Aircraft fuel oil pollution detection system

Abstract

An aircraft-based fuel quality monitoring and alerting system is disclosed herein. The aircraft-based fuel quality monitoring and alerting system may include a first sensor configured to output a signal related to contamination of fuel entering the aircraft through a first fuel inlet. The system may also include a processor configured to determine a first pollution level of the fuel based on the signal and an alarm system configured to issue an alarm if the first pollution level exceeds a predetermined range.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit and priority of U.S. nonprovisional patent application No. 18 / 819,741, filed August 29, 2024, which is incorporated herein by reference in its entirety for all purposes. Technical Field

[0003] This disclosure relates to fuel quality monitoring and warning systems. More specifically, this disclosure relates to fuel quality monitoring and warning systems including components installed on aircraft such as airplanes and helicopters. Background Technology

[0004] Poor fuel quality can be associated with the presence of contaminants (such as water and particulate matter) in the fuel tank. It can also be characterized by unsuitable fuel type, for example, a fuel grade different from or lower than that required by the engine. Poor fuel quality can lead to component or engine failure in a variety of vehicles and situations, including aircraft in flight. Summary of the Invention

[0005] Poor fuel quality can originate from the fuel source, such as a refueling truck. If the fuel source is contaminated, vehicles receiving fuel from that source may ingest the contaminated fuel, leading to premature failure. For example, if an aircraft receives fuel contaminated with water, the water may freeze as the aircraft ascends. Water is denser than, for example, aviation fuel, and may therefore settle between the aviation fuel and the engine. If the water freezes, it may prevent fuel from flowing into the engine, potentially causing engine failure. As another example, the fuel grade contained in the fuel source may differ from or be lower than the grade required for normal engine operation or specified by the engine manufacturer for normal engine operation, potentially leading to premature wear and damage to sub-components. Furthermore, jet engines may be accidentally exposed to aviation gasoline (Avgas) instead of turbine fuel, while piston-engine aircraft may be accidentally exposed to turbine fuel. Manual sampling techniques used to observe or measure fuel quality may not provide timely indications of contamination. For example, water may take approximately an hour to settle to the bottom of an aircraft fuel tank filled with turbine fuel. Drawing fuel from the lowest point of the aircraft before the water settles may provide an incorrect indication of fuel quality. Therefore, aircraft may take off before contamination can be detected manually. Contaminated fuel, including particulate matter, water, and unsuitable fuel types, can cause engine malfunctions or failures.

[0006] The present disclosure relates to an aircraft-based fuel quality monitoring and alert system. In some embodiments, the system includes a sensor configured to output a signal associated with contamination of fuel entering an aircraft through an inlet. The system can also include a processor configured to determine a contamination level of the fuel entering the aircraft based on the output signal. The system can also include an alert system configured to issue an alert if the contamination level is outside of a predetermined range.

[0007] In some embodiments, the system can include a second sensor configured to output a signal associated with contamination of the fuel as it enters the aircraft. Additionally, the system can include a processor configured to determine a second contamination level of the fuel entering the aircraft. In some embodiments, the system can be configured to issue an alert if the first contamination level is outside of a predetermined range and the second contamination level is outside of the predetermined range. In some embodiments, the first sensor and the second sensor can be disposed within a first tank within the aircraft. The first sensor can be disposed within a first wing, and the second sensor can be disposed within a second wing. In some embodiments, the first sensor can be configured to output a signal associated with a contamination level of fuel entering a first fuel inlet formed in the first wing, and the second sensor can be configured to output a signal associated with a contamination level of fuel entering a second fuel inlet formed in the second wing. In some embodiments, the first and second sensors can be disposed within an aircraft tank. In some embodiments, the first sensor can be disposed within a first aircraft tank in a first wing, and the second sensor can be disposed within a second aircraft tank in a second wing.

[0008] In some embodiments, the alert system of the present disclosure is configured to issue a visual alert. In some embodiments, the visual alert can be a textual alert. In some embodiments, the alert system can issue an audible alert. In some embodiments, the alert system can be configured to issue a combination of a visual alert and an audible alert.

[0009] In some embodiments, the alert system can be configured to issue an alert when a contamination level is outside of a predetermined range, and the contamination level can be associated with an amount of water entering the aircraft through the fuel inlet. In some embodiments, the predetermined range can include an amount of water entering the aircraft through the fuel inlet. In some embodiments, the predetermined range can be between 0 PPM (parts per million) of water to 15 PPM of water. In some embodiments, the processor can be configured to determine an amount of water in the fuel entering the aircraft tank.

[0010] In some embodiments, the alert system of the present disclosure can be configured to alert a pilot interface, including a display, an indicator, and / or an audio system. In some embodiments, the alert system can be configured to alert via a wireless communication protocol, such as Bluetooth, WiFi, and / or radio frequency (RF). In some embodiments, the alert system can alert from the aircraft to a ground station, such as a ground control station configured to operate a remotely piloted aircraft.

[0011] In some embodiments, an aircraft includes a first sensor configured to output a signal associated with contamination of fuel entering the aircraft through a first fuel inlet, a processor configured to determine a first contamination level of the fuel based on the signal, and an alert system configured to alert if the first contamination level is outside of a predetermined range. In some embodiments, the aircraft can have a fuel inlet formed in a wing, and the first sensor can be disposed in a fuel tank in the wing.

[0012] The present disclosure also relates to a method for monitoring fuel quality of an aircraft. In some embodiments, the method can include outputting, by a sensor disposed within an aircraft, a signal associated with contamination of fuel entering the aircraft through a fuel inlet, determining, by a processor, a contamination level of the fuel based on the signal, and alerting, by an alert system, if the contamination level is outside of a predetermined range.

[0013] In some embodiments, the alert system of the present disclosure can be configured to alert if the contamination level is outside of a predetermined range for a predetermined period of time. In some embodiments, the alert system can alert a first alert if the contamination level is outside of a predetermined range for a first predetermined period of time, and a second alert if the contamination level is outside of the predetermined range for a second predetermined period of time. In some embodiments, the first alert is different than the second alert. For example, the first alert can be a visual alert, and the second alert can be an audible alert. In some embodiments, the alert system can be configured to alert a first alert if the contamination level is outside of a first predetermined range, and a second alert if the contamination level is outside of a second predetermined range, where the first predetermined range is different than the second predetermined range. For example, the first predetermined range can be associated with less of the water entering the fuel tank than the second predetermined range. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 A fuel quality monitoring and alert system for an aircraft according to an embodiment is shown.

[0015] Figure 2 A system block diagram of a fuel quality monitoring and alert system according to an embodiment is shown.

[0016] Figure 3A system diagram showing subsystems of a fuel quality monitoring and alert system according to embodiments is shown.

[0017] Figure 4 A fuel quality monitoring and alert system for an aircraft according to embodiments is shown.

[0018] Figure 5 A fuel tank with a fuel inlet according to embodiments is shown.

[0019] Figure 6 A flowchart of a fuel quality monitoring and alert method according to embodiments is shown.

[0020] Figure 7 A flowchart of an alert prioritization and clearing method for a fuel quality monitoring and alert system according to embodiments is shown. DETAILED DESCRIPTION

[0021] The present disclosure describes monitoring fuel quality during refueling and alerting a crew member, such as a flight crew member on an aircraft. In some embodiments, the fuel quality monitoring and alert system disclosed herein alerts a crew member of a ground control station, such as a ground control station configured to operate a remotely piloted aircraft. Embodiments disclosed herein provide timely, accurate alerts during refueling to prevent the continued input of contaminated fuel.

[0022] Figure 1 A fuel quality monitoring system 100 is shown, which is configured to monitor fuel quality as the fuel enters an aircraft 102 from a fuel source 106. In some embodiments, the fuel quality monitoring system 100 can be an aircraft-based system having one or more components installed on the aircraft 100. Thus, the fuel quality monitoring system 100 can alert, for example, a flight crew member on the aircraft 102 that the fuel entering the aircraft 102 is contaminated. For example, the fuel can enter an aircraft fuel tank 104 through a fuel inlet 116. The fuel can enter the fuel inlet 116 from a fuel source 106 through a fuel line 118. The fuel source 106 can be, for example, a refueling truck or a fixed refueling station. In some embodiments, the fuel source can be another aircraft, such as an aircraft configured for in-flight refueling.

[0023] For example, the fuel stored in the fuel source 106 can become contaminated when the fuel source 106 contains water, an improper fuel type, or other particulate matter. The contaminant can enter the aircraft fuel tank 104 through the fuel line 118, which can cause the engine 120 to malfunction if, for example, the water freezes and blocks the fuel from entering the engine 120 during flight.

[0024] To issue an alert regarding contaminated fuel entering the aircraft 102, the fuel quality monitoring system 100 can include a sensor 110 configured to output a signal associated with contamination of fuel entering the aircraft 102. In some embodiments, the sensor 110 can be disposed in the fuel inlet 116. In some embodiments, the sensor 110 can be disposed in the aircraft tank 104. The sensor 110 can be any sensor configured to output a signal associated with a level of fuel contamination. In some embodiments, the sensor 110 is part of an optical system configured to output a signal associated with light entering the sensor at a predetermined angle. In some embodiments, the sensor 110 can be a pressure sensor. In some embodiments, the sensor 110 can form part of an electrical system configured to output a signal associated with electrical resistance of a fluid.

[0025] Depending on the contamination of fuel entering the aircraft tank 104, the fuel quality monitoring system 100 can issue an alert, for example, via the pilot interface 114. The pilot interface 114 can be, for example, a display configured to output text, an indicator such as a light, and / or a speaker system configured to output an audible alert. Although Figure 1 The pilot interface 114 is shown within the aircraft 102, but the pilot interface 114 can be separate from the aircraft 102. For example, in some embodiments, the aircraft 102 is a remotely controlled aircraft, and the pilot interface 114 is part of a ground control station configured to operate the remotely controlled aircraft. For example, the pilot interface 114 can be part of a ground control station located near a first airport, while the aircraft 102 can be located at a second airport and receive fuel at the second airport. In some embodiments, the pilot interface includes an electronic flight bag, such as a mobile device or tablet, configured to execute a software application. Although Figure 1 A fixed-wing aircraft is shown, but the aircraft 102 can be a helicopter, a tiltrotor, or any other aircraft configured to receive fuel.

[0026] As Figures 2-3 shown, for example, the fuel quality monitoring system 100 can include a battery 108, a processor 112, and an alert system 240. The battery 108 can be, for example, an auxiliary power unit configured to power electrical systems in the aircraft 102. In some embodiments, the battery 108 can be configured to power the processor 112, and a separate battery can be configured to power other electrical systems, such as flight displays, speakers, autopilots, and passenger entertainment devices. In some embodiments, the battery 108 can power the processor 112 and the alert system 240. In some embodiments, a first battery can power the processor 112, and a second battery can power the alert system 240.

[0027] In some embodiments, such as Figure 3 As shown, the fuel quality sensor 110, processor 112, and alarm system 240 can be characterized as subsystem 200. Processor 112 can be configured to determine the contamination level of the fuel entering aircraft fuel tank 104 based on sensor output signals 111 output by one or more sensors 110. Alarm system 240 can be configured to receive the contamination level from processor 112. In some embodiments, processor 112 executes alarm system 240. In some embodiments, a first processor determines the contamination level of the fuel entering aircraft 102, and a second processor executes alarm system 240.

[0028] Alarm system 240 may include alarm determination system 242. Alarm determination system 242 may determine whether an alarm condition is met based on a pollution level determined by processor 112. In some embodiments, alarm determination system 242 may be configured to determine that an alarm condition is met if the pollution level exceeds a predetermined range (e.g., above or below a threshold). Furthermore, alarm system 240 may be configured to issue an alarm if the pollution level exceeds a predetermined range. In some embodiments, the predetermined range may be, for example, between 0 and 20 PPM of water. In some embodiments, the predetermined range may be, for example, between 0 and 15 PPM of water. In some embodiments, the predetermined range may be, for example, between 0 and 10 PPM of water.

[0029] Alarm system 240 can issue alerts to pilot interface 114. Pilot interface 114 may include display system 244, audio system 246, and / or pilot input system 248. Display system 244 may be configured to output text, such as alerts containing “Fuel,” “Poor Fuel Quality,” “Stop Refueling,” “Check Fuel,” “Fuel Contaminated,” or any other message that can notify flight or operations personnel entering aircraft 102 that the fuel is contaminated or of insufficient quality or grade. In some embodiments, display system 244 may be configured to output text in different colors to indicate the severity of contamination. For example, display system may be configured to output a first visual alert with a first color and a second visual alert with a second color. Flight personnel can understand that the first color indicates an advisory alert, and the second color indicates a more urgent warning alert than the advisory alert. Display system 244 may include a primary flight display, auxiliary flight display, multifunction display, automatic dependent surveillance-broadcast (ADS-B) display, multifunction control and display unit, head-up display, or any other display in aircraft 102 or ground control station.

[0030] Audio system 246 can be configured to output messages similar to those of display system 244 via speakers, headphones, and / or other audio output devices. In some embodiments, in addition to outputting messages, or instead of outputting messages, audio system 246 can also be configured to emit beeping sounds. Audio system 246 can be a standalone alarm output source or can supplement display system 244. For example, if flight crew do not see a visual alarm on display system 244 (e.g., within a set time period), issuing an audible alarm via audio system 246 can help increase the likelihood that flight crew will respond to the alarm and stop refueling.

[0031] The pilot input system 248 can be configured to receive input from staff, such as turning off the alarm, recording data associated with the alarm, and / or resetting the alarm system 240.

[0032] In some embodiments, the pilot interface 114 includes an electronic flight bag, which includes a display system 244, an audio system 246, a pilot input system 248, or any combination thereof. For example, an alert system 240 may be configured to issue alerts to the electronic flight bag via a wireless communication protocol such as Bluetooth or Wi-Fi. As another example, the alert system 240 may be stored on the electronic flight bag and accessible as a software application, and the processor 112 may be configured to transmit pollution levels to the electronic flight bag. Not all aircraft are equipped with a pilot interface capable of receiving pollution levels from the processor 112, and retrofitting such aircraft can be costly. Integrating subsystem 200 with the pilot interface 114, which includes the electronic flight bag, allows aircraft owners and operators to equip a variety of aircraft with the fuel quality monitoring and alert systems and methods disclosed herein.

[0033] In some embodiments, the system disclosed herein can be integrated into aircraft employing single-point refueling, such as Figure 1 As shown. Single-point refueling typically involves delivering fuel through a single fuel inlet, for example, formed in the lower surface of the wing or fuselage, and directing the fuel to one or more fuel tanks of the aircraft via a valve system. However, not all aircraft are equipped with a single-point refueling system, or are easily retrofitted to include one. The systems and methods disclosed herein can also be applied to aircraft configured for on-wing refueling, such as... Figure 4 As shown. Wing refueling typically involves fuel inlets formed on the upper surface of each wing. Because each wing has a fuel inlet on its upper surface, fuel can flow into the aircraft's fuel tanks under gravity.

[0034] like Figure 4As shown, the fuel quality monitoring and alert system 300 can include an aircraft 302 having a first fuel inlet 316 and a second fuel inlet 317. The first fuel inlet 316 and the second fuel inlet 317 can each be formed in an upper surface of a wing of the aircraft 302. The first fuel inlet 316 and the second fuel inlet 317 can be configured to receive fuel from the fuel source 106, for example, via the fuel line 118, which can be engaged with the first fuel inlet 316 and the second fuel inlet 317 by extending over the wing on the aircraft 302. For example, a fuel truck operator can position a ladder near the first wing containing the first fuel inlet 316. With the ladder, the fuel truck operator can raise the fuel line to the first fuel inlet 316 and inject fuel into the first aircraft tank 304. After injecting fuel into the first aircraft tank 304, the fuel truck operator can reposition the ladder and raise the fuel line 118 to the second fuel inlet 317 to inject fuel into the second aircraft tank 305.

[0035] The aircraft 302 can include a first sensor 310 disposed in the first fuel inlet 316 configured to output a signal associated with contamination of fuel entering the first aircraft tank 304. The aircraft 302 can also include a second sensor 311 disposed in the second fuel inlet 317 configured to output a signal associated with contamination of fuel entering the second aircraft tank 305. Although the fuel entering the first aircraft tank 304 and the second aircraft tank 305 can come from the same fuel source 106, the level of contamination can differ. For example, if the fuel source 106 contains water, because the density of water is generally greater than the density of fuel used to power jet and piston aircraft, the water can sink to the bottom of the fuel. If the fuel line 118 draws fuel from the bottom of the fuel source 106, the first aircraft tank 304 can ingest water, while the second aircraft tank 305 can not, because the water in the fuel source 106 has already entered the first aircraft tank 304.

[0036] Accordingly, the alert system 240 can be configured to issue an alert if the level of contamination of fuel entering the first aircraft tank 304 is outside of a predetermined range, and can issue an alert if the level of contamination of fuel entering the second aircraft tank 305 is outside of a predetermined range. The alert system 240 can also be configured to output an alert associated with the first aircraft tank 304 and the second aircraft tank 305. For example, the alert system can be configured to output an audible alert announcing "right tank fuel" "check right tank fuel" "stop fueling right tank" "right tank fuel contaminated" or any other message alerting personnel that contaminated fuel is entering the aircraft 302 and where the contaminated fuel is being injected.

[0037] While in some cases, crew members may be able to see which wing is receiving fuel when they receive an alert, certain situations can lead to a conflict between flight crew members' perception of refueling and the location of contaminated fuel identified by the alert system 240. For example, as discussed in more detail below, the alert system 240 can be configured to issue an alert if the contamination level exceeds a predetermined range for a predetermined time period. The refueling truck operator might switch to refueling a different tank during that predetermined time period, and a location-specific alert could guide flight or ground crew members to the first tank that received the contaminated fuel. As another example, flight or ground crew members might be reviewing a pre-flight checklist and not actively looking at the display system 244. By the time crew members see the alert, the refueling truck operator may have already switched to refueling a different tank or may have already completed refueling. Identifying the location of contaminated fuel in aircraft with multi-source refueling systems prevents flight crew members from checking the wrong tank and concluding that the fuel quality is acceptable. Location-specific alerts also prevent crew members from emptying two tanks when only one tank contains contaminants, saving time and reducing costs.

[0038] For example, such as Figure 5 As shown, in some embodiments, aircraft 102 may include a fuel system 400 having a first sensor 410 disposed in a fuel inlet 416 and / or a second sensor 411 disposed in an aircraft fuel tank 404. The first sensor 410 may be configured to output a signal associated with contamination of the fuel entering the fuel inlet 416, and the second sensor 411 may be configured to output a signal associated with the level of contamination of the fuel entering the aircraft fuel tank 404. Although the fuel entering the fuel inlet 416 is the same as the fuel entering the aircraft fuel tank 404 shortly after passing through the fuel inlet 416, the first sensor 410 and the second sensor 411 may complement each other or provide redundancy to improve the accuracy of the alarm system 240. For example, the fuel passing through the fuel inlet 416 may be more turbulent than the same fuel rising within the aircraft fuel tank 404. Increased turbulence may result in an unstable output signal from the first sensor 410, caused by rapid and unstable movement of the fuel. The second sensor 411, while potentially exposed to a more stable fuel sample, may introduce a delay due to the time required for the fuel to rise within the tank to reach it. The first sensor 410 and the second sensor 411 can complement each other to reduce false alarms while providing timely alerts of fuel contamination.

[0039] In some embodiments, both the first sensor 410 and the second sensor 411 can be disposed in the fuel inlet 416 to similarly increase accuracy and reduce false positives. The alert system 240 can be configured to issue an alert if the contamination level associated with the first sensor is outside of a predetermined range and the contamination level associated with the second sensor is also outside of the predetermined range. Likewise, in some embodiments, both the first sensor 410 and the second sensor 411 can be disposed in the aircraft tank 404.

[0040] In some embodiments, the fuel quality monitoring and alert system disclosed herein can perform the alert method 500, causing the alert system 240 to issue 512 an alert. For example, as shown, the alert method 500 can include sensing 502 a fluid property. Sensing 502 a fluid property can involve measuring the electrical resistance of the fluid, such as when it passes through the fuel inlet 116. In some embodiments, sensing 502 a fluid property involves measuring light passing through the fluid at a predetermined angle, measuring the pressure of the fluid volume, or measuring any other property of the fluid that can be indicative of the purity (or conversely, contamination) of the fluid. Figure 6

[0041] For example, measuring the amount of light reflected through the fluid at a predetermined angle can be indicative of solid contaminants in the fluid. Further, measuring the amount of light refracted through the fluid can be indicative of the presence of liquid contaminants. Light will refract through pure fuel at a first angle, but if the tank contains water mixed with the fuel, the light will refract at a second angle different from the first angle, indicating the presence of liquid contaminants.

[0042] After sensing 502 the fluid property, the alert method 500 can include outputting 504 a signal associated with the fuel property. For example, the sensor 110 can output 504 a voltage signal that can be related to the electrical resistance of the fluid, the pressure of the fluid volume, or the amount of light received by a portion of the sensor 110. Outputting 504 a signal can involve outputting one or more signals related to one or more fluid properties that together can be associated with contamination of the fuel. For example, the sensor 110 can output 504 a first signal associated with the amount of light reflected through the fuel at a first angle, and a second signal associated with the amount of light refracted through the fuel at a second angle.

[0043] ​The alert method 500 can include receiving 506 signals that can be associated with contamination of fuel in the aircraft tank 104. In some embodiments, the signals can be from a single sensor. In some embodiments, the signals can be from a first sensor and a second sensor. In some embodiments, the processor 112 receives 506 the signals and determines 508 a contamination level based on the received signals. The processor 112 can receive 506 multiple output signals 111 per epoch and can determine 508 multiple contamination levels based on the output signals 111 or can determine 508 a single contamination level based on the multiple output signals 111. In some embodiments, the aircraft 102 includes a first processor configured to receive 506 the signals from the sensor 110 and a second processor configured to determine 508 a contamination level based on the received signals. In some embodiments, the aircraft 102 includes a first processor configured to receive 506 the signals from the sensor 110 and the ground control station includes a second processor configured to determine 508 a contamination level based on the received signals. In some embodiments, the processor 112 can be integrated in the ground control station and configured to receive 506 the signals from the sensor 110 and determine 508 a contamination level of the fuel. As discussed throughout this disclosure, the sensor 110 can include one or more sensors of the same or different types.

[0044] The alert method 500 can include evaluating 510 whether the contamination level exceeds a predetermined range. In some embodiments, the processor 112 evaluates 510 whether the contamination level exceeds a predetermined range. The predetermined range can be a range of resistance values, a range of pressure values, a range of lumens, and / or a range of values associated with a fluid property that can be related to fluid contamination. If the contamination level is within the predetermined range, the alert method 500 can restart from sensing 502 the fluid property.

[0045] If the contamination level exceeds the predetermined range, the alert method 500 can include issuing 512 an alert. In some embodiments, the alert method 500 can include issuing 512 an alert if the contamination level associated with the first sensor exceeds the predetermined range and the contamination level associated with the second sensor also exceeds the predetermined range. In some embodiments, the alert system 240 issues 512 the alert. The alert system 240 can be executed on the processor 112 configured to receive 506 the output signals 111 or can be executed on a separate processor. In some embodiments, the aircraft 102 can include the processor 112 and the ground control station can include the alert system 240. Issuing 512 the alert can involve displaying a text message on the display system 244, issuing an audible alert through the audio system 246, lighting a light in the pilot interface 114, or any combination thereof.

[0046] In some embodiments, the sensor 110, the processor 112, and the alert system 240 can operate at different frequencies. For example, the sensor 110 can output 504 signals at 100 hertz, while the processor 112 can determine 508 contamination levels and assess 510 whether the contamination levels exceed a predetermined range at 1 hertz. By outputting 504 signals at a high rate, the sensor 110 can accurately capture characteristics of potentially contaminated fuel as it flows into the aircraft tank 104. If the rate were too low, the sensor 110 can not be able to capture changes introduced into the fuel by water or particulate matter. However, the signals output 504 by the sensor 110 can include noise introduced, for example, by uneven flow of the fuel through the fuel inlet 116. The processor 112 can determine 508 contamination levels of the fuel by filtering the signals it receives 506 from the sensor 110 to reduce noise and changes not caused by contamination. Thus, the processor 112 can accurately determine 508 contamination levels and assess 510 whether the contamination levels exceed a predetermined range. Balancing the rates of the sensor 110 and the processor 112, or other processors discussed herein, can mitigate potential false positives that can unnecessarily delay refueling and add time and cost to operating the aircraft 102. Although the alert method 500 is described with respect to the aircraft 102, the alert method 500 can be applied to the aircraft 302 and / or any aircraft configured to receive fuel.

[0047] To further provide accurate alerts of contaminated fuel and quickly draw the attention of flight crew to the alerts, embodiments disclosed herein can include an alert sequencing and clearing method 600. Referring to Figure 7 , the alert sequencing and clearing method 600 can include receiving 602 one or more contamination levels. As previously described, the processor 112 can receive output signals from the sensor 110 and determine contamination levels based on those signals. In some embodiments, a separate processor can receive 602 the contamination levels from the processor 112, or a portion of the alert system 240 can be stored in the processor 112, and the alert system 240 can receive 602 the contamination levels. The processor 112 can perform the remaining steps in the alert sequencing and clearing method 600, or a separate processor can perform the remaining steps.

[0048] After receiving 602 the contamination level, the alarm sequencing and clearing method 600 can include evaluating 604 whether a first alarm condition is satisfied. In some embodiments, the first alarm condition can be satisfied when the contamination level is outside of a predetermined range of contamination levels. In some embodiments, the predetermined range can be between 0 PPM of water and 15 PPM of water. In some embodiments, the predetermined range can be between 0 PPM of water and 5 PPM of water, or between 0 PPM of water and 10 PPM of water, or between 0 PPM of water and 20 PPM of water, or between 0 PPM of water and 50 PPM of water. In some embodiments, the first alarm condition can be satisfied when the contamination level is outside of the predetermined range of contamination levels for a predetermined period of time (e.g., for more than 5 seconds or for more than 10 seconds). In some embodiments, the predetermined period of time can be between 1 and 20 seconds. For example, the alarm sequencing and clearing method 600 can evaluate 604 that the first alarm condition is satisfied when the processor 112 receives 602 a contamination level that is outside of a range between 0 PPM of water and 10 PPM of water for a consecutive five seconds. In some embodiments, the first alarm condition is satisfied when the alarm system 240 receives 602 a predetermined number of contamination levels that are outside of the predetermined range. In some embodiments, the predetermined number of contamination levels can be between 1 and 10 contamination levels per period. For example, the processor 112 can receive 602 five output signals from the sensor 110 per second and can determine five contamination levels. The alarm determination system 242 can evaluate 604 that the first alarm condition is satisfied because the alarm system 240 received 602 five contamination levels that are outside of the predetermined range of contamination levels. Other time periods, contamination ranges, and / or numbers of contamination levels can also be used. The alarm conditions discussed herein can mitigate potential false positives while alerting flight or ground crew of contaminated fuel in a timely manner.

[0049] If the alarm sequencing and clearing method 600 evaluates 604 that the first alarm condition is not satisfied, the alarm sequencing and clearing method 600 can restart and continue receiving 602 contamination levels. If the alarm sequencing and clearing method 600 evaluates 604 that the first alarm condition is satisfied, the alarm sequencing and clearing method 600 can include issuing 606 a first alarm. As previously discussed, the alarm system 240 can issue a visual and / or audible alarm to flight or ground crew.

[0050] The alert sequencing and clearing method 600 can include evaluating 608 whether a first alert clearing condition is satisfied. In some embodiments, the first alert clearing condition is satisfied when a flight crew member commands the alert system 240 to clear the alert by, for example, pressing a button (e.g., a button or a touchscreen) that is part of the pilot input system 248. In some embodiments, at least a portion of the pilot input system 248 can be integrated with the display system 244. For example, the pilot input system 248 can include a pop-up notification on the display system 244 that a flight crew member can select to clear the alert. In some embodiments, the first alert clearing condition is satisfied when the alert system 240 receives a predetermined number of contamination levels that are within a predetermined range of contamination levels, indicating that the aircraft 102 is currently not receiving contaminated fuel.

[0051] The alert clearing condition can depend on changes in fuel contamination levels. For example, if the alert determination system 242 evaluates 604 that the first alert condition is satisfied based on a single contamination level within the first second of refueling, then evaluates 604 that the first alert condition is not satisfied within the next ten seconds, the alert system 240 can evaluate 608 that the first alert clearing condition is satisfied. The initial alert can have been a false positive, or can have been associated with a negligible amount of contamination that would not affect engine performance. For another example, if the alert determination system 242 evaluates 604 that the first alert condition is satisfied within the first fifteen seconds of refueling, the alert system 240 can evaluate 608 that the alert clearing condition is satisfied only when a flight crew member clears the alert. For example, if the fuel line 118 is connected to a lower portion of the fuel source 106, and the fuel source 106 contains water and jet fuel, the water can enter the aircraft tank 104 before the jet fuel due to the water's greater density than the jet fuel. If the alert system 240 automatically clears the alert after receiving uncontaminated fuel for a predetermined period of time, the flight crew member can not know that contaminated fuel first entered the aircraft tank 104. Keeping the alert until the flight crew member clears it can ensure that the flight crew member sees the alert.

[0052] In some embodiments, if the alert system 240 evaluates 608 that the first alert clearing condition is satisfied, the alert system 240 can clear 610 the alert. For example, the alert system 240 can update the display system 244 to no longer display the text alert, or can stop commanding the audio system 246 to emit the audible alert. After clearing 610 the alert, the alert sequencing and clearing method 600 can restart by continuing to receive 602 contamination levels.

[0053] If the alert system 240 evaluates 608 that the first alert clearing condition is not satisfied, the alert sequencing and clearing method 600 can include evaluating 612 whether a second alert condition is satisfied. If the alert system 240 evaluates 612 that the second alert condition is not satisfied, the alert sequencing and clearing method 600 can restart to continue receiving 602 the contamination level. If the alert system 240 evaluates 612 that the second alert condition is satisfied, the alert system 240 can issue 614 a second alert. In some embodiments, the second alert condition can be the same as the first alert condition. In some embodiments, the second alert condition is different from the first alert condition. For example, the alert system 240 can issue 606 a first alert if the contamination level exceeds a predetermined range for a first predetermined period of time, and the alert system 240 can issue 614 a second alert if the contamination level exceeds the predetermined range for a second predetermined period of time. As another example, the alert system 240 can issue 606 a first alert if the contamination level exceeds a first predetermined range, and the alert system 240 can issue 614 a second alert if the contamination level exceeds a second predetermined range that is different from the first predetermined range. In some embodiments, the first alert and the second alert are different types of alerts. For example, the first alert can be a visual alert on the display system 244, and the second alert can be an audible alert issued through the audio system 246. Sequencing the first alert and the second alert based on different time periods or contamination level predetermined ranges can alert the flight crew of different severities of contaminated fuel, and can alert the flight crew without unduly disrupting other pre-flight operations or causing panic.

[0054] In some embodiments, the alert sequencing and clearing method 600 can include evaluating 616 whether a second alert clearing condition is satisfied, and clearing 610 the second alert if the second alert clearing condition is satisfied. In some embodiments, the second alert clearing condition can be satisfied in the same manner as the first alert clearing condition. For example, both the first and second alert clearing conditions can be satisfied when the flight crew presses a button that is part of the pilot input system 248. In other embodiments, the second alert clearing condition can be satisfied in a different manner than the first alert clearing condition. For example, if the first alert is associated with a lower contamination level than the second alert, the alert system 240 can evaluate 608 that the first alert clearing condition is satisfied when the contamination level is within a predetermined range for a predetermined period of time. In contrast, the alert system 240 can evaluate 616 that the second alert clearing condition is satisfied when the flight crew presses a button that is part of the pilot input system 248. Different alert clearing conditions can help ensure that the flight crew responds to alerts of contaminated fuel without unduly disrupting pre-flight operations if the contamination is not severe.

[0055] The embodiments disclosed herein can also include a memory configured to store information associated with the alert. The information associated with the alert can include the alert time, an identifier indicative of the alert type (e.g., advisory or warning, and first or second alert), an identifier indicative of the first alert condition, an identifier indicative of the second alert condition, the output signal 111, the contaminant level(s), the aircraft type, or any other parameter relevant to the alert. Storing the alert and information associated with the alert can aid in improving the system, providing training for flight crew, and sharing data with fuel suppliers.

[0056] Although the embodiments disclosed herein are described in the context of alerting flight crew that fuel is contaminated as the fuel enters the aircraft tank 104, the system and method can also be applied during taxi and flight to similarly alert flight crew. In response to the alert issued during taxi or flight, the flight crew can abort takeoff or landing as soon as it is safe to do so. Furthermore, although the embodiments disclosed herein refer to alerting flight crew, the embodiments can also include alerting refueling crew, maintenance crew, or any individual monitoring refueling of the aircraft.

[0057] It is to be understood that the detailed description is merely intended to explain and illustrate the embodiments of the present disclosure, rather than to propose limitations on the disclosure. The summary and abstract are included herein for purposes of providing certain states of the disclosure, but are not intended to limit the disclosure, which is to be defined by the claims and their equivalents.

[0058] The above has been described with respect to functional building blocks with reference to the accompanying drawings. The boundaries of these functional building blocks have been defined for the convenience of specific implementation and are by no means limiting the disclosure of the present disclosure. Other boundaries can be defined as long as the certain functionality and the interrelationships are maintained.

[0059] The above description of the specific embodiments will so fully reveal the general nature of the disclosure that others can easily utilize the disclosure for realizing the general purposes thereof. Therefore, the embodiments disclosed herein are illustrative in nature and are not to be considered as limiting the disclosure. The scope of the disclosure is to be limited only by the appended claims, and their equivalents. It is therefore apparent that there is a need for a system and method for alerting flight crew that fuel is contaminated as the fuel enters the aircraft tank. The above-described embodiments of the disclosure provide such a system and method. Those skilled in the art will easily recognize modifications and variations of the above-described embodiments that fall within the scope of the disclosure. Accordingly, it should be understood that the application can be practiced otherwise than as specifically described herein without materially departing from the spirit and scope of the application as set forth in the following claims.

[0060] The breadth and scope of the present disclosure should not be limited by any of the above-described exemplary embodiments, but should be defined in accordance with the following claims and their equivalents.

Claims

1. An aircraft-based fuel quality monitoring system, comprising: a first sensor configured to output a signal associated with contamination of fuel entering an aircraft through a first fuel inlet; a processor configured to determine a first contamination level of the fuel based on the signal; and an alert system configured to issue an alert if the first contamination level is outside of a predetermined range.

2. The system of claim 1, wherein, The first sensor is disposed within a first tank within the aircraft.

3. The system of claim 1, further comprising a second sensor configured to output a signal associated with contamination of the fuel as it enters the aircraft.

4. The system of claim 3, wherein, The processor is configured to determine a second contamination level of the fuel entering the aircraft.

5. The system of claim 4, wherein, The alert system is configured to issue an alert if the first contamination level is outside of the predetermined range and the second contamination level is outside of the predetermined range.

6. The system of claim 1, further comprising a second sensor configured to output a signal associated with contamination of fuel entering the aircraft through a second fuel inlet.

7. The system of claim 6, wherein, The first fuel inlet is disposed on a first wing and the second fuel inlet is disposed on a second wing.

8. The system of claim 6, wherein the first sensor is disposed within a first aircraft tank and the second sensor is disposed within a second aircraft tank.

9. The system of claim 1, wherein, The alert system is configured to issue a visual alert.

10. The system of claim 9, wherein, The alert system is configured to issue a textual alert.

11. The system of claim 1, wherein, The alert system is configured to issue an audible alert.

12. The system of claim 1, wherein, The contamination level is associated with an amount of water entering the aircraft through the first fuel inlet.

13. The system of claim 1, wherein, The predetermined range includes an amount of water entering the aircraft through the first fuel inlet.

14. The system of claim 13, wherein, The predetermined range is between 0 PPM of water and 15 PPM of water.

15. The system of claim 1, wherein, The alert system is configured to issue the alert via a wireless communication protocol.

16. An aircraft, comprising: a first sensor configured to output a signal associated with contamination of fuel entering the aircraft through a first fuel inlet; a processor configured to determine a first contamination level of the fuel based on the signal; and an alert system configured to issue an alert if the first contamination level is outside of a predetermined range.

17. The aircraft of claim 16, further comprising a fuel inlet formed in a wing.

18. The aircraft of claim 17, wherein the first sensor is disposed in a tank in the wing.

19. A method of monitoring aircraft fuel quality, comprising: outputting, by a sensor disposed in an aircraft, a signal associated with contamination of fuel entering the aircraft through a fuel inlet; determining, by a processor, a contamination level of the fuel based on the signal; and issuing, by an alert system, an alert if the contamination level is outside of a predetermined range.

20. The method of claim 19, wherein, The alert system issues the alert to a display system configured to output text.

21. The method of claim 19, wherein, The alert system issues the alert to a speaker system configured to output an audible alert.

22. The method of claim 19, wherein, The processor determines an amount of water in the fuel entering the aircraft.

23. The method of claim 19, wherein, The alert system issues the alert if the contamination level is outside of the predetermined range for a predetermined period of time.

24. The method of claim 23, wherein, The alarm system issues a first alarm if the pollution level is outside the predetermined range for a first predetermined period of time, and a second alarm if the pollution level is outside the predetermined range for a second predetermined period of time, wherein the first alarm is different from the second alarm.

25. The method of claim 19, wherein, The alarm system issues a first alarm if the pollution level is outside a first predetermined range, and a second alarm if the pollution level is outside a second predetermined range, wherein the first predetermined range is different from the second predetermined range.

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