Humidity-based performance adjustment system and method in aircraft flight management system

Abstract

This disclosure relates to a humidity-based performance adjustment system and method in an aircraft flight management system. One method includes obtaining first humidity data representing a first humidity value at a departure airport. The method further includes obtaining second humidity data indicating a second humidity value at an arrival airport. The method also includes determining a first fuel flow rate adjustment based on the first humidity data for a first flight phase from a first altitude at the departure airport to a threshold altitude. The method further includes determining a second fuel flow rate adjustment based on the second humidity data for a second flight phase from the threshold altitude to a second altitude at the arrival airport. The method also includes estimating the total fuel flow rate of the flight based on the first and second fuel flow rate adjustments.

Description

Technical Field

[0001] This disclosure generally relates to aircraft flight management systems, and more specifically to systems and methods for adjusting aircraft performance calculations and fuel consumption predictions based on humidity data. Background Technology

[0002] Modern flight management systems (FMS) are complex computer systems that provide aircraft navigation, flight planning, and performance optimization capabilities. While these systems consider a variety of factors affecting aircraft performance, they currently lack the ability to adequately address the impact of humidity on engine performance, particularly during the critical flight phases below 20,000 feet when the humidity effect is most pronounced.

[0003] High humidity significantly degrades aircraft engine performance in several ways. First, moist air contains water vapor that displaces oxygen molecules, resulting in a lower oxygen concentration per unit volume compared to dry air. This reduced oxygen content directly impacts engine combustion efficiency. Second, the lower density of moist air decreases the mass flow rate through the engine, further reducing engine performance. These effects manifest as reduced thrust output and increased fuel consumption to maintain the required performance levels.

[0004] The effects of humidity are particularly pronounced during takeoff, climb, approach, landing, and go-around operations, which typically require maximum engine performance. During these critical phases, humidity-induced thrust reduction can affect various performance parameters, including field length requirements, climb gradient, obstacle avoidance capability, and approach climb limits. Thrust reduction under humidity conditions is similar to partial engine degradation, although typically to a smaller extent.

[0005] Existing FMS solutions use common drag and fuel flow factors to explain overall performance degradation, such as airframe deterioration and engine blade wear. However, these factors are applied uniformly throughout the flight profile and cannot be adjusted for specific humidity conditions at departure and arrival airports. This limitation leads to potentially inaccurate fuel consumption predictions, which may result in under-fueling during pre-flight planning. The consequences of this inaccuracy include unplanned refueling stops, flight diversions, and reduced payload capacity to accommodate additional emergency fuel.

[0006] Therefore, an improved flight management system is needed that can specifically address humidity-induced performance degradation, particularly during critical flight phases below 20,000 feet, to enable more accurate fuel consumption predictions and performance calculations. Summary of the Invention

[0007] According to one implementation of this disclosure, a method includes: obtaining first humidity data indicating a first humidity value at a departure airport of an indicated flight. The method further includes obtaining second humidity data indicating a second humidity value at an arrival airport. The method further includes: determining a first fuel flow rate adjustment for a first flight phase from a first altitude at the departure airport to a threshold altitude based on the first humidity data. The method further includes: determining a second fuel flow rate adjustment for a second flight phase from the threshold altitude to a second altitude at the arrival airport based on the second humidity data. The method further includes estimating the total fuel flow rate of the flight based on the first fuel flow rate adjustment and the second fuel flow rate adjustment.

[0008] According to another implementation of this disclosure, an aircraft includes: one or more engines and a flight management system (FMS). The FMS is configured to acquire first humidity data indicating a first humidity value at an originating airport. The FMS is also configured to acquire second humidity data indicating a second humidity value at an arrival airport. The FMS is further configured to determine, based on the first humidity data, a first fuel flow rate adjustment for one or more engines during a first flight phase from a first altitude at the originating airport to a threshold altitude. The FMS is further configured to determine, based on the second humidity data, a second fuel flow rate adjustment for one or more engines during a second flight phase from the threshold altitude to a second altitude at the arrival airport. The FMS is also configured to estimate the total fuel flow rate of the one or more engines during flight based on the first and second fuel flow rate adjustments.

[0009] According to another implementation of this disclosure, a route-swappable unit (LRU) includes one or more processors configured to obtain first humidity data indicating a first humidity value at an originating airport for flight. The one or more processors are further configured to obtain second humidity data indicating a second humidity value at an arrival airport. The one or more processors are further configured to determine, based on the first humidity data, a first fuel flow rate adjustment for a first flight phase from a first altitude at the originating airport to a threshold altitude. The one or more processors are further configured to determine, based on the second humidity data, a second fuel flow rate adjustment for a second flight phase from the threshold altitude to a second altitude at the arrival airport. The one or more processors are further configured to estimate the total fuel flow rate for flight based on the first and second fuel flow rate adjustments.

[0010] The features, functions, and advantages described herein can be implemented independently in various ways or combined in other ways, further details of which can be found in the following description and figures. Attached Figure Description

[0011] Figure 1 This is a top-view diagram of the aircraft, showing the location of the flight management system and its specific implementation.

[0012] Figure 2 This is a diagram illustrating the specific implementation of the flight management system.

[0013] Figure 3 An example of a control display unit (CDU) configured to display information related to takeoff performance is shown.

[0014] Figure 4 An example of a CDU configured to display information related to the approach and landing of an aircraft is shown.

[0015] Figure 5 An example of a CDU configured to display information about the currently selected flight path is shown.

[0016] Figure 6 An example of a CDU configured to display additional information about the currently selected flight route is shown.

[0017] Figure 7 This is a flowchart showing how to use the flight management system.

[0018] Figure 8 It shows including Figure 1 A flowchart illustrating an example of the lifecycle of an aircraft within a flight management system.

[0019] Figure 9 It shows including Figure 1 A block diagram illustrating aspects of the flight management system for an aircraft.

[0020] Figure 10 This is a diagram of the electronic components of the flight management system. Detailed Implementation

[0021] The aspects disclosed herein provide systems and methods for improving aircraft fuel consumption prediction by taking into account the effects of humidity on engine performance. These aspects address the challenges of operating aircraft in humid environments by providing a flight management system that automatically adjusts performance calculations based on humidity conditions at both the departure and arrival airports.

[0022] The system obtains humidity information for both departure and arrival airports, specifically calculated from outside air and dew point temperature. This information can be manually entered by the pilot via the aircraft's control display unit or automatically received via a weather data uplink from a ground station. The system then uses this humidity data to calculate how much engine performance will be affected during different phases of flight, particularly during takeoff, climb, approach, and landing operations below 20,000 feet, where humidity has the greatest impact. For example, in high humidity conditions, the system can determine that the engine will produce slightly less thrust and consume more fuel than in dry conditions. These calculations lead to two key adjustments: first, more accurately predicting how much fuel the aircraft will require for flight; and second, adjusting the aircraft's maximum permissible takeoff weight to ensure safe operation.

[0023] The system applies these humidity-based adjustments differently for different segments of the flight. During takeoff and initial climb, it uses humidity data from the departure airport. During approach and landing, it uses humidity data from the arrival airport. This segmented approach ensures that performance adjustments accurately reflect the actual conditions the aircraft will encounter throughout its flight.

[0024] By using the technologies and systems described herein, several advantages over existing solutions are achieved. The system enhances flight safety by ensuring more accurate fuel loading before departure. Operational efficiency is improved by reducing the likelihood of unnecessary refueling stops or lane changes due to inaccurate fuel predictions. The system also helps optimize aircraft performance by providing pilots with more accurate information about engine thrust capability under humidity conditions. All these benefits are achieved through automated processes requiring minimal additional pilot workload, as the system integrates seamlessly with existing flight management procedures.

[0025] The system streamlines flight planning by eliminating the need for pilots to perform manual calculations or consult additional charts to address the effects of humidity. Clear, easily understandable information is provided through the aircraft's existing display systems, showing pilots the calculated adjustments and their consequent impact on fuel demand and aircraft performance. This integration into standard cockpit procedures helps ensure that humidity effects are consistently and accurately considered on every flight, regardless of weather conditions or route.

[0026] The accompanying drawings and the following description illustrate specific exemplary embodiments. It should be understood that those skilled in the art will be able to design various arrangements, although not explicitly described or shown herein, that embody the principles described herein and are included within the scope of the claims following this description. Furthermore, any examples described herein are intended to aid in understanding the principles of this disclosure and are not to be construed as limiting. Therefore, this disclosure is not limited to the specific embodiments or examples described below, but is defined by the claims and their equivalents.

[0027] The specific implementation is described herein with reference to the accompanying drawings. Throughout the description and the drawings, common features are indicated by common reference numerals. In some drawings, multiple instances of a particular type of feature are used. Although these features are physically and / or logically different, the same reference numerals are used for each, and different instances are distinguished by the addition of letters to the reference numerals. When a feature is referred to herein as a group or type (e.g., when a specific feature within a group of features is not mentioned), reference numerals are used without distinguishing letters. However, when a specific feature among multiple features of the same type is referred to herein, reference numerals are used with distinguishing letters. For example, referencing… Figure 1 Multiple humidity data points 116 are shown and associated with reference numerals 116A and 116B. When referring to a particular one of these humidity data points 116 (such as humidity data point 116A), the distinguishing letter "A" is used. However, when referring to any of these humidity data points, reference numeral 116 is used without the distinguishing letter.

[0028] As used herein, different terms are used only for the purpose of describing a particular implementation and are not intended to be restrictive. For example, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to also include the plural forms. Furthermore, some features described herein are singular in some implementations and plural in others. For ease of reference herein, such features are generally introduced as “one or more” features and are subsequently referred to as singular or optionally plural (as usually indicated by “(s)”), unless an aspect relating to multiple features is being described.

[0029] The terms “comprise,” “comprises,” and “comprising” are used interchangeably with “include,” “includes,” or “including.” Furthermore, the term “wherein” is used interchangeably with the term “wherein.” As used herein, “exemplary” indicates an instance, implementation, and / or aspect and should not be construed as limiting or indicating a preference or preferred implementation. As used herein, ordinal terms used to modify elements (such as structures, components, operations, etc.) (e.g., “first,” “second,” “third,” etc.) do not themselves indicate any priority or order of that element relative to another element, but merely distinguish that element from another element with the same name (but for the use of ordinal terms). As used herein, the term “set” refers to a grouping of one or more elements, and the term “multiple” refers to multiple elements.

[0030] As used herein, the terms “generate,” “calculate,” “use,” “select,” “access,” and “determine” are interchangeable unless the context otherwise indicates. For example, “generate,” “calculate,” or “determine” a parameter (or signal) can refer to actively generating, calculating, or determining a parameter (or signal) or can refer to using, selecting, or accessing a parameter (or signal) that has already been generated, such as through another component or device. As used herein, “connection” can include “communication connection,” “electrical connection,” or “physical connection,” and may also (or alternatively) include any combination thereof. Two devices (or components) can be directly or indirectly connected (e.g., communication connection, electrical connection, or physical connection) via one or more other devices, components, wires, buses, networks (e.g., wired networks, wireless networks, or combinations thereof). Two devices (or components) electrically connected can be in the same or different devices and can be connected via electronics, one or more connectors, or inductive coupling, as illustrative and non-limiting examples. In some embodiments, two devices (or components) that are communicatively connected (e.g., electrically connected) may send and receive electrical signals (digital or analog signals) directly or indirectly, for example, via one or more wires, buses, networks, etc. As used herein, "direct connection" is used to describe two devices connected (e.g., a communication connection, an electrical connection, or a physical connection) without any intermediate components.

[0031] Figure 1An example 100 of an aircraft 102 is shown, having wings 104A, 104B coupled to a fuselage 106. An engine 108 is coupled to each of the wings 104 via an engine pylon or strut, and the engine 108 is enclosed within an engine nacelle. The aircraft 102 may include a flight management system (FMS) 140. The FMS 140 may include a device 110. The device 110 may be a line-swappable unit (LRU), a tablet, a smartphone, a computer-based tool, a laptop computer, or an input accessory device.

[0032] Device 110 includes a humidity data receiver 112 configured to receive humidity data 116, which may be humidity data 116A from a control display unit (CDU) 114 or humidity data 116B from a ground device 138. In some implementations, the humidity data receiver 112 is configured to acquire first humidity data indicating a first humidity value at the originating airport and second humidity data indicating a second humidity value at the arrival airport. Humidity data 116A is input by a user via CDU 114 and may include humidity values ​​at the originating airport, the arrival airport, or both. Humidity data 116B is automatically uplinked from the ground device 138 and may include humidity values ​​at the originating airport, the arrival airport, or both. In some aspects, humidity data 116 includes the dew point temperature and outside air temperature (OAT) for each airport.

[0033] Device 110, humidity data receiver 112, or relative humidity calculator 118, or any combination thereof, are configured to perform a reasonableness check on humidity data 116. The reasonableness check determines whether a first humidity value and a second humidity value are within a reasonable range for their respective airports. In some implementations, when the reasonableness check determines that one or more humidity values ​​are unreasonable, FMS 140 or device 110 causes CDU 114 to display an indication that the humidity value is unreasonable and requests the user to enter new humidity data 116A or initiates a new uplink transmission of humidity data 116B.

[0034] The relative humidity calculator 118 is configured to determine the relative humidity based on humidity data 116 and generate data 120 indicating the calculated relative humidity. The relative humidity calculator 118 determines the relative humidity (RH) according to the following formula: RH = (e^(17.625 Dp / (243.04+Dp))) / (e^(17.625 T / (243.04+T))) × 100 [%] in: T is the OAT measured in degrees Celsius (°C); Dp is the dew point temperature measured in degrees Celsius (°C).

[0035] For example, with a dew point temperature of 26°C and an OAT of 28°C, the relative humidity calculator 118 can determine the relative humidity to be 88.9%.

[0036] Device 110 includes an absolute humidity calculator 122 configured to receive data 120 from a relative humidity calculator 118 and determine absolute humidity. The absolute humidity calculator 122 generates data 124 indicating the calculated absolute humidity. The absolute humidity calculator 122 determines the absolute humidity (H) according to the following formula: H = (6.112 e^(17.67 T / (T+273.15)) (RH / 2.1674)) / (273.15+T) [g / m³] in: T is the OAT measured in degrees Celsius (°C). RH is relative humidity expressed as a percentage (%).

[0037] For example, using the previously calculated relative humidity of 88.9% and an OAT of 28°C, the absolute humidity calculator 122 can determine an absolute humidity of 0.242 g / m³.

[0038] The device 110 includes a thrust reduction calculator 126 configured to receive data 124 from an absolute humidity calculator 122 and determine a thrust reduction value. The thrust reduction calculator 126 generates data 128 indicating the calculated thrust reduction and transmits the data 128 to a fuel flow rate calculator 130 and a takeoff weight calculator 134. The thrust reduction calculator 126 determines the thrust reduction factor (CT) according to the following formula: CT = 1 - 0.0826 H - 0.0021 H² in: H is the absolute humidity expressed in g / m³.

[0039] For example, with an absolute humidity of 0.242 g / m³, the thrust reduction calculator 126 can determine a thrust reduction of 2.0% (CT = 0.980).

[0040] Device 110 includes a fuel flow rate calculator 130 configured to receive data 128 from a thrust reduction calculator 126 and determine fuel flow rate adjustments. The fuel flow rate calculator 130 generates data 132 indicating estimated total fuel flow for one or more engines 108 used in flight, based on a first fuel flow rate adjustment and a second fuel flow rate adjustment. The fuel flow rate calculator 130 determines a fuel flow rate increase factor (CF) according to the following formula: CF = 1 + 0.4882 H + 0.3828 H² in: H is the absolute humidity expressed in g / m³.

[0041] For example, at an absolute humidity of 0.242 g / m³, the fuel flow rate calculator 130 can determine a 14.1% (CF=1.141) increase in fuel flow rate.

[0042] In some implementations, the fuel flow rate calculator 130 determines the fuel flow rate during the cruise phase of flight at a threshold altitude above 20,000 feet. The cruise phase fuel flow rate is determined using a standard atmospheric model and engine performance characteristics at the cruise altitude. The total fuel flow rate estimate generated by the fuel flow rate calculator 130 (as data 132) includes a first fuel flow rate adjustment for the climb phase below the threshold altitude, the cruise phase fuel flow rate, and a second fuel flow rate adjustment for the descent phase below the threshold altitude.

[0043] The device 110 includes a takeoff weight calculator 134, which is configured to receive data 128 from a thrust reduction calculator 126 and determine a takeoff weight penalty. The takeoff weight calculator 134 generates data 136 representing the permissible takeoff weight of the aircraft 102. In some implementations, the takeoff weight calculator 134 determines the takeoff weight penalty based on the thrust reduction and aircraft performance characteristics, including wing reference area, wingspan, aspect ratio, speed, air density, and drag coefficient. For example, when the thrust is reduced by 2.0%, the takeoff weight calculator 134 may determine a takeoff weight penalty of -1674 kg.

[0044] During operation, the humidity data receiver 112 acquires first humidity data 116 for the originating airport and second humidity data 116 for the arriving airport via manual input through CDU 114 or automatically from ground device 138. After a reasonableness check, the relative humidity calculator 118 processes the humidity data 116 to determine a relative humidity value, which is then converted into an absolute humidity value by the absolute humidity calculator 122. The thrust reduction calculator 126 uses the absolute humidity values ​​to determine thrust reduction factors for the originating and arriving airports. The fuel flow rate calculator 130 uses these thrust reduction values ​​to determine fuel flow rate adjustments for different phases of flight—specifically, from the originating airport altitude to a threshold altitude (i.e., 20,000 feet) and from the threshold altitude to the arriving airport altitude. The takeoff weight calculator 134 uses the thrust reduction values ​​to determine any necessary takeoff weight penalties.

[0045] Once the total fuel flow rate estimate is determined based on the first and second fuel flow rate adjustments, FMS 140 or device 110 applies this fuel flow rate increase to the appropriate flight phase. In some implementations, FMS 140 or device 110 transmits data 132 and data 136 to ground personnel via CDU 114, where data 132 indicates the appropriate amount of fuel required for flight, and data 136 indicates the permissible takeoff weight based on the calculated adjustments and penalties. This information enables ground personnel to properly prepare aircraft 102 for flight, taking into account the effects of humidity on engine performance.

[0046] By using the technologies and systems described herein, FMS 140 offers the technical advantage of providing accurate, real-time adjustments to aircraft performance calculations based on humidity conditions at both the originating and arrival airports. Integrating humidity data 116 into FMS 140 automatically accounts for thrust reductions and increased fuel consumption caused by humidity, thus providing a significant improvement over existing systems. This capability reduces the risk of underfueling and prevents unexpected performance limitations during critical flight phases such as takeoff, climb, and go-around maneuvers.

[0047] Furthermore, the FMS 140 provides enhanced operational efficiency through its automated rationality checks and performance adjustments. The FMS 140's ability to receive humidity data 116 via manual input from the CDU 114 or automated uplink transmission from ground unit 138, combined with comprehensive processing of this data through multiple dedicated calculators, ensures consistent and reliable performance predictions. This systematic approach eliminates the need for pilots to perform complex manual calculations or rely on conservative estimates, potentially reducing operating costs while maintaining safety margins.

[0048] FMS 140 also offers the technical advantages of precise weight management through real-time calculation of takeoff weight penalties. By accurately determining the impact of humidity on engine thrust and subsequent aircraft performance capabilities, FMS 140 enables operators to maximize payload while ensuring safe operation. The ability to automatically communicate fuel requirements and weight limits to ground personnel further streamlines ground operations and reduces the possibility of human error in flight planning calculations.

[0049] Figure 2 This diagram illustrates a specific implementation of a flight management system 200 including device 202. Device 202 can be implemented in... Figure 1The device 110 is described in the document. The device 202 includes a memory 204 and a processor 212. The memory 204 stores instructions 206, humidity data 208, and an altitude threshold 210. In some implementations, the altitude threshold 210 is approximately 20,000 feet, representing the boundary between flight phases where humidity effects are most significant and become negligible.

[0050] Processor 212 includes a humidity data authenticator 214 configured to receive humidity data 208 from memory 204. Humidity data authenticator 214 performs a reasonableness check on the humidity data 208, which includes first humidity data indicating a first humidity value at the departure airport and second humidity data indicating a second humidity value at the arrival airport. When the reasonableness check confirms that the humidity values ​​are within acceptable ranges for their respective airports, humidity data authenticator 214 generates data 216 indicating authenticated humidity data.

[0051] Processor 212 includes a relative humidity calculator 218, which is configured to receive data 216 from humidity data authenticator 214. The relative humidity calculator 218 determines the relative humidity values ​​for the originating and arriving airports based on their respective dew point temperatures and the OAT included in humidity data 208. The relative humidity calculator 218 is configured to receive data 216 from humidity data authenticator 214. Figure 1 The relative humidity is calculated using the formula described in [the document]. The relative humidity calculator 218 generates data 220 indicating the calculated relative humidity value.

[0052] The absolute humidity calculator 222 of processor 212 receives data 220 from the relative humidity calculator 218. The absolute humidity calculator 222 uses... Figure 1 The absolute humidity formula described in the text converts the relative humidity value into an absolute humidity value for both airports. The absolute humidity calculator 222 generates data 224 indicating the calculated absolute humidity value.

[0053] Processor 212 includes a thrust reduction calculator 226 configured to receive data 224 from absolute humidity calculator 222. Thrust reduction calculator 226 uses... Figure 1 The thrust reduction factor formula described herein determines the thrust reduction value for the two airports based on their respective absolute humidity values. Thrust reduction calculator 226 generates data 228 indicating the calculated thrust reduction value. Data 228 is provided to fuel flow rate calculator 232 and takeoff weight calculator 230.

[0054] The fuel flow rate calculator 232 receives data 228 from the thrust reduction calculator 226 and uses... Figure 1The fuel flow rate increase coefficient formula described herein determines the fuel flow rate adjustment for different flight phases. Specifically, fuel flow rate calculator 232 determines a first fuel flow rate adjustment for a first flight phase from a first altitude at the originating airport to an altitude threshold 210, and a second fuel flow rate adjustment for a second flight phase from an altitude threshold 210 to a second altitude at the arrival airport. Based on the first and second fuel flow rate adjustments, fuel flow rate calculator 232 generates estimated total fuel flow rate data 236 for indicative flight.

[0055] Takeoff weight calculator 230 receives data 228 from thrust reduction calculator 226 and determines a takeoff weight penalty value representing the permissible reduction in takeoff weight of the aircraft. Takeoff weight calculator 230 generates data 234 indicating the determined takeoff weight penalty value based on the thrust reduction value and aircraft performance characteristics (including wing reference area, wingspan, aspect ratio, speed, air density, and drag coefficient).

[0056] Data 236 from the fuel flow rate calculator 232 and data 234 from the takeoff weight calculator 230 are both transmitted to CDU 114. CDU 114 displays fuel flow information and takeoff weight penalty to the pilot and allows the pilot to input confirmation information.

[0057] During operation, device 202 processes humidity data 208 obtained via manual input through CDU 114 or automatic uplink transmission from a ground station, such as regarding Figure 1 As described. Humidity data authenticator 214 performs a reasonableness check on humidity data 208. Once authenticated, relative humidity calculator 218 processes data 216 to determine a relative humidity value, which is then converted into an absolute humidity value by absolute humidity calculator 222. Thrust reduction calculator 226 uses data 224 containing the absolute humidity value to determine a thrust reduction factor. Thrust reduction calculator 226 sends data 228 to fuel flow rate calculator 232 and takeoff weight calculator 230. Fuel flow rate calculator 232 determines fuel flow rate adjustments for different flight phases based on altitude threshold 210, while takeoff weight calculator 230 determines any necessary takeoff weight penalties. CDU 114 receives and displays data 236 containing fuel flow information and data 234 containing takeoff weight penalties.

[0058] By using the techniques and systems described herein, device 202 offers the technical advantage of modular and efficient processing of humidity-based performance calculations through its dedicated calculator architecture. The separation of calculations among the different calculators (218, 222, 226, 232, 230) allows for independent verification, testing, and updating of individual computing components without affecting the overall system. This modularity significantly reduces software maintenance complexity and allows for rapid deployment of computational improvements while maintaining system reliability.

[0059] Furthermore, device 202 provides enhanced computational efficiency through its optimized dataflow architecture. Direct communication paths between calculators, combined with the dual-output configuration of the thrust reduction calculator 226, ensure consistent and reliable performance predictions. This architectural efficiency eliminates processing bottlenecks and enables real-time performance updates during critical flight planning phases, reducing operational latency while maintaining safety margins.

[0060] Device 202 also offers a technological advantage in robust data integrity through its integrated authentication and threshold management capabilities. Including the humidity data authenticator 214 within the processor 212, combined with a configurable altitude threshold 210 stored in memory 204, allows operators to maximize performance benefits while maintaining the required safety margins. This systematic approach to data verification and processing ensures accurate performance predictions while providing the flexibility to adapt to different aircraft types and operational requirements without software modifications.

[0061] Figure 3 Example 300 of CDU 114 is shown, which is configured to display information related to takeoff performance. For example, Figure 3 The CDU 114 shown illustrates page 2 / 2 of the TAKEOFF REF, which includes multiple row selection keys on the left (302-312) and right (314-322) sides of the CDU 114, with corresponding display fields between them.

[0062] On the left side of CDU 114, the first row of selection keys 302 corresponds to the DEW POINT field, which displays the dew point temperature at 10°C. (See also: Regarding...) Figure 1 As described, the dew point temperature can be manually entered by the user via CDU 114 or automatically transmitted from the ground unit 138. The dew point temperature is used by the relative humidity calculator 118 to determine the relative humidity based on... Figure 1 The formula described determines the relative humidity value.

[0063] The second row selection key 304 corresponds to the ALTN THRUST field that displays "<TO>", which indicates an alternate thrust setting for takeoff operation. Below, the third row selection key 306 corresponds to the WIND field that shows the wind information "340° / 16KT", which represents the wind direction and speed data that can be received by the ground device 138 or manually entered by the user through the CDU 114.

[0064] The fourth row selection key 308 is associated with the RWY / WIND field that displays "14KTH 9KTR", providing runway and wind component information. Adjacent to it, the fifth row selection key 310 corresponds to the SLOPE / COND field that shows "U0.5 / WET", which indicates the runway slope and condition data that can be used for takeoff performance calculations.

[0065] The sixth row selection key 312 that displays "<INDEX>" is at the lower left of the CDU 114, providing access to additional CDU menus and functions.

[0066] On the right side of the CDU 114, the row selection keys 314 and 316 correspond to the acceleration height fields. The EO ACCEL HT field at the row selection key 314 displays "1500FT" for the engine failure acceleration height, while the ACCEL HT field at the row selection key 316 also displays "1500FT" for the normal acceleration height. These heights are calculated based on different performance parameters including humidity-based thrust reduction determined by the thrust reduction calculator 126.

[0067] The thrust reduction field corresponds to the row selection key 318, showing "THR REDUCTION", where "CLB FLAPS 5" indicates the climb flap setting. This thrust reduction takes into account the humidity effect calculated using the thrust reduction coefficient (CT) formula Figure 1 described.

[0068] The row selection key 320 corresponds to the STD LIM TOGW field that displays "500.0", representing the standard maximum takeoff gross weight. As Figure 1 and Figure 2 shown, this limit can be adjusted based on the takeoff weight penalty calculated by the takeoff weight calculator 134 using the thrust reduction value and the aircraft performance characteristics.

[0069] The row selection key 322 is associated with the REF OAT field that shows the outside air temperature as "20°C". Similar to the dew point temperature, this value can be manually entered or automatically uplinked and is used in combination with the dew point temperature to calculate the relative humidity, as Figure 1 shown.

[0070] The CDU 114's display interface provides users with direct access to inputs and verifies humidity-related parameters that affect aircraft performance calculations. The FMS 140 uses the displayed and calculated values ​​to determine appropriate thrust settings, acceleration altitude, and takeoff weight, while also considering the impact of humidity on engine performance. This integration of humidity data into the takeoff reference display enables more accurate performance predictions and safer flight operations under various atmospheric conditions.

[0071] Figure 4 Example 400 of CDU 114 is shown, which is configured to display information related to approach and landing performance. For example, Figure 4 The CDU 114 shown illustrates one-third of the APPROACH REF page, which includes multiple row selection keys on the left (402-410) and right (412-416) sides of the CDU 114, with corresponding display fields between them.

[0072] On the left side of CDU 114, row selection key 402 displays "333.0" in the GROSS WT field, indicating the aircraft's current total weight. FMS 140 continuously calculates this weight value based on the initial weight and fuel combustion throughout the flight.

[0073] Row selection key 404 corresponds to displaying "<QFE" The LANDING REF field for “QNH” allows pilots to select between the QFE (Qellow Airport Elevation) and QNH (Qellow Sea Level) altimeter settings. These settings allow for proper altitude reference during the approach and landing phases.

[0074] The row selection key 406 displays "KATL26R 10000 FT 3048M", providing arrival airport information including the airport identifier, runway number, and runway height / length in imperial and metric units. This information is typically accessed from the FMS navigation database and is used for approach and landing calculations.

[0075] The G / S field corresponds to row selection key 408, indicating that " <ON "OFF" allows users to enable or disable the slide guidance system during approach operations.

[0076] In the lower left of CDU 114, the row selection key 410 displays "<INDEX", providing access to additional CDU menus and functions.

[0077] To the right of CDU 114, row selection key 412 corresponds to the OAT field displaying "17°C," indicating the current outside air temperature. This temperature value is used in conjunction with the dew point temperature to calculate relative humidity, as per [reference to...]. Figure 1 As described.

[0078] Row selection key 414 corresponds to the DEW POINT field that displays "13°C". (And...) Figure 3 Similar to the dew point temperature described, this value can be manually entered or automatically transmitted and used by the relative humidity calculator 118 to determine the relative humidity based on the information provided. Figure 1 The formula described determines the relative humidity value.

[0079] Row selection key 416 is associated with the TEMP COMP ALT field, which displays "758" and represents the temperature-compensated altitude. This value is calculated based on various atmospheric parameters, including those obtained through... Figure 1 The humidity effect determined by calculations described in the text.

[0080] The CDU 114 display provides users with direct access to input and verification of humidity-related parameters (i.e., humidity data 116) that affect aircraft performance calculations during approach and landing phases. The FMS 140 uses the displayed values ​​and calculated parameters to determine appropriate thrust settings and approach speeds, taking into account the impact of humidity on engine performance. Integrating humidity data 116 into the approach reference display enables more accurate performance predictions and safer flight operations under various atmospheric conditions.

[0081] Figure 5 Example 500 of CDU 114 is shown, configured to display activity route data and fuel flow rate adjustment information. CDU 114 shows ACT RTE 1 DATA page 1 / 20, which includes multiple columns of information and row selection keys arranged to present flight plan data, fuel forecasts, and humidity-based fuel flow rate adjustments.

[0082] The CDU 114 display includes several information columns. The first column 502 shows the estimated time of arrival (ETA) value for each waypoint, displayed in Zulu time format (e.g., “0102z”, “0118z”, “0127z”, “0152z”, and “0248z”). Adjacent to the first column 502, the second column 504 displays waypoint (WPT) identifiers, represented as three-letter codes (e.g., “AAA”, “BBB”, “CCC”, “DDD”, and “EEE”) identifying specific navigation points along the flight route.

[0083] The third column 506 presents the predicted fuel quantity, showing the estimated fuel remaining at each waypoint in thousands of pounds (e.g., "120.5", "115.6", "112.4", "101.3", and "98.4"). This fuel prediction incorporates various factors, including humidity-based fuel flow rate adjustments calculated by the system.

[0084] The fourth column 508 shows the Fuel Flow Adjustment Coefficient (FFAC). These values (e.g., "+0.15", "+0.14", "+0.19") represent the fuel flow adjustment factors calculated by the fuel flow calculator 130 based on the humidity data 116. Positive values indicate an increase in fuel consumption due to the effect of humidity on engine performance. The FFAC values are specifically applied to flight segments below a threshold altitude of 20,000 feet, where the humidity effect is most significant.

[0085] In some embodiments, the FFAC field shown in the fourth column 508 indicates where to apply the fuel flow adjustment during different phases of the flight. For waypoints at cruise altitude (above 20,000 feet), the fuel flow calculator 130 determines the fuel flow rate for the cruise phase based on the cruise performance characteristics of the aircraft. The total fuel prediction shown in the third column 506 is calculated by combining the fuel flow rate for the cruise phase with the adjusted fuel flow rate determined for flight segments below the threshold altitude during climb and descent phases.

[0086] The fifth column 510 shows the WIND information indicated by the "W>" symbol, which can be selected to view the detailed wind prediction for each waypoint. This wind data is used in combination with the humidity-based calculations as Figure 1 and Figure 2 described to provide an integrated performance prediction.

[0087] The CDU 114 interface includes multiple row selection keys on the left side (1L to 6L) and the right side (1R to 6R) of the display. At the bottom of the CDU 114 display, the left selection option 512 labeled "<LEGS" allows access to detailed flight plan segment information. On the right side, the right selection option 514 labeled "REQUEST>" enables the user to request additional wind data for a specific waypoint.

[0088] During operation, the CDU 114 continuously updates the displayed information based on real-time calculations from the FMS 140. The FFAC values reflect humidity-based fuel flow rate adjustments, which have been calculated using the dew point temperature and the outside air temperature from both the departure airport and the destination airport, as Figure 1 and Figure 2 described. These adjustments ensure more accurate fuel predictions by taking into account the increased fuel consumption that occurs under humidity conditions.

[0089] Figure 6 An example 600 of the CDU 114 is shown, configured to display active route data and fuel flow rate adjustment information dedicated to the arrival and approach phases of flight. The CDU 114 shows the ACT RTE 1 DATA page 20 / 20, indicating the last page of route data, which includes multiple columns of information and row selection keys arranged to present terminal arrival and approach information.

[0090] The CDU 114 displays a first column 602 that shows the estimated time of arrival (ETA) values for each terminal waypoint displayed in Zulu time format (e.g., "0802z", "0834z", "0851z", "0207z", and "0209z").

[0091] Adjacent to the first column 602, a second column 604 displays waypoint (WPT) identifiers that are of particular significance for the arrival phase. The waypoint "RW14R" represents the destination runway, indicating the right side of runway 14. This is preceded by the waypoints "PPP" and "QQQ", which typically represent the arrival approach point or the approach waypoint, and followed by "RRR", which may represent a missed approach waypoint.

[0092] A third column 606 presents the predicted fuel quantity, showing the estimated fuel remaining at each waypoint in thousands of pounds (e.g., "28.2", "21.7", "18.7", "14.9", and "98.2"). The decreasing values during the approach procedure, followed by a higher value at the last waypoint, suggest planning for a potential missed approach and maintaining fuel requirements.

[0093] A fourth column 608 shows the fuel flow rate adjustment coefficient (FFAC) that is important for the arrival phase. These values (e.g., "+0.08", "+0.17", "+0.11", "+0.12") represent the fuel flow rate adjustment factors calculated by the fuel flow calculator 130 based on the humidity conditions at the arrival airport (i.e., humidity data 116).

[0094] A fifth column 610 provides space for WIND information, although no specific wind data is shown in this example. This information can be accessed through the "REQUEST>" option 614 in the lower right corner of the CDU 114 display.

[0095] The CDU 114 display includes standard row selection keys on the left side (1L to 6L) and the right side (1R to 6R). At the bottom of the display, the left selection option 612 labeled "<LEGS" allows access to detailed flight plan segment information.

[0096] During operation, the last page of the route data display shows the terminal phase of the flight, where the impact of humidity on engine performance can be taken into account. The FFAC values ​​shown here reflect humidity-based fuel flow rate adjustments calculated using the dew point temperature upon arrival at the airport and the outside air temperature, as input via ground device 138 or uplink transmission. Figure 1 As shown.

[0097] Figure 7 This is a flowchart of method 700 using FMS 140. Method 700 can use... Figures 1-6 The method is performed by any of FMS 140, device 110, 202, or CDU 114. Method 700 includes, at block 702, obtaining first humidity data indicating a first humidity value at the originating airport of flight. For example, humidity data receiver 112 receives humidity data 116A via manual input through CDU 114, wherein the user inputs a dew point temperature of 10°C and an outside air temperature of 28°C for the originating airport. In another example, humidity data receiver 112 receives humidity data 116B automatically uplinked from ground device 138, which includes the dew point temperature and outside air temperature of the originating airport.

[0098] Method 700 includes, at block 704, obtaining second humidity data indicating a second humidity value upon arrival at the airport. For example, humidity data receiver 112 receives humidity data 116A via manual input through CDU 114, wherein the user inputs a dew point temperature of 13°C and an outside air temperature of 17°C upon arrival at the airport. In another example, humidity data receiver 112 receives humidity data 116B automatically uplinked from ground device 138, which includes the dew point temperature and outside air temperature upon arrival at the airport.

[0099] Method 700 includes, at block 706, determining a first fuel flow rate adjustment for a first flight phase from a first altitude at the originating airport to a threshold altitude, based on first humidity data. For example, a relative humidity calculator 118 processes the originating airport humidity data 116 to determine a relative humidity of 88.9% using dew point and OAT values. An absolute humidity calculator 122 then converts this relative humidity into an absolute humidity of 0.242 g / m³. Using this absolute humidity value, a thrust reduction calculator 126 determines a thrust reduction of 2.0% (CT = 0.980). Based on this thrust reduction, a fuel flow rate calculator 130 determines a fuel flow rate increase factor of 14.1% (CF = 1.141) for the flight phase from takeoff to a threshold altitude of 20,000 feet.

[0100] Method 700 includes, at block 708, determining a second fuel flow rate adjustment for a second flight phase from a threshold altitude to a second altitude at arrival at the airport, based on second humidity data. For example, a relative humidity calculator 118 processes the arrival airport humidity data 116 and calculates a relative humidity value using an input dew point of 13°C and an OAT of 17°C. An absolute humidity calculator 122 converts the relative humidity value to an absolute humidity value, which a thrust reduction calculator 126 uses to determine a thrust reduction value. A fuel flow rate calculator 130 then determines a fuel flow rate increase factor for the flight phase from a threshold altitude of 20,000 feet down to the arrival airport altitude.

[0101] Method 700 includes: in block 710, estimating the total fuel flow for flight based on a first fuel flow rate adjustment and a second fuel flow rate adjustment. For example, fuel flow rate calculator 130 generates data 132 indicating the estimated total fuel flow by applying the first fuel flow rate adjustment to all flight segments below 20,000 feet during the climb phase and applying the second fuel flow rate adjustment to all flight segments below 20,000 feet during the descent, approach, and landing phases. FMS 140 or device 110 then transmits this data 132 to ground personnel via CDU 114 to indicate the appropriate amount of fuel required for flight based on these humidity-adjusted calculations.

[0102] Figure 8 It shows including Figure 1 A flowchart of an example 800 of the lifecycle of the device 110 of the aircraft is provided. During the pre-production process, the exemplary method 800 includes, at block 802, the specifications and design of the aircraft. During the specification and design phase of the aircraft, method 800 may include the specifications and design of device 110 and the location where device 110 will be placed. At block 804, method 800 includes material procurement, which may include obtaining materials for device 110 or obtaining a pre-assembled device 110.

[0103] During production, method 800 includes the manufacture of components and sub-assemblies at block 806 and the system integration of the aircraft at block 808. For example, method 800 may include the manufacture of components and sub-assemblies of device 110, the system integration of device 110 with the aircraft, or both. Method 800 includes the certification and delivery of the aircraft at block 810, and the commissioning of the aircraft at block 812. Certification and delivery may include the certification of device 110 to commission the aircraft. When used by a customer, routine maintenance and servicing (which may also include modification, reconfiguration, refurbishment, etc.) may be scheduled for the aircraft. Method 800 includes performing maintenance and servicing on the aircraft at block 814, which may include performing maintenance and servicing on device 110. For example, maintenance and servicing may include replacing one or more computer components included in device 110.

[0104] Each process of Method 800 may be performed or conducted by a systems integrator, a third party, and / or an operator (e.g., a customer). For the purposes of this specification, a systems integrator may include, but is not limited to, any number of aircraft manufacturers and main system subcontractors; a third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers; and an operator may be an airline, leasing company, military entity, service organization, etc.

[0105] Various aspects of this disclosure may be found in, for example Figure 9 The example of aircraft 900 is described in the context of [the example shown]. Figure 9 In the example, aircraft 900 includes a fuselage 918 and an interior 922 having multiple systems 920, and examples of the multiple systems 920 include one or more of a propulsion system 924, an electrical system 926, an environmental system 928, a hydraulic system 930, and apparatus 110. Any number of other systems may be included. Figure 9 In the example, aircraft 900 includes, as in Figures 1 to 7 The device 110 is one or more aspects of the present disclosure as described herein. Parts of the device 110 are included in the fuselage 918 and the interior 922.

[0106] Figure 10 According to the block diagram of the computing environment 1000 disclosed herein, the computing environment 1000 includes a computing device 1010 configured to support aspects of computer-implemented methods and computer-executable program instructions (or code). For example, the computing device 1010 or a portion thereof is configured to execute instructions to initiate, execute, or control (see [link to relevant documentation]). Figures 1-7 One or more operations described.

[0107] The computing device 1010 includes one or more processors 1020. The processors 1020 are configured to communicate with system memory 1030, one or more storage devices 1040, one or more input / output interfaces 1050, one or more communication interfaces 1060, or any combination thereof. System memory 1030 includes volatile memory devices (e.g., random access memory (RAM) devices), non-volatile memory devices (e.g., read-only memory (ROM) devices, programmable read-only memory, and flash memory) or both. System memory 1030 stores an operating system 1032, which may include a basic input / output system for booting the computing device 1010 and a complete operating system enabling the computing device 1010 to interact with users, other programs, and other devices. System memory 1030 stores system (program) data 1036.

[0108] System memory 1030 includes one or more applications 1034 (e.g., instruction sets) executable by processor 1020. For example, one or more applications 1034 include instructions executable by processor 1020 to initiate, control, or execute references. Figures 1-7 The relative humidity calculator 118, absolute humidity calculator 122, thrust reduction calculator 126, fuel flow rate calculator 130, takeoff weight calculator 134, or a combination thereof, describes one or more operations.

[0109] In a specific embodiment, system memory 1030 includes a non-transitory computer-readable medium storing instructions that, when executed by processor 1020, cause processor 1020 to initiate, perform, or control operations to help adjust aircraft performance calculations and fuel consumption predictions based on humidity data.

[0110] The operation includes: obtaining first humidity data for a first humidity value at the originating airport indicating the flight; obtaining second humidity data for a second humidity value at the destination airport; determining a first fuel flow rate adjustment for a first flight phase from a first altitude at the originating airport to a threshold altitude based on the first humidity data; determining a second fuel flow rate adjustment for a second flight phase from the threshold altitude to a second altitude at the destination airport based on the second humidity data; and estimating the total fuel flow rate of the flight based on the first fuel flow rate adjustment and the second fuel flow rate adjustment.

[0111] One or more storage devices 1040 include non-volatile storage devices, such as disks, optical disks, or flash memory devices. In a specific example, storage device 1040 includes both removable and non-removable memory devices. Storage device 1040 is configured to store an operating system, images of the operating system, applications (e.g., one or more of applications 1034), and program data (e.g., program data 1036). In a specific aspect, system memory 1030, storage device 1040, or both contain tangible computer-readable media. In a particular aspect, one or more of storage devices 1040 are external to computing device 1010.

[0112] One or more input / output interfaces 1050 enable computing device 1010 to communicate with one or more input / output devices 1070 (e.g., CDU 114) to facilitate user interaction. For example, one or more input / output interfaces 1050 may include a display interface, an input interface, or both. For example, input / output interface 1050 is adapted to receive input from a user, input from another computing device, or a combination thereof. In some implementations, input / output interface 1050 conforms to one or more standard interface protocols, including serial interfaces (e.g., Universal Serial Bus (USB) interfaces or Institute of Electrical and Electronics Engineers (IEEE) interface standards), parallel interfaces, display adapters, audio adapters, or custom interfaces (“IEEE” is a registered trademark of the Institute of Electrical and Electronics Engineers, Piscataway, New Jersey). In some implementations, input / output device 1070 includes one or more user interface devices and displays, including combinations of buttons, keyboards, pointing devices, displays, speakers, microphones, touchscreens, and other devices.

[0113] The processor 1020 is configured to communicate with the device or controller 1080 via one or more communication interfaces 1060. For example, the one or more communication interfaces 1060 may include a network interface.

[0114] In some implementations, a non-transitory computer-readable medium stores instructions that, when executed by one or more processors, cause one or more processors to initiate, perform, or control operations to perform some or all of the functionalities described above. For example, the instructions are executable to implement Figures 1-7 One or more of the operations or methods. In some implementations, it can be implemented by one or more processors that execute instructions (e.g., one or more central processing units (CPUs), one or more graphics processing units (GPUs), one or more digital signal processors (DSPs)), by dedicated hardware circuitry, or any combination thereof. Figures 1-7 Some or all of one or more operations or methods.

[0115] Specific aspects of this disclosure are described in the following set of relevant examples: According to Example 1, a method includes: obtaining first humidity data indicating a first humidity value at a departure airport; obtaining second humidity data indicating a second humidity value at an arrival airport; determining a first fuel flow rate adjustment for a first flight phase from a first altitude at the departure airport to a threshold altitude based on the first humidity data; determining a second fuel flow rate adjustment for a second flight phase from the threshold altitude to a second altitude at the arrival airport based on the second humidity data; and estimating the total fuel flow rate of the flight based on the first fuel flow rate adjustment and the second fuel flow rate adjustment.

[0116] Example 2 includes the method according to Example 1, and further includes determining the fuel flow rate during the cruise phase of flight, wherein the total fuel flow rate of flight is also based on the fuel flow rate during the cruise phase of flight.

[0117] Example 3 includes the method according to Example 1 or Example 2, wherein obtaining first humidity data, obtaining second humidity data, or both includes receiving input via a control display unit (CDU).

[0118] Example 4 includes a method according to any one of Examples 1 to 3, wherein obtaining first humidity data, obtaining second humidity data, or both includes: receiving weather data transmitted uplink from a weather service or a ground station.

[0119] Example 5 includes a method according to any one of Examples 1 to 4, wherein the first humidity data, the second humidity data, or both include dew point temperature and outside air temperature.

[0120] Example 6 includes a method according to any one of Examples 1 to 5, wherein determining the first fuel flow rate adjustment includes determining a first relative humidity based on first humidity data; determining a first absolute humidity based on the first relative humidity; and determining a first thrust reduction value based on the first absolute humidity, wherein the first fuel flow rate adjustment is determined at least based on the first thrust reduction value.

[0121] Example 7 includes the method according to Example 6, and further includes displaying the determined first thrust reduction value to the pilot via a CDU; and adjusting one or more takeoff parameters of the aircraft based on the determined first thrust reduction value.

[0122] Example 8 includes a method according to any one of Examples 1 to 7, further comprising: displaying fuel flow information to the pilot via a CDU based on the estimated total fuel flow; and receiving pilot input via a CDU confirming the displayed fuel flow information.

[0123] Example 9 includes the method according to any one of Examples 1 to 8, and further includes determining a takeoff weight penalty for the aircraft based at least on first humidity data, wherein the takeoff weight penalty represents the amount of reduction in the permissible takeoff weight of the aircraft.

[0124] According to Example 10, an aircraft includes: one or more engines; and a flight management system (FMS) configured to: acquire first humidity data indicating a first humidity value at an originating airport; acquire second humidity data indicating a second humidity value at an arrival airport; determine, based on the first humidity data, a first fuel flow rate adjustment for the one or more engines for a first flight phase from a first altitude at the originating airport to a threshold altitude; determine, based on the second humidity data, a second fuel flow rate adjustment for the one or more engines for a second flight phase from the threshold altitude to a second altitude at the arrival airport; and estimate the total fuel flow rate for the one or more engines used for flight based on the first fuel flow rate adjustment and the second fuel flow rate adjustment.

[0125] Example 11 includes an aircraft according to Example 10, further including a control data unit (CDU) coupled to the FMS, wherein the CDU is configured to display an estimated total fuel flow of the one or more engines.

[0126] Example 12 includes an aircraft according to Example 10 or Example 11, wherein the FMS is further configured to determine the fuel flow rate during the cruise phase of flight, and wherein the total fuel flow rate of flight is also based on the fuel flow rate during the cruise phase of flight.

[0127] Example 13 includes an aircraft according to any one of Examples 10 to 12, wherein the FMS is configured to receive first humidity data, second humidity data, or both as input received via the CDU.

[0128] Example 14 includes an aircraft according to any one of Examples 10 to 13, wherein the FMS is configured to receive the first humidity data, the second humidity data, or both via weather data uplinked from a weather service or a ground station.

[0129] Example 15 includes an aircraft according to any one of Examples 10 to 14, wherein the FMS is further configured to determine a takeoff weight penalty for the aircraft based at least on the first humidity data, wherein the takeoff weight penalty represents a reduction in the permissible takeoff weight of the aircraft; and to cause the CDU to display the determined takeoff weight penalty.

[0130] Example 16 includes an aircraft according to any one of Examples 10 to 15, wherein the threshold altitude is approximately 20,000 feet.

[0131] According to Example 17, a Line Replaceable Unit (LRU) includes one or more processors configured to: acquire first humidity data indicating a first humidity value at a departure airport; acquire second humidity data indicating a second humidity value at an arrival airport; determine a first fuel flow rate adjustment for a first flight phase from a first altitude at the departure airport to a threshold altitude based on the first humidity data; determine a second fuel flow rate adjustment for a second flight phase from the threshold altitude to a second altitude at the arrival airport based on the second humidity data; and estimate the total fuel flow rate of the flight based on the first and second fuel flow rate adjustments.

[0132] Example 18 includes an LRU according to Example 17, wherein one or more processors are further configured to determine a takeoff weight penalty for the aircraft based at least on first humidity data, and wherein the takeoff weight penalty represents a reduction in the permissible takeoff weight of the aircraft.

[0133] Example 19 includes an LRU according to Example 17 or Example 18, wherein one or more processors are further configured to determine the fuel flow rate during the cruise phase of flight, and wherein the total fuel flow rate of flight is also based on the fuel flow rate during the cruise phase of flight.

[0134] Example 20 includes an LRU according to any one of Examples 17 to 19, wherein one or more processors are further configured to receive first humidity data, second humidity data, or both via weather data uplinked from a weather service or ground station.

[0135] The illustrations of the examples described herein are intended to provide a general understanding of the structure of different implementations. These illustrations are not intended to serve as a complete description of all elements and features of devices and systems utilizing the structures or methods described herein. Many other embodiments will be apparent to those skilled in the art upon review of this invention. Other implementations may be utilized and derived from this disclosure, allowing structural and logical substitutions and changes to be made without departing from the scope of this disclosure. For example, method operations may be performed in a different order than those shown in the figures, or one or more method operations may be omitted. Therefore, this disclosure and the accompanying drawings are to be considered illustrative rather than restrictive.

[0136] Furthermore, while specific examples have been shown and described herein, it should be understood that any subsequent arrangements designed to achieve the same or similar results may replace the specific implementations shown. This disclosure is intended to cover any and all subsequent adaptations or variations of different implementations. After reviewing this description, combinations of the above implementations, as well as other implementations not specifically described herein, will be apparent to those skilled in the art.

[0137] The abstract of this disclosure is provided for clarity and should not be construed as limiting the scope or meaning of the claims. Furthermore, in the foregoing detailed embodiments, different features may be combined together or described in a single implementation for the purpose of simplifying this disclosure. The foregoing examples are illustrative but not limiting of this disclosure. It should also be understood that many modifications and variations are possible based on the principles of this disclosure. As reflected in the following claims, the claimed subject matter may involve fewer features than all features of any of the disclosed examples. Therefore, the scope of this disclosure is defined by the appended claims and their equivalents.

Claims

1. A method for estimating total fuel flow during flight, comprising: Obtain the first humidity data at the origin airport of the designated flight; Obtain second humidity data indicating the second humidity value at the airport arrival point; Based on the first humidity data, a first fuel flow rate adjustment is determined for the first flight phase from the first altitude of the originating airport to the threshold altitude. Based on the second humidity data, a second fuel flow rate adjustment is determined for the second flight phase from the threshold altitude to the second altitude of arrival at the airport; and The total fuel flow rate of the flight is estimated based on the first fuel flow rate adjustment and the second fuel flow rate adjustment.

2. The method according to claim 1, further comprising: Determine the fuel flow rate during the cruise phase of the flight, wherein the total fuel flow rate of the flight is also based on the fuel flow rate during the cruise phase of the flight.

3. The method according to claim 1, wherein, Obtaining first humidity data, obtaining second humidity data, or both, includes receiving input via a control display unit.

4. The method according to claim 1, wherein, Obtaining first humidity data, obtaining second humidity data, or both, includes receiving weather data transmitted uplink from a weather service or ground station.

5. The method according to claim 1, wherein, The first humidity data, the second humidity data, or both include dew point temperature and outside air temperature.

6. The method according to claim 1, wherein, Determining the first fuel flow rate adjustment includes: The first relative humidity is determined based on the first humidity data; Determine the first absolute humidity based on the first relative humidity; and A first thrust reduction value is determined based on the first absolute humidity, wherein the first fuel flow rate adjustment is determined at least based on the first thrust reduction value.

7. The method of claim 6, further comprising: The determined first thrust reduction value is displayed to the pilot via the control display unit; as well as Adjust one or more takeoff parameters of the aircraft based on the determined first thrust reduction value.

8. The method of claim 1, further comprising: The control display unit displays fuel flow information to the pilot based on the estimated total fuel flow. as well as The pilot input confirming the displayed fuel flow information is received via the control display unit.

9. The method of claim 1, further comprising: The takeoff weight penalty of the aircraft is determined at least based on the first humidity data, wherein the takeoff weight penalty represents the amount of reduction in the permissible takeoff weight of the aircraft.

10. An aircraft comprising: One or more engines; as well as The flight management system is configured to: Obtain the first humidity data at the origin airport of the designated flight; Obtain second humidity data indicating the second humidity value at the airport arrival point; Based on the first humidity data, a first fuel flow rate adjustment for the one or more engines is determined for a first flight phase from a first altitude at the originating airport to a threshold altitude. Based on the second humidity data, a second fuel flow rate adjustment for the one or more engines is determined for the second flight phase from the threshold altitude to the second altitude of arrival at the airport; as well as The total fuel flow rate for the one or more engines used in the flight is estimated based on the first fuel flow rate adjustment and the second fuel flow rate adjustment.

11. The aircraft according to claim 10, further comprising: A control display unit connected to the flight management system, wherein the control display unit is configured to display the estimated total fuel flow of the one or more engines.

12. The aircraft according to claim 10, wherein, The flight management system is further configured to determine the fuel flow rate during the cruise phase of the flight, and wherein the total fuel flow rate of the flight is also based on the fuel flow rate during the cruise phase of the flight.

13. The aircraft according to claim 10, wherein, The flight management system is configured to receive first humidity data, second humidity data, or both via input received from the control display unit.

14. The aircraft according to claim 10, wherein, The flight management system is configured to receive the first humidity data, the second humidity data, or both, via weather data transmitted uplink from a weather service or ground station.

15. The aircraft according to claim 10, wherein, The flight management system is further configured as follows: The takeoff weight penalty of the aircraft is determined at least based on the first humidity data, wherein the takeoff weight penalty represents the amount of reduction in the permissible takeoff weight of the aircraft; and The control display unit displays the determined takeoff weight penalty value.

16. The aircraft according to claim 10, wherein, The threshold height is 20,000 feet.

17. A line-swappable unit, comprising: One or more processors are configured as follows: Obtain the first humidity data at the origin airport of the designated flight; Obtain second humidity data indicating the second humidity value at the airport arrival point; Based on the first humidity data, a first fuel flow rate adjustment is determined for the first flight phase from the first altitude of the originating airport to the threshold altitude; Based on the second humidity data, a second fuel flow rate adjustment is determined for the second flight phase from the threshold altitude to the second altitude of arrival at the airport; and The total fuel flow rate of the flight is estimated based on the first fuel flow rate adjustment and the second fuel flow rate adjustment.

18. The line-swappable unit according to claim 17, wherein, The one or more processors are further configured to determine a takeoff weight penalty for the aircraft based at least on the first humidity data, wherein the takeoff weight penalty indicates the amount of reduction in the permissible takeoff weight of the aircraft.

19. The line-swappable unit according to claim 17, wherein, The one or more processors are further configured to determine the fuel flow rate during the cruise phase of the flight, and wherein the total fuel flow rate of the flight is also based on the fuel flow rate during the cruise phase of the flight.

20. The line-replaceable unit according to claim 17, wherein, The one or more processors are also configured to receive the first humidity data, the second humidity data, or both, via weather data transmitted uplink from a weather service or ground station.

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