fed into the method in order to better optimize the result at any time.
The nominal optimum starting centre of gravity for the aircraft for a particular flight from a first departure point to a second destination point is the starting centre of gravity which allows, in view of fuel burn during a flight, the centre of gravity to maintain during the course of the flight the most fuel efficient centre of gravity without extending beyond the recommended range of centre of gravity for safe operation of the aircraft. The nominal optimum starting centre of gravity is based upon estimated fuel requirements typical for the flight in question—the estimate may be informed by particulars for the flight, such as booked number of passengers (having industry averaged weights and carrying typical luggage for such a flight), and booked cargo load for the flight.
An actual (or qualified actual) optimum starting centre of gravity may be calculated based on an iteration calculation once actual payload weight is known and qualified actual fuel load is known. The actual optimum starting centre of gravity and qualified actual fuel load are interdependent and the qualification is subject to respective recalculations or iterations of the two factors. The iteration is based on the improvement in fuel efficiency by virtual redistribution of cabin payload toward a more fuel-efficient centre of gravity which will cause minor changes in a fuel calculation due to centre-of-gravity derived fuel requirement factors.
Since the fuel burn required depends in part on the fuel efficiency of the flight, which is affected by the distribution of load on the aircraft, which is, in part, dependent on the fuel burn required, this calculation is somewhat circular and requires an iterative calculation. It is a stable iteration in that each adjustment of one causes an increasingly smaller adjustment in the other in order to reach the optimum. Preferably, When the change is less than 1%, preferably 0.5%, more preferably 0.1%, still more preferably 0.05%, and most preferably no more than 0.01% it may be considered solved. Alternatively and/or more preferably, when the calculated change in centre of gravity is 50 cm or less, more preferably 30 cm or less and most preferably 10 cm or less and/or when the calculated iterative change in actual fuel load is 0.005% or less, more preferably 0.002% or less, still more preferably 0.001% or less and most preferably 0.0005% or less, the calculation may be considered solved.
Since for every unit of unused fuel carried, a substantial portion of it is burned in order to carry its own weight, extra fuel contributes disproportionately to center of gravity shift during the course of the flight, which causes fuel to be used less efficiently. For example, carrying unused fuel involves significant extra fuel consumption of the order of 3-4%/hr of flight. So, for example, if one tonne of Extra Fuel were carried unnecessarily on a 12 hour flight, 12×4%=48% of the Extra Fuel would be burnt carrying its own weight, leaving only 520 kg of the Extra Fuel in the tank for future use on arrival at the destination. In other words, 480 kg of fuel would be completely wasted.
The payload on an aircraft is determined herein to be the cargo, hold baggage, crew, crew hand luggage, passengers and passenger hand luggage and catering equipment and other moveables in the cabin. The cabin payload comprises crew, crew hand luggage, passengers, passenger hand luggage, catering equipment and other moveables. The total take-off load comprises the payload and the loaded fuel. The landing weight comprises the payload and the landing fuel.
The total weight of cabin payload may be provided by one or a combination of estimate, declared or actual. Preferably, actual total weight of cabin payload is provided. However, in a first iteration of the calculation, an estimate may be provided, which may be based on an average industry estimate based on number of booked adults and children, or a combination of estimated and declared data, which is then updated with declared and/or actual weight data. Variation in passenger weight can be significant, for example from 65 kg to 120 kg in an adult male or 40 kg to 70 kg in an adult female and so updating the information provided as total cabin payload can have a real impact on the total fuel requirement and calculable starting centre of gravity of the aircraft. Optionally, the total payload of the flight may be measured (e.g. by employing strain gauges on the gear or weighing the aircraft by methods that are known in the art). Preferably, the total weight of cabin payload which may initially be an estimate based on summing industry averages based on the number of booked passengers is updated with summed declared and/or, more preferably, actual weight data for individual passengers and crew and their respective hand luggage.
For example, a standard that may be used for calculating passenger weight is: i) 15 kg for a child under 2 years; ii) 40 kg for a child aged 2-13 years; and iii) 86 kg for an adult aged over 13 years (additional 3-5 kg may be added in winter months to account for average increase in weight of winter clothing).
It is typical for passengers to stow their hand luggage close to their seat or allocated seat, e.g. under the seat in front of them or in the compartment above their heads. Thus, the individual passenger weight (and distribution of weight) may be calculated to include hand luggage (rather than separately treating the passenger and their hand luggage).
A declared weight as used herein is individual weight data provided by the passenger at check-in (whether on line, by automated check-in in the departure airport or in person) about their individual weight and declared weight of hand luggage.
Actual weight, as used herein, is individual weight data obtained by weighing the passenger with or without their hand luggage (typically with), e.g. a the check-in desk (in person or automated). A Final Actual Weight for individual passengers, being the weight of the passenger with or without their hand luggage (typically with) may be obtained as the passenger boards the aircraft by requiring the passenger to walk over scales as they submit their boarding pass.
Weight data on cabin payload in the form of individual weight data for passengers may also in initially be provided as estimate individual weight data (corresponding to each passenger with hand luggage and crew and crew hand luggage), but is preferably provided or updated as declared and/or, preferably, actual individual weight data.
Once the total payload is known, a qualified actual fuel load for the trip can be calculated. One preferred method for doing this is described in our International Patent Application No. PCT/EP2011/054762, the entirety of which is incorporated herein by reference.
A qualified actual optimum starting centre of gravity may then be determined once the qualified actual fuel requirement for the flight is provided.
The centre of gravity of the aircraft, provided by the fuel load and cargo and baggage load may then be manipulated according to the distribution of cabin payload.
The distribution of cabin payload is preferably controlled and effected by the allocation of seats or seating areas to individual passengers and groups of passengers.
There are known systems and methods for allocation of seats to passengers on an aircraft, for example that described in WO-A-2011/042563 and in AU-B-2003/255702. Such systems and methods may be adapted in accordance with the present invention to prioritise distribution of weight (as a preference in place of, for example, passenger preference). The disclosure in said patents and patent applications is incorporated by reference in its entirety, adapted for the prioritization of weight distribution in the cabin in the manner described herein.
In one embodiment, where declared individual weight is used, passengers may be allocated seats at check-in (whether in person or on-line) and the weight distribution of cabin payload determined prior to fuel calculation etc. In this embodiment, where total cargo and baggage payload may only be finally determined after the distribution of cabin payload has been arranged, manipulation of the distribution of cargo and baggage payload may be carried out in order to shift the aircraft's centre of gravity toward the optimized qualified starting centre of gravity.
In another embodiment, final allocation of seats may be undertaken on boarding of the aircraft by the passengers. At this point, a cargo and baggage weight and distribution plan is typically in place and an estimated or qualified required fuel load is known. Thus, a final distribution of cabin payload can be utilized to manipulate the centre of gravity of the aircraft iteratively toward the desired position according to steps E to I above. Optionally, only a portion of the individual passenger positions may be used to manipulate the position of the centre of gravity, since the first portion of passengers being allocated seats on the aircraft may not be finally determinant of the centre of gravity position, but merely provide a contribution to the centre of gravity position.
According to this embodiment, a proportion of passengers on the aircraft may have been pre-allocated seats. This may be achieved by requiring declared weights on check-in, which can be modified by weighing at the departure gate. Such pre-booked passengers may optionally be required to board first in order to determine the contribution their final actual individual weight data makes to the centre of gravity calculation and subsequent allocation of seats for the remaining passengers. Typically, up to one half, preferably up to one third of passengers booked on a flight may be pre-allocated seats (and may pre-select seats, according to certain limiting criteria), which passengers may be selected according to order in which they book and/or check-in or requirement (e.g. travelling with children and/or travelling with a group) and/or by payment of a supplement.
Whether allocating pre-allocated seats or the first allocation of seats on boarding of an aircraft, said allocation may be done strategically. For example, the locations on the aircraft may be zoned for impact on payload distribution (and centre of gravity). For example, the seating plan may be divided evenly into a number, e.g. an odd number, preferably 5, of seating zones, a central zone closest to the centre of gravity range of the aircraft, e.g. over the wings, a fore zone and an aft zone and intermediate zones between the central zone and the fore/aft zones. Thus, passengers having a declared or actual weight within a pre-determined figure, such as 20%, of the industry average passenger weight may be placed in the intermediate zones, passengers with a declared or actual weight less than that in the fore or aft zones and passengers with a declared or actual weight greater than that in the central zone. Optionally, passengers with low declared or actual hand baggage weight may be allocated window seats, whilst passengers with higher hand baggage weight (and greater need for the overhead compartment) may be allocated aisle seats. Further, optionally, window seats may be allocated first to increase boarding speed, thus making the operation of the aircraft loading more efficient.
The subsequent allocation of seats, e.g. the second half or second two thirds of passengers boarding, may be allocated according to the influence that may have on centre of gravity shift toward the optimal starting centre of gravity of the aircraft for the flight. For example, should centre of gravity be required to be shifter aft-ward, a passenger who is more than 20% heavier than industry average may be allocated a seat in the rear zone of the aircraft, whilst a passenger who is more than 20% lighter than industry average may be allocated a seat in the fore zone of the aircraft.
Regularly during allocation, as the centre of gravity shifts, the qualified actual fuel load required may be recalculated (according to improved efficiency of flight) and the optimum centre of gravity adjusted.
Pre-allocation of seats may be controlled so that there are sufficient seats throughout the cabin which may be allocated in order to apply a range of center-of-gravity affecting distributions.
Thus the centre of gravity of the aircraft may be modified by allocation of seats based on actual individual weight data for the cabin payload (passengers and crew and their hand luggage) in order to improve the fuel efficiency of the flight.
Since the use of actual passenger weight and controlled centre of gravity provide reduced margins for error (and thus reduced fuel load) and improved efficiency through modified centre of gravity, and thus further reduced fuel load and since any extra unnecessary fuel consumes a significant portion of itself simply for carrying its own weight, the fuel efficiency benefit of utilizing a system and method of the present invention is multiplied.
In another aspect of the invention, there is provided, as mentioned above, a computer program product comprising a computer-readable medium incorporating program code executable by a processor to implement a method as described above.
In another aspect of the invention mentioned above, there is a system for utilizing and/or implementing the method of the invention, which system comprises: a means for providing an individual weight factor for each passenger and crew member and their respective hand luggage and a programmed computer arranged to allocate passengers and crew members seats according to the effect of passenger and crew members positions on the aircraft on (e.g. longitudinal) centre of gravity position (relative to, preferably, an optimized starting centre of gravity optimized for fuel efficiency).
Preferably, the system according to a preferred embodiment comprises
Preferably, the various means are provided as a computer program product or a plurality of inter-related or inter-communication computer program products comprising a computer-readable medium incorporating program code executable by a processor to provide the means stated above, optionally including means for receiving such required data, e.g. via a user interface.
Optionally, the means includes a data input means for capturing declared individual weight data or more preferably means for weighing passengers, e.g. as they pass through the departure gate.
There is further provided a weighing device provided as an integrated system to a check-in desk or automated check-in machine at an airport whereby each passenger's individual weight data is tagged to the passenger's boarding pass identification code (and allocated seat) whereby weight of the passenger payload in an aircraft cabin may be distributed by allocating passenger seats.
In practice, the captain is responsible for uploading Extra Fuel prior to take off, this is fuel in addition to the theoretical minimum requirement. Typically, a passenger-carrying commercial aircraft is re-fuelled to a standby figure before and during loading and then topped up before push-back (tow vehicle manoeuvres the aircraft for engine start) prior to take-off with a total quantity of fuel set by an Operational Flight Plan (OFP) which is prepared by specialist ground staff typically two or three hours before take-off and takes into account the following:
i) the aircraft type (eg Boeing B777® and the manufacturer's fuel consumption data for that type;
ii) a degradation factor determined empirically for that particular aircraft, which modifies the fuel consumption data of i) above by a percentage which is dependent on the age and condition of the airframe (for example dents will raise the fuel consumption);
iii) the anticipated aircraft weight(s);
iv) the anticipated route, speeds and flight levels;
v) expected taxiing time from the ramp (embarkation/loading point) to the runway, to allow for taxi fuel;
vi) anticipated meteorological conditions; and
vii) ATS (Air Transport Safety) procedures and restrictions (for example Final Reserve Fuel is carried to enable 30 minutes' flying at holding speed above the destination airport and Contingency Fuel is carried to allow for deviations from the expected route and weather conditions and to allow for a margin of error).
Typically, according to current practice the OFP is passed to the captain in the form of a printed sheet shortly before boarding, or, as in some systems (e.g. the Cirrus™ system), the OFP is transmitted electronically to the cockpit. It typically includes some guidance on modifying the fairly sophisticated fuel calculation used to generate the minimum fuel requirement listed in the OFP. For example, it will include an Estimated Zero Fuel Weight (EZFW) value for the aircraft which is the estimated total weight (including passengers, cargo and crew) but excluding the weight of the fuel. The Actual Zero Fuel Weight (AZFW) is determined after the aircraft has been loaded and is typically less than the EZFW because some passengers fail to embark or some cargo is not loaded. Whilst AZFW is more accurate that EZFW because it is based on accurate information (e.g. actual number of passengers boarding aircraft and weight of cargo), it should be noted that the values for AZFW are typically in current practice not accurately determined since they are typically based on estimates of passenger weights and hand luggage allowances. Accordingly the OFP gives the captain estimated values (typically based on accurate information) as an AZFW with which to adjust (typically, to reduce) the minimum fuel requirement in order to take this change in circumstances into account.
However this is a matter of discretion and, typically, not every change in circumstances which would lead to a change in minimum fuel requirement is flagged up by the OFP. For example, a change in runway will affect the taxiing time and hence the minimum fuel requirement.
The aircraft captain also has discretion to add extra fuel (“Extra Fuel”) to that mandated by the OFP and often does so on the basis of e.g. changes in the weather or other factors of a more subjective nature, including lack of confidence in or ignorance of the safeguards built in to the fuel calculation. There is currently no consistency between the behaviour of captains in taking this action and there are currently no consistent guidelines provided to them.
Thus the present invention may be beneficially implemented by incorporating the cabin payload centre-of gravity manipulating system into a further aspect of the invention comprising the determination of fuel uplift to an aircraft.
Accordingly, in another aspect of the invention, there is provided a method of fuelling an aircraft for a flight to a predetermined destination wherein the aircraft is loaded, the actual zero fuel weight of the loaded aircraft is determined, the fuel requirement of the loaded aircraft for that destination is calculated by fuel calculation software on the basis of operational flight plan data, said actual zero fuel weight, and further data and/or further cabin payload data relevant to fuel consumption for that instance of the flight to the predetermined destination, said further data being processed interactively by the user by means of a user interface to said fuel calculation software, and subsequently fuel to meet said fuel requirement is uplifted to the aircraft under the control of said user, characterized in that the further cabin payload data includes individual passenger/crew weight data, total cabin payload data and/or adjusted centre of gravity data (e.g. due to efficient distribution of cabin payload weight).
Preferably said further cabin payload data is provided automatically to the fuel calculation software and user interface by a system for determining and implementing such cabin payload distribution factors and in communication with said fuel calculation software.
Optionally, other said further data is entered at said user interface by the user. This enhances the involvement of the user in the fuel calculation and reduces the temptation to carry unnecessary extra fuel.
It is highly preferred that the user interface is on the aircraft, preferably on the flight deck, e.g. in the form of a screen and keyboard of the captain's laptop computer.
Typically the operational flight plan (OFP) data will include parameters dependent upon some or all of items i) to iv) and vii) noted above and the user (normally, the captain of the aircraft or perhaps the co-pilot or another responsible member of the flight crew) will be prompted to enter further data such as one or more of: the time expected to be spent taxiing to the runway (and expected taxiing time at destination airport), the holding time at the destination airport, the amount of contingency fuel carried and weather information (e.g. at departure, en-route and at destination), for example. Such data, even if included in the OFP, is liable to change between the time the OFP is generated and the time of final fuelling.
Optionally, the user will still be given the opportunity to add extra fuel but the interaction between the user and the further data using the user interface is expected to inspire further confidence in the fuel calculation and in practice to reduce the incentive for extra fuel which in nearly all cases should be unnecessary. Additionally, actual cabin payload data (such as determined individual weight data) having been obtained for the passengers on the flight will give the captain further confidence in the competence of the calculations provided. Optionally, the user may override the fuel calculation software and enter its own figures, but should these figures be less than the calculated fuel requirement produced by the software, it is preferable that a warning system alerts the user (by visual or oral means—e.g. a warning notice or an alarm signal) and optionally other users or a third party, especially if the figures entered may result in a material breach of internal (airline specific policy) or industry safety rules.
A fuel calculation software used in accordance with this aspect of the present invention is preferably configured to provide fuel requirement values for the loaded aircraft for the flight to the predetermined destination, which values include a safe contingency fuel amount. The safe contingency fuel amount is preferably programmed into the software and is typically selected to be at least the amount of contingency fuel required by industry regulations and optionally an amount determined by airline policy, the method of calculating contingency fuel being variable to account for adjustments in regulations and policies.
Even disregarding the above confidence factor, the improved accuracy obtainable by basing the calculation on current (dynamic) conditions is expected to result in fuel savings of up to 5%, e.g. from 0.5% to 4% and generally at least within the range 1% to 2.5%. Typically a printed OFP will give a fuel requirement to a precision of three significant figures so a saving of 1% is certainly significant. This also represents a large improvement in profit in a low-margin and highly competitive industry, as well as a significant reduction in carbon dioxide emissions which will have positive environmental and financial implications.
The user, as used herein in connection with fuel calculation software of the invention, an interface therefor, an aircraft (to which the fuel calculation software is applied), a computer programme according to the invention and computer so programmed, may be any user for whom the fuel calculation software could be effective (e.g. a person or group of people charged with responsibility for fuelling an aircraft with the appropriate amount of fuel for a flight, or a person or other entity responsible for an automated system for the same, or in the event that the control of fuelling is by an automated or computer system such as a third party planning solution, the user may be a third party flight planning solution configured to communicate via an application programming interface or API). The user may be, for example, any one or more of the captain, first officer, second officer, flight crew, technical crew, cockpit crew, pilot, co-pilot, flight dispatcher, flight operations staff, navigation services staff, company administrator, IT department staff, any management position holder or any other personnel of an organization responsible for aircraft fuelling and related efficiency activities (or an electronic user such as a suitably programmed flight planning solution system). As used herein, the user or any user type specified above may be substituted by generic user or other specific user where the context allows.
Preferably the data used includes statistical data based on previous instances of flights to said destination and selectably the statistical records of the operations of the individual aircraft or the type of aircraft and/or the individual pilot and the method includes means for reporting actual fuel consumption data after said flight. This is preferably performed by the user at the user interface and has the following advantages:
i) it enables the user to check actual fuel consumption against calculated fuel consumption and gives further confidence in the method; and
ii) it enables the accuracy of the method to be improved by fine-tuning the operational flight plan data and/or the processing of the information entered by the user.
The invention also includes a computer program product comprising a computer-readable medium incorporating program code executable by a processor to implement the above processes and methods.
A typical process for calculating the fuel requirement for a flight by an aircraft to a pre-determined destination in accordance with the invention may include provision of a fuel calculation software or arrangement or such programmed computer and the provision of Operational Flight Plan (OFP) data. The Operational Flight Plan (OFP) is generally used herein in a generic sense and may include (the context assisting) an initial OFP, a revised OFP or a final/Master OFP (the latter being the Operational Flight Plan that the flight actually follows). As far as the method, arrangement/system and software according to the invention are concerned, OFP data (typically initial OFP data generated by ground staff or an OFP generating system in use by the airline) is an input to the method, arrangement/system and software of the invention and its source is not critical to the present invention, but the source should preferably address necessary regulatory compliance matters. OFP data may be communicated electronically to a system or arrangement comprising a computer programmed to produce fuelling information according to the invention, or may be manually entered (e.g. by the user via a physical interface) or may be transferred by way of an Application Programming Interface (API) between an application producing fuelling information according to the invention and a system for producing or generating Operational Flight Plans and associated data. Optionally, the arrangement for calculating the fueling requirement for an aircraft (and/or software or programmed computer therefore) according to the present invention may be adapted to form a part of or to seamlessly integrate or communicate with an operational flight planning system of which several exist. Preferably, a cabin payload distribution system provided as another aspect of the invention, may also seamlessly integrate or communicate with the fuel calculation software and/or operational flight planning system.
In another aspect the invention provides an arrangement for calculating the fuel requirement of an aircraft flight to a predetermined destination, the arrangement comprising means for determining the actual zero fuel weight of the aircraft after it has been loaded, a programmed computer arranged to determine a fuel requirement for said flight on the basis of operational flight plan data, said actual zero fuel weight, and further data and/or further cabin payload data relevant to fuel consumption for that instance of the flight to the predetermined destination, said computer being programmed to process said further data interactively with a user at a user interface thereof, characterized in that the further cabin payload data includes individual passenger/crew weight data, total cabin payload data and/or adjusted centre of gravity data (e.g. due to efficient distribution of cabin payload weight). Preferably said computer is arranged to receive said further data as an input at said user interface from the user. This enhances the involvement of the user in the fuel calculation and reduces the temptation to carry unnecessary extra fuel.
It is highly preferred that the user interface is on the aircraft, preferably on the flight deck, e.g. in the form of a screen and keyboard of the captain's laptop computer.
Preferably said arrangement comprises a computer network including a first terminal which in use prompts the user to enter said information, said terminal being located on the aircraft, and a second terminal which in use transmits said operational flight plan data to said first terminal over said network.
Preferably said first terminal is arranged to transmit actual fuel consumption data for the completed aircraft flight to the network. This enables the interactive fuel calculation software to learn from the actual fuel consumption data and improve its accuracy on subsequent flights.
The network is preferably arranged to connect a plurality of software modules which exchange information, the modules including an interactive fuel calculation module (referred to below as the DYNAMIC module) which calculates said fuel requirement and optionally a MANAGEMENT module which typically comprises the algorithms upon which the calculations are based and which may be accessed by technical staff and/or a COMPLETE module which is used to record completed flight data and fuel consumption for comparison with predicted information. The MANAGEMENT module, if the system is so configured may communicate with an external operational flight plan module or system which generates operational flight plan data (or may be integrated with or form a part of an OFP system). The naming of modules herein is for convenience and should be considered in no way limiting.
Preferably the modules further include a module (referred to below as the COMPLETE module) which in use acquires actual fuel consumption data at the end of the flight (e.g. by prompting the user to enter such data, or by receiving fuel consumption data from the aircraft instrumentation) and transmits the actual fuel consumption data to the system management (“MANAGEMENT”) module or to an operational flight plan module or system.
Another module, HISTORICAL, may be used to maintain a database of information concerning all aspects of external factors and their impact on the operational flight plans produced (e.g. by or in association with the MANAGEMENT module) and the calculations (e.g. of the DYNAMIC module).
Preferably, the data is continually updated. Optionally, the data provided to the COMPLETE module (i.e. post-flight data) may also be submitted to the HISTORICAL database, in an anonymous fashion. The data in HISTORICAL may optionally be subject to a pattern recognition algorithm to identify inaccuracies in the HISTORICAL data used. For example, using such bulk data, it may be possible to determine that an efficiency deterioration factor needs to be increased for aircraft of a particular type as it ages, etc.
Cargo, hold baggage and cabin payload data and distribution data may be provided and calculated (according to aspects of the invention related thereto described above) in a further module which may be entitled LOAD.
Such modular software has the advantage that different modules may be updated or modified independently.
The modules may be run on the same or different computers of the network but a thin client architecture is preferred in which the modules are all run on a server (typically on the ground) and the user's computer (typically on the aircraft) acts essentially as a terminal. This has an advantage that all users can benefit from upgrades (and the latest information) simultaneously.
A preferred embodiment of the invention is described below by way of example only with reference to
Referring to
In a further, associated, aspect, there is provide a system for determining the weight of passengers and/or crew boarding an aircraft, the system comprising a weighing station comprising a weighing device for measuring the weight of a passenger or crew member engaging the weight device and generating individual weight data and an identification means for identifying the passenger or crew member being weighed, said weighing device and identification means preferably being configured such that individual weight data is attributed to specific passenger or crew member. The system further comprises a microprocessor or communication means for storing and/or communicating the individual or cumulative weight data and identification information, optionally co-attributed. The weight and identification data generated may then be used as input data or further data (e.g. to the DYNAMIC or LIVE modules described) for the calculation of flight fuel requirement for a specified aircraft flight. In one embodiment, the system is configured to weigh the passengers and/or crew without their carry-aboard hand-luggage by, for example, conducting the weighing step during the scanning of hand-luggage routinely carried out at airports as a security measure, the hand-luggage being weight cumulatively on a separate weighing device configured to fit in-line with a scanning system. Preferably, however, in order to provide the most accurate data, the system is configured to enable weighing of passengers and/or crew with their hand luggage and preferably as close as possible to the boarding of the aircraft, e.g. at the departure gate or at (e.g. just before or just after) the door to the aircraft. [Optionally, the system is further provided with a payment card reader, such as a credit card reader, or is configured to associate the boarding pass or id card to a payment method, and which system is programmed to draw a further charge or issue a rebate from the payment means according to whether the weight attributed to that passenger and its hand luggage is greater than or less than pre-determined limits included in a ticket price].
The AZFW as discussed above is typically an estimated value based upon accurate information (e.g. actual number of passengers with estimated weight, estimated weight of hand luggage and actual weight of cargo), which we may term standard-AZFW. Preferably, the AZFW is an accurately determined value, which herein means that actual passenger weight and actual cargo weight is utilized in the AZFW value calculation, which may be referred to as accurately determined-AZFW. Where the AZFW is an accurately determined value (e.g. as discussed above), the term AZFW used herein may optionally be substituted with accurately determined-AZFW (or AD-AZFW) as a preferred feature.
As explained in more detail below, the Captain enters the AZFW value and other last-minute information such as the actual runway (R1) which affects the taxiing time and hence taxiing fuel consumption, the expected weather and the expected holding time at the destination terminal (T2). The DYNAMIC software module calculates the parameters ADJ RAMP FUEL (total fuel, which illustrates the weight of fuel required to be uploaded (at the ramp) to the aircraft for the flight), TRIP & TAXI (the expected fuel consumption during flying and during taxiing respectively) and displays HISTORICAL FACTS for EXPECTED HOLDING (information on the expected fuel consumption during holding before landing at the destination runway R2, explained in detail below) and PREDICTED LDG FUEL (the predicted quantity of fuel remaining on landing). This is based on the data entered together with data predictions from software algorithms provided to the DYNAMIC module from a MANAGEMENT software module. Note, it is usual practice to fuel an aircraft to some quantity less than that proposed on the OFP, to allow for adjustments in fuelling calculations by the captain, for example allowing more up-to-date information on cargo weight and passenger numbers. This depends upon an airline policy and aircraft type, but may be OFP minus 3 tonnes for example. The total calculated fuel requirement for the flight is the standby fuel figure (that initial fueling amount) plus the additional amount added at the ramp as a result of calculations—this is the ADJ RAMP FUEL, being the total desired fuelling level determined at the ramp.
The above algorithms incorporate safeguards based on regulatory requirements which ensure that the minimum fuel needed to satisfy these requirements is carried.
The algorithms take into account the fuel required to start the main engines 2, the fuel used by the aircraft's auxiliary power unit (APU) 1, the fuel used during taxiing to runway R1 and from runway R2, the fuel expected to be used in flight and the fuel used on landing.
The captain has discretion to increase the quantity of fuel actually uplifted to the aircraft, as in the prior art based on printed operational flight plans, but the interactive software incorporated in the DYNAMIC module enables him to calculate the implications of this—for example the amount of the additional fuel that will be expended simply in carrying its own weight. The required fuel is uplifted from a bRowser 4.
Information required by the captain's computer is received via e.g. a WiFi network from a server computer in (for example) the terminal T1, as indicated by wireless signal S1 from antenna 3 on the terminal which is received by a further antenna 3 on the aircraft. All the network signals are preferably encrypted.
It should be noted that the DYNAMIC module as well as the other software modules are preferably all run on the server computer and that the captain's computer acts as a thin client, providing the user interface and the basic network communication. Accordingly the further data as well as the operational flight plan data can be received and processed by the server and the results transmitted (within signal S1) to the captain's laptop via the WiFi network. The input from the captain at the user interface during the processing of the further data is transmitted to the server over the WiFi network. Thus the network link between the flight deck computer and the server in terminal 1 is bidirectional.
The aircraft then takes off (A′) flies (A″) to the destination and lands (A′″) at runway R2 at the destination. After taxiing to the destination terminal T2 is completed, the captain notes the actual fuel remaining (LDG FUEL) and compares it with the predicted value (PREDICTED LDG FUEL) calculated by the DYNAMIC module. This and related data are communicated via antennae 3 of the WiFi network to a further computer in terminal T2, using a further software module, COMPLETE. Assuming the fuel consumption prediction was accurate, this provides further confidence in the system and enables the algorithms to be fine-tuned if necessary.
Further detail is given below.
Referring to
The modules (termed Fuel Matrix modules) are as follows:
i) Fuel Matrix DYNAMIC
This is a core application utilised by the captain of the aircraft as the main application during pre-flight duties to assist the flight deck with recommended fuel uplifts in line with company policies. It requires OFP data field entries (automatic or manual) together with responses to extra fuel considerations to present recommended fuel figures. To assist, related historical facts are provided from the HISTORICAL module and live data is available from the LIVE module. Typically, the time taken by the captain for data entry is 90 seconds. The calculation machine predominately operates within this application with inputs from/changes to the Fuel Matrix MANAGEMENT module tailoring these calculations.
ii) Fuel Matrix COMPLETE
This is a core application utilised during post-flight duties to record actual fuel factors to enhance the Fuel Matrix LIVE and Fuel Matrix HISTORICAL modules. The average data field entry time is 45 seconds. This module is primarily for use in data collation/distribution within the software suite.
iii) Fuel Matrix MANAGEMENT
This is a core application utilised only by specialist airline administrators to define a generic or route specific benchmark and offer optimisation and standardisation. This application inputs data for and/or modifies the algorithms utilised in the DYNAMIC module. In this manner the DYNAMIC application can be fine tuned to influence results and fuel cost savings. The MANAGEMENT module also provides control for the other modules, with the exception of the COMMUNITY module.
iv) Fuel Matrix LIVE
This is an add-on application utilised by the flight crew immediately before fuelling to view user-defined live data to assist with extra fuel considerations. When the captain or other members of the flight crew are answering the extra fuel consideration questions in the FUEL MATRIX dynamic application, they can check on live data i.e. most recent reports of holding at destinations, weather encountered and avoided on routes, runways in use and other information relevant to fuel consumption for their particular flight. This module can be customised by different users or airlines.
v) Fuel Matrix HISTORICAL
This is an add-on application utilised by the flight crew to view user-defined facts derived from previous flight statistics to assist with extra fuel considerations. When the flight crew are answering the extra fuel consideration questions in the Fuel Matrix DYNAMIC application and reviewing recommended fuel loads, they can check on historical data to build confidence in the results of the fuel calculation such as predicted arrival fuel and anticipated holding times for example. This module can be customised by different users or airlines.
vi) Fuel Matrix COMMUNITY
This is an add-on website chat forum application utilised by pliots/management/air traffic controllers and others to stimulate fuel cost saving and monitoring discussions (threads) with simple user-friendly functionality. The website can provide aviation news, fuel prices, chat forums, information on fuel related issues and the like and feeds information to the MANAGEMENT module.
vii) ADD-ON modules
Further modules M′ may be developed in the future and the MANAGEMENT module is arranged to communicate with such modules. One such module is the LOAD module described above which comprises centre-of-gravity calculation software and cabin payload distribution software for achieving the method of the first aspect of the invention above.
Referring to
Referring to
Referring to
The MANAGEMENT module also utilizes, for example, six independent parameters GP1 to GP6 which are associated with respective fuel quantities which collectively make up the total fuel requirement from running the APU 1, starting the engines 2, taxiing from terminal T1, take-off from runway R1, the flight to the destination, holding above the destination, landing on runway R2 and taxiing to terminal T2.
Each of the above parameters GP1 to GP6 is associated with a contingency value CONT GP1 to CONT GP6 respectively (certain values of which are listed in column C1 in
Importantly, GP1 to GP6 are modified in dependence upon answers to certain questions Q1 to Q6 (described below in relation to
Thus contingency fuel is analysed by contingency and adjusted in response to answers to simple questions given by the captain immediately before fuelling.
Column C5 and column C6 show certain relationships between contingency fuel values (“CONT LIMIT”) and a contingency factor (“CONT FACT”). For example if the contingency fuel is greater than 2000 kg, then the contingency factor is 0.5. If the contingency fuel is only 600 kg, then the contingency factor is unity. The contingency factor is a probability factor utilised in an algorithm for calculating the probable weight of fuel remaining on landing at the destination.
The text entry boxes in columns C1 to C4 can be filled in by the administrator. Selection buttons B at the foot of the screen allow the administrator to perform the operations indicated on those buttons.
Referring now to
It will be noted that the screenshot of
The constraints represented in columns c5 and c6 are comparable to those of columns C5 and C6 (
The top left-hand region of the screen shows “OFP DATA,” namely the flight number (“FLT NBR”) and aircraft registration code (“AC/REG”), the destination (“DEST”), the expected fuel consumption (“TRIP”) for the flight itself (i.e. take-off to landing but excluding taxiing, excluding starting up the engines 2 and excluding 30 minutes running the APU 1) the fuel required (“T/O FUEL”) for the flight itself at take-off (i.e. fuel required minus TAXI fuel requirement), the degradation in fuel consumption performance during flight, expressed as a percentage of the nominal fuel consumption of that aircraft type, for the particular aircraft (“CRZ DEG”) and the estimated zero fuel weight (“EZFW”) and estimated take-off weight (“ETOW”) which is equal to EZFW+T/O FUEL. The actual zero fuel weight on take-off (“AZFW”) is not known at the time of preparation of the OFP, is not included in the OFP, and therefore is not OFP data. However, once this parameter is known, it is entered by the captain in the AZFW box.
Finally, the OFP section includes boxes MS and PS for the deletions and additions of fuel respectively per 1000 kg of fuel subtracted from or added to the T/O FUEL value. For example if the AZFW were 3,000 kilograms less than the EZFW, and this resulted in a reduction in the calculated fuel requirement of 1,000 kilograms, a further reduction 173 kilograms could be made to take into account the saving in fuel otherwise required to carry the 1000 kg of fuel to the destination.
The EXTRA FUEL CONSIDERATIONS section of the screenshot shows an example of six questions Q1 to Q6 with (in the case of Q1) an associated text entry box and in case of Q2 to Q5 YES/NO buttons. These questions are as follows:
PARKING TO ACTIVE RWAY: The expected taxiing time (in minutes) to the active runway R1 (
ATTAIN YOUR PLANNED FLS? Are the flight levels (defining altitudes of different sections of the flight) specified in the OFP going to be attained?—they may not be as a result of Air Traffic Control restrictions, other aircraft already occupying the requested flight levels, etc, after generation of the OFP. A change in flight level can change the calculations for fuel consumption requirements for the flight.
ANTICIPATE DEST HOLDING? Is holding anticipated at the destination (e.g. as a result of air traffic congestion, bad weather, earlier delays, etc)?HOLDING FOR+10 MINS: Assuming an affirmative answer to the previous question, is the holding period expected to be greater than 10 minutes?
DEST WX NEAR MINMAS? Is bad weather (possibly necessitating a landing at an alternate airport) expected at the destination?
LVP IN FORCE? Are low visibility procedures in force?
In this example, Q6 and its associated answer button are greyed out because it is known that such procedures are not in force—so the question is assumed answered in the negative.
The captain can access real time live data via has laptop (e.g. weather conditions en route, waiting times at destination airport, etc), using the LIVE module (which, in common with the other software modules, is preferably run on the remote server). Additionally he is made aware of historical statistical data (e.g. typical holding times) relevant to the sector by the HISTORICAL module. These sources of information inform his answers to the above questions.
In response to the captain's answers to questions Q1 to Q6 between boarding the aircraft and fuelling, and in response to the captain selecting the CALC button B to confirm these answers, the DYNAMIC module runs a set of algorithms to calculate the following (as an example) in the CALCULATED FINAL FIGURES box:
ADJ RAMP FUEL: the adjusted ramp fuel value, i.e. the weight of fuel in tonnes required to be uplifted to the aircraft A from the bowser 4 at the ramp position;
TRIP: the amount of fuel in tonnes required for the flight, i.e. while the aircraft is airborne, and
TAXI: the amount of fuel in kilograms required for taxiing to the runway R1.
The pilot can accept the resulting figures (by selecting the ACCPT button B) and upload the fuel, or can reject the resulting figures (by selecting the REJCT button B). The latter choice brings up a further screen (not shown) giving the opportunity to override the calculated values, but if the manually selected values are outside safe limits, the DYNAMIC module displays an appropriate warning message.
All of the captain's decisions regarding fuel uplift are recorded electronically on the OFP which is retained after the flight to meet legal requirements. Optionally, this data may also be retrieved by the airline management for monitoring of flying efficiency and the effect of the decisions of the Captain may be reviewed to identify flawed decisions, requirement for training etc, as a management tool.
The screenshot of
Examples of the algorithms run by the various modules will now be described in general terms, before describing the screenshot of
The algorithms are typically run in several stages as follows:
i) In a preliminary step the route is checked to see whether route-specific definable parameters are available—if not then generic definable parameters are used (see the screenshots of
ii) The following main algorithms are run:
iii) Payload distribution and centre-of-gravity calculation software is run to optimize the centre of gravity of the aircraft for fuel efficiency in the manner described above.
iv) To complete the process, a fuel saving value and/or a carbon dioxide reduction value are calculated and a safety check is run to ensure that the fuel carried and take-off and landing weights are within safe limits.
Optionally, a further step v) may be incorporated, either by incorporation in the process above or by using a separate module, in which various calculations that are currently carried out, e.g. in respect of Tankering, Cost Index, Re-Clearance and Alternate Airport Selection and/or Optimum Route Selection, using only Fuel Cost and Time parameters may be advantageously refined, for example by using, in addition, carbon trading or emissions-trading information. Such calculations may form an independent module or be incorporated into the plf algorithm. This optional step is set out in more detail below using Tankering as an example to demonstrate the application. Accordingly, in an example of a further step, Tankering Fuel calculations may be carried out (this may be included in the plf algorithm). Some airlines include in fuelling calculations implications of the varying fuel costs at different locations, because the planned flight comprises more than one leg, e.g. from A landing at B and flying on to land at C. For example, where the fuel cost at a destination airport (B) is significantly higher than the starting airport (A), the OFP may direct additional fueling to save costs, even allowing for the fuel burn required to carry the extra fuel to the destination (B) to enable onward flight to destination (C) without purchasing more fuel. This is a procedure known as Tankering. The method and apparatus of the present invention may also allow for a Tankering procedure to be implemented in the most efficient manner so that any Extra Fuel may be uploaded allowing for calculated requirements for Tankering Fuel. By using, for example, the LIVE module, up-to-date relative fuel cost data may be provided, and the cost efficiency of the Tankering procedure maximized to that particular flight using a further algorithm provided, for example, by the DYNAMIC module (or a separate TANKERING module). Furthermore, the LIVE module may provide access to up-to-date carbon trading or emissions-trading information, and such data included in the Tankering Fuel calculation, in particular in the fuel burn associated with Tankering, the cost not only of the purchase of the fuel but also the carbon trading cost of Tankering fuel-burn. A Tankering calculation can be provided as part of the method and system of the invention described hereinbefore or as a separate module.
Additionally, there is provided in a further aspect of the invention a system for the calculation of the optimum cost-efficient amount of Tankering fuel for an aircraft flight from a pre-determined departure point to a pre-determined destination point, the system comprising a programmed computer arranged to determine a Tankering fuel-burn rate for said flight on the basis of operational flight plan data and further data relevant to fuel consumption for that instance of the flight, said computer configured to receive input data on cost of fuel at departure and destination and carbon trading costs associated with the flight and configured to calculate from said Tankering fuel burn rate and said input data an optimum Tankering fuel load for the flight.
In a still further aspect, there is provided a method for the fuelling of an aircraft with Tankering fuel for a flight from a pre-determined departure point to a pre-determined destination point, wherein the fuel requirement for the flight is determined, an optimum Tankering fuel load is determined by Tankering fuel calculation software from a calculated Tankering fuel-burn rate, the differential cost of fuel at the destination point and the departure point and the carbon trading cost of Tankering fuel-burn for the flight, said Tankering fuel-burn rate being determined on the basis of operational flight plan data and further data relevant to fuel consumption for that instance of the flight, and subsequently fuel to meet said fuel requirement and a determined optimum amount of Tankering fuel is uplifted to the aircraft under the control of the user.
Tankering fuel is defined here as the amount of extra fuel required at departure point to achieve a certain amount of extra fuel remaining at the destination (destination-Tankered fuel). That is, the Tankering fuel is equal to the destination-Tankered fuel plus the Tankering fuel-burn (that is, the fuel burn associated only with carrying extra Tankering fuel).
Preferably, the same data sources and calculations used to determine a fuel requirement for a flight is adapted and used to determine the Tankering fuel-burn.
With reference to the algorithms referred to above for the purpose of putting the invention into effect according to one embodiment involving defined steps i), ii) and iii), steps i) and iii) do not require further explanation. The algorithms of step ii) are given by way of Example below. Generic or route-specific parameters available to the algorithms are shown in italics and variables entered on screen (see the above discussion of the screenshots) by the captain or flight crew or calculated by a preceding algorithm from such entered variables are shown in bold.
ctaxi algorithm
ctaxi=(apuf ×0.5)+esf+((tt-est)×tf)
Required code: zfwdiff (zero fuel weight difference)=(AZFW−EZFW)/1000 1)
(The divisor of 1000 converts from kilograms to tonnes)
If zfwdiff positive then×zfwdiff by PS=PSzfw
If zfwdiff negative then x zfwdiff by MS=MSzfw
if Q5=Yes then tof5=p5
(see question Q5 and CONT in
If CONT≦cg2 then
if Q1=No then tof1=p1
if Q2=Yes then tof2=p2
if Q3=Yes then tof3=p3
Q4=Yes then tof4=p4
if CRZ DEG=P then tofcrzd=crzd×crzdf×CONT
(CRZ DEG is cruise degradation—a cruise degradation figure is applied to an aircraft to account for the variation in fuel burn as a result of age and imperfections. The higher the value attributed to CRZ DEG, the more likely it is to have a small fuel additive to account for it).
2) Required code: newtof (new take-off fuel)=tof ((+PSzfw) or (−MSzfw))+tof1 +tof2+tof3+tof4+tof5+tof6+tofcrzd
arf=newtof+ctaxi
ctf algorithms
Required code: atow (actual take-off weight)=AZFW+newtof
Required code: towdiff (take-off weight difference)=(ATOW−ETOW)/1000
If towdiff positive then x towdiff by PS=PStow
If towdiff negative then x towdiff by MS=MStow
ctf=TRIP ((+pbtow) or (−mbtow))
Required code: cf (contingency factor) (this defines the contingency factor: it is assumed that a small amount of CONT (contingency fuel) may be used up on a flight and a large portion should be expected, typically, to remain unused; i.e. if the CONT fuel is expected to be less than or equal to a defined contingency limit (e.g. c11) then a first contingency factor applies to cf-relevant calculation, if not then the same test is carried out relevant a further contingency limit associated with a further contingency factor, until the appropriate contingency factor is determined).
If CONT≦c11 then cf=cf1 or
If CONT≦c12 then cf=cf2 or
If CONT≦c13 then cf=cf3 or
If CONT≦c14 then cf=cf4 or
If CONT≦c15 then cf=cf5
plf=arf−ctf−ctaxi−tof1−tof2−tof3−tof4−tof5−tof6−((CONT−tofcrzd)×cf)
(this defines predicted landing fuel=adjusted ramp fuel−calculated trip fuel−calculated taxi fuel−[fuel additives]−expected used part of contingency fuel)
Or
*plf=arf×srmf
Or
*plf=arf−ctf−ctaxi−tof1−tof2−tof3−tof4−tof5−tof6−((CONT−tofcrzd)×scont)
*These possibilities involving statistically derived parameters srmf and scont can be used when sufficient data has been collated by the COMPLETE MODULE.
Referring now to
The invention has been described with reference to a preferred embodiment. However, it will be appreciated that variations and modifications can be effected by a person of ordinary skill in the art without departing from the scope of the invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1117278.0 | Oct 2011 | GB | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2012/069672 | 10/4/2012 | WO | 00 |
