Patent Application
20220358517
For safe operation of an aircraft, the weight of the aircraft must be determined prior to take-off Airlines (also referred to as: FAA/Part 121 “Air Carriers”) have strict departure schedules which are maintained to maximize aircraft utilization each day. Today's airline operations typically do not place fully loaded aircraft upon scales as a means to measure the aircraft weight, and the distribution of that weight commonly referred to as the aircraft Center of Gravity (“CG”); prior to an aircraft's departure (“dispatch”) from an airport gate.
On any single day within the United States, airlines average 28,537 departures; where each of these air carriers must determine the weight and CG for each aircraft prior to departure. United States population has progressively become heavier over the years; thereby the individual weight of each passenger on these aircraft has become heavier. Airlines around the world operate on a very strict time-schedules, where even a short departure delay occurring early in the day can have a ripple effect and create scheduling problems throughout the airline's remaining flight schedule. Aircraft load planning is a crucial part of keeping an airline operating on schedule. A scheduled aircraft departure will commence its load planning process up to one year prior to the actual flight. Airlines do not offer ticket sales for a flight, more than twelve months prior to the flight. As each ticket for a scheduled flight is purchased, the average passenger and average checked bag weights are assigned into a computer program, continually updating throughout the year the planned load for that flight. Aircraft have a Maximum Take-Off Weight “MTOW” limitation. Airline load planning procedures use assumptions as to the weight of passengers and baggage loaded onto the aircraft, to stay below the aircraft MTOW limitation.
Aircraft weights are limited by Federal Aviation Administration “FAA” Regulation. The FAA is the Regulatory Authority which regulates the design, development, manufacture, modification and operation of all aircraft operated within the United States, and will be referenced along with the term “Regulatory Authority” to indicate both the FAA and/or any governmental organization (or designated entity) charged with the responsibility for either initial certification of aircraft or modifications to the certification of aircraft. Examples of Regulatory Authorities would include: European Aviation Safety Agency “EASA”, within most European countries; Transport Canada, Civil Aviation Directorate “TCCA”, in Canada; Agencia Nacional de Aviação Civil “ANAC” in Brazil; or other such respective Regulatory Authority within other such respective countries.
FAA Regulations (provided in the Code of Federal Regulations) are the governmental regulations which detail the requirements necessary for an aircraft to receive certification by the Regulatory Authority within the United States. These would be equivalent to such regulations within the Joint Aviation Regulations “JARs” which are used in many European countries.
Title 14 of the Code of Federal Regulations, Part 25 refers to regulations which control the certification of Air Transport Category aircraft (“Part 25 aircraft”.) Part 25 aircraft include most of the commercial passenger aircraft in use today. For example, Part 25 aircraft includes Boeing model numbers 737, 747, 757, 767, 777; Airbus A300, A310, A320, A330, A340, etc. The methods described herein provide the justification basis needed for a Regulatory Authority to allow increases to the aircraft weight limitations and expansion of the aircraft CG limitations, in particular for airlines which do not provide assigned seating for their passenger. The FAA regulations allow for control mechanisms to assure Part 121 air carriers manage aircraft loading procedures to confirm at the completion of the loading process that the aircraft load remains within the aircraft's certified forward and aft CG limits.
In particular:
If an airline is found to be operating a Regulated aircraft with weights in excess of the aircraft's certified weight limitations, that airline is subject to Federal penalties and fines. It is a violation of Federal Law to knowingly operate an aircraft, when the aircraft weight has exceeded any of the Original Equipment Manufacture's (“OEM's”) certified weight limitations.
All air carriers must have FAA approved procedures in place (“an approved schedule”), in which the air carrier will follow such procedures to insure each time an aircraft is loaded, the load will be distributed in a manner that the aircraft CG will remain within the forward and aft CG limitations. The FAA and the specific air carrier develop these procedures, which are often referred to as “loading laws,” and when implemented define how the aircraft is loaded. An accurate determination of the total passenger weight portion of a flight could most readily be accomplished by having a scale located at the entrance to the aircraft door, by which all weight that enters the aircraft would be measured. Though this solution sounds simple; having the measured weight of the passengers and their carry-on items would cause substantial disruption in an airline's daily flight schedule if the aircraft in which the planned load where to have all of the loaded weights measured; to only at moments before the aircraft is scheduled to depart finds the aircraft weight now exceeds the MTOW limitations. An aircraft delay would result and many dissatisfied passengers, which would be required to be removed of their planned flight.
The FAA has established guidelines through the issuance of an Advisory Circular AC No: 120-27E, dated Jun. 10, 2005, “Aircraft Weight And Balance Control”; in which an airline is allowed to determine aircraft weight through the adoption of a “weight and balance control program” for aircraft operated under Title 14 of the Code of Federal Regulations (14CFR) part 91, subparts 121, 125 and 135. Part 121 deals with scheduled air carrier operations, including airlines such as American, Delta, United and Southwest.
The aircraft operator will use approved loading schedules to document compliance with the certificated aircraft weight limitations contained in the aircraft manufacturer's Aircraft Flight Manual (AFM), for the compiling and summing of the weights of various aircraft equipment, fuel and payload weights, along with the AC120-27E weight designations for passengers and baggage. These types of loading schedules are commonly referred to as the Load Build-Up Method (LBUM).
The aircraft LBUM weight determinations are “computed” with the use of guidance from AC120-27E and considered by the FAA as being 100% accurate. The FAA accepts an aircraft weight which is established under an approved weight and balance control program, using the guidance from AC120-27E as to having zero error in the total aircraft weight; not even one pound of error.
AC120-27E defines approved methods to determine the aircraft weight using “weight assumptions” which are independent of any requirement to use scales to measure of the aircraft total weight at dispatch. The fully loaded weight of the aircraft is established through a process of compiling the weights of various payload items based upon FAA approved “designated” average weights, for the varying elements such as passengers, carry-on baggage, checked baggage, crew weight, cargo weight and the weight of fuel loaded; onto a previously measured empty aircraft weight. AC120-27E designates for large aircraft (being aircraft certified to carry more than 70 passengers) approved weight assumption/designation for passengers and baggage as:
Historical weather patterns regarding wind velocity and direction, combined with anticipated storm events along scheduled airline routes are also considered when planning the amount of fuel to be consumed during the flight. On the actual day of a flight, typically two hours prior to the departure of that flight, the airline's automated load planning program will transfer this particular flight plan to the desktop computer display of one of the airline's Flight Dispatchers. It is the responsibility of the Flight Dispatcher to then monitor the planned load of this flight as passengers check-in and board the aircraft. The number of passengers and checked bags are input to the load-planning program. Typically this process goes without interruption and the aircraft will dispatch on schedule, as planned. As the aircraft's door closes and the load-plan is closed-out by the Flight Dispatcher, the aircraft weight associated with the “planned load” will always match the aircraft weight associated with the “departure load” as submitted to the FAA; because both are based on the same collection of weight assumptions used in determining the LBUM. Use of an alternate means to physically measure the total aircraft weight, just as the aircraft door closes, and the possibility of the measured aircraft weight not matching the calculated weight of the LBUM, would have the airline facing a potential departure delay, to resolve any difference in the two separate but parallel aircraft weight determinations. This potential for delay in the flight departure on as many as 2,500 daily flights for a single airline, results in the various airlines not willing to take the risk of hundreds of flight delays each day. Many if not most airlines currently dispatch their aircraft under FAA approved LBUM procedures; a method which helps to keep the airlines running on schedule. This also creates an incentive for airlines to continue to use the FAA approved assumed weights, irregardless to whether the assumed aircraft weight determinations are accurate.
Some airlines offer “assigned seating” within the cabin compartment for their passengers. This process not only allows the passenger the assurance that they will have the seat of their choosing, but also allows the airline load planners the knowledge of the exact location within the cabin as to where the weight associated with that passenger and their carry-on items is located. Airlines which do not offer the option of pre-assigned seating must entrust their load planning departments to determine aircraft CG, lacking the knowledge of where the passenger weights will be located within the aircraft cabin. If an aircraft operated with an open-seating policy has in excess of 80% of the seats filled with passengers, the weight distribution shall be assumed equally distributed throughout the cabin. If the same aircraft departs with only 30% of the seats occupied, the airline has no assurance as to where the weight is located throughout the cabin.
Herein are two examples to better illustrate § 121.695 subparagraph (d) mentioned above. The Boeing 737-800 aircraft has a seating configuration for 174 passengers, in which only 52 passengers (30%) were boarded onto the flight, and will be used in the following examples:
To insure the aircraft CG, as loaded in Example #2 remains within the CG limitations, the FAA will place additional operational restriction, often called “curtailments” to the extreme forward and extreme aft sections of the manufacture's defined CG envelope. The airline which operates with these curtailments must take actions to insure the aircraft remains within these Regulatory Authority imposed “operationally curtailed” CG limitations through methods such as blocking-off the some of the forward and aft rows of the aircraft seating, or to possibly add temporary “ballast” (heavy bags filled with lead pellets) into the forward or aft cargo compartments of the aircraft, to assure these partially loaded flights will remain within the “operationally curtailed” CG limitations. A full description of these curtailments along with the new methods of this invention for relief of these curtailments will be explained later.
The positioning of passenger weight is important to the aircraft flight planning process. The Boeing 737-800 aircraft has an overall length of 129 feet 6 inches, from nose to tail. Considering an airline operation which has the full use of the CG limitations with no curtailments, at the reduced take-off weight of 150,820 lbs., the airline's load planner has but only 42 inches (see
Accurate determination of aircraft take-off weight is an important part of load planning in that it not only adds to the safety of each flight it also is an important consideration regarding the overall life limitation of the aircraft. The aircraft weight can be incorrect by as much as 2,000+pounds and a “properly balanced” aircraft will still take-off, using and extra 100 feet of the available 10,000 feet of runway. The additional weight could come from a variety of possible mis-calculations, but typically will not affect the aircraft take-off.
An aircraft is typically supported by plural and in most cases three pressurized landing gear struts. The three landing gears are comprised of two identical main landing gear struts, which absorb landing loads and a single nose landing gear strut used to balance and steer the aircraft as the aircraft taxi on the ground. Designs of landing gear incorporate moving components which absorb the impact force of landing. Moving components of an aircraft landing gear shock absorber are commonly vertical telescopic elements. The telescopic shock absorber of landing gear comprise internal fluids, both hydraulic fluid and compressed nitrogen gas, and function to absorb the vertical descent forces generated when the aircraft lands. While the aircraft is resting on the ground, the aircraft is “balanced” upon three pockets on compressed gas within the landing gear struts.
Monitoring the distribution and subsequent re-distribution of aircraft loads can be identified by measuring changes in the three landing gear strut internal pressures, which will in turn identify the aircraft CG. The implementation of changes to aircraft loading procedures for both the assumptions as to the weight of items loaded onto the aircraft, as well as the location within the aircraft the weights are placed; further combined with strict auditing procedures to identify non-recognized weight errors associated with the weight assumptions; create the justification basis to allow aircraft weight and CG limitations to be modified.
In spite of numerous variations in prior art for aircraft “OBWBS”, only one U.S. airlines currently uses OBWBSs in their daily operations, but instead most major airlines typically use the LBUM to determine aircraft weight.
This invention offers new methods with apparatus to “periodically” measure aircraft weight, in support of re-defined load planning procedures and records-keeping, to create the justification basis for increases in the aircraft weight limitations and an easing of operational CG curtailments for Regulated aircraft.
Additionally, the creation of the justification basis for an increase to weight limitations for Regulated aircraft, to a higher weight limitation equivalent to the amount of the currently allowed statistical error in weight assumptions of the LBUM shall be fully described in the new methods of this invention for relief to weight limitations and CG curtailments and will be explained fully throughout the Figures and Descriptions herein.
It should be noted that the Regulatory Authorities have various practices to provide relief or modification to the regulatory requirements, such as:
Another aspect of this invention are methods by which Part 121 air carrier operations utilizing “random/open seating” polices are justified in receiving relief from operational CG curtailments caused by aircraft loading assumptions, to an equivalent of the broader CG curtailments of air carrier operations using “assigned seating” policies, whereby the operational CG limitations of a Part 25 aircraft may be increased and acknowledged by aviation Regulatory Authorities. One of the methods of this invention involves analysis of periodically obtained weight and/or CG data from daily airline operations, combined with development and implementation of set of new daily operational requirements for the Part 25 aircraft; thus providing by either: a demonstration and/or analysis to substantiate, a finding of an “Equivalent Level of Safety” and/or “Special Condition”.
The FAA defines and Equivalent Level of Safety (ELOS) as follows:
The FAA issues a finding of ELOS during the process of certification, whether that be the initial certification of an aircraft, certifications of derivative aircraft the manufacturer may develop or when issuing a Supplemental Type Certificate for modifications to an aircraft type, developed by entities other than the manufacturer.
In the case of existing air carrier operations the “literal compliance” with an accurate determination of aircraft weight and CG, which cannot be shown, however the “compensating factors” which exist in this new invention to substantiate the ELOS finding include:
The FAA defines Special Condition as follows:
A requirement for periodic sampling of physically measured aircraft dispatch weight and CG is not referred to in the regulations; therefore a pathway for Special Condition is created.
A Regulatory Authority may wish to approve such installation, use and regulatory relief from such a System, by the issuance of a Special Condition as an alternative to the granting approval established by an ELOS, based upon no regulatory requirement or definition of a System which measures aircraft take-off weight and CG. Regardless of the regulatory approval path used, the System attributes would be the same.
One of the methods of this invention comprises analysis of “statistically generate” random passenger weights with application of potential non-recognized errors in both the average passenger and average baggage weight data, to be further compared to the distinct 190 lb. weight designation to an additionally assumed 50% male/50% female passenger profile boarding onto the aircraft; further combined with development and implementation of set of new daily operational requirements for the Part 25 aircraft; thus providing by either: a demonstration and/or analysis to substantiate, a finding of an “Equivalent Level of Safety” and/or “Special Condition”.
Though the FAA may continue to assume aircraft weight determinations, as computed within the guidance of AC120-27E, to have zero errors in the aircraft weight determination; a statistical evaluation and review of the FAA approved methods finds significant errors in the LBUM weights which remain un-recognized by the FAA. It will be the identification and quantification of these un-recognized weight errors and the ability to absorb these errors into and with the physical measurement of the aircraft weight, that will create a satisfactory justification basis for Regulatory Authorities to allow regulated aircraft to operate at an increased aircraft MTOW limitation; which increased weight limit is equivalent to the difference between the statistical errors of LBUM computed weight to that of the actual measured aircraft weight.
A common finding when physically re-weighing an aircraft to determine the Operating Empty Weight (“OEW”) is that the weight of the empty aircraft never gets lighter, but tends to get heavier over the life of the aircraft. As aircraft age, the insulation within the cabin will retain higher amounts of moisture. Dirt will accumulate on lubricated surfaces; dirt will become embedded within the carpets and seat fabrics. Structural repairs, which consist of doubling-plates, riveted over discovered fuselage cracks, add weight to the aircraft. These weight increases will remain non-recognized for up to the 36 months interval between the aircraft 3-year re-weighing cycles. Some airlines utilize a practice of “fleet average” weighing, where a minimum of 6 aircraft plus an additional 10% of the operating fleet; ie: 56 of a 500 aircraft fleet will be physically re-weighed, where the remaining 444 aircraft will be assumed to have an identical averaged fleet-weight.
The scales used to determine the aircraft OEW are not required to maintain any FAA stipulated accuracy tolerance, other than an FAA requirement that the airline should calibrate the scale according to a scale calibration procedure approved by the scale manufacturer. Errors can often be as high as 0.5%.
To this point, the focus of this new invention has examined the aircraft MTOW limitation. MTOW is one of four aircraft weight limitations that are established in the flight's load planning process for a particular aircraft dispatch, as part of determining a specific aircraft weight limitation using the LBUM process of determining aircraft weight.
The methods described herein are applicable as procedures and practices used to obtain Regulatory Authority approval to amend existing aircraft weight calculation practices for determining other aircraft operating weights including: MRampW, MLW and MZFW. In today's airline operations, other aircraft weight determinations such as: MRampW, MLW and MZFW are all determined using the same foundations of the MTOW, as determined by LBUM computations.
The Maximum Ramp Weight (“MRampW”) is the MTOW plus the weight of the fuel needed to operate the engines while the aircraft taxi along the airport's service ramps, prior to take-off.
The Maximum Landing Weight (“MLW”) is maximum allowable weight at which the aircraft can “plan” to land. The MLW is the MTOW less the amount of weight associated the “planned” fuel consumption for the flight.
The Maximum Zero Fuel Weight (“MZFW”) is the maximum amount of weight less any onboard fuel. The MZFW is used to determine limits as to passengers and payload, which are loaded onto an aircraft. MZFW is the MTOW less the amount of fuel within the aircraft's fuel tanks as measured by the aircraft cockpit fuel indicators.
The Boeing 737-800 is one of the most common commercial aircraft flown worldwide by today's airlines and shall be used as the example aircraft throughout the examples and illustrations in this invention.
There is provided a method of operating an aircraft, the aircraft having a first MTOW based upon “assumed as accurate” weights which include: the empty aircraft, fuel within the fuel tanks, passengers and baggage. Statistical substantiations are obtained of the non-recognized weight errors associated with various weights which are assumed correct including: the fleet average weight of the empty aircraft, accuracy of on-board fuel indicators, average passengers and baggage weights. Based upon statistical evidence quantifying the non-recognized weight errors of the loaded aircraft, operating the aircraft at a second MTOW equivalent to the difference between the non-recognized errors to that of the assumed weights, while periodically measuring and recording the weight of the aircraft at dispatch, the second MTOW being greater than the first MTOW. Operating the aircraft at a second MTOW, which is greater by an amount less than the statistical weight errors, based upon the demonstration of the statistical weight errors.
Additionally there is provided a method of operating an aircraft, the aircraft having a first MLW based upon “assumed as accurate” weights which include: the empty aircraft, fuel within the fuel tanks, passengers and baggage. Statistical substantiations are obtained of the non-recognized weight errors associated with various weights which are assumed correct including: the fleet average weight of the empty aircraft, accuracy of on-board fuel indicators, average passengers and baggage weights. Based upon statistical evidence quantifying the non-recognized weight errors of the loaded aircraft, operating the aircraft at a second MLW equivalent to the difference between the non-recognized errors to that of the assumed weights; while periodically measuring and recording the weight of the aircraft at dispatch, the second MLW being greater than the first MLW. Operating the aircraft at a second MLW, which is greater by an amount less than the statistical weight errors, based upon the demonstration of the statistical weight errors.
Additionally there is provided a method of operating an aircraft, the aircraft having a first MFZW based upon “assumed as accurate” weights which include: the empty aircraft, fuel within the fuel tanks, passengers and baggage. Statistical substantiations are obtained of the non-recognized weight errors associated with various weights which are assumed correct including: the fleet average weight of the empty aircraft, accuracy of on-board fuel indicators, average passengers and baggage weights. Based upon the statistical evidence of quantifying the non-recognized weight errors of the loaded aircraft, operating the aircraft at a second MFZW equivalent to the difference between the non-recognized errors to that of the assumed weights, while periodically measuring and recording the weight of the aircraft at dispatch, the second MFZW being greater than the first MFZW. Operating the aircraft at a second MFZW, which is greater by an amount less than the statistical weight errors, based upon the demonstration of the statistical weight errors.
In accordance with another aspect, the step of determining the values of the non-recognized weight errors further comprises the step of statistical verification of the weight errors through analysis with computer programs which generate random passenger weights, and further populate the random weights within the sample aircraft cabin configuration; with random model data further compared to periodic measuring and recording of the actual weight of the fully loaded aircraft, at dispatch.
Additionally there is provided a method of operating an aircraft, the aircraft having a first Regulatory Authority imposed set of operational CG restrictions based assumed potential errors associated with random seating policies for allocating the passengers weights throughout the aircraft cabin. A system is used to periodically measure aircraft CG to verify the airline's proficiency in aircraft loading procedures to further confirm to Regulatory Authorities that the airline's loading practices assure aircraft CG remains within originally certifies CG limitations. Based upon the periodically measured aircraft CG, providing an ongoing verification of airline's loading practices assuring the aircraft loads remains within originally certified CG restrictions, while operating the aircraft at less restrictive operational CG restriction, being equivalent to loading procedures of airlines which use assigned seating. The second operational forward and aft CG restrictions being wider than the first operational forward and aft CG restrictions.
In accordance with another aspect of the present invention, use of an off-aircraft computer, which wirelessly receives aircraft sensor data from an on-aircraft computer, to determine aircraft weight and CG remotely, being off of the aircraft; and for the off-aircraft computer to then wirelessly re-transmit the aircraft weight and CG determinations back to the aircraft, allows for substantial reduction in certification costs for the system software. Regulatory Authorities control the level of certification requirement, which directly related to associated costs required for computers which process data on an aircraft through software programs. Having that software process the data off of the aircraft allows for substantial reduction in certification costs for the off-aircraft system's software.
Although the features of this invention, which are considered to be novel, are expressed in the appended claims, further details as to preferred practices and as to the further objects and features thereof may be most readily comprehended through reference to the following description when taken in connection with the accompanying drawings, wherein:
In the description herein, the disclosures and all other information of my earlier U.S. Pat. Nos. 5,214,586; 5,548,517; 6,128,951; 6,237,406; 6,237,407; 8,180,504; and 8,543,322 are incorporated by reference.
The present invention utilizes prior art methods to physically measure the weight of an aircraft as it rest on the ground. Parallel measurements of aircraft weight by independent weight sensing features allow for an increase in confidence of the physical weight measurements and further offer cross-verification for physical weight measurement system accuracy.
The present invention utilizes prior art methods to physically measure the Center of Gravity “CG” of an aircraft as it rest on the ground.
In today's airline operations, aircraft MTOW determinations are computed by a Load Build-Up Method, which processes and procedures have remained relatively un-changed for the past 50 years. The FAA has published Advisory Circular AC120-27E offering guidance for an approved method to determine the aircraft weight by “computations” which are independent of any requirement to measure of the weight of a an aircraft fully loaded with passengers. The fully loaded weight of the aircraft is computed by a process of compiling the weights of various payload items based upon FAA “designated” average weights, for the varying elements such as passengers, carry-on baggage, checked baggage, crew weight; along with cargo weight and the weight of fuel loaded; onto a previously measured empty aircraft weight. This method of computing the aircraft weight based on the summing of the various weight elements loaded on to a pre-measured empty aircraft weight is often mentioned as the Load Build-Up Method and in this description shall continue to be referred to as the “LBUM”.
The FAA's AC 120-27E designated weight assumptions/allocations for airline passengers and baggage are:
On the actual day of a flight, typically two hours prior to the departure of that flight, the flight's automated load planning program will be transferred to the desktop computer display of one of the airline's Flight Dispatchers. It is the responsibility of the Flight Dispatcher to then monitor the planned load of that flight as passengers check-in at the gate. The number of passengers and allocations for checked bags are input to the load-planning program. Typically this process goes without interruption and the aircraft will dispatch on schedule, as planned. As the door of the aircraft is closed and the load-plan is closed-out by the Flight Dispatcher, the “planned load” will always match the “departure load” as submitted to the FAA; because both are based on the same compilation of weight assumptions used in determining the LBUM. Many if not most airlines currently dispatch their aircraft under FAA approved LBUM procedures; a method which helps to keep the airlines on schedule.
Throughout the description herein, examples will be shown for calculations to determine aircraft take-off weight, being a weight that must never exceed the aircraft's certified Maximum Take-Off Weight (“MTOW”) limitations. Other aircraft weight limitations including MLW and MZFW are computed using a derivative the LBUM. Calculation of the “planned landing weight” is determined by subtracting the weight of the fuel, which is planned to be consumed during the flight from the determined aircraft take-off weight. Calculation of the zero-fuel weight is determined by subtracting the weight of the fuel within all fuel tanks, as indicated by the aircraft's fuel indicators, from the determined aircraft take-off weight.
Systems and/or components used and installed on Regulated aircraft are conformed and certified by the FAA and other Regulatory Authorities and typically have “design standards” which are stringent up to a factor of 10−9 and used in qualification. Ten to the minus 9th (“10−9”) is the term typically used and has the equivalent of the odds for a failure of no more than one in one billion (1 in 1,000,000,000). When considering the chances or odds of an airline having non-recognized errors in their methods and procedures for determining aircraft take-off weight fall well below the 10−9 standards.
With many daily departures and the associated chances for some type of failure within the airline's LBUM system for determining aircraft weight, the illustration utilized (shown in
The examples shown (in
An aircraft is typically supported by plural landing gear struts. In many if not most cases, aircraft are supported by three landing gear struts. Each landing gear strut is designed much like, and incorporates many of the features of a typical telescopic shock absorber. The shock absorber of the landing gear strut comprises internal fluids, of both hydraulic oil and compressed gas. More simply said . . . “the weight of an aircraft rests on three pockets of compressed gas.”
As a point of clarification, throughout this description the use of the word “weight” can often be substituted with the use of the word “load” in that some airline operations will seek to avoid any possibility to allow the LBUM determined “take-off weight” of their aircraft be measured; thus referring to loads being applied onto the landing gear struts are often preferred.
The invention herein described will have some portion of all aircraft take-off weights measured as part of the defined processes and procedures to allow for an increase in the MTOW, MLW and MZFW limitations; while those airlines not wanting weight determination but instead desire only relief of CG curtailments will use the determination of “load distribution” features of this invention, without the continued calculations to determine the amount of measured aircraft weight supported.
The average population weight has been documented as becoming heavier year-after-year. For this reason, filled aircraft will (if measured) have a heavier measured weight than the weight computed by population weight data determined in the current FAA/AC120-27E, issued Jun. 10, 2005; which is in use today. Airlines throughout the United States are using this stale weight data in the current 28,537 aircraft dispatches per day.
By measurement of just the loads applied to each landing gear strut and thus transferred as pressure within each landing gear strut, with the further comparison of the load distribution between the combined main landing gear to that of the nose landing gear, the aircraft CG is established, without measuring the weight of the aircraft.
The weight of the aircraft supported by the above mentioned pockets of compressed gas is transferred down the landing gear strut to the landing gear axles, which bear the load and are supported by the landing gear tires. As weight is added to the aircraft, the axles will bend and deflect with the addition of more load. As an alternate means of determining aircraft weight, the bending/deflection of the aircraft landing gear axles can be monitored and measured with such axle deflection being directly proportional to the additional amount of weight added. The deflection of the landing gear axles represent the same load as supported by the pockets on compressed gas, thus both provide methods of determining aircraft weight, which may run parallel.
This invention provides methods of identifying, defining and illustrating a means of justification, for aviation Regulatory Authorities to allow for increases to the weight limitations for Regulated aircraft. The methods described herein develop various strategies including the building of a “justification basis” for increases to MRampW, MTOW, MLW and MZFW limitations; to higher weight limitations, which approved increased weight amounts are less than the amount of non-recognized weight errors in existing operations using the FAA approved guidance of AC120-27E.
Use of prior art aircraft weighing systems are implemented into a Regulatory Authority approved schedule to periodically make aircraft take-off weight measurements, along with unique methods and procedures for the review, analysis and documentation of non-recognizes weight errors, currently allowed in LBUM procedures; which will provide the necessary evidence for Regulatory Authorities' granting weight increases in amounts not exceeding the non-recognized weight errors being allowed today, through a Regulatory Authority's finding of an Equivalent Level Of Safety.
The methods of this new invention further develop strategies for new requirements, for implementation of operational procedures to assure Regulatory Authorities; that allowing the increase in MRampW, MTOW, MLW, and MZFW limitations for Regulated aircraft, will offer an Equivalent Level Of Safety, as an alternative means of Regulatory Compliance.
Regulatory Authorities do not require airlines to weigh aircraft to determine aircraft take-off weight, as a means to confirm aircraft weight limitations have not been exceeded. The procedures implemented in this invention for a defined schedule of pre-take-off aircraft weighings, facilitate the development of a new category of “reliability program” implemented to assure Regulatory Authorities that any increase in aircraft weight limitations shall not be abused nor exceed the non-recognized weight errors currently being allowed. Such periodic fully loaded aircraft take-off weighings will create a Superior Level of Safety, to that of aircraft currently operating with un-measured weights, which un-measured weights allow even further exceedance, beyond of certified weight limitations.
The present invention offers apparatus and methods utilizing a variety of sensors for collecting landing gear load data to continually update a variety of interrelated computer software programs, creating a more advanced aircraft weight measuring system.
To summarize this system, apparatus and methods used for continuous monitoring and measuring by various sensors include:
It is important for any aircraft weighing system to have the ability to accurately determine the aircraft weight before the departure from the gate.
This invention provides methods of identifying, defining and illustrating various means of justification for aviation Regulatory Authorities to allow for increases to the certified aircraft weight and operational CG limitations for Regulated aircraft. The methods described herein develop various strategies in the identification of non-recognized weight errors for a justification basis built upon the statistical demonstration of the long history of these non-recognized weight errors having created no un-safe aircraft operations for fully loaded/weighted aircraft, and to further construct an acceptable reliability program of safe aircraft operations with weight increases in Regulated aircraft weight limitations, equivalent to the non-recognized weight errors currently allowed today.
Airlines welcome any opportunity to increase the payload capabilities of their aircraft, considering the opportunity to increase the MTOW and associated MLW and MZFW limitation by up to 5,960 pounds and 3.4% of the MTOW (shown in
In the preferred embodiment, the method for obtaining a Regulatory Authorities' approval for an increase in the aircraft MTOW and associated MRampW, MLW and MZFW limitations includes the following steps:
A question still remains; “Why not just used measured aircraft weight and CG for every dispatch?”
As previously mentioned; “As good as an OBWBS might be for measuring the aircraft weight, such a system cannot plan the aircraft load.” Airlines attempt to avoid any situation where a discovered discrepancy in the aircraft weight or CG, identified by use of a measured aircraft weight, might result in a schedule delay. Thus the development of a “Weight and CG Reliability Program” to allow Regulatory Authority's the assurance that the aircraft is being operated as safe as the aircraft has historically been operated while transporting the non-recognized weight errors; and with increase MTOW equivalent to the non-recognized errors historically allowed, will allow for the airline to proportionally increase the weight transportation capabilities of their aircraft.
Regulatory Authorities may choose to limit the amount of MTOW increase, to allow only some smaller percentage of the non-recognized weight errors, with airlines are using the “Weight and CG Reliability Program.” Airlines may consider the additional benefits of having the full percentage of non-recognized weight errors added to the MTOW if they immediately begin using measured weights and CG to dispatch their aircraft, and deal with any potential schedule disruptions if the measured aircraft weight is found greater than the increased MTOW limitation.
Though any of the methods herein described may be used, with potential variations in overall accuracy of the weight determination; the preferred method is to use OBWBS to determine weight supported at each landing gear strut.
The methods described herein are applicable as procedures and practices used to obtain Regulatory Authority approval to amend existing aircraft weight calculation practices for determining varieties of aircraft weights including: MRampW, MTOW, MLW and MZFW. Referring now to the drawings, wherein like reference numerals designate corresponding parts throughout the several views and more particularly to
Landing gears 3, 5 and 7 distribute the weight of aircraft through tires 9, which in this illustration rest atop of a platform weighing scale 13, with platform weighing scale 13 resting on the ground 14. Each of scales 13 measure a portion of aircraft 1 weight, supported at each respective landing gear, and with the three scale 13 weight measurements added together, they identify the total weight of aircraft 1 in this example at 176,100 lbs., being 1,900 lbs. (or 1.09% of MTOW) in excess of the certified MTOW of 174,200 lbs. for this Boeing 737-800 aircraft. Aircraft 1 has a forward baggage compartment 15 and an aft baggage compartment 17.
Electronic elements which are used in this invention, and are attached to aircraft 1, are an on-aircraft data acquisition computer 19, aircraft inclinometer 21 to correct measured aircraft angle of inclination to that being level with the horizon, cockpit display/keypad 23 allowing pilots a means to read on-aircraft computer 19 information and allow pilots to input data into on-aircraft computer 19, landing gear strut pressure sensors 51 and landing gear axle deflection strain gauge sensors 53 (shown in
On-aircraft computer 19 is capable of wireless communication with a corresponding off-aircraft computer 39 which is located within a building 41. Off-aircraft computer 39 has no aircraft or landing gear sensor inputs. Off-aircraft computer 39 receives, sensor input data recorded by on-aircraft computer 19 via wireless communications. Regulatory Authority's certification of software is required within any computer permanently attached to the aircraft 1. Use of on-aircraft computer 19 to only measure and record sensor data, and make no sophisticated calculations or computations; to then subsequently and wirelessly transmit only the recorded and date/stamped sensor data to off-aircraft computer 39 which does not reside on aircraft 1, can allow for a significant reduction in the system's software certification costs associated with providing airlines with this information. As an example: aircraft On-Board Weight and Balance Systems (“OBWBS”) require Regulatory Authority certification for any internal software. Ground based computers that determine the same aircraft weight and balance information require far less stringent levels of software certification.
100% of the weight of the aircraft rest upon the combined left and right main landing gears 5, 7 and nose landing gear 3. The aircraft Center of Gravity (“CG”) 27 can be determined by the comparing the measured weight (or if weight measurements are to be avoided, measured load as identified by strut pressure or axle deflection) supported by the combined main landing gears 5, 7 to that of the measured weight supported by the nose landing gear 3. As the percentage of the weight supported by nose landing gear 3 changes in relation to the weight supported by the combined main landing gears 5, 7; so does the location of the aircraft CG 27.
Vertical dotted line 29 illustrates the forward end of aircraft 1. Horizontal line 31 illustrates the length on aircraft 1 being 1,554 inches long.
Downward pointing vertical arrow 35 illustrates the location for weight of aircraft 1, supported by the nose landing gear 3. Downward pointing vertical arrow 37 illustrates the location for weight of aircraft 1, supported by the combined left main 5 and right main 7 landing gears.
The accurate determination of aircraft 1 CG 27 is a critical process in the load planning for aircraft 1. Though aircraft 1 is 1,554 inches in length as shown by horizontal line 31, the forward and aft limit of the operational center-of-gravity envelope is only 42 inches in overall length, as illustrated by horizontal line 33. With just 42-inches of allowable certified center-of-gravity envelope, airline dispatchers must take great care in determining the amount and specific location of weight loaded onto aircraft 1.
Typical LBUM loading computations assume all of the bags are loaded and evenly distributed throughout baggage compartment as shown in forward baggage compartment 15. The assumed even distribution of the bags results in the total assumed weight of bags located at the geographic center of forward baggage compartment 15, shown as vertical line 16. The Boeing 737-800 aircraft forward baggage compartment 15 is twenty-five feet in total length, with the forward compartment door 18 located at the center of the compartment 15. The aft baggage compartment 17 is thirty-six feet in length, with the geographic center of aft compartment 17, shown as vertical line 20. Aft baggage compartment door 22 is located near the rear of the aft compartment 17. In this illustration forward baggage compartment 15 has an even distribution of bags, where the assumed weight is assigned to the location at the center of the compartment, as illustrated by vertical line 16. Aft baggage compartment 17 has the concentration of checked bags located in the aft portion of baggage compartment 17, shown by vertical line 24. The LBUM loading computation will not recognize this difference in the location of weight associated with the aft positioned bags in compartment 17, and its non-recognized shift in aircraft CG 27 further aft, as shown by “aft-shift arrow 26”. Both forward and aft baggage compartment are equipped with restraining nets that hold the bags in place, to avoid the bags sliding as the aircraft 1 takes-off. This non-recognized aft loading of the bags could have the aircraft CG 27 located beyond the aft center-of-gravity limit, creating a scenario where the aircraft is too tail heavy in which the aircraft could over-rotate at take-off, then stall and possibly crash. Measured aircraft CG 27 allows for a Superior Level of Safety, in comparison to the approved methods for determining CG 27 today.
Although the weight of aircraft 1 is shown measured on platform weighing scales 13, the weight of the aircraft can be measured by a variety of OBWBSs (as shown in
Referring now to
Referring now to
Axle deflection sensor 53 will transmit a signal representing the weight applied to the landing gear strut 7, to the system on-aircraft computer 19 (shown in
Referring now to
Referring now to
Regulatory Authority guidance found in AC120-27E shows the average passenger weight has been established from the National Health and Nutrition Examination Survey (NHANES) conducted by the Centers for Disease Control (CDC) in 1999. The NHANES data conducted actual scale weighings of approximately 9,000 subjects. The standard deviation for NHANES survey was 47 lbs. (this value will be used again to generate thousands of randomly selected passenger weights). The NHANES survey data concluded the population with a “mean” average weight for males as 184 lbs. plus 16 lbs. of additional weight was added for carry-on items totaling 200 lbs. The average weight for females was determined at 163 lbs. plus 16 lbs. of additional weight was added for carry-on items.
In this example illustrates a full flight, where all available seats have been allocated to passengers with an AC120-27E designated average passenger weight of 190 pounds per person, including carry-on baggage. The 190 lbs. passenger weight assumes 50% of the passengers are male and 50% of the passengers are female. The computation for the total passenger weight is the simple equation of 190 lbs.×174=33,060.00 lbs. (shown in box 59).
Referring now to
Referring now to
Regulatory Authorities make another assumption that within each of the 28,537 daily departures, the passenger distribution between male/female will always be 50% male and 50% female. If the distribution varies whereby 73% of the passengers are male and an additional 40 male passengers are 21 lbs. heavier along with the corresponding reduction of 40 female passengers which are 21 lbs. lighter; the non-recognized weight error will increase by an additional 1,680 lbs. (shown in box 71).
Beginning with this
Box 73a illustrates the cumulative non-recognized weight error totaling 3,571.93 lbs.
Referring now to
This
A further comparison was made to today's more typical aircraft boardings with only 20% of the passengers boarding the aircraft with their hands empty, and 40% boarding while carrying only one item, plus an assumed 15% deviation applied to the FAA identified 16 lbs. weight allocation for the carry-on items. The conclusions found in this illustration a potential carry-on weight up to 3,841.7 lbs. (shown in box 77). A comparison of the carry-on bag weight assumption in box 75 to the potential carry-on weight value in box 77 illustrates an additional 1,058.0 lbs. for non-recognized weight error (shown in box 79).
Box 73b illustrates the cumulative non-recognized weight error increasing to 4,629.8 lbs.
Referring now to
Box 73c illustrates the cumulative non-recognized weight error increasing to 5,981.0 lbs.
Referring now to
Box 73d illustrates the cumulative non-recognized weight error increasing to 6,797.0 lbs.
Referring now to
Scale accuracy typically range with a 0.25% error in the amount of the full weight capability of the scale. Typical platform weighing scales have a maximum weight limitation of 60,000 lbs., thus a 0.25% error would tolerate up to 150 lbs. of error for each scale. While weighing an aircraft, the aircraft must be supported by at least three points. Multiplying by three the 150 lbs. scale tolerances illustrates the 450 lbs. error (shown in box 89).
Regulatory Authorities allow airlines with large fleets of common aircraft types to avoid having to weigh every aircraft in their fleet on the required 3-year intervals. A large domestic air carrier operates a single fleet type of totaling 450 of the Boeing 737-700 aircraft. AC102-27E prescribes the minimum number of aircraft whose weight shall be measured in determining the “average aircraft fleet weight” is defined as a minimum of 6 aircraft, plus 10% of the remaining fleet. The equation for this numbers is: 6+[(450−6)×10%]=50.4 which is rounded up to 51 aircraft. A rotation of 51 separate aircraft, within the common fleet type, must be re-weighed within 3-year intervals. AC120-27E also requires that no aircraft within the fleet shall be allowed to operate with an OEW which is heavier than 0.5% of the fleet average weight. AC120-27E allocated no weight error in OEW for aircraft contained within an average fleet weighing program. The additional non-recognized 0.5% weight error applied to the Boeing 737-800 OEW of 91,108 lbs. is 455.5 lbs. (shown in box 91).
Box 73e illustrates the cumulative non-recognized weight error increasing to 7,364.9 lbs.
In creating a justification basis for Regulatory Authority allowance for the non-recognized weight errors to be allowed as additional weight to the MRampW, MTOW, MLW and MZFW; the Regulatory Authorities must be assured that no other weight errors be allowed in the process for determining aircraft weight. Use of an aircraft weight measuring devise, whether it be ground scales with a typical error of 0.25% or a system permanently attached to the aircraft with typical errors no more than 1.0%; can assure Regulatory Authorities that the non-recognized weight errors can be reduced to errors no larger than those errors in the devices which physically measure the fully loaded aircraft total weight.
The subtraction of the 1,742.0 lbs. (shown in box 93) being the 1.0% error associated with the aircraft weighing device, measuring up to the 174,200 lbs. MTOW limitation of the Boeing 737-800 aircraft, from the total non-recognized weight errors of 7,364.9 lbs. (shown in box 73e) equates to a potential weight increase of 5,622.9 lbs. (shown in box 95) to the MTOW. 5,622.9 lbs. divided as a percentage of the 174,200 lbs. total aircraft weight equates into a 3.2% increase in the MTOW for the Boeing 737-800. The use of an aircraft weight measuring device to eliminate any non-recognized weight errors in excess of weight error associated with the aircraft weight measuring device creates a justification basis for an Equivalent Level of Safety for a Regulatory Authority to allow a MTOW increased weight equivalent to the net difference between the non-recognized weight errors, and the aircraft weight measuring devices error tolerances.
Today's modern aircraft are developed through “generational design criteria.” Different eras of generational aircraft began with the cloth fabric covered bi-wing design of the Wright brothers first aircraft. A subsequent generational design began with use of aluminum structural components and a single wing and rear stabilizer. A later generational design came with the jet engine; followed by today's modern aircraft having jet engines with swept-wings, allowing for greater speeds, thus carrying more weight. More simply said, an aircraft of a specific generation is often scalable. Scalable to the point the aircraft design can be expanded and enlarged by keeping all the generational design features “proportionally aligned.” This allows for a shorter period for design build-up, in the development and certification of a new aircraft, with either smaller or larger sizing percentages.
This also transitions to the weight limitations for aircraft within a specific generational design, being similar. As an example: the Maximum Take-Off Weight “MTOW” (being 100%), with maximum landing weight (being 82% of MTOW), and empty operating weight (being 52% of MTOW). Thus, the appeal for identifying the amount for non-recognized weight errors for a particular aircraft model (with the example shown herein a Boeing 373-800) as a percentage of the MTOW.
When comparing the value for each of the different weight limitations associated with: MTOW, MLW, MZFW; the amount of non-recognized weight errors is a fixed amount; thus, when the OBWBS demonstrated accuracy (in this example 1% of MTOW) is subtracted from the value associated with the non-recognized weight errors, and compared as a percentage of the MTOW (described above as 3.2%) will be a different percentage when compared to MLW (3.8%) and MZFW (4.1%) and shown below:
The percentage values for recoverable weight, illustrated in this example may change slightly, due to variations in the demonstrated accuracy of a particular OBWBS, and/or the non-recognized weight errors may be found different than those shown in the initial statistical modeling. An example of a significant change in the non-recognized weight errors occurred during the period just prior to Jun. 12, 2021; when airlines were using the old FAA AC120-27E established average passenger weight of 195 pounds. A deadline of Jun. 12, 2021; was established for airlines to complete surveys and implement their revised average passenger weights, which found the average passenger weight at 208 pounds. Multiplying the additional 13 pounds by the 174 passengers on the Boeing 737-800, would have the non-recognized weight errors increasing by an additional 2,262 pounds, beyond the 7,364.9 pounds shown above.
The FAA has established guidelines related to aircraft Onboard Weight and Balance Systems (“OBWBS) and methods for determining accuracy with the issuance of another Advisory Circular—AC No: 20-161, dated Apr. 11, 2008 “Aircraft Onboard Weight and Balance Systems” in which an airline is allowed to use an approved “OBWBS” with demonstrated accuracy within the four (4) acceptable methods to identify accuracy tolerance levels defined within AC20-161. Though the FAA does not specify any precise percentage (“%”) as an accuracy requirement, the 4 methods contained within AC20-161 (briefly described below) can be quickly summarized as:
a. Takeoff Performance Based Method.
This method uses OBWBS weight and balance measurements taken while the aircraft is subjected to a pre-defined range of environmental disturbances in order to establish operational accuracy and procedural adjustments (i.e., weight and/or CG envelope curtailments). Operational accuracy levels, expressed as maximum weight, and CG errors experienced are then applied as curtailments to the original manufacturer's envelope, as published in the type certificate data sheet, AFM/AFMS, or weight and balance manual. This method offers the smallest hurdle to determination of an envelope for OBWBS operation, but will typically result in the largest curtailments when compared to the other methods offered.
The OBWBS operational accuracy may be compared to existing OEM and FAA recommended procedures for computing weight and balance values for a given aircraft configuration. These procedures, also known as load buildup methods, have acceptable accuracies as proven in past service experience. The load buildup method weight and CG accuracies as derived from analysis of these procedures help determine the range of the allowable operational and environmental conditions for the OBWBS without curtailment for OBWBS operational accuracies. The curtailed envelope applicable when using the load buildup method also applies to the OBWBS weight and CG measurements as long as OBWBS operational accuracy remains equal to or better than the accuracy determined for the load buildup method. Curtail the limits of the CG envelope for any OBWBS operational accuracy that is worse than the accuracy of the load buildup method.
This method may be used to evaluate OBWBS operational accuracy during revenue service for a trial period, or in non-revenue operation as part of a planned ground test program.
Referring now to
Both on-aircraft computer 19 and off-aircraft computer 39 are equipped with internal synchronized clocks and calendars, to document the time and date of recorded and received sensor data.
On-aircraft computer 19 has multiple data acquisition/transmission functions which include:
On-aircraft computer 19 is limited to landing gear sensor data acquisitions functions and the transmission of that landing gear load data to off-aircraft computer 39. On-aircraft computer 19 is restricted having operating software which calculates the aircraft weight and CG. Having the sophisticated software to make the calculations for “flight critical information” such as aircraft Weight and CG; operating solely within off-aircraft computer 39, substantially reduces the costs for certifying any subordinate software used in the acquisition of landing gear sensor data, residing within on-aircraft computer 19.
Off-aircraft computer 39 has capabilities for wireless reception and transmission of multiple landing gear and aircraft hull angle sensor data records and Software packages and data acquisition/transmission functions which include:
Referring now to
The methods on this invention can be extrapolated across the various aircraft weight limitations (MRampW, MTOW, MLW, MZFW) as set by Regulatory Authorities, all of which are determined in some part by the various weight assumptions assigned to male passengers, female passengers, average baggage, heavy baggage and fuel loaded onto the aircraft in various ranges of temperature;
In this
With the Aircraft Weight Measuring “System” being used to physically measure the aircraft weight, pilots are assured that a gross weight error will not go un-noticed that might create a safety hazard for a particular flight.
Upon the computation of a new increased Max Take-Off Weight limitation, predicated on a recognition of the non-recognized weight errors and subsequently measured aircraft take-off weights, and the apparatus to measure and verify take-off weights on all subsequent take-off events, a system support mechanism is created to document the processes, procedures and limitations for the use of the apparatus and methods of this invention, that Regulatory Authorities are assured an Equivalent Level of Safety is maintained. These include, but are not limited to creating and maintaining Instructions for Continued Airworthiness, addition of an Approved Flight Manual Supplement covering this new aircraft weight measuring system operation, limitations and procedures, as well as operational adjustments in the event the aircraft weight measurement system is inoperable.
Also required is a complete “Documentation of the Justification Basis” for the issuance of an Equivalent Level of Safety, Special Condition, Exemption, or other alternate means of regulatory compliance. These factors include a review of the historical basis of regulatory requirement, along with advancement in technology and operating procedures. Some of these advancements include the development of new systems and procedures that aid pilots in identifying proper aircraft stabilizer and trim settings with systems.
Continued safe operation of the aircraft will be maintained by the subsequently implemented practice of measured aircraft weight determinations being made from measured landing gear load sensor data, rather than weight assumptions made in AC120-27E. Continued safe operation of the aircraft will be maintained by subsequent monitoring of aircraft operational landing loads, at each respective landing gear.
These supporting materials, data and procedures are submitted to the Regulatory Authority as justification for the Regulatory Authority's acknowledgement and approval to allow an increase in MTOW, MRampW, MLW and MZFW limitations equivalent to the amount of non-recognized weight errors allowed by AC120-27E assumptions of a variety of weight elements; to increase the aircraft MTOW, MRampW, MLW and MZFW limitations, with this demonstration of an Equivalent Level of Safety, or other qualifying document. An illustration of the extended process design, configured within this initial flow-chart of the methodology for obtaining Regulatory Authority Approval for the allowance to periodically measure aircraft weight, compared to computed weight, to reveal and document the non-recognized weight errors, as the justification basis to increase Regulated aircraft weight limitations herein is shown within
Referring now to
Referring now to
It is understood that aircraft forward and aft CG limitations are defined and set by the Regulatory Authorities, with such forward and aft limitations based on the assumptions of the various weight components being placed at defined and known locations within the aircraft. Upon determination of the amount of allowed weight increase as a percentage of total aircraft weight (as an example: a 4% weight increase to the MTOW), the equivalent percentage increase (the same 4%) shall be applied to the boundaries of the forward and aft CG limitations.
Described within this invention are methods and strategies developed; in which the whole are now greater than the sum of its parts. Each of the sub-practices of this invention are elements which build upon each other, and strengthen the foundation of justification for the realization that the aircraft design criteria regulations dating back 70 years, have worked well for decades; but the development of new technologies, procedures and the careful implementation and monitoring of such practices offer justification through a finding of an Equivalent Level of Safety, for aviation Regulatory Authorities to allow an increase in the original weight limitations based upon assumed weight values to a second higher weight limitation based upon measure aircraft weight, allow the associated increase to a second set of higher aircraft MRampW, MTOW, MLW and MZFW limitations.
Where previous systems using assumed weight values have been used as a tool to aid pilots with load planning procedures, to help avoid aircraft departures beyond the aircraft safe operational limits, this new invention uses the apparatus and methods to increase the economic value of the aircraft, by bringing to better light that current Regulations are fall short in the accurate determination of aircraft weight and corresponding aircraft CG; and furthermore by measuring monitoring aircraft weights; allows aircraft to operate at an increased MRampW, MTOW, MLW and MZFW limitations . . . to be at an Equivalent Level of Safety.
Although an exemplary embodiment of the invention has been disclosed and discussed, it will be understood that other applications of the invention are possible and that the embodiment disclosed may be subject to various changes, modifications, and substitutions without necessarily departing from the spirit and scope of the invention.
This application is a continuation-in-part application of U.S. patent application Ser. No. 15/917,149 filed Mar. 9, 2018, which is a divisional application of Ser. No. 14/924,332, filed Oct. 27, 2015.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 14924332 | Oct 2015 | US |
| Child | 15917149 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 15917149 | Mar 2018 | US |
| Child | 17874414 | US |
