Flight fuel data collection and processing method, device, and computer program

Abstract

The present disclosure provides a method, apparatus, and computer-readable medium for collecting and processing flight fuel data. The method includes obtaining flight plan information for a flight from a flight list, determining and obtaining flight fuel data matching the flight plan information for the flight, employing a data collection assembly to collect the flight plan information and the matching flight fuel data, and then determining the fuel loading center of gravity and obtaining a flight center of gravity index value based on pre-configured fuel calculation parameters and the flight fuel data. This allows the present disclosure to automatically collect fuel data without requiring manual querying or input, reducing the load controller's workload, improving flight fuel data transmission efficiency, and reducing the impact of human factors on the aircraft loading process. Furthermore, the calculation of the center of gravity index can accurately determine the influence index of specific individual tanks, thereby optimizing the fuel center of gravity calculation method and facilitating more effective resource management and more accurate and safer control of fuel weight and position.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This disclosure claims priority to a Chinese patent application bearing application number 202211114114.X. and entitled "Flight fuel data collection and processing method, device and computer-readable medium," filed with the China Patent Office on September 14, 2022, the entire contents of which are incorporated herein by reference. [Technical Field]

[0002] FIELD OF THE DISCLOSURE The present disclosure relates to the field of flight payload technology, and more particularly to a method, apparatus and computer-readable medium for collecting and processing flight fuel data. [Background technology]

[0003] Airplanes (e.g., civilian airplanes) are aerial vehicles that require higher reliability, safety, and balance through loading. Airplane flight is achieved by overcoming the Earth's gravity. Each airplane has rated data for its engine's maximum power, the maximum lift its wings can generate, and the load capacity of its landing gear, which define the limits of safe flight. Airplane loading involves calculating the load and balance for each flight in the aircraft's operation. This involves rationally and scientifically arranging the positions of passengers, baggage, cargo, and mail on the aircraft based on the aircraft's center of gravity characteristics and related technical data, and controlling fuel and other loads within reasonable limits, thereby ensuring the aircraft's flight safety.

[0004] Fuel is the power source of the aviation industry and the foundation for ensuring aircraft can complete their missions. Before an aircraft takes off, the crew plans a fuel safety range based on the flight route, aircraft weight, and expected aircraft fuel data. However, since aircraft often encounter uncontrollable factors during takeoff, such as thunderstorm circling, swirl control, and re-flight, accurately calculating the flight's fuel data is crucial to the flight's normal operation. Before each flight, flight dispatchers and crew members must ensure that the fuel is sufficient to meet the needs of the aircraft's runway, flight segments, route maneuvers, and preliminary landings. However, excessive fuel can cause problems such as increased airline costs and wasted resources. Furthermore, when loading an aircraft, the center of gravity index must be calculated based on the transmitted flight fuel data (e.g., the weight of the flight fuel). The center of gravity index is a simplified description of the aircraft's center of gravity and is the core result of center of gravity calculation. Only within a reasonable range can the center of gravity index ensure the flight's safe arrival at its destination.

[0005] The traditional method of transmitting flight fuel data involves sending it to the load controller via fax, telephone, or other means, which then manually enters it into the system. This method has several problems: the information is not updated in a timely manner, and if the flight's fuel volume changes, it cannot be notified in a timely manner, or the load controller forgets to update the input, resulting in incorrect flight fuel data. Furthermore, the traditional method of calculating the center of gravity index is also irrational, making it difficult to accurately manage aircraft resources and load control. With the rapid development of civil aviation, the number of flights is increasing year by year, and the existing methods of transmitting flight fuel data and calculating the center of gravity index are no longer able to meet the demands of the rapid development of the civil aviation industry. Summary of the Invention [Problem to be solved by the invention]

[0006] In view of this, the present disclosure provides a method, apparatus, and computer-readable medium for collecting and processing flight fuel data to resolve at least some of the deficiencies of the prior art in transmitting flight fuel data and calculating a center of gravity index based on flight fuel data, and to better meet the needs of the rapid development of the civil aviation industry and the like. [Means for solving the problem]

[0007] The specific plan is as follows: 1. A method for collecting and processing flight fuel data, comprising: obtaining flight plan information for the flight based on a pre-arranged flight list; determining and obtaining flight fuel data matching flight plan information for the flight; employing a pre-configured data collection assembly to collect flight plan information and matching flight fuel data for the flight based on a configured data collection protocol; and performing a fuel load center of gravity determination based on pre-configured fuel calculation parameters and the flight fuel data to obtain a center of gravity index value for the flight.

[0008] 1. A flight fuel data collection and processing system, comprising: an acquisition unit for acquiring flight plan information of a flight based on a pre-arranged flight list; a fuel data determination unit for determining and obtaining flight fuel data matching flight plan information for the flight; a collection unit for employing a pre-built data collection assembly to collect flight plan information and matching flight fuel data for the flight based on a configured data collection protocol; and a barycentric index determination unit for performing a fuel loading barycentric determination based on pre-configured fuel calculation parameters and the flight fuel data, and obtaining a barycentric index value for the flight.

[0009] A computer-readable medium having stored thereon a computer program including program code for executing a flight fuel data collection and processing method according to the present disclosure. [Effects of the Invention]

[0010] As can be seen from the above solutions, the flight fuel data collection and processing method, apparatus, and computer-readable medium disclosed herein obtain flight plan information for a flight from a pre-configured flight list, determine and obtain flight fuel data matching the flight plan information for the flight, employ a pre-configured data collection assembly to collect the flight plan information and the matching flight fuel data according to a pre-configured data collection protocol, and determine the fuel loading center of gravity based on the pre-configured fuel calculation parameters and the flight fuel data to obtain a flight center of gravity index value. This allows the present disclosure to automatically collect fuel data without requiring manual querying or input, reducing the load controller's workload and enabling faster transmission and transfer of fuel data, improving the transmission efficiency of flight fuel data, and reducing the impact of human factors on the aircraft loading process.

[0011] In addition, by proposing and setting up a non-standard refueling method, when calculating the center of gravity index using a non-standard refueling method, the influence index of specific individual tanks (for example, the takeoff fuel quantity influence index and landing fuel quantity influence index of each tank) can be made accurate, thereby optimizing the fuel center of gravity calculation method and facilitating more effective resource management, more accurate and safe control of fuel weight and position, and the underlying load control, which has significant advantages in improving efficiency, accuracy, and flight safety. [Brief explanation of the drawings]

[0012] These and other features, advantages, and aspects of the embodiments of the present disclosure will become more apparent with reference to the following specific embodiments in conjunction with the accompanying drawings. Identical or similar reference numerals represent identical or similar elements throughout the drawings. It should be understood that the drawings are schematic and that objects and elements are not necessarily drawn to scale. [Figure 1] 1 is a flowchart of a flight fuel data collection and processing method according to the present disclosure. [Figure 2] 1 is a block diagram of a system for performing center of gravity index calculation based on payload collection and automatically collected flight fuel data according to the present disclosure. FIG. [Figure 3] 3 is a flowchart of a method for the system shown in FIG. 2 to perform load collection and center of gravity index calculation based on its six modules according to the present disclosure. [Figure 4] FIG. 1 is a block diagram of a flight fuel data collection and processing device according to the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0013]

[0023] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Although the drawings show several embodiments of the present disclosure, it should be understood that the present disclosure can be realized in various forms and should not be construed as being limited to the embodiments described herein, but rather provided for a more transparent and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are used only for illustrative purposes and are not used to limit the scope of protection of the present disclosure.

[0014] As used herein, the term "comprises" and variations thereof are intended to be open inclusive, i.e., "including, but not limited to." The term "based on" means "based at least in part on." The term "in one embodiment" means "at least one embodiment," the term "in another embodiment" means "at least one other embodiment," and the term "in some embodiments" means "at least some embodiments." Relevant definitions of other terms are provided below.

[0015] It should be noted that the concepts of "first," "second," etc. referred to in this disclosure are used only to distinguish between different devices, modules, or units, and do not limit the order or interdependence of functions performed by these devices, modules, or units.

[0016] It should be noted that the modifications "a" and "a plurality" referred to in this disclosure are intended to be general rather than limiting and should be understood as "one or more" unless the context clearly indicates otherwise.

[0017] Embodiments of the present disclosure address at least some of the shortcomings of the prior art in transmitting flight fuel data and calculating a center of gravity index based on flight fuel data, and provide a method, apparatus, and computer-readable medium for collecting and processing flight fuel data to better meet the needs of the rapid development of the civil aviation industry and the like.

[0018] Referring to the flowchart of the flight fuel data collection and processing method shown in FIG. 1 , the flight fuel data collection and processing method according to the present disclosure includes the following processing processes: Step 101: Obtain flight plan information for a flight based on a pre-arranged flight list.

[0019] In practice, an application system is developed / built in advance to implement the processing logic of the method according to the present disclosure.

[0020] In this embodiment, a user, such as road control staff, pre-populates the flight list, and optionally, the process of pre-populating the flight list includes the steps of querying for flights that match pre-defined flight query conditions and adding the queried flights to the flight list.

[0021] For example, load control staff can log in to the front-end page of a pre-built LDP (Load Planning System) and use information such as flight number and takeoff time as query conditions to query flights based on information such as flight number and takeoff time, and add the flights to the flight list.

[0022] Then, the system can automatically obtain flight plan information for the flight based on the flight list, including but not limited to flight number, tail number, aircraft type, complete route (takeoff airport, landing airport, stop airport), current flight segment, flight characteristics, planned takeoff time (STD), scheduled takeoff time (if any), actual takeoff time (if any), planned landing time (STA), scheduled landing time (if any), actual landing time (if any), and other information required for the flight.

[0023] Step 102: Determine and obtain flight fuel data matching the flight plan information for the flight.

[0024] The system then further determines and obtains flight fuel data (e.g., fuel quantity data, such as takeoff fuel quantity) that matches the flight plan information for the flight.

[0025] Step 103: Employ the pre-built data collection assembly to collect flight plan information and matching flight fuel data of the flight according to the set data collection protocol.

[0026] In an embodiment of the present disclosure, a fuel data collection assembly (abbreviated as "data collection assembly") is pre-constructed, and the assembly collects flight plan information and matching flight fuel data for a flight based on pre-set update conditions and periodicity for loaded flights, and the data content and format when transmitting the promised flight plan information and fuel quantity data.

[0027] As a result, the system continuously and automatically obtains the flight plan information of the flight based on the flight list, and then continuously triggers the automatic and synchronous collection of the flight plan information of the flight and the matching flight fuel quantity in the data content and format at the time of information transmission of the promised flight plan information and fuel quantity data based on the preset update conditions and period of the loaded flight.

[0028] Step 104: Determine the fuel loading center of gravity based on the pre-configured fuel calculation parameters and the flight fuel data, and obtain the center of gravity index value of the flight.

[0029] Optionally, the process of pre-configuring the fuel calculation parameters includes adding a configuration item of airplane static data and generating a validity period, the flight being valid within the validity period, and configuring and storing the airplane fuel calculation parameters in the configuration item of static data, where specifically, a static data maintainer adds a configuration item of airplane static data in the system and generates a validity period, the flight being valid within the validity period, and the static data maintainer stores the airplane fuel calculation parameters in the configuration item of static data.

[0030] Pre-configured fuel calculation parameters include, but are not limited to, individual tank gauge names, fueling methods, tail tank data, planing fuel quantity data, ballast fuel, fuel mass density, fuel mass density range, and the like.

[0031] Then, this step calculates parameters based on the pre-determined fuel and the collected flight fuel data, performs fuel loading center of gravity determination, and obtains the flight center of gravity index value.

[0032] The center of gravity index is a simplified description of the aircraft's center of gravity and is the core result data for center of gravity calculation. It mainly includes the zero fuel center of gravity index LIZFW, the takeoff center of gravity index LITOW, the landing center of gravity index LILAW, and the dead center of gravity index LIDLW. Only within a reasonable range can the center of gravity index ensure the flight arrives safely at its destination.

[0033] Here, the takeoff center of gravity index may also be called the takeoff fuel quantity influence index, and the landing center of gravity index may also be called the landing fuel quantity influence index. However, in the embodiments of the present disclosure, when calculating the center of gravity index, the calculation of the takeoff fuel quantity influence index and the landing fuel quantity influence index will mainly be used as an example to explain the calculation of the center of gravity index.

[0034] In the past, some airlines used fixed fuel amounts to reduce operational calculations. However, research has shown that using the same fixed fuel amount can affect the accuracy of calculations when the number of passengers and cargo on a flight is not fixed. Furthermore, the past only calculated the impact of the total fuel on the flight's center of gravity, making it difficult to accurately determine which specific tanks are affected. This makes it difficult to accurately determine whether a specific tank is increasing or decreasing fuel, making it difficult to accurately control resources and loads on aircraft.

[0035] In view of the above problems, in the present disclosure, the calculation of the center of gravity index is divided into two: calculation based on a standard refueling method and calculation based on a non-standard refueling method. Here, in the calculation of the non-standard refueling method, it is possible to accurately calculate even the influence index of specific individual tanks (e.g., the takeoff fuel quantity influence index and landing fuel quantity influence index of each tank), thereby optimizing the fuel center of gravity calculation method and accurately reducing or increasing fuel down to specific tanks.

[0036] Accordingly, when performing fuel loading center of gravity calculation and obtaining the flight center of gravity index value, step 104 can be specifically implemented as follows: In the standard refueling procedure, the fuel loading center of gravity is determined based on the corresponding fuel calculation parameters and flight fuel data in the standard refueling procedure; In a non-standard refueling procedure, the fuel load center of gravity is determined based on the corresponding fuel calculation parameters in the non-standard refueling procedure and the flight fuel data.

[0037] Optionally, in the standard refueling procedure, the process of determining the fuel load center of gravity based on the corresponding fuel calculation parameters and the flight fuel data in the standard refueling procedure includes: 11) If the tail tank takeoff fuel quantity is not provided separately, determine the airplane's takeoff fuel quantity impact index based on the flight standard fueling total fuel center of gravity index data table based on the takeoff total fuel quantity data and fuel density. 12) When the tail tank takeoff fuel quantity is provided alone, calculate the tail tank takeoff fuel quantity influence index based on the tail tank takeoff fuel quantity and the aircraft's tail tank fuel center of gravity index data table data, and use the total takeoff fuel quantity of each other tank determined based on the takeoff total fuel quantity and the tail tank takeoff fuel quantity to determine the takeoff fuel quantity influence index corresponding to each other tank. 13) If the airplane used for the flight does not correspond to the landing-specific fuel quantity center of gravity index table data, determine the landing total fuel quantity based on the takeoff total fuel quantity and flight fuel consumption, and determine the landing fuel quantity impact index of the airplane based on the flight standard refueling total fuel center of gravity index data table based on the landing total fuel quantity and fuel density. 14) If the airplane used for the flight corresponds to landing-dedicated fuel quantity center of gravity index table data, the landing fuel quantity influence index of the airplane is determined based on the landing-dedicated fuel quantity center of gravity index table data.

[0038] In other words, in the standard refueling method, the center of gravity index is calculated mainly based on the total fuel quantity data of the aircraft (e.g., takeoff total fuel quantity data, landing total fuel quantity data, etc.), and accordingly, it is not possible to obtain the influence index corresponding to each tank of the aircraft (e.g., individual tank takeoff fuel quantity influence index, individual tank landing fuel quantity influence index corresponding to each tank).

[0039] Optionally, in a non-standard refueling scheme, the process of determining the fuel load center of gravity based on the corresponding fuel calculation parameters and flight fuel data in the non-standard refueling scheme can be realized as follows: 21) If the tail tank takeoff fuel quantity is not provided separately, determine the takeoff fuel quantity influence index of each tank based on the individual tank takeoff fuel quantity of each tank, and determine the takeoff fuel quantity influence index of the airplane based on the takeoff fuel quantity influence index of each tank. 22) When tail tank takeoff fuel quantity is provided alone, determine the tail tank takeoff fuel quantity influence index based on the tail tank takeoff fuel quantity and tail tank fuel center of gravity index data table, and determine the takeoff fuel quantity influence index corresponding to each other tank using the total takeoff fuel quantity of each other tank determined based on the tail tank takeoff fuel quantity and tail tank takeoff fuel quantity. 23) Determine the landing fuel quantity influence index of each tank based on the individual tank landing fuel quantity of each tank, and determine the landing fuel quantity influence index of the airplane based on the landing fuel quantity influence index of each tank.

[0040] Compared with the standard refueling method, the non-standard refueling method mainly involves calculating the center of gravity index based on the individual tank fuel data of each tank of the aircraft, such as the takeoff fuel quantity data and landing fuel quantity data of each tank, and calculating the individual tank influence index of each tank (e.g., the individual tank takeoff fuel quantity influence index and individual tank landing fuel quantity influence index corresponding to each tank) based on the individual tank fuel data of each tank, and further calculating the influence index of the entire aircraft consisting of all tanks, such as the aircraft's takeoff fuel quantity influence index and landing fuel quantity influence index, etc. This allows for accurate center of gravity index calculation down to the specific tank, optimizes the fuel center of gravity calculation method, facilitates more effective resource management, and more accurate and safer control of fuel weight and position.

[0041] Based on the pre-configured fuel calculation parameters and flight fuel data, the flight's center of gravity index value is calculated based on the corresponding method (standard refueling method, non-standard refueling method), and then each calculated flight's center of gravity index value is graphed and displayed. Aircraft resources can be managed based on the displayed results, allowing for more accurate and safe control of fuel weight and location. For example, a load controller can intuitively find irrational loaded fuel consumption locations based on the graphed displayed results, and increase or decrease fuel in the tanks at the corresponding locations.

[0042] As can be seen from the above solution, the flight fuel data collection and processing method disclosed herein obtains flight plan information for a flight from a pre-configured flight list, determines and obtains flight fuel data matching the flight plan information for the flight, employs a pre-configured data collection assembly to collect the flight plan information and the matching flight fuel data according to a pre-configured data collection protocol, and determines the fuel loading center of gravity based on the pre-configured fuel calculation parameters and the flight fuel data to obtain the flight center of gravity index value. This enables the present disclosure to automatically collect fuel data without requiring manual querying or input, reducing the load controller's workload and enabling faster transmission and transfer of fuel data, improving the transmission efficiency of flight fuel data, and reducing the impact of human factors on the aircraft loading process.

[0043] In addition, by proposing and setting up a non-standard refueling method, when calculating the center of gravity index using a non-standard refueling method, the influence index of specific individual tanks (e.g., takeoff fuel quantity influence index, landing fuel quantity influence index of each tank) can be made accurate, thereby optimizing the fuel center of gravity calculation method and facilitating more effective resource management and more accurate and safe control of fuel weight and position, which has significant advantages in improving efficiency, accuracy and flight safety.

[0044] Hereinafter, in order to make the solution of the present disclosure clear and easy to understand, a detailed description will be given using specific examples.

[0045] This example implements the processing logic of the method of the present disclosure by constructing a "system for calculating center of gravity index based on load collection and automatically collected flight fuel data." The system employs the configuration structure shown in Figure 2, and the system mainly consists of six modules: airline operation control system, flight fuel data collection, flight data input, airplane fuel calculation parameter storage, flight fuel load, center of gravity influence calculation, flight fuel load, and center of gravity influence result. Each module can be realized in an assembly form.

[0046] The functions of each module realized based on the assembly form are as follows: Airline traffic control system module assembly: The traffic control system is used to obtain flight plan information and matching fuel data based on the flight list. The flight plan information mainly includes flight number, tail number, aircraft type, complete route (takeoff airport, landing airport, stopping airport), current flight segment, flight characteristics, planned takeoff time (STD), scheduled takeoff time (if any), actual takeoff time (if any), planned landing time (STA), scheduled landing time (if any), actual landing time (if any), and other flight-related information. The system ensures real-time synchronization of flight fuel data with the operational system.

[0047] Flight fuel data collection module assembly: receives data from the traffic management system, i.e., collects data from the traffic management system, the traffic management system pre-creates the flight fuel data collection assembly and protocol, the traffic management system determines the loading flight update conditions and period, determines the data content and format for information transmission of flight plan information and fuel quantity data, and determines the message transmission format and error code. The collection module assembly collects flight plan information and matching flight fuel data of the flight in the form of messages according to the pre-set loading flight update conditions and period, and the data content and format for information transmission of the agreed flight plan information and fuel quantity data, and is used to report errors according to error codes in the event of an error.

[0048] Flight Data Input Module Assembly: The control body of this module is the road control staff, which adds flights to the flight list through the system front-end interface and obtains fuel quantity data according to flight plan information.

[0049] Airplane fuel calculation parameter storage module assembly: The control body of this module is the static data maintenance staff, who must select an airline and fleet to enter the airplane static data page, open the relevant tab page, such as the Fuel tab page in the Aircraft Information menu, and define the airplane fuel calculation parameters. After successful addition, the allocation rules and fuel quantity data will be used when the flight fuel load weight (center of gravity) affects the calculation.

[0050] Flight fuel load weight and center of gravity impact calculation module assembly: In the background, based on the aircraft fuel calculation parameter storage module assembly and the fuel data transmitted from the operation control system, the specific value of the fuel load weight (center of gravity) is calculated, and the center of gravity index data in the corresponding method (e.g., standard refueling, non-standard refueling) is obtained.

[0051] Flight Fuel Load Weight, Center of Gravity Impact Results Module Assembly: Graphs and displays the calculation results (i.e., center of gravity index data).

[0052] Referring to FIG. 3, the method flow of the system performing loading collection and center of gravity index calculation based on the above six modules is as follows:

[0053] Step 301: The static data maintainer adds a setting item of the aircraft static data, generates a validity period, the flight is valid within the validity period, and the static data maintainer stores the aircraft fuel calculation parameters in the static data setting item (Fuel tag page).

[0054] Here, the fuel calculation parameters include, but are not limited to, individual tank gauge names, refueling methods, tail tank data, runway fuel quantity data, ballast fuel, fuel mass density, fuel mass density range, and the like.

[0055] Step 302: The road control staff logs in to the LDP front-end page, queries the flights based on information such as flight number and takeoff time, and adds the flights to the flight list.

[0056] Step 303: The traffic management system acquires flight plan information and periodically transmits fuel data to the fuel data collection port according to the flight information.

[0057] Step 304, the background calculates the flight fuel load and related center of gravity indexes via the center of gravity effect calculation module assembly based on the acquired fuel data.

[0058] Step 305: The acquired fuel data is displayed on the front-end page, allowing the load controller to directly check the specific values ​​and adjust the data according to the actual situation. In addition, the flight fuel load weight, the center of gravity and the center of gravity index calculated by the center of gravity influence calculation module assembly are displayed in graph form, allowing the load controller to intuitively find, adjust and control the unreasonable loaded fuel consumption position.

[0059] From the above, it can be seen that in this example, users are mainly divided into two types according to the different situations in which they use loading information: static data maintainers and load control staff. Here, static data maintainers are mainly responsible for completing the configuration of static data modules according to requirements, including inputting, modifying, and checking all static data information. Load control staff are mainly responsible for tasks such as checking fuel data, adjusting fuel weight, and flight configuration.

[0060] The system achieves load collection and automatically calculates the center of gravity index based on the collected flight fuel data in two ways: calculation based on the standard refueling method and calculation based on the non-standard refueling method. In this example, the specific implementation process of implementing load collection and automatically calculating the center of gravity index based on the collected flight fuel data in these two ways will be described in detail:

[0061] (1) Standard fuel supply method This method is explained by taking the example of selecting the airline MU (East Asian Airlines) in the aircraft static data and the fleet Fleet as a 737-800. In the standard refueling method, the process of calculating the center of gravity index based on the loading collection and automatically collected flight fuel data includes:

[0062] Step 1: The static data maintainer adds the configuration items for the aircraft static data: 1) Log in to the LDP loading front end. 2) Open the "Airplane Static Data" page, select the airline MU, and click the "Create Fleet" button to add it. 3) The corresponding parameters include information such as default fuel density, default seat map, default aircraft type, default tank, containerization mark, etc. The settings disclosed herein can automatically generate a validity period, and the default settings are valid from the current date, and the data only applies to flights that match the validity period range. 4) Click "Save" to save the configuration to the database.

[0063] Step 2: The static data maintainer changes the aircraft static data settings: 1) Open the "Airplane Static Data" page, select the airline (MU), and then select the fleet (737-800). 2) Set the takeoff fuel quantity data and the fuel density used, display the fuel weight (Weight) and center of gravity index (Index) in the flight standard refueling total fuel center of gravity index data table, and set the tail tank (Tail Fuel) fuel gauge data in the aircraft's tail tank fuel center of gravity index data table. 3) Click "Save" to save the configuration to the database.

[0064] Step 3: Road control staff adds the flight to the flight list: 1) Click on the Next Generation Loading Complete Process Page. 2) Click the Flight Task button. 3) In the pop-up Flight List dialog box, click the Add button. 4) In the pop-up New Flight List dialog box, under the search box, add the flight takeoff time (time), arrival station, and fleet (supports fuzzy queries) screening query conditions. 5) Add the queried flights to the flight list.

[0065] Step 4: Transmit fuel data: 1) Based on the protocol, the operation control system automatically rotates and pushes fuel data in the background through the flight fuel data collection module assembly. When necessary, the road controller can also actively query (click the button to obtain the latest flight fuel data) and obtain the fuel data. When the fuel data is automatically updated, the fuel data collection module assembly will send a data update notification to the road controller.

[0066] Step 5: Calculate the centroid index based on fuel data: 1) Takeoff fuel quantity impact index calculation: (1) Using the total fuel quantity data, that is, the flight does not input the fuel quantity for each tank separately. In this case, based on the takeoff fuel quantity (here, takeoff total fuel quantity) data and the fuel density used, the takeoff fuel quantity impact index of the aircraft is determined using the flight standard refueling total fuel gravity index data table. Specifically, the table can be searched to directly find the matching data. If the flight standard refueling total fuel gravity index data table cannot directly find the matching data, the landing fuel quantity impact index of the aircraft can be calculated using the linear interpolation method. The data in the table less than the takeoff fuel quantity X1 ,The corresponding influence index is Y1, the data in the table that is larger than the takeoff fuel quantity is X2, the corresponding influence index is Y2, and using the formula Y=[(Y2-Y1) / (X2-X1)]*(X-X1)+Y1, where X is the takeoff fuel quantity, calculate the aircraft's takeoff fuel quantity influence index; (2) If the tail tank takeoff fuel quantity is entered alone (that is, the data is set in the aircraft's tail tank fuel center of gravity index data table), the tail tank fuel quantity takeoff influence index is calculated using the aircraft's tail tank fuel center of gravity index data table data; other fuel quantity data is calculated after subtracting the tail tank takeoff fuel quantity from the takeoff fuel quantity, and the calculation method is the same as (1); 2) Landing fuel quantity impact index: (1) Using the total fuel quantity data, subtract the route fuel consumption from the takeoff fuel quantity (here, the takeoff total fuel quantity) to calculate the landing fuel quantity (i.e., the landing total fuel quantity); and based on the landing fuel quantity data and the fuel density used, determine the aircraft's landing fuel quantity impact index based on the flight standard refueling total fuel center of gravity index data table. Specifically, the table can be searched to directly find matching data; if the flight standard refueling total fuel center of gravity index data table cannot directly find matching data, use a linear interpolation method to calculate the aircraft's landing fuel quantity impact index. The interpolation principle is the same as the interpolation principle used to calculate the aircraft's takeoff fuel quantity impact index. Specifically, the interpolation principle used to calculate the aircraft's takeoff fuel quantity impact index can be referenced. (2) If the aircraft used for the flight has landing-specific fuel quantity center of gravity index table data, the aircraft's landing fuel quantity impact index is calculated using the landing-specific fuel quantity center of gravity index table data. The calculation method is the same as the above-mentioned calculation method (1) of the landing fuel quantity impact index.

[0067] Step 6: Road control staff checks the fuel data calculation results. 1) Road control staff can directly check the transmitted fuel data and fuel quantity center of gravity chart through the front-end interface.

[0068] (2) Non-standard fuel supply methods This method is also introduced as an example where the airline selects MU (East Asian Airlines) in the aircraft static data and the fleet is 737-800. In the non-standard refueling method, the process of calculating the center of gravity index based on the loading collection and automatically collected flight fuel data includes:

[0069] Step 1: The static data maintainer adds the configuration items for the aircraft static data: 1) Log in to the LDP loading front end. 2) Open the "Airplane Static Data" page, select the airline MU, and click the "Create Fleet" button to add it. 3) The corresponding parameters include information such as default fuel density, default seat map, default aircraft type, default tank, containerization mark, etc. The settings disclosed herein can automatically generate a validity period, and the default settings are valid from the current date, and the data only applies to flights that match the validity period range. 4) Click "Save" to save the configuration to the database.

[0070] Step 2: The static data maintainer changes the aircraft static data settings: 1) Open the "Airplane Static Data" page, select the airline (MU), and then select the fleet (737-800). 2) Set up a center of gravity index table for each individual tank, enter the fuel weight (Weight) and center of gravity index (Index) in the center of gravity index table for the individual tank, and if the usage mode of the independent tank is the total fuel amount mode, i.e., if the fuel amount includes the runway fuel amount, you can set the individual tank fuel consumption order and runway fuel amount in the runway fuel amount rule definition. 3) Click "Save" to save the configuration to the database.

[0071] Step 3: Road control staff adds the flight to the flight list: 1) Click on the Next Generation Loading Complete Process Page. 2) Click the Flight Task button. 3) In the pop-up Flight List dialog box, click the Add button. 4) In the pop-up New Flight List dialog box, under the search box, add the flight takeoff time (time), arrival station, and fleet (supports fuzzy queries) screening query conditions. 5) Add the queried flights you need to the flight list.

[0072] Step 4: Transmit fuel data: 1) Based on the protocol, the flight control system automatically rotates and pushes fuel data to the background through the flight fuel data collection module assembly, and when necessary, the load controller can also proactively query and obtain fuel data.

[0073] Step 5: Calculate the centroid index based on fuel data: 1) Takeoff fuel quantity impact index calculation: (1) The fuel quantity of each tank is input, and the takeoff impact index of each tank fuel quantity is calculated on the fuel gauge of each individual tank based on the fuel density and tank name. If the use mode of the independent tank is the total fuel quantity mode, the takeoff fuel quantity of each tank should be determined based on the rule definition of the runway fuel quantity and the runway fuel quantity. If the rule definition of the runway fuel quantity does not define the fuel quantity consumption order, the runway fuel quantity is evenly distributed to each tank (optionally, if it is not divisible, the remainder is placed in the last tank), and the impact index of each tank is added to obtain the takeoff fuel quantity impact index. This is the calculation method for the fuel quantity impact index of each tank. is a linear interpolation, and (2) if the tail tank takeoff fuel quantity (data is set in the tail tank fuel gravity center index data table of the airplane) is entered alone, the tail tank takeoff fuel quantity influence index is calculated using the data in the tail tank fuel gravity center index data table of the airplane, and other fuel quantity data is calculated after subtracting the tail tank takeoff fuel quantity from the total takeoff fuel quantity, and the calculation method is the same as the takeoff fuel quantity influence index calculation method (1) in this method, and the runway oil quantity is distributed equally to each tank except for the tail tank (optionally, if it cannot be divided evenly, the remainder is placed in the last tank). 2) Landing fuel quantity impact index: (1) Enter the landing fuel quantity of each tank respectively, and calculate the landing impact index of each tank fuel quantity on the fuel gauge of each individual tank according to the fuel density and tank name, and add the landing fuel quantity impact index of each tank to obtain the landing fuel quantity impact index of the aircraft, and the calculation method of each tank fuel quantity landing impact index is linear interpolation.

[0074] Step 6: Road control staff checks the fuel data calculation results. 1) Road control staff can directly check the transmitted fuel data and fuel quantity center of gravity chart through the front-end interface.

[0075] Note: Center of gravity index = W * (Balance Arm - Reference Arm) / C + K, where Reference Arm is the reference baseline value, K is a constant that prevents the index from being negative, and C is a constant for converting Reference Arm and Index. The center of gravity index can be obtained based on W (weight) and Balance Arm (lateral force arm).

[0076] In calculating the takeoff fuel quantity influence index and the landing fuel quantity influence index, if a flight has a balance fuel quantity, and the tank where the balance fuel quantity is located is entered, and the takeoff fuel quantity / landing fuel quantity is also entered for each tank, when calculating the takeoff fuel quantity / landing fuel quantity index, for the tank where the balance fuel quantity is located, the balance fuel quantity and the takeoff fuel quantity / landing fuel quantity are added together to calculate the influence index of that tank, and the balance fuel quantity is subtracted and the calculated influence index is used as the influence index of the takeoff fuel quantity of that tank. If both the fuel quantity density and the fuel quantity density range exist when defining the fuel quantity center of gravity data, the specific fuel quantity density is given priority. If there is no specific fuel quantity density data, the fuel meter corresponding to the fuel quantity density range is selected.

[0077] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functions, and operations that may be implemented according to the systems and methods of various embodiments of the present disclosure. In this regard, each block in the flowcharts or block diagrams may represent a module, program segment, or portion of code, which includes one or more executable instructions for implementing a given logical function. It should be noted that in some alternative implementations, the functions displayed in the blocks may occur in a different order than that displayed in the accompanying drawings. For example, two blocks shown in succession may actually be executed substantially in parallel or may be executed in the reverse order depending on the functionality involved. It should be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented by a dedicated hardware-based system that performs a given function or operation, or by a combination of dedicated hardware and computer instructions.

[0078] Although the operations are shown in a particular order, this should not be understood as requiring that the operations be performed in the particular order shown, or sequentially. In some environments, multitasking or parallel processing may be advantageous.

[0079] It should be understood that the steps described in the method embodiments of the present disclosure may be performed in different orders and / or in parallel, and that method embodiments may include additional steps and / or omit performing steps as shown, and the scope of the present disclosure is not limited in this respect.

[0080] Computer program code for carrying out the operations of the present disclosure can be written in one or more programming languages, or a combination thereof, including, but not limited to, object-oriented programming languages ​​such as Java, Smalltalk, C++, and even conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may run entirely on the user computer, partially on the user computer, as a separate software package, partially on the user computer and partially on a remote computer, or entirely on a remote computer or server. In the context of a remote computer, the remote computer may be connected to the user computer by any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., connected by the Internet using an Internet Service Provider).

[0081] Corresponding to the above-mentioned flight fuel data collection and processing method, an embodiment of the present disclosure further discloses a flight fuel data collection and processing device, the configuration of which is shown in FIG. 4 : an acquisition unit 10 for acquiring flight plan information of a flight based on a pre-arranged flight list; a fuel data determination unit 20 for determining and obtaining flight fuel data matching the flight plan information of the flight; a collection unit 30 for employing a pre-built data collection assembly to collect flight plan information and matching flight fuel data for the flight based on a set data collection protocol; and a barycentric index determination unit 40 for performing a fuel loading barycentric determination based on pre-configured fuel calculation parameters and the flight fuel data, and obtaining a barycentric index value for the flight.

[0082] In one embodiment, the apparatus further includes a configuration module for pre-populating a flight list, wherein the process of the configuration module pre-populating the flight list includes querying for flights that match preset flight query conditions and adding the queried flights to the flight list.

[0083] In one embodiment, the configuration module is also used to pre-configure fuel calculation parameters, and the process of the configuration module pre-configuring the fuel calculation parameters includes the steps of adding a configuration item of airplane static data and generating a validity period within which the flight is valid, and configuring and storing the airplane fuel calculation parameters in the configuration item of the static data.

[0084] In one embodiment, the collection unit 30 specifically comprises: A pre-built data collection assembly is employed to collect flight plan information and matching flight fuel data for a flight based on pre-set load flight update conditions and periodicity, and data content and format when transmitting flight plan information and fuel quantity data.

[0085] In one embodiment, the centroid index determination unit 40 specifically: In a standard refueling procedure, determining a fuel load center of gravity based on corresponding fuel calculation parameters in the standard refueling procedure and flight fuel data; and determining a fuel load center of gravity in a non-standard refueling procedure based on the corresponding fuel calculation parameters and flight fuel data in the non-standard refueling procedure.

[0086] In one embodiment, when the center of gravity index determination unit 40 performs fuel loading center of gravity determination in a standard refueling procedure based on the corresponding fuel calculation parameters and flight fuel data in the standard refueling procedure, specifically: If the tail tank takeoff fuel quantity is not provided separately, determining the takeoff fuel quantity impact index of the airplane based on the flight standard fueling total fuel gravity index data table based on the takeoff total fuel quantity data and fuel density; When the tail tank takeoff fuel quantity is provided alone, calculating the tail tank takeoff fuel quantity influence index based on the tail tank takeoff fuel quantity and the tail tank fuel gravity index data table data of the airplane, and determining the takeoff fuel quantity influence index corresponding to each other tank using the total takeoff fuel quantity and the total takeoff fuel quantity of each other tank determined based on the tail tank takeoff fuel quantity; If the airplane used for the flight does not correspond to the landing dedicated fuel quantity center of gravity index table data, determine the landing total fuel quantity based on the takeoff total fuel quantity and the flight fuel consumption, and determine the landing fuel quantity impact index of the airplane based on the flight standard fueling total fuel center of gravity index data table based on the landing total fuel quantity and the fuel density; If the airplane used for the flight corresponds to landing-dedicated fuel quantity gravity index table data, the landing fuel quantity influence index of the airplane is determined based on the landing-dedicated fuel quantity gravity index table data.

[0087] In one embodiment, when performing fuel loading center of gravity determination in a non-standard refueling method based on the corresponding fuel calculation parameters and flight fuel data in the non-standard refueling method, the center of gravity index determination unit 40 specifically: If the tail tank takeoff fuel quantity is not provided separately, determining the takeoff fuel quantity influence index of each tank based on the individual tank takeoff fuel quantity of each tank, and determining the takeoff fuel quantity influence index of the airplane based on the takeoff fuel quantity influence index of each tank; When the tail tank takeoff fuel quantity is provided alone, determining the takeoff fuel quantity influence index of the tail tank based on the tail tank takeoff fuel quantity and the tail tank fuel center of gravity index data table, and determining the takeoff fuel quantity influence index corresponding to each of the other tanks using the total takeoff fuel quantity of each of the other tanks determined based on the takeoff total fuel quantity and the tail tank takeoff fuel quantity; determining a landing fuel quantity influence index for each tank based on the individual tank landing fuel quantity for each tank, and determining a landing fuel quantity influence index for the airplane based on the landing fuel quantity influence index for each tank.

[0088] In one embodiment, the apparatus further comprises a display unit for graphically displaying the Centre of Gravity Index values ​​of the flight.

[0089] The aviation fuel data collection and processing device according to the embodiment of the present disclosure corresponds to the flight fuel data collection and processing method according to the above-described method embodiment, so the description is relatively simple, and relevant similarities can be referred to the description of the above-described method embodiment, so it will not be described in detail here.

[0090] The units described in relation to the embodiments of the present disclosure may be implemented in a software manner or a hardware manner, and the names of the units may not necessarily be limiting to the units themselves, for example, a first obtaining unit may also be described as a "unit for obtaining at least two Internet Protocol addresses."

[0091] The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), etc.

[0092] The present disclosure further provides a computer readable medium having stored thereon a computer program comprising program code for performing the flight fuel data collection and processing method according to any of the method embodiments described above.

[0093] In the context of this disclosure, a computer-readable medium (machine-readable medium) may be a tangible medium that includes or stores a program for use with or in conjunction with an instruction-execution system, device, or apparatus. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or apparatus, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include an electrical connection with one or more leads, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0094] It should be noted that the computer-readable medium of the present disclosure may be a computer-readable signal medium, a computer-readable storage medium, or any combination of the above. The computer-readable storage medium may be, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media include an electrical connection having one or more leads, a portable computer magnetic disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact magnetic disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium may be any tangible medium that contains or stores a program, which can be used by or in combination with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium may include a propagated data signal, either in baseband or as part of a carrier, bearing computer-readable program code. Such a propagated data signal may take multiple forms, including, but not limited to, an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may be any computer-readable medium other than a computer-readable storage medium, which is capable of transmitting, propagating, or transmitting a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted over any suitable medium, including, but not limited to, electrical wire, optical cable, RF (radio frequency), etc., or any suitable combination of the above.

[0095] The computer-readable medium may be included in an electronic device, or may exist independently and not be integrated into an electronic device.

[0096] In summary, according to one or more embodiments of the present disclosure, the present disclosure provides a flight fuel data collection and processing method, comprising: obtaining flight plan information for the flight based on a pre-arranged flight list; determining and obtaining flight fuel data matching flight plan information for the flight; employing a pre-configured data collection assembly to collect flight plan information and matching flight fuel data for the flight based on a configured data collection protocol; and performing a fuel load center of gravity determination based on pre-configured fuel calculation parameters and the flight fuel data to obtain a center of gravity index value for the flight.

[0097] According to one or more embodiments of the present disclosure, in the method, the process of pre-populating the flight list comprises: Querying for flights matching pre-defined flight query criteria; adding the queried flights to a flight list.

[0098] According to one or more embodiments of the present disclosure, in the method, the process of pre-configuring fuel calculation parameters includes: Adding a configuration item of aircraft static data and generating a validity period within which the flight is valid; and storing the aircraft fuel calculation parameters in a static data configuration.

[0099] According to one or more embodiments of the present disclosure, in the method, the step of employing a pre-configured data collection assembly to collect flight fuel data matching flight plan information of the flight according to a configured data collection protocol includes: The method includes employing a pre-built data collection assembly to collect flight plan information and matching flight fuel data for a flight based on pre-set update conditions and periodicity for the loaded flight, and the data content and format for transmitting the flight plan information and fuel quantity data.

[0100] According to one or more embodiments of the present disclosure, in the method, the step of determining a fuel load center of gravity and obtaining a center of gravity index value for the flight based on pre-configured fuel calculation parameters and the flight fuel data includes: In a standard refueling procedure, determining a fuel load center of gravity based on corresponding fuel calculation parameters in the standard refueling procedure and flight fuel data; In a non-standard refueling procedure, determining a fuel load center of gravity based on the corresponding fuel calculation parameters in the non-standard refueling procedure and the flight fuel data.

[0101] According to one or more embodiments of the present disclosure, in the above method, the step of determining a fuel load center of gravity in a standard refueling procedure based on corresponding fuel calculation parameters and flight fuel data in the standard refueling procedure includes: If the tail tank takeoff fuel quantity is not provided separately, determining the takeoff fuel quantity impact index of the airplane based on the flight standard fueling total fuel gravity index data table based on the takeoff total fuel quantity data and fuel density; When the tail tank takeoff fuel quantity is provided alone, calculating the tail tank takeoff fuel quantity influence index based on the tail tank takeoff fuel quantity and the tail tank fuel gravity index data table data of the airplane, and determining the takeoff fuel quantity influence index corresponding to each other tank using the total takeoff fuel quantity and the total takeoff fuel quantity of each other tank determined based on the tail tank takeoff fuel quantity; If the airplane used for the flight does not correspond to the landing dedicated fuel quantity center of gravity index table data, determine the landing total fuel quantity based on the takeoff total fuel quantity and the flight fuel consumption, and determine the landing fuel quantity impact index of the airplane based on the flight standard fueling total fuel center of gravity index data table based on the landing total fuel quantity and the fuel density; If the airplane used for the flight corresponds to landing-dedicated fuel quantity center of gravity index table data, the step of determining the landing fuel quantity influence index of the airplane based on the landing-dedicated fuel quantity center of gravity index table data is included.

[0102] According to one or more embodiments of the present disclosure, in the above method, in a non-standard refueling scheme, the step of determining a fuel load center of gravity based on corresponding fuel calculation parameters and flight fuel data in the non-standard refueling scheme includes: If the tail tank takeoff fuel quantity is not provided separately, determining the takeoff fuel quantity influence index of each tank based on the individual tank takeoff fuel quantity of each tank, and determining the takeoff fuel quantity influence index of the airplane based on the takeoff fuel quantity influence index of each tank; When the tail tank takeoff fuel quantity is provided alone, determining the takeoff fuel quantity influence index of the tail tank based on the tail tank takeoff fuel quantity and the tail tank fuel center of gravity index data table, and determining the takeoff fuel quantity influence index corresponding to each of the other tanks using the total takeoff fuel quantity of each of the other tanks determined based on the takeoff total fuel quantity and the tail tank takeoff fuel quantity; determining a landing fuel quantity influence index for each tank based on the individual tank landing fuel quantity for each tank, and determining a landing fuel quantity influence index for the airplane based on the landing fuel quantity influence index for each tank.

[0103] According to one or more embodiments of the present disclosure, the method may include, after obtaining a center of gravity index value for the flight, The method further includes the step of graphically displaying the center of gravity index value of the flight.

[0104] According to one or more embodiments of the present disclosure, the present disclosure further provides a flight fuel data collection and processing device, the step of: an acquisition unit for acquiring flight plan information of a flight based on a pre-arranged flight list; a fuel data determination unit for determining and obtaining flight fuel data matching flight plan information for the flight; a collection unit for employing a pre-built data collection assembly to collect flight plan information and matching flight fuel data for the flight based on a configured data collection protocol; and a barycentric index determination unit for performing a fuel loading barycentric determination based on pre-configured fuel calculation parameters and the flight fuel data, and obtaining a barycentric index value for the flight.

[0105] According to one or more embodiments of the present disclosure, the present disclosure further provides a computer-readable medium having stored thereon a computer program including program code for executing the flight fuel data collection and processing method according to any of the method embodiments described above.

[0106] The flight fuel data collection and processing method, apparatus, and computer-readable medium according to embodiments of the present disclosure have at least the following technical advantages over the prior art: On the other hand, automatically collecting fuel data, eliminating the need for manual querying and input, reduces the workload of load controllers, improves the efficiency of flight fuel data transmission, and uses automated processing instead of manual operation to minimize the probability of errors and reduce the impact of human factors on the aircraft loading process. On the other hand, flight fuel data calculations use tank configurations to determine which specific tanks will be consumed, optimizing center of gravity calculations, improving safety, reducing unnecessary fuel consumption, and providing personalized services. In the long term, the number of aircraft load flights will continue to increase year by year, and this increase in aircraft load flights will inevitably require more efficient and accurate aircraft load inspection standards. Only by adopting advanced technological solutions can we adapt to the rapidly developing aviation market.

[0107] Although the subject matter is described in language specific to structural features and / or methodological logic operations, it should be understood that the subject matter is not necessarily limited to the specific features or operations described above. In contrast, the specific features and operations described above are merely example forms of implementing the subject matter.

[0108] Although several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of the present disclosure. Certain features that are described in the context of separate embodiments may also be implemented in combination in a single embodiment. Conversely, various features that are described in the context of a single embodiment may also be implemented in multiple embodiments individually or in any suitable subcombination.

[0109] The above description merely describes the preferred embodiments and the operating technical principles of the present disclosure. Those skilled in the art should understand that the scope of the present disclosure is not limited to the technical solution consisting of a specific combination of the above technical features, but should also cover other technical solutions consisting of any combination of the above technical features or their equivalent features without departing from the idea of ​​the above disclosure. For example, a technical solution formed by mutually replacing the above features with technical features having similar functions disclosed in the present disclosure (but not limited to these).

Claims

1. obtaining flight plan information for the flight based on a pre-arranged flight list; determining and obtaining flight fuel data matching flight plan information for the flight; employing a pre-configured data collection assembly to collect flight plan information and matching flight fuel data for the flight based on a configured data collection protocol; performing a fuel load center of gravity determination based on pre-configured fuel calculation parameters and the flight fuel data to obtain a center of gravity index value for the flight; 10. A method for collecting and processing flight fuel data, comprising:

2. The process of pre-populating the flight list is Querying for flights matching pre-defined flight query criteria; adding the queried flights to a flight list.

2. The method of claim 1 .

3. The process of pre-populating fuel calculation parameters includes: Adding a configuration item of aircraft static data and generating a validity period within which the flight is valid; and storing the aircraft fuel calculation parameters in a static data configuration.

2. The method of claim 1 .

4. employing a pre-configured data collection assembly to collect flight fuel data matching flight plan information for the flight based on a configured data collection protocol; Employing a pre-built data collection assembly to collect flight plan information and matching flight fuel data of the flight according to pre-set update conditions and cycles of the loaded flight, and data content and format of information transmission of the flight plan information and fuel quantity data; 2. The method of claim 1 .

5. The step of determining a fuel load center of gravity based on pre-configured fuel calculation parameters and the flight fuel data and obtaining a center of gravity index value for the flight includes: In a standard refueling procedure, determining a fuel load center of gravity based on corresponding fuel calculation parameters in the standard refueling procedure and flight fuel data; In a non-standard refueling procedure, determining a fuel load center of gravity based on the corresponding fuel calculation parameters in the non-standard refueling procedure and the flight fuel data; 2. The method of claim 1 .

6. In a standard refueling procedure, the step of determining a fuel load center of gravity based on corresponding fuel calculation parameters and flight fuel data in the standard refueling procedure includes: If the tail tank takeoff fuel quantity is not provided separately, determining the takeoff fuel quantity impact index of the airplane based on the takeoff total fuel quantity data and fuel density based on the flight standard fueling total fuel gravity index data table; When the tail tank takeoff fuel quantity is provided alone, calculating the tail tank takeoff fuel quantity influence index based on the tail tank takeoff fuel quantity and the tail tank fuel gravity index data table data of the airplane, and determining the takeoff fuel quantity influence index corresponding to each other tank using the total takeoff fuel quantity and the total takeoff fuel quantity of each other tank determined based on the tail tank takeoff fuel quantity; If the airplane used for the flight does not correspond to the landing dedicated fuel quantity center of gravity index table data, determine the landing total fuel quantity based on the takeoff total fuel quantity and the flight fuel consumption, and determine the landing fuel quantity impact index of the airplane based on the flight standard fueling total fuel center of gravity index data table based on the landing total fuel quantity and the fuel density; and if the airplane used for the flight corresponds to the landing dedicated fuel quantity gravity index table data, determining the landing fuel quantity impact index of the airplane based on the landing dedicated fuel quantity gravity index table data.

7. In a non-standard refueling procedure, the step of determining a fuel load center of gravity based on corresponding fuel calculation parameters and flight fuel data in the non-standard refueling procedure includes: If the tail tank takeoff fuel quantity is not provided separately, determining the takeoff fuel quantity influence index of each tank based on the individual tank takeoff fuel quantity of each tank, and determining the takeoff fuel quantity influence index of the airplane based on the takeoff fuel quantity influence index of each tank; When the tail tank takeoff fuel quantity is provided alone, determining the takeoff fuel quantity influence index of the tail tank based on the tail tank takeoff fuel quantity and the tail tank fuel center of gravity index data table, and determining the takeoff fuel quantity influence index corresponding to each of the other tanks using the total takeoff fuel quantity of each of the other tanks determined based on the takeoff total fuel quantity and the tail tank takeoff fuel quantity; determining a landing fuel quantity impact index for each tank based on the individual tank landing fuel quantity for each tank, and determining a landing fuel quantity impact index for the airplane based on the landing fuel quantity impact index for each tank; 7. The method of claim 6.

8. After obtaining the center of gravity index value of the flight, and further comprising the step of graphically displaying the center of gravity index value of the flight.

2. The method of claim 1 .

9. an acquisition unit for acquiring flight plan information of a flight based on a pre-arranged flight list; a fuel data determination unit for determining and obtaining flight fuel data matching flight plan information for the flight; a collection unit for employing a pre-built data collection assembly to collect flight plan information and matching flight fuel data for the flight based on a configured data collection protocol; a gravity index determination unit for performing a fuel loading gravity center determination based on pre-configured fuel calculation parameters and the flight fuel data, and obtaining a gravity index value for the flight; 10. A flight fuel data collection and processing system comprising:

10. A computer program comprising program code for carrying out the method according to any one of claims 1 to 8 is stored.

10. A computer-readable medium comprising:

Images