Patent Application
20220119095
The application relates generally to propeller-powered aircraft and, more particularly, to propeller balancing on propeller-powered aircraft.
Propeller powered aircraft, small and large, require propeller balancing at some point in time. Some require balancing more often than others.
Many systems require the aircraft to be on the ground to perform engine runs in order to collect the data needed for propeller balancing. This is not an effective solution as the ground data is not truly representative of inflight conditions. Other systems will collect data inflight and provide it to a ground station post-flight for analysis. However, such systems are programmed to gather data at specific points in time, which again does not consider specific operational conditions of the flight.
Therefore, there is room for improvement.
In one aspect, there is provided a method for propeller balancing of an aircraft, the method comprising operating a propeller in-flight, receiving propeller vibration data during operation of the propeller in-flight, computing, after at least one flight of the aircraft, an average vibration magnitude and an average vibration phase angle based on the propeller vibration data, determining a propeller balancing solution based on the average vibration magnitude and the average vibration phase angle, and generating a balancing need indication by outputting the propeller balancing solution.
In another aspect, there is provided a system for propeller balancing of an aircraft. The system comprises a processing unit and a memory communicatively coupled to the processing unit and comprising computer-readable program instructions executable by the processing unit for receiving propeller vibration data during operation of a propeller in-flight, computing, after at least one flight of the aircraft, an average vibration magnitude and an average vibration phase angle based on the propeller vibration data, determining a propeller balancing solution based on the average vibration magnitude and the average vibration phase angle, and generating a balancing need indication by outputting the propeller balancing solution.
In a further aspect, there is provided a non-transitory computer readable medium having stored thereon computer-readable program instructions for propeller balancing of an aircraft. The instructions are executable by a processor for receiving propeller vibration data during operation of a propeller in-flight, computing, after at least one flight of the aircraft, an average vibration magnitude and an average vibration phase angle based on the propeller vibration data, determining a propeller balancing solution based on the average vibration magnitude and the average vibration phase angle, and generating a balancing need indication by outputting the propeller balancing solution.
Reference is now made to the accompanying figures in which:
There is described herein systems and methods for propeller balancing on propeller-powered aircraft. The aircraft is equipped with an engine, such as a turboprop engine having a propeller.
A propeller 29 through which ambient air is propelled, is composed of a propeller hub 32 and blades 30. The propeller 29 converts rotary motion from the engine 10 to provide propulsive force to the aircraft.
The sensor(s) 102 may be mounted directly on the engine 10, proximate to the propeller 29, in order to measure the acceleration of the propeller 29 as well as the phase angle of the propeller shaft. The installation may be permanent or temporary. A permanent mount may be performed during manufacture of the engine 10. When the aircraft 100 is assembled, the sensor(s) 102 may be connected to an existing aircraft harness (not shown). One or more additional cables, adapters, connectors, and/or harnesses may be added in order to connect the sensor(s) 102 to the existing aircraft harness. A temporary mount may be performed after manufacture of the engine 10 and/or after aircraft assembly, such as during aircraft maintenance.
The measurement data collected by the sensor(s) 102 may be transmitted to an aircraft-mounted electronic device (referred to herein as a “data acquisition and transmission unit” 104), via the existing aircraft harness and/or additional cables, adapters, connectors, and/or harnesses. Alternatively, transmission of the data collected by the sensor(s) 102 is performed wirelessly. Therefore, the sensor(s) 102 may be configured for providing the measurement data to the data acquisition and transmission unit 104 via any suitable wired or wireless communication path, including RS-232, USB, USB 2.0, USB 3.0, USB-C, SATA, e-SATA, Thunderbolt™, Ethernet, Wi-Fi, Zigbee™, Bluetooth™, and the like.
The data acquisition and transmission unit 104 may take various forms, such as a Flight-data Acquisition, Storage, and Transmission (FAST™) box, as manufactured by Pratt & Whitney Canada, or any other computer-controlled unit that receives data from various aircraft and engine systems and sensors. In one embodiment, the data acquisition and transmission unit 104 transmits the received data off-aircraft to one (or more) data processing device(s) as in 106 adapted to communicate with a plurality of client devices 122 via a network 124, such as the Internet, a cellular network, or others known to those skilled in the art. As will be discussed further below, the data processing device 106 is configured to determine a propeller balancing solution for the aircraft 100 and output the propeller balancing solution as determined to the client device(s) 122.
In some embodiments, the data acquisition and transmission unit 104 may be configured to store the data received from the aircraft systems and sensors in memory prior to transmitting the received data to the data processing device(s) 106, which in turn computes the propeller balancing solution. In yet another embodiment, the data acquisition and transmission unit 104 may be configured to store the received data and compute the propeller balancing solution on-board.
The data acquisition and transmission unit 104 may comprise one or more antenna, one or more processors, and a memory (none shown). The one or more antenna enable establishment of a connection (e.g., wireless) with the data processing device 106. The processor(s) may be coupled to a data bus of the aircraft 100 for receiving the measurement data and any other data from the aircraft and engine systems and sensors (e.g., from the sensor(s) 102). In some embodiments, the measurement data is transmitted to and received at the data acquisition and transmission unit 104 using the Aeronautical Radio Inc. (ARINC) 429 data transfer standard for aircraft avionics. Other data standards may also be used, such as ARINC 615, ARINC 717, and MIL-STD-1553. It should be understood that, while
The illustrated data acquisition and transmission unit 104 is configured to process the measurement data received from the sensor(s) 102 in order to obtain vibration data for the engine 10 and/or the propeller 29. In one embodiment, the vibration data comprises propeller speed as well as phase angle and magnitude (or level) of engine vibration. Speed may be denoted as a Rotation Per Minute (RPM) of the propeller 29. The sensor(s) 102 may act as a tachometer to measure the RPM of the propeller 29. One or more additional sensors may also be provided for this purpose. Magnitude may be denoted as a peak velocity in units of Inches Per Second (IPS). The phase angle (denoted in degrees) is found by detecting when one particular propeller blade passes the sensor(s) 102, and corresponds to the relationship between the waveform of the vibration magnitude signal to the angular position of the propeller 29. In one embodiment, the data acquisition and transmission unit 104 may be configured to digitize the measurement data if received in analog form, and to determine the vibration data from the digitized data.
In some embodiments, a dedicated device (referred to herein as a “Propeller Balance Monitoring System” or PBMS, not shown) may be provided to pre-condition the propeller vibration and phase angle data for live streaming to the data acquisition and transmission unit 104. In particular, the PBMS may be configured to perform conversion of the measurement data from an analog form to a digitized form. The sensor(s) 102 are illustratively connected to the PBMS via a suitable harness. The PBMS may be integrated with the data acquisition and transmission unit 104 or provided separately therefrom.
In one embodiment, the data acquisition and transmission unit 104 also receives data from an engine computer 108 and/or an aircraft computer 110. This data will be collectively referred to as aircraft data, and denote engine and/or aircraft performance parameters. The aircraft computer 110 may be an aircraft management controller (AMC), a flight management system (FMS), an aircraft digital computer system, or any other device used for computing inside an aircraft 100. The engine computer 108 may be any type of computing unit of an engine 10, such as an engine control unit (ECU), an engine electronic controller (EEC), an engine electronic control system, and a Full Authority Digital Engine Controller (FADEC). Data transmitted from the engine computer 108 and/or the aircraft computer 110 to the data acquisition and transmission unit 104 may be provided over a dedicated communication bus or any other existing communication system of the aircraft 100. Example data provided by the aircraft computer 110 comprises airspeed, altitude, stability, and position of the aircraft 100 at any point in time during a flight. Example data provided by the engine computer 108 comprises torque, speed, rating, torque stability, propeller speed stability, and compressor speed stability of the engine 10 at any point in time during engine operation.
For purposes of computing a propeller balancing solution, the data acquisition and transmission unit 104 is configured to transmit the vibration data to the data processing device 106 via a communication link 112. In one embodiment, the communication link 112 is wireless. The wireless communication may be established upon engine start up with the aircraft 100 parked, after completion of a flight mission of the aircraft 100, or after engine shutdown. In other embodiments, the communication link 112 may be wired (e.g., USB, Ethernet, or the like). The vibration data is then used for propeller balancing, as will be described further herein.
In some embodiments, the vibration data is transmitted to the data processing device 106 in real-time or at regular intervals during a flight mission of the aircraft 100, based on specific operational conditions. In other embodiments, the vibration data is transmitted to the data processing device 106 at the end of at least one flight mission of the aircraft 100. The vibration data may be transmitted to the data processing device 106 (for determining the balancing solution) at the end of every flight mission, after every other flight mission, or after any suitable number of flight missions of the aircraft 100, depending on the number of flight missions required to obtain full-flight data for the aircraft 100. For example, for an aircraft 100 that requires data to be collected over five (5) hours in order to perform propeller balancing, if a given flight mission of the aircraft 100 lasts three (3) hours only, the vibration data needs to be collected and transmitted over two (2) flight missions of the aircraft 100. Conversely, if the aircraft's flight mission lasts seven (7) hours, the vibration data needs only be collected and transmitted over one (1) flight mission for propeller balancing purposes.
As used herein, the term “mission” refers to a flight to perform a specific task. The mission may be defined by various parameters, such as duration, destination, cargo, and any flying parameters to be used during the mission, such as propeller speed or maximum altitude. For example, operator X may have aircraft A and B fly at a propeller speed of 1050 RPM wile aircraft C flies at a propeller speed of 975 RPM. The value associated for the flight criteria “propeller speed” may therefore differ between aircraft A and B and aircraft C. In some embodiments, operator X may define a unique set of flight criteria and associated values for each flight of an aircraft as a function of the specific flight parameters of a given flight, such as propeller speeds, cruising altitudes, etc.
The data processing device 106 may comprise a series of servers corresponding, but not limited, to a microserver, a web server, an application server, and a database server. In one embodiment, the data processing device 106 is a server provided on the ground (referred to herein as a “ground server”). It should however be understood that the methods and systems described herein may use cloud computing, such that the data processing device 106 may be a cloud server. Indeed, the systems and methods described herein may support Internet of Things (IoT) connectivity with a cloud data analytics platform. Distributed computing may also apply, such that the data processing device 106 may comprise a set of two or more servers. Any other suitable data processing device may apply. These servers are all represented by data processing device 106 in
The data processing device 106 illustratively comprises a vibration data processing unit 114, a propeller balancing unit 116, and a portal creation unit 118. It should be understood that the propeller balancing unit 116 and the portal creation unit 118 may be provided directly on the data processing device 106, as illustrated, or separately therefrom.
As shown in
In one embodiment, the average vibration magnitude and the average vibration phase angle are computed at units 204 and 206, respectively, for at least one selected flight condition (i.e. for at least one selected flight segment or phase and/or at least one selected time period or duration) of a given flight mission. Indeed, average propeller vibration characteristics are illustratively computed for several engine and/or aircraft operational conditions, for trend monitoring and balancing purposes. The selected flight condition(s) may vary from one flight mission to the next and may comprise any suitable flight segment(s) and any suitable number of flight hours. The duration over which the vibration magnitude and the vibration phase angle are average may depend on the natural flight to flight variability observed in the recorded full-flight data. The duration may be configurable and hence tuneable per aircraft and/or engine application in order to obtain the most accurate and consistent operational trend.
In one embodiment, the selected flight condition may be provided as an input to the data processing device 106, e.g. via the client device(s) 122. A user (e.g., an operator of the aircraft 100) may indeed provide an indication of flight segment(s) and/or flight duration(s) for which propeller balancing is to be performed. In another embodiment, the vibration data processing unit 114 may be configured to automatically identify, from the vibration data received from the data acquisition and transmission unit 104, one or more flight condition(s) during which propeller imbalance is most affected and accordingly identify the selected flight segment(s) and/or the selected flight duration(s). For this purpose, the vibration data processing unit 114 (e.g., the vibration data extraction unit 202) may compare the vibration data to a predetermined threshold, determine one or more flight segment(s) during which vibration is above the threshold (meaning that propeller imbalance is most affected), and determine for how long the aircraft 100 has been operating at the excessive vibration level in order to determine the flight duration(s). The vibration magnitude and the vibration phase angle are then averaged for the flight segment(s) and/or the flight duration(s) as determined.
The threshold may be determined by an operator of the aircraft 100. The user may indeed provide an indication, e.g. via their client device 122, of the threshold at which propeller balancing is to be performed. The average vibration magnitude and the average vibration phase angle may then be computed at units 204 and 206 once the user-defined threshold is reached. The threshold may also be set according to regional and/or other types of aircraft regulations or as a function of the aircraft's mission or of a number of aircraft parameters (e.g., aircraft size, engine type, etc.). It should however be understood that, in other embodiments, the propeller balancing solution may be computed for any level of vibration, thus alleviating the need for comparison of the vibration magnitude to a threshold.
In one embodiment, the selected flight condition corresponds to a stable cruise condition or constant climb phases of flight. Other suitable flight conditions (e.g., ground operation) may apply. As understood by those skilled in the art, a constant climb phase of flight corresponds to a flight phase during which the aircraft 100 climbs to a given altitude at a constant climb rate. A stable cruise condition corresponds to an operating condition of the aircraft 100 during which certain flight criteria, which may correspond to engine parameters and/or aircraft parameters, are attained. Stable cruise condition may be operator-specific. Example aircraft parameters are minimum altitude, stability duration, minimum calibrated air speed, altitude stability, and calibrated airspeed stability. Example engine parameters are propeller rotational speed, engine torque, engine rating, engine torque stability, engine propeller speed (Np) stability, and engine compressor speed (Nh) stability.
The average vibration magnitude and the average vibration phase angle computed by the vibration data processing unit 114 are then provided to the propeller balancing unit 116 for further processing. As will be discussed further below, the propeller balancing unit 116 determines a propeller balancing solution (or updates a previously computed balancing solution) based on the average vibration magnitude, the average vibration phase angle, and propeller calibration data (e.g., influence coefficients) retrieved from memory. In one embodiment, determining the propeller balancing solution comprises determining a value and a placement location for at least one weight (or mass) to be added to (or removed from) the propeller 29 (i.e. placed on or removed from a propeller balance rim) to correct propeller imbalance (i.e. reduce vibration).
The balancing solution may be determined using at least one balance equation (e.g., provided by the engine manufacturer), based on the average vibration magnitude and the average vibration phase angle computed, from the full-flight vibration data, for the selected flight condition(s). The balancing solution is also illustratively determined based on customized influence coefficients that are specific to the propeller 29 and aircraft 100, as will be discussed further below. The balancing solution may further be determined based on the values and locations of the weights currently installed on the propeller 29.
As understood by those skilled in the art, the propeller balance rim (not shown) is a ring that is coupled to the propeller 29 and which provides a number of balance weight locations each configured to receive therein a balancing weight (selected as part of the balancing solution) for correcting propeller imbalance. Pre-classified weights can indeed be mounted directly on the propeller balance rim in order to achieve an optimum propeller assembly balanced state. In one embodiment, each balance weight location is numbered in a counter-clockwise direction beginning with location 1 and ending with location 24. As also understood by those skilled in the art, influence coefficients may be stored in memory (e.g., as a lookup table or other suitable format) to provide an indication as to which corrective balancing weight(s) will have the most impact on correcting propeller imbalance. The memory may be associated with the data acquisition and transmission unit 104 and/or with the data processing device 106. For example, the influence coefficients may be stored in a data warehouse 120 communicatively coupled to the data processing device 106. Alternatively or in addition, the influence coefficients may be stored in a memory of the data acquisition and transmission unit 104.
In one embodiment, the influence coefficients are designed for an entire fleet of aircraft and the propeller balancing unit 116 is configured to fine-tune these influence coefficients according to the propeller configuration (i.e. the physical state of the propeller 29) and/or operational characteristics (which may be retrieved from a memory associated with the data acquisition and transmission unit 104 or with the data processing device 106), such that the propeller balancing parameters (i.e. the influence coefficients) are customized for the propeller 29 (i.e. specific to the propeller hardware and therefore unique per propeller configuration and aircraft operational conditions). The propeller configuration data illustratively comprises identifying data for the propeller 29 (e.g., propeller part number, propeller serial number) and propeller weight characteristics (e.g., values and locations of counterweights currently installed on the propeller 29). The operational characteristics illustratively relate to information about the unique operational behaviour (e.g., loading of the propeller 29) associated with the manner in which the aircraft 100 is flown.
The propeller balancing unit 116 is illustratively configured to monitor the propeller configuration and/or operational behaviours over time (e.g., over the course of several days, weeks, or months) and monitor the impact of the differences in propeller configuration and/or operational behaviours on the vibration level of the aircraft 100 (and accordingly on the propeller imbalance) in order to tune the influence coefficients. For example, monitoring of the propeller configuration and operational characteristics over two (2) months may indicate that installing a weight of 10 grams on a given blade of the propeller 29 consistently results in a decrease in propeller vibration by a magnitude of 1 IPS. Generic influence coefficients can be adjusted or tuned (to obtain customized influence coefficients) in the propeller balancing unit 116 to differentiate specific balance solutions dependent on selected propeller configurations and/or aircraft flight segment(s). As such, influence coefficients, which are unique per propeller configuration and aircraft operational conditions, are used by the propeller balancing unit 116 to select the appropriate balancing weights to be used as part of the balancing solution.
The data processing device 106 may then optionally send the propeller balancing solution determined by the propeller balance unit 116 to the data warehouse 120, which maintains a history of propeller balancing solutions over time. In other embodiments, the propeller balancing solution may be stored in a memory (not shown) associated with the data acquisition and transmission unit 104. In one embodiment, the data warehouse 120 stores counterweight mass values and locations associated with each propeller balancing solution determined by the propeller balancing unit 116. The data warehouse 120 further stores the existing propeller configuration (based on information obtained from the diagnostic system of the aircraft 100, not shown) as well as the propeller calibration data (i.e. the influence coefficients), along with the newly determined propeller balancing solution. The propeller balancing solution is then made available to one or more client devices 122 over a network 124, such that the balancing solution can be readily installed by maintenance personnel. In one embodiment, the provided information comprises a weight and location for installation on the propeller balance rim.
It should be understood that, in some embodiments (e.g., where the data processing device 106 is provided on-board the aircraft 100), the propeller balancing solution may be made available to the client device(s) 122 planeside. For example, the propeller balancing solution may be rendered on the client device 122 planeside, using any suitable secure wireless connection (and, e.g., IoT connectivity technology). Alternatively, upon landing of the aircraft 100, the user may connect their client device 122 to the aircraft 100 using any suitable wired connection (e.g. USB, Ethernet, or the like) for the purpose of manually retrieving the balancing solution determined by the propeller balancing unit 116 and downloading the propeller balancing solution onto their client device 122. In some embodiments, a portable electronic device, such as a USB flash drive or other suitable data storage device, that is associated with the client device 122 may be connected to a communication port of the aircraft 100 for downloading the propeller balancing solution.
The data warehouse 120 described herein may be provided as collections of data or information organized for rapid search and retrieval by a computer. It is structured to facilitate storage, retrieval, modification, and deletion of data in conjunction with various data-processing operations. The data warehouse 120 may consist of a file or sets of files that can be broken down into records, each of which consists of one or more fields. Database information may be retrieved through queries using keywords and sorting commands, in order to rapidly search, rearrange, group, and select the field. The data warehouse 120 may be any organization of data on a data storage medium, such as one or more servers. It should be understood that the data warehouse 120 may also be provided in a cloud-based server-less environment.
The client devices 122 comprise any portable or handheld communication device, such as a smartphone, a desktop computer, a portable computer, a tablet, or the like, adapted to communicate over at least one network. The network 124 is capable of carrying data and can involve wired connections, wireless connections, or a combination thereof. The network 124 may involve different network communication technologies, standards and protocols, for example. The network 124 may include, but is not limited to, the Internet, Ethernet, plain old telephone service (POTS) line, public switch telephone network (PSTN), integrated services digital network (ISDN), digital subscriber line (DSL), coaxial cable, fiber optics, satellite, mobile, wireless (e.g. Wi-Fi, WMAX), SS7 signaling network, fixed line, local area network, wide area network, and any combination thereof.
The portal creation unit 118 is configured to create a portal remotely accessible by the one or more client devices 122 over the network 124, and to display the balancing solution (retrieved from the data warehouse 120 or received directly from the propeller balancing unit 116) within a graphical user interface of the web portal. As used herein, the term “portal” refers to a specially designed website that renders (i.e. visually displays) the balancing solution and related information for viewing by the client device(s) 122. In one embodiment, the portal is web-based and the portal (and associated graphical user interface) is illustratively displayed to users in a web browser, over the network 124. As will be discussed further below, in one embodiment, the portal creation unit 118 is configured to generate an intuitive representation of the balancing solution that can be used by maintenance personnel to perform a propeller balance maintenance action. The representation of the balancing solution can also be used to enable the analysis of how the balancing solution is trending, as well as to enable the analysis of reliability of the balancing solution based on data quality and scatter. The portal creation unit 118 is indeed configured to create a representation of the balancing solution that comprises trending and visualization of propeller vibration and balancing characteristics over time, including the magnitude and location of imbalance. In one embodiment, the web-based portal may be subscription-based and may have different service levels associated therewith, including the ability to proactively schedule propeller balance maintenance actions. The web-based portal may also include automated customer alerting functions based on pre-configured threshold detections and/or anomaly signatures.
It should be understood that the data processing device 106 may be configured to provide the balancing solution (e.g., to the client device(s) 122) in any suitable fashion other than through a web portal, using any suitable communication means. For example, the propeller balancing solution may be provided in a text format (e.g. stored as an Extensible Markup Language (XML) file in the data warehouse 120) indicative of the values and locations of balancing weights that are to be installed on (or removed from) the propeller rim. The balancing solution may then be transmitted to the client device(s) 122 using text messaging or the like.
The web portal may also be used to represent the existing propeller configuration (i.e. counterweight locations) and the propeller calibration data (e.g., influence coefficients) along with the propeller balancing solution. These may be retrieved from the data warehouse (reference 120 in
In the example of
In some embodiments, the vibration data processing unit 114, the propeller balancing unit 116, and/or the portal creation unit 118 may be implemented in hardware, using analog and/or digital circuit components. For example, the vibration data processing unit 114, the propeller balancing unit 116, and/or the portal creation unit 118 may each be provided as an application-specific integrated circuit (ASIC) or a field programmable gate array (FPGA). In some embodiments, the vibration data processing unit 114, the propeller balancing unit 116, and/or the portal creation unit 118 are each provided as a non-transitory computer readable medium having stored thereon program code executable by a processor for carrying out the instructions of the program code.
In other embodiments, the vibration data processing unit 114, the propeller balancing unit 116, and/or the portal creation unit 118 are each implemented using a combination of hardware and software components, as illustrated in
The memory 404 may comprise any suitable known or other machine-readable storage medium. The memory 404 may comprise non-transitory computer readable storage medium, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. The memory 404 may include a suitable combination of any type of computer memory that is located either internally or externally to computing device 400, for example random-access memory (RAM), read-only memory (ROM), compact disc read-only memory (CDROM), electro-optical memory, magneto-optical memory, erasable programmable read-only memory (EPROM), and electrically-erasable programmable read-only memory (EEPROM), Ferroelectric RAM (FRAM) or the like. Memory 404 may comprise any storage means (e.g., devices) suitable for retrievably storing machine-readable instructions 406 executable by processing unit 402.
The instructions 406 may be implemented in a high level procedural or object oriented programming or scripting language, or a combination thereof, to communicate with or assist in the operation of a computer system, for example the vibration data processing unit 114, the propeller balancing unit 116, and/or the portal creation unit 118. Alternatively, the instructions 406 may be implemented in assembly or machine language. The language may be a compiled or interpreted language. The instructions 406 may be readable by a general or special-purpose programmable computer.
Referring now to
A propeller balancing solution is then determined at step 506, based on the average vibration magnitude and phase angle computed at step 504 and on propeller calibration data (i.e. influence coefficient(s) customized for the propeller and aircraft), using at least one balance equation. The balancing solution may then be optionally stored to memory (e.g., sent to a data warehouse) at step 508 in order to maintain a history of propeller balance solutions over time. At step 510, a balancing need is then signalled by outputting the balancing solution determined at step 506, for maintenance action purposes. The balancing need may be signaled by rendering the balancing solution on a web portal accessible to one or more client devices over a network, such as the Internet. As discussed herein above, a graphical user interface of the web portal may be used to allow users to correct the propeller balance solution determined at step 506. The web portal may also be used to render a current configuration of the propeller, as well as propeller vibration trend overviews.
In one embodiment, using the systems and methods described herein may alleviate the need for performing engine ground runs to verify vibration levels before and after a propeller balance maintenance action is performed. In one embodiment, using the systems and methods described herein, may also alleviate the need for connecting expensive ground support equipment to the aircraft 100 at the time of performing a propeller balance maintenance action. In one embodiment, using the systems and methods described herein, may further alleviate the need for changing the sensor(s) used to support propeller balancing. In some embodiments, using the systems and methods described herein, it may become possible to conduct propeller balancing without having to physically look at the propeller hardware to identify the current propeller configuration (e.g. counterweight masses and locations). In some embodiments, using the systems and methods described herein may also enable the calculation of a propeller balancing solution before the aircraft returns to the hangar, and may allow to feed the balancing solution to maintenance personnel in order to prepare for proactive maintenance actions. The systems and methods described herein may also allow to fine tune propeller calibration data (e.g. influence coefficients) to a specific set of hardware, rather than assuming that the balancing parameters are the same for an aircraft entire fleet.
Various aspects of the systems and methods described herein may be used alone, in combination, or in a variety of arrangements not specifically discussed in the embodiments described in the foregoing and is therefore not limited in its application to the details and arrangement of components set forth in the foregoing description or illustrated in the drawings. For example, aspects described in one embodiment may be combined in any manner with aspects described in other embodiments. Although particular embodiments have been shown and described, it will be apparent to those skilled in the art that changes and modifications may be made without departing from this invention in its broader aspects. The scope of the following claims should not be limited by the embodiments set forth in the examples, but should be given the broadest reasonable interpretation consistent with the description as a whole.
The embodiments described in this document provide non-limiting examples of possible implementations of the present technology. Upon review of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made to the embodiments described herein without departing from the scope of the present technology. Yet further modifications could be implemented by a person of ordinary skill in the art in view of the present disclosure, which modifications would be within the scope of the present technology.
