Methods, systems, and computer-readable media for calibrating aircraft performance parameters during Phantom fuel procedures.

Abstract

A system, method, and computer-readable medium for calibrating aircraft performance parameters during a phantom fuel procedure, comprising: determining independent fuel weight parameter values ​​based on the output of a fuel level sensor of a fuel quantity subsystem coupled to an aircraft flight control system during aircraft operation; receiving a zero fuel weight parameter; receiving a fuel weight parameter corresponding to the weight of the aircraft's onboard fuel and phantom fuel values; determining a gross weight parameter based on the zero fuel weight; determining an aircraft fuel consumption parameter value based on the output of a fuel flow sensor coupled to an aircraft flight control system; updating the gross weight parameter based on the fuel weight parameter and fuel consumption parameter values ​​during aircraft operation; and determining an aircraft performance parameter based on the gross weight parameter during aircraft operation.

Description

Technical Field

[0001] Data related to related applications This application claims priority to U.S. Provisional Patent Application No. 63 / 507,748, filed on June 13, 2023, the entire disclosure of which is incorporated herein by reference.

[0002] The present invention relates to a method, system, and computer-readable medium for calibrating aircraft performance parameters during a phantom fuel procedure in an aircraft flight control system.

Background Art

[0003] The zero fuel weight (ZFW) of an aircraft is the total weight of the aircraft and all its contents, excluding the total weight of the usable fuel on board (including engine injection fluids and other consumed propulsion fluids). The maximum zero fuel weight (MZFW) is the maximum of the zero fuel weight (ZFW) allowed on a particular aircraft and is determined based on the aircraft's structural and safety requirements. The calculation of ZFW enables the determination of the aircraft's maximum fuel capacity and also enables calculations for load management, flight planning, aerodynamics, fuel consumption, and performance.

[0004] Aircraft flight control systems frequently hard-code the MZFW, so an operator cannot enter a ZFW that exceeds the maximum value into the aircraft's flight management system (FMS) or control display unit (CDU). However, in some situations, it is possible to exceed the MZFW while maintaining the aircraft's operational and safety requirements. For example, an aircraft that is being converted from a passenger aircraft to a cargo aircraft may be able to accommodate a larger ZFW due to a change in the load distribution.

[0005] The problem in these cases is that hardcoded MZFW limits in the aircraft flight control system prevent ZFW inputs exceeding the MZFW. ZFW is a component of the aircraft's total weight, and aircraft operation depends on an accurate assessment of this total weight. Therefore, inaccurate ZFW inputs resulting from hardcoded MZFW limits impair the aircraft's safety and operational performance.

[0006] Therefore, when operating aircraft with weights exceeding MZFW, methods and systems are needed to accurately calibrate the aircraft's operational and safety parameters. [Overview of the project]

[0007] The object of the present invention is to provide a method, system, and computer-readable medium for calibrating the performance parameters of an aircraft operating at a temperature exceeding the MZFW. The disclosed method, system, and computer-readable medium utilize the Phantom Fuel Procedure, which maintains accurate determination of the aircraft's performance parameters and preserves all fuel-related aircraft subsystems, while enabling the use of a ZFW greater than the MZFW.

[0008] This objective is achieved by methods, systems, and computer-readable media for aircraft flight control systems that are in accordance with this specification and consistent with the claims of this application.

[0009] The present invention relates to a method performed by one or more computing devices of an aircraft flight control system for calibrating the performance parameters of an aircraft during a phantom fuel procedure. The method may include the following steps, as described below.

[0010] The method includes determining an independent fuel weight parameter value during aircraft operation, at least in part, based on the output of one or more fuel level sensors of a fuel quantity subsystem communicatively coupled to the aircraft flight control system. The one or more fuel level sensors may be hardware sensors configured to detect the current fuel level of one or more fuel tanks of the aircraft.

[0011] The method includes receiving a zero fuel weight parameter value corresponding to the allowable maximum zero fuel weight via the control interface of the aircraft flight control system.

[0012] The method involves receiving fuel weight parameter values ​​corresponding to the aircraft's onboard fuel weight and the phantom fuel value. The phantom fuel value may be the aircraft's excess weight value, which exceeds the maximum allowable zero fuel weight.

[0013] The method includes determining the total weight parameter value based at least in part on the zero fuel weight parameter value and the fuel weight parameter value.

[0014] The method includes determining an aircraft's fuel consumption parameter value based at least in part on the outputs of one or more fuel flow sensors communicably coupled to an aircraft flight control system, the one or more fuel flow sensors including hardware sensors configured to detect the rate of fuel flow to one or more engines of the aircraft.

[0015] The method includes updating the total weight parameter value during aircraft operation, at least in part, based on the fuel weight parameter value and the fuel consumption parameter value.

[0016] The method involves determining one or more performance parameter values ​​of an aircraft during its operation, at least in part, based on a gross weight parameter value, wherein the one or more performance parameter values ​​correspond to one or more operational requirements of the aircraft.

[0017] The method may further include transmitting one or more commands to one or more aircraft subsystems based at least in part on one or more performance parameter values, and the one or more aircraft subsystems are configured to coordinate the operation of the aircraft based at least in part on one or more commands.

[0018] The method may further include transmitting performance parameter values ​​to at least one of the display interfaces of the aircraft flight control system.

[0019] One or more performance parameters may include one or more of the following: V-speed (e.g., approach speed, takeoff speed, and landing speed), maneuverability margin, fuel forecast, holding speed, flap stowage schedule, flap deployment schedule, drift-down speed, maximum altitude, optimal altitude, recommended altitude, flap maneuverability speed, upper maneuverability margin, lower maneuverability margin, vertical navigation (VNAV) parameters, climb rate, and / or position report.

[0020] The method may further include transmitting independent fuel weight parameter values ​​to at least one of the display interfaces of the aircraft flight control system.

[0021] The method may further include updating the fuel weight parameter value at least in part based on the fuel consumption parameter value during aircraft operation, updating the minimum fuel weight parameter value at least in part based on the Phantom fuel value, and transmitting a fuel shortage warning to at least one of one or more display interfaces of the aircraft flight control system at least in part based on the determination that the fuel weight parameter value is less than the minimum fuel weight parameter value.

[0022] The method may further include detecting phantom fuel deactivation conditions and setting a fuel weight parameter to be equal to an independent fuel weight parameter, at least in part based on detecting phantom fuel deactivation conditions. The step of detecting phantom fuel deactivation conditions may include one or more of detecting a deactivation fuel flow signal from at least one of one or more fuel flow sensors and / or detecting the start of a fuel dumping procedure. When detecting phantom fuel deactivation conditions, at least one of one or more performance parameters determined by the aircraft flight control system is adjusted to take excess weight into account.

[0023] The method may further include transmitting a fuel-related alarm to at least one of one or more display interfaces of the aircraft flight control system, and transmitting one or more fuel-related parameters to at least one of one or more display interfaces of the aircraft flight control system. The one or more fuel-related parameters can be configured to allow the aircraft operator to determine whether a fuel leak is the cause of the fuel-related alarm. The fuel-related alarm may be a fuel mismatch alarm, a fuel shortage alarm, a fuel imbalance alarm, and / or a low fuel alarm.

[0024] The present invention further relates to an aircraft flight control system (hereinafter referred to as the "system," "flight control system," and / or "FMS") for calibrating the performance parameters of an aircraft during a Phantom fuel procedure. The aircraft flight control system may include one or more processors and one or more memories operably coupled to at least one of the one or more processors, storing commands therein, which, when executed by at least one of the one or more processors, cause at least one of the one or more processors to perform one or more of the steps of the method described above.

[0025] The present invention also relates to at least one non - transitory computer - readable medium storing computer - readable instructions that cause an aircraft flight control system to perform one or more of the steps of the above - described method when executed by the aircraft flight control system.

Brief Description of the Drawings

[0026] [Figure 1] FIG. 1 shows various aircraft components and aircraft subsystems including an aircraft flight control system according to an exemplary embodiment. [Figure 2] FIG. 2 shows a flowchart for calibrating aircraft performance parameters during a phantom fuel procedure. [Figure 3] FIG. 3 shows a control / display interface for displaying an initial fuel weight measurement according to an exemplary embodiment. [Figure 4] FIG. 4 shows a control / display interface for entering ZFW according to an exemplary embodiment. [Figure 5A] FIG. 5A shows a control / display interface for entering fuel weight parameter values including phantom fuel values according to an exemplary embodiment. [Figure 5B] FIG. 5B shows a control / display interface for entering fuel weight parameter values including phantom fuel values according to an exemplary embodiment. [Figure 6] FIG. 6 shows a control / display interface for displaying determined gross weight parameter values according to an exemplary embodiment. [Figure 7A] FIG. 7A illustrates the operation of the steps described in FIG. 2 with respect to the aircraft components and aircraft subsystems shown in FIG. 1 according to an exemplary embodiment. [Figure 7B] FIG. 7B illustrates the operation of the steps described in FIG. 2 with respect to the aircraft components and aircraft subsystems shown in FIG. 1 according to an exemplary embodiment. [Figure 7C] FIG. 7C illustrates the operation of the steps described in FIG. 2 with respect to the aircraft components and aircraft subsystems shown in FIG. 1 according to an exemplary embodiment. [Figure 7D]Figure 7D illustrates the operation of the steps described in Figure 2 with respect to the aircraft components and aircraft subsystems shown in Figure 1 according to an exemplary embodiment. [Figure 7E] Figure 7E illustrates the operation of the steps described in Figure 2 with respect to the aircraft components and aircraft subsystems shown in Figure 1 according to an exemplary embodiment. [Figure 7F] Figure 7F illustrates the operation of the steps described in Figure 2 with respect to the aircraft components and aircraft subsystems shown in Figure 1 according to an exemplary embodiment. [Figure 7G] Figure 7G illustrates the operation of the steps described in Figure 2 with respect to the aircraft components and aircraft subsystems shown in Figure 1 according to an exemplary embodiment. [Figure 8] Figure 8 shows a flowchart for utilizing the determined performance parameter values ​​according to an exemplary embodiment. [Figure 9] Figure 9 shows an example of transmitting performance parameters in the system of Figure 1 according to an exemplary embodiment. [Figure 10] Figure 10 shows an example of transmitting commands to one or more aircraft subsystems based on performance parameter values ​​in the system of Figure 1 according to an exemplary embodiment. [Figure 11] Figure 11 shows an example of transmitting independent fuel weight parameter values ​​to at least one of the display interfaces of one or more display interfaces of the aircraft flight control system in the system of Figure 1 according to an exemplary embodiment. [Figure 12] Figure 12 shows a flowchart for configuring an aircraft flight control system and a fuel-related warning subsystem to take into account the phantom fuel procedure, according to an exemplary embodiment. [Figure 13] Figure 13 shows a flowchart for deactivating the phantom fuel procedure according to an exemplary embodiment. [Figure 14A] Figure 14A shows a table used to adjust performance parameters in the event of loss of phantom fuel value and deactivation of the phantom fuel procedure according to an exemplary embodiment. [Figure 14B]Figure 14B shows a table used to adjust performance parameters in the event of loss of phantom fuel value and deactivation of the phantom fuel procedure according to an exemplary embodiment. [Figure 14C] Figure 14C shows a table used to adjust performance parameters in the event of loss of phantom fuel value and deactivation of the phantom fuel procedure according to an exemplary embodiment. [Figure 14D] Figure 14D shows a table used to adjust performance parameters in the event of loss of phantom fuel value and deactivation of the phantom fuel procedure according to an exemplary embodiment. [Figure 14E] Figure 14E shows a table used to adjust performance parameters in the events of phantom fuel value loss and phantom fuel procedure deactivation according to an exemplary embodiment. [Figure 15] Figure 15 shows a flowchart for evaluating fuel-related alarms when using the phantom fuel procedure according to an exemplary embodiment. [Figure 16A] Figure 16A shows a flowchart for evaluating specific fuel-related alarms when using the phantom fuel procedure according to an exemplary embodiment. [Figure 16B] Figure 16B shows a flowchart for evaluating specific fuel-related alarms when using the phantom fuel procedure according to an exemplary embodiment. [Figure 16C] Figure 16C shows a flowchart for evaluating specific fuel-related alarms when using the phantom fuel procedure according to an exemplary embodiment. [Figure 16D] Figure 16D shows a flowchart for evaluating specific fuel-related alarms when using the phantom fuel procedure according to an exemplary embodiment. [Figure 16E] Figure 16E shows a flowchart for evaluating specific fuel-related alarms when using the phantom fuel procedure according to an exemplary embodiment. [Figure 17] Figure 17 shows an example of a special computing environment 1700, such as an aircraft flight control system, used to perform the method described above and implement the system described above. [Modes for carrying out the invention]

[0027] This specification describes methods, systems, and computer-readable media by example and embodiment, but those skilled in the art will recognize that methods, systems, and computer-readable media for calibrating aircraft performance parameters during Phantom fuel procedures are not limited to the embodiments or drawings described herein. It should be understood that the drawings and descriptions are not intended to be limited to any particular form disclosed. Rather, they are intended to encompass all modifications, equivalents, and substitutes that fall within the spirit and scope of the appended claims. Any headings used herein are for organizational purposes only and are not intended to limit the scope of the descriptions or claims herein. In this specification, the word “can” is used in an allowable sense (i.e., meaning it is possible) and not in an obligatory sense (i.e., meaning it must). Similarly, the words “include,” “including,” and “includes” mean “includes,” but not limited to them.

[0028] As mentioned above, many aircraft flight control systems have hardcoded MZFWs that do not allow the operator to input ZFWs exceeding the maximum value. This is a problem in scenarios where the aircraft is capable of handling ZFWs larger than the MZFW, as the inability to accommodate ZFWs larger than the MZFW limits the efficient use of the aircraft. Furthermore, since ZFWs are a key parameter in determining the aircraft's total weight and are used to determine the aircraft's performance parameters, inaccurate ZFWs have downstream implications for the safe and efficient operation of the aircraft.

[0029] The applicant has found a phantom fueling procedure, as well as a method, system, and computer-readable medium for calibrating aircraft performance parameters during a phantom fueling procedure that allows the use of MZFW greater than ZFW.

[0030] The disclosed systems and methods ensure that the total weight used by the aircraft flight control system for determining performance parameters remains accurate even when the ZFW exceeds the MZFW limits hardcoded into the aircraft flight control system.

[0031] The disclosed system and method utilize a phantom fuel procedure that stores the excess weight of an aircraft beyond the MZFW as fuel weight. This excess weight is referred to as "phantom fuel weight" because it does not correspond to fuel. This total fuel weight is then used by the aircraft flight control system to correctly determine the aircraft's total weight and to utilize that total weight for calculating performance parameters and for aircraft operation. Simultaneously, multiple independent sets of sensors on the aircraft are used to ensure accurate tracking of the actual amount of fuel on the aircraft and the rate of fuel consumption. In addition, the fuel-related alarm subsystem is updated to ensure that fuel-related alarms are adjusted to take the phantom fuel weight into account. In this way, the system and method enable the use of ZFW beyond the MZFW while accurately tracking fuel-related subsystems without compromising the aircraft's operational requirements.

[0032] Figure 1 shows various aircraft components and aircraft subsystems, including an aircraft flight control system according to an exemplary embodiment. The aircraft may be, for example, a 777-200LR aircraft with a hardcoded MZFW limit that does not allow ZFW inputs exceeding 500,000 pounds. Alternatively, the aircraft may be another aircraft, such as a commercial aircraft or a freight / cargo aircraft.

[0033] The aircraft 100 includes one or more control interfaces and / or display interfaces (101), such as interfaces 101A and 101B. These interfaces may include a control display unit (CDU), a primary flight display unit (PFD), an engine indicator and crew warning system (EICAS), or other interfaces. The interface may include one or more output interfaces, such as a display screen and / or physical, visual, or audible indicators (e.g., numbers, lights, or speakers). The interface may also include one or more input interfaces (e.g., a touchscreen, keyboard, mouse or other pointing device, or physical buttons, switches, or knobs). Although this application refers to control interfaces and display interfaces, it is understood that a display interface may also be a control interface, and a control interface may also be a display interface. Furthermore, interface 101 may include one or more dedicated display interfaces and one or more combined control / display interfaces.

[0034] The aircraft 100 further includes a fuel quantity subsystem 103 configured to independently determine the amount of fuel on board the aircraft. The fuel quantity subsystem may be, for example, a fuel quantity indicator system (FQIS). The fuel quantity subsystem may include one or more fuel tanks (e.g., tanks 103C and 103D), one or more fuel level sensors (e.g., fuel level sensors 103A and 103B), and one or more processors (e.g., processors 103E and 103F). The fuel level sensors 103A and 103B are configured to measure the level of fuel remaining in fuel tanks 103C and 103D and to provide outputs in the form of measurements and / or levels to processors 103E and 103F. The processors can then interpret and / or analyze the inputs from the sensors to determine the amount of remaining fuel in each fuel tank and the total amount of remaining fuel on board the aircraft. The fuel quantity subsystem 103 can then transmit the amount of remaining fuel to the aircraft flight control system 102. Optionally, the processor may be omitted from the fuel quantity subsystem, and the output of the fuel level sensors may be transmitted directly to the aircraft flight control system 102. In either case, multiple fuel level sensors are configured to be communicatively coupled to the aircraft flight control system 102 and to provide outputs used to determine the weight of the remaining fuel.

[0035] The fuel level sensors 103A and 103B are hardware sensors and may include any combination of electrical components, mechanical components, and / or software components. The fuel level sensors may be, for example, ultrasonic sensors that detect the fuel level in each tank based on ultrasonic waves reflected from the fuel. The fuel level sensors may also be LiDAR sensors that, for example, measure reflected light from the fuel to image the fuel level in the fuel tank and determine the amount of fuel remaining. Furthermore, the fuel level sensors may be fuel float sensors that measure the fuel level using a potentiometer connected to a float.

[0036] The aircraft 100 further includes a fuel flow subsystem 104 (which may include one or more fuel flow sensors, such as fuel flow sensors 104A and 104B) and an engine subsystem 105 (which may include one or more engines, such as engines 105A and 105B). Each of the fuel flow sensors can detect the fuel flowing from a fuel tank, such as tanks 103C and 103D, to each engine and burned by each engine during the operation of the aircraft. The outputs of fuel flow sensors 104A and 104B are provided to the aircraft flight control system 102. These outputs can be used by the aircraft flight control system 102 to determine the fuel flow rate to each engine and / or the total fuel consumption. Alternatively, the fuel flow sensors may include on-board software or hardware configured to determine the rate of fuel flow, and this output can be communicated to the aircraft flight control system 102.

[0037] Fuel flow sensors (for example, fuel flow sensors 104A and 104B) are hardware sensors and may include any combination of electrical, mechanical, and / or software components that determine the rate of fuel flow from the fuel tank to the aircraft engine. Fuel flow sensors may be, for example, mass flow meters, velocity flow meters, differential pressure flow meters, positive displacement flow meters, and / or electromagnetic flow meters.

[0038] The engine subsystem 105 of aircraft 100 includes one or more engines (for example, engine 105A and engine 105B). Aircraft engines are part of the aircraft's propulsion system and may be, for example, piston engines, gas turbine engines, and / or jet engines.

[0039] The aircraft 100 includes an aircraft flight control system 102 that performs various functions, as will be described in more detail below. The aircraft flight control system may include one or more data stores (for example, data store 102A). The data stores can be any kind of storage medium, such as a server, a hard drive, memory, or other computer-readable medium that stores parameters and other information necessary to operate the aircraft. The aircraft flight control system 102 also includes one or more flight computers (for example, flight computer 102B) that can perform calculations or determine parameters, trajectories, or other values ​​necessary to operate the aircraft.

[0040] The aircraft flight control system 102 is configured to communicate with the fuel quantity subsystem 103, the fuel flow subsystem 104, and the engine subsystem 105. The aircraft flight control system 102 can also communicate with one or more other aircraft subsystems, such as aircraft subsystems 106 and 107. Aircraft subsystems 106 and 107 are shown only to illustrate that the aircraft flight control system 102 communicates with additional subsystems. It is understood that aircraft subsystems communicating with the aircraft may include additional subsystems and / or alternative subsystems not shown in the figure, such as software subsystems, landing gear subsystems, hydraulic subsystems, electrical subsystems, engine bleed air subsystems, avionics subsystems, cabin control subsystems, additional fuel subsystems, additional propulsion subsystems, de-icing systems, or other aircraft subsystems.

[0041] Furthermore, the aircraft flight control system 102 can communicate information with the control / display interface 101, receive information provided by the operator via the control / display interface 101, and transmit information for display by the control / display interface.

[0042] Figure 2 shows a flowchart for calibrating the aircraft's performance parameters during the Phantom fuel procedure. Each step in the flowchart may be performed by an aircraft flight control system as described above and throughout this specification.

[0043] In step 200, during aircraft operation, an independent fuel weight parameter value is determined at least in part based on the output of one or more fuel level sensors of a fuel quantity subsystem communicatively coupled to the aircraft flight control system. As described with reference to Figure 1, one or more fuel level sensors may be hardware sensors configured to detect the current fuel level in one or more fuel tanks of the aircraft.

[0044] The independent fuel weight parameter, determined based on the output of the fuel level sensor, is independent of the fuel weight input by the operator to the aircraft flight control system, as will be explained in more detail below. Since the fuel quantity subsystem independently measures the level of fuel remaining in each tank, the independent fuel weight parameter always stores an accurate value regarding the fuel remaining in each tank.

[0045] When an aircraft is first started, the independent fuel weight parameter values ​​can be used to set the fuel weight parameters before they are edited or modified by the user as part of the Phantom fuel procedure. Specifically, at engine start-up, the aircraft flight control system can determine the initial fuel weight parameter values ​​based on the output of the fuel level sensor at that initial point in time.

[0046] Independent fuel weight parameter values ​​can be updated throughout the entire duration of flight and aircraft operation. This update is performed based on the current output of the fuel level sensor, which is interpreted by a processor in the fuel volume subsystem and / or can be passed directly to the aircraft flight control system. This update can be performed continuously or periodically and intermittently. For example, the total weight parameter value can be updated every millisecond, every second, every 30 seconds, or at other intervals.

[0047] Figure 3 shows a control / display interface for displaying an initial fuel weight measurement according to an exemplary embodiment. The control / display interface 300 may be one of the control / display interfaces 101 (e.g., a control display unit (CDU)) described with respect to Figure 1. As shown in Figure 3, the control / display interface 300 is initialized with several parameters that are initially blank. However, the fuel weight parameter value 301 is initialized to 164.0 pounds. This initial fuel weight parameter value can be determined based on the output of a fuel level sensor that detects the initial fuel level in the fuel tank and provides that information to the aircraft flight control system.

[0048] Returning to Figure 2, in step 201, the flight control system receives a zero fuel weight parameter value corresponding to the maximum permissible zero fuel weight (i.e., MZFW) via the flight control system's control interface. As previously mentioned, the system will allow the aircraft to operate beyond the MZFW if the system is hardcoded to prevent input of a ZFW exceeding the MZFW. As an initial step, the operator can input the highest possible value of ZFW permissible by the flight control system. For example, if the aircraft's MZFW is 500 kilopounds and the aircraft's actual ZFW is 543 kilopounds, the operator inputs 500 kilopounds into the flight control system's control interface.

[0049] Figure 4 shows a control / display interface for inputting the ZFW according to an exemplary embodiment. The control / display interface 300 is the same interface shown in Figure 3. As shown in Figure 4, the operator inputs a zero fuel weight parameter value 302 of 500.0. Although not shown in the interface, all units are understood to be kilopounds. Therefore, the operator inputs a ZFW of 500,000 pounds, which corresponds to the aircraft's MZFW in this example.

[0050] In step 202, the aircraft receives fuel weight parameter values ​​corresponding to the aircraft's onboard fuel weight and the phantom fuel value via the control interface of the flight control system. The phantom fuel value is the excess weight value corresponding to the amount by which the aircraft's actual ZFW exceeds the MZFW. The operator can combine the fuel weight detected by the fuel quantity subsystem (i.e., the independent fuel weight parameter value) with the phantom fuel value and input their sum as the fuel weight parameter value in this step. For example, if the aircraft's actual ZFW is 543 kilopounds and the MZFW entered in step 201 is 500 kilopounds, the phantom fuel value would be 43 kilopounds. The operator then adds 43 kilopounds to the fuel weight detected by the fuel quantity subsystem and inputs the total into the control interface.

[0051] Figures 5A and 5B show a control / display interface for inputting fuel weight parameter values, including phantom fuel values, according to an exemplary embodiment. The interface 300 shown in Figures 5A and 5B is identical to the interface shown in Figures 3 and 4. As shown in Figure 5A, the fuel weight parameter value 301 displayed in the interface is initially set to 164 kilopounds, corresponding to an independent fuel weight parameter value determined by the fuel quantity subsystem, and the input ZFW is 500 kilopounds. Assuming the actual ZFW of the aircraft is 543 kilopounds, the user adds a phantom value of 43 kilopounds to the initially determined fuel weight parameter value of 164 kilopounds, resulting in 207 kilopounds. Figure 5B shows the operator inputting 207 kilopounds as the fuel weight parameter value 302 in the interface 300. The operator can optionally input this value by selecting the manual override option for fuel weight in the interface. Typically, if the actual ZFW is smaller than the MZFW, the phantom fuel procedure is not required, and the operator can simply accept the initially determined fuel weight parameter value.

[0052] Returning to Figure 2, in step 203, the total weight parameter value is determined, at least in part, based on the zero fuel weight parameter value and the fuel weight parameter value. The total weight parameter value is the sum of the ZFW parameter value entered in step 201 and the fuel weight parameter value entered in step 202. Since the fuel weight parameter value entered in step 202 incorporates any excess weight exceeding the entered ZFW parameter value as the phantom fuel value, the total weight parameter value is an accurate reflection of the correct total weight of the aircraft and fuel. This ensures that all calculations, predictions, and flight parameters determined by the aircraft flight control system are accurate.

[0053] Figure 6 shows a control / display interface displaying the determined total weight parameter value according to an exemplary embodiment. Interface 300 is the same interface as shown in Figures 3-4 and 5A-5B above. As shown in Figure 6, the total weight parameter value 303 of 707 kilopounds is the sum of the fuel weight parameter value (207 kilopounds) and the input ZFW parameter value (500 kilopounds).

[0054] While the correct gross weight is determined in steps 200-203, the aircraft flight control system must continuously track the actual fuel consumption during aircraft operation, correctly determine the amount of fuel actually remaining in the aircraft, and further correctly track the aircraft's current gross weight based on fuel weight parameter values ​​that incorporate the Phantom fuel value. This system achieves this by using a group of sensors independent of the fuel level sensor to track fuel consumption and by determining the fuel consumption parameter value. As will be explained in more detail below, the fuel consumption parameter value determined based on the fuel flow sensor is used to adjust the fuel weight parameter value and ensure the correct current gross weight parameter value. At the same time, the independent fuel weight parameter value determined based on the output of the fuel level sensor continues to provide the operator with an accurate value of the remaining fuel. Furthermore, the independent fuel weight parameter is separated from the fuel parameter value, and only the fuel parameter value is used in the calculation of the performance parameter to ensure the correct determination of the performance parameter.

[0055] Returning to Figure 2, in step 204, the aircraft's fuel consumption parameter value is determined at least in part based on the output of one or more fuel flow sensors communicably coupled to the aircraft flight control system. Here, one or more fuel flow sensors include hardware sensors configured to detect the rate of fuel flow to one or more engines of the aircraft. As described with respect to Figure 1, the fuel flow sensors may include hardware and / or software for determining the current rate of fuel flow to each engine. The multiple fuel flow sensors can then provide this information to the aircraft flight control system 102, which can store and / or aggregate the total amount of fuel used across different engines.

[0056] In step 205, the total weight parameter value is updated during aircraft operation, at least in part, based on the fuel weight parameter value and the fuel consumption parameter value. As mentioned above, the fuel weight parameter value incorporates the phantom fuel weight. Therefore, the fuel weight parameter cannot be set based on the independent fuel weight parameter value determined based on the output from the fuel level sensor, as the independent fuel weight parameter value corresponds to the actual amount of remaining fuel that does not include the phantom fuel value. Furthermore, some aircraft do not allow manual override of the fuel weight parameter value after takeoff, making it impossible to adjust the fuel weight parameter value based on changes in the independent fuel weight parameter value. The updated fuel weight parameter value can be determined by subtracting the fuel consumption parameter value across one or more engines from the current fuel weight parameter value. This updated fuel weight parameter value can then be combined with the ZFW parameter value to determine the updated total weight parameter value. The total weight parameter value can be updated continuously or periodically intermittently. For example, the total weight parameter value can be updated every millisecond, every second, every 30 seconds, or at any other interval.

[0057] In step 206, during the operation of the aircraft, one or more performance parameter values ​​of the aircraft are determined, at least in part, based on the gross weight parameter value. One or more performance parameter values ​​correspond to one or more operational requirements of the aircraft. The gross weight of the aircraft is important in determining the aircraft's performance parameters, and as described above, the system ensures accuracy by incorporating the Phantom fuel value into the gross weight. Performance parameter values ​​can also be determined based on other parameters or inputs, such as atmospheric variables, altitude, aircraft position, or other values.

[0058] Performance parameters may include, for example, V-speed, maneuver margin, fuel forecast, approach speed, holding speed, flap stowage schedule, flap deployment schedule, drift-down speed, maximum altitude, optimal altitude, recommended altitude, takeoff speed, landing speed, flap maneuver speed, upper maneuver margin, lower maneuver margin, vertical navigation (VNAV) parameters, climb rate, and / or aircraft position. All of these performance parameters are affected by the aircraft's current gross weight.

[0059] Figures 7A to 7G illustrate the operation of the steps described in Figure 2 with respect to the aircraft components and aircraft subsystems shown in Figure 1 according to an exemplary embodiment. In some of the figures 7A to 7E, not all components shown in Figure 1 are shown, but this omission is for clarity of illustration only, and it is understood that the components shown in Figure 1 are still present in Figures 7A to 7E.

[0060] As shown in Figure 7A, during the initial startup of the aircraft engine, the fuel quantity subsystem 103 determines the independent fuel weight parameter value (IFW) 108, as previously described with respect to step 200 in Figure 2. The IFW parameter value 108 is then transmitted to the aircraft flight control system 102. The IFW parameter value 108 is stored in the aircraft flight control system's data store 102A and is initially used to set the FW parameter value (fuel weight) 109. The FW parameter value 109 is then transmitted to the control / display interface and displayed as the initial fuel weight, as shown in Figure 3. Although not shown in subsequent figures, it is understood that during aircraft operation, the fuel quantity subsystem 103 continuously or periodically updates the IFW parameter value 108.

[0061] Referring to Figure 7B, the operator inputs the ZFW parameter value 110 into the control / display interface 101, as described with reference to step 201 in Figure 2. The ZFW parameter value 110 is then transmitted to the aircraft flight control system 102 and stored in the data store 102A.

[0062] Figure 7C corresponds to step 202 in Figure 2. As shown in Figure 7C, the operator selects the option to manually override the initially determined fuel weight parameter value and manually enters a fuel weight parameter value (FW) 111 that includes the phantom fuel weight that incorporates the excess ZFW weight. The manual FW parameter value 111 is then transmitted to the aircraft flight control system 102, where it overrides the previous FW parameter value 109 stored in data store 102A. At the stage shown in Figure 7C, data store 102 contains the fuel weight parameter value 109 corresponding to the actual fuel weight and phantom fuel value, an independent fuel weight parameter value 108 corresponding to the fuel level detected by the fuel quantity subsystem 103, and a ZFW parameter value provided by the operator and corresponding to the MZFW allowed by the aircraft flight control system.

[0063] Figure 7D corresponds to step 203 in Figure 2. As shown in this figure, the ZFW parameter value 110 and the FW parameter value 109 are selectively used to determine the gross weight (GW) parameter value 112. This system utilizes the FW parameter value 109 instead of the IFW parameter value 108 to ensure that the Phantom fuel value is included in the gross weight, which is important for the accurate determination of the performance parameters.

[0064] Figure 7E corresponds to step 204 in Figure 2. The outputs of the fuel flow subsystem 103 and fuel flow sensors 104A and 104B are used to determine the fuel consumption (FC) parameter value 113, which may be stored in the data store 102A of the aircraft flight control system 102. The FC parameter value may include the rate of change, the decrease over time, and / or the total amount of fuel consumed, and may also represent the FC parameter value for each engine and may be summed across engines. Although not shown in subsequent figures, it is understood that during aircraft operation, the FC parameter value 113 is continuously or periodically updated by the fuel flow subsystem 104.

[0065] Figure 7F corresponds to step 205 in Figure 2. As shown in Figure 7F, the FC parameter value 113 is used to update the FW parameter value 109. Subsequently, the FW parameter value 109 and the ZFW parameter value 110 are used to update the GW parameter value 112. Although not shown in subsequent figures, it is understood that during aircraft operation, the FW parameter value 109 and the GW parameter value 112 are updated continuously or periodically based on the output of the fuel flow subsystem 104.

[0066] Figure 7G corresponds to step 206 in Figure 2 and illustrates the process for determining the performance parameter (PP) value 113. The gross weight parameter value 112 is provided to the flight computer 102B, which then calculates the PP value 113. The PP value 113 can be stored in the data store 102A of the aircraft flight control system 102. Although not shown in the figure, it is understood that during aircraft operation, the PP value 113 is continuously or periodically updated based on the current GW parameter value 112.

[0067] Figure 8 shows a flowchart according to an exemplary embodiment for utilizing the determined performance parameter values. The steps shown in Figure 8 may be performed by an aircraft flight control system.

[0068] In step 801, the performance parameter values ​​are transmitted to at least one of the one or more display interfaces of the aircraft flight control system. The display interface may be any of the interfaces described above, and the output of the performance parameters may be relied upon by the aircraft operator when piloting the aircraft, planning a route, estimating remaining fuel, or performing other actions.

[0069] Figure 9 shows an example of transmitting performance parameters in the system of Figure 1 according to an exemplary embodiment. As shown in Figure 9, the determined performance parameter (PP) value 113 is transmitted to a control / display interface, where it may be displayed on one or more interfaces. Again, it is understood that the transmission of performance parameter values ​​can be performed continuously and / or periodically during aircraft operation.

[0070] Returning to Figure 8, in step 802, one or more commands are sent to one or more aircraft subsystems based at least in part on one or more performance parameter values. One or more aircraft subsystems may be configured to adjust the aircraft's operations based at least in part on one or more commands. The aircraft flight control system can be configured to automatically adjust the aircraft's operations based on specific performance parameter values. The aircraft flight control system can work in conjunction with one or more subsystems to implement these changes.

[0071] Figure 10 shows an example of sending commands to one or more aircraft subsystems based on performance parameter values ​​in the system of Figure 1 according to an exemplary embodiment. As shown in Figure 10, based on the determined performance parameter (PP) value 113, a command 114 may be sent to any aircraft subsystem. The aircraft subsystem receiving the command may be, for example, the engine subsystem 105, or other aircraft subsystems 106 and 107. Again, it is understood that the transmission of commands based on performance parameter values ​​may be performed continuously and / or periodically during aircraft operation.

[0072] Although Figure 8 shows two separate steps, it is understood that both steps 801 and 802 can be performed for one or more performance parameter values. For example, an aircraft flight control system can transmit specific performance parameter values ​​for display on an interface, and further, it can transmit commands to one or more aircraft subsystems based on these or different performance parameter values.

[0073] As described above and throughout this specification, the fuel parameter values ​​used to determine the total weight parameter values ​​incorporate the Phantom fuel values ​​corresponding to excess ZFW. However, the aircraft operator needs to track the actual amount of fuel remaining in the aircraft and each fuel tank. The actual amount of fuel can be used for route planning, fuel leak detection, or other functions. Therefore, the aircraft flight control system can transmit independent fuel weight parameter values ​​to at least one of the one or more display interfaces of the aircraft flight control system.

[0074] Figure 11 shows an example of the system of Figure 1 in an exemplary embodiment, in which an independent fuel weight parameter value is transmitted to at least one display interface of one or more display interfaces of the aircraft flight control system. As shown in Figure 11, the output of the fuel quantity subsystem 103 (i.e., the outputs of fuel level sensors 103C and 103D) is used to determine the independent fuel weight parameter value (IFW) 108. As previously mentioned, the independent fuel weight parameter value can be updated continuously or periodically. The IFW value 108 is then sent to the aircraft flight control system 102, and / or the aircraft flight control system 102 determines the IFW value 108 based on the output of the fuel quantity subsystem 103. The IFW value 108 is then transmitted from the aircraft flight control system 102 to the control / display interface 101. The control / display interface 101 can display the IFW parameter value on one or more output interfaces, for example, on the Engine Indicator and Crew Warning System (EICAS) or on the screen of the Control Display Unit (CDU). Optionally, within the control / display interface 101, IFW parameter values ​​can be displayed on a screen different from the screen that displays fuel weight parameter values, including phantom fuel values.

[0075] Aircraft flight control systems, as required by federal aviation requirements, include multiple fuel-related warning systems to ensure that the aircraft stores sufficient reserve fuel and that the fuel level is adequate for the selected aircraft route and current state. However, the phantom fuel procedure masks excess ZFW as phantom fuel, which can affect fuel-related warning systems and lead to errors and inaccurate or delayed warnings. Therefore, aircraft flight control systems and fuel-related warning subsystems must be configured to take the phantom fuel procedure into account.

[0076] Figure 12 shows a flowchart for configuring an aircraft flight control system and fuel-related warning subsystem to take into account the Phantom fuel procedure, according to an exemplary embodiment. The steps shown in Figure 12 can be performed by the crew in cooperation with the aircraft flight control system.

[0077] In step 1200, during aircraft operation, the fuel weight parameter value is updated based at least in part on the fuel consumption parameter value. This is part of a routine or periodic update of the fuel weight parameter value based on the output of the fuel flow sensor and fuel flow subsystem.

[0078] In step 1201, the minimum fuel weight parameter value is updated based at least in part on the Phantom fuel value. The minimum fuel weight parameter is the minimum fuel weight required for a particular purpose. For example, the minimum fuel weight parameter may correspond to the minimum amount of reserve fuel required for an aircraft as set by operations management (dispatch).

[0079] Since the fuel weight parameter value has been increased by the Phantom fuel value, the minimum fuel weight parameter value must also be increased by the same amount to ensure that the fuel-related warning system functions correctly. This update can be performed, for example, by adjusting a configuration parameter accessible through one or more control interfaces of the aircraft flight control system.

[0080] In step 1202, a fuel shortage warning is transmitted to at least one of one or more display interfaces of the aircraft flight control system, at least in part, based on the determination that the fuel weight parameter value is less than the minimum fuel weight parameter value. The display interfaces may include the CDU, EICAS, or other interfaces. The aircraft flight control system ensures that fuel-related warnings are displayed correctly when the phantom fuel procedure is used by updating the minimum fuel weight parameter value. As an alternative to the procedure described above, the fuel-related warning subsystem may be reconfigured to subtract the phantom fuel value from the current value of the fuel weight parameter value, instead of adding the phantom fuel value to the minimum fuel weight parameter value. As another alternative, the aircraft flight control system may be reconfigured to use an independent fuel weight parameter value determined based on the output of a fuel level sensor in the fuel-related warning subsystem, rather than a fuel weight parameter value that incorporates the phantom fuel value.

[0081] In certain scenarios, it may be necessary to disable the phantom fuel procedure. Figure 13 shows a flowchart for disabling the phantom fuel procedure according to an exemplary embodiment. The aircraft flight control system can perform each step shown in Figure 13.

[0082] In step 1300, a phantom fuel deactivation condition is detected. A phantom fuel deactivation condition is a state that requires the phantom fuel procedure to be canceled and the fuel weight parameter to be reset to the correct fuel weight.

[0083] The phantom fuel deactivation condition may involve detecting a deactivation fuel flow signal from at least one of one or more fuel flow sensors, as shown in step 1300A. The deactivation fuel flow signal may indicate, for example, a failure in one or more fuel flow sensors that prevents the fuel flow sensors from accurately assessing the amount of fuel flowing into the engine. The deactivation fuel flow signal may also indicate any other defect or condition that makes accurate measurement of fuel flow impossible. The deactivation fuel flow signal may be triggered, for example, by receiving a deactivation fuel flow signal for a predetermined threshold time (e.g., 2 minutes). In this case, the only mechanism capable of determining an accurate measurement of the remaining fuel is the independent fuel weight parameter value determined by the fuel quantity subsystem.

[0084] Additionally, the Phantom Fuel Deactivation Condition may also detect the initiation of a fuel dumping procedure, as shown in step 1300B. Fuel dumping is a procedure used by aircraft in emergency situations and involves the intentional release of fuel from an aircraft in flight. The release of fuel through dumping results in an inaccurate estimate of remaining fuel based on fuel flow sensors (which measure the fuel flowing into the engines). In this situation, the only mechanism that can determine an accurate measurement of remaining fuel is again the independent fuel weight parameter value determined by the fuel quantity subsystem. After dumping is complete, the Phantom Fuel procedure can be re-entered later by resetting the fuel weight parameter value to the independent fuel weight parameter value plus the Phantom Fuel value.

[0085] Of course, these phantom fuel deactivation conditions are given for illustrative purposes only, and it is understood that other conditions, including any other conditions affecting the accurate tracking of residual fuel via fuel flow sensors (including detecting a confirmed fuel leak), may also be used to determine when to deactivate the phantom fuel procedure.

[0086] In step 1301, the fuel weight parameter is set to equal the independent fuel weight parameter, at least in part, based on the detection of the phantom fuel deactivation condition. This step essentially eliminates the phantom fuel procedure by defaulting the fuel weight parameter value back to the fuel detected by the fuel quantity subsystem (i.e., the independent fuel weight parameter value determined by the fuel level sensor).

[0087] In certain scenarios, even if none of the phantom fuel invalidation conditions defined above are detected, the fuel weight parameter can be set to be equal to the independent fuel weight parameter. For example, if there is a difference between the detected fuel (i.e., the independent fuel weight parameter value) and the calculated fuel (fuel weight parameter value) that exceeds a certain threshold (e.g., 3 kilopounds), the operator may be presented with a "fuel mismatch" message and diagnostic information. The purpose of this information is to allow the operator to identify a fuel leak, and the operator may optionally choose to set the fuel weight parameter value to be equal to the independent fuel weight parameter value, in which case the phantom fuel value is lost. In this situation (which only occurs if a fuel leak is confirmed), the phantom fuel procedure can be reapplied later by resetting the fuel weight parameter value to be the independent fuel weight parameter value plus the phantom fuel value.

[0088] However, if the Phantom Fuel procedure is canceled and the Phantom Fuel Value (PFV) is lost, the gross weight parameter value determined by the aircraft flight control system will not accurately reflect the aircraft's actual gross weight. In situations where the Phantom Fuel Value cannot be re-entered, at least one of the one or more performance parameters determined by the aircraft flight control system is adjusted, as shown in step 1302 of Figure 12. This adjustment may be performed by the aircraft operator, or alternatively, one or more automated procedures of the aircraft flight control system may be configured to perform these adjustments.

[0089] Loss of PFV affects many of the performance calculations performed by the aircraft flight control system because it considers the aircraft to be lighter than its actual gross weight. Some of the functions affected are reference V speed, displayed flap maneuver speed, fuel forecast at waypoints, optimal altitude calculation and maximum altitude calculation, displayed maneuver margin, maximum altitude / drift-down altitude at engine failure, drift-down speed at engine failure, holding speed, and holding altitude. Details of each of these parameters are described below with reference to Figures 14A-14E. The procedures described below use the Boeing 777-200LR aircraft as an example and are solely for the purpose of illustrating the adjustment process and procedures. The procedures and data described below assume a worst-case scenario in which the gross weight parameter value is lighter than the actual gross weight, with a difference of 43,000 pounds.

[0090] According to an exemplary embodiment, Figures 14A to 14E show tables used to adjust performance parameters in the events of phantom fuel value loss and phantom fuel procedure release.

[0091] Figures 14A and 14B show tables of adjustments to VREF (i.e., reference landing speed) at various weights. Loss of PFV does not apply to takeoff V speed. As previously mentioned, the three conditions that can cause loss of PFV are fuel leak, faulty fuel flow sensor, and / or fuel dumping. If a faulty fuel flow sensor is detected or a fuel leak occurs while the aircraft is on the ground, the aircraft cannot take off. In events where PFV is lost in flight, the VREF presented by the interface (e.g., CDU) will be lower than the actual VREF speed because the aircraft flight control system considers the aircraft's total weight to be lighter than its actual total weight. Worst-case scenarios were determined for VREF20, VREF25, and VREF30. For all flap settings, the difference between the actual VREF and the VREF without PFV is between 5.7 knots and 6.1 knots below the MLW (maximum landing weight). As the weight increases beyond the Maximum Takeoff Weight (MLW), flap 20 remains within a similar range up to 745,000 pounds, where the difference decreases to 4.9 knots. At the Maximum Takeoff Weight (MTOW), the difference between the two values ​​is 3.9 knots. Flap 25 maintains a similar profile as the weight increases beyond the MLW. The difference is between 5.6 knots and 5 knots between 595,000 pounds and 720,000 pounds, and at MTOW, the difference is 2.9 knots. For flap 30, as the weight increases beyond the MLW, the difference between the correct VREF and the presented VREF ranges from 5.2 knots to 8.3 knots.

[0092] Tables 1401, 1402, and 1403 in Figures 14A and 14B show the effect of various weights on VREF. The following conditions were assumed: forward CG, dry 10,000-foot runway at sea level, pack ON, wing de-icing (WAI) and engine de-icing (EAI) OFF.

[0093] Even if the Phantom loses fuel, the crew can still obtain an accurate VREF using the aircraft's flight control system. The total weight displayed on the interface's approach reference page is calculated by the aircraft's flight control system by adding the fuel weight parameter value to the ZFW parameter value entered on the PERF INIT page. However, the flight crew can manually enter the aircraft's total weight, thereby overriding the calculated weight. The aircraft's flight control system then calculates the VREF based on the manually entered weight. The correct speed is then entered into the aircraft's flight control system. Therefore, in an event where PFV is lost, the operator can obtain an accurate approach speed by entering the aircraft's actual total weight on the interface's approach reference page.

[0094] Figure 14C shows the flap maneuver speeds in a Phantom fuel loss event. The flap maneuver speeds displayed on the interface speed tape depend on the aircraft's flight control system. For all flap settings except 25 and 30, the flap maneuver speed is calculated by adding a value to VREF30 (see Table 1404). The flap maneuver speeds for flaps 25 and 30 are VREF25 and VREF30, respectively. Since the flap maneuver speeds are based on VREF, they are, by definition, based on the aircraft's gross weight.

[0095] Because the flap maneuver speed displayed on the PFD is based on the VREF, loss of PFV induces an error in that flap maneuver speed. During testing, it was determined that the most effective workaround for this error is to manually calculate the maneuver speed based on the correct VREF30 and VREF25. Since the correct VREF30 is displayed on the flight interface, the crew can quickly determine the correct flap maneuver speed by using the table shown in Figure 14C. As described in the previous section, the correct VREF25 is displayed on the approach reference page. In events where flap 25 is selected for landing, VREF30 is not displayed on the interface, and the crew must calculate the flap maneuver speed using the approach reference page on the interface.

[0096] Furthermore, loss of PFV can affect fuel predictions. The aircraft flight control system displays fuel predictions on various pages of its interface. The aircraft flight control system calculates estimated fuel at waypoints using a complex aerodynamic and propulsion model called the Aero / Engine Model Database (AEMDB). The AEMDB considers a wide range of performance parameters, including aerodynamic constants, thrust versus fuel flow rate, altitude corrections to fuel flow rate, and wind speed corrections. During the development of the Phantom fuel procedure, it was determined that loss of PFV could have a significant adverse effect on the accuracy of predicted fuel, especially in ultra-long-range flights conducted at very high weights. Given the large number of variables in the AEMDB, it is difficult to determine the exact cause of the discrepancy.

[0097] Three conditions that lead to a loss of PFV are independent fuel value selection by the flight crew (e.g., in response to a fuel leak), fuel dumping, and a signal of ineffective fuel flow from one of the engines. Fuel is dumped only as a means to rapidly reduce the aircraft's weight to below MLW in order to land in an emergency event. Therefore, in the event of fuel dumping, it can be assumed that the aircraft will soon land and has enough fuel to perform that landing.

[0098] In the event of a center tank fuel leak, the flight crew is instructed to determine whether there is enough fuel in the main tank to complete the flight before switching to the totalizer fuel quantity (for example, by setting the independent fuel weight parameter value to the fuel weight parameter and disengaging the Phantom fuel procedure). Since switching to the totalizer quantity is the action of removing the PFV, the crew can use the fuel forecasting function to assist in that decision. It has already been determined that there is enough fuel to complete or divert the flight before the PFV is removed. In addition, the flight crew can continue to use the fuel quantity and engine fuel flow rate displayed by the fuel quantity subsystem to forecast the remaining fuel. If there is a leak in the main tank, the crew is instructed to land at the nearest appropriate airport. In this scenario, the crew will land as soon as possible, whatever the fuel forecast indicates. Alternatively, the crew can manually update the total weight instead of selecting the totalizer.

[0099] In the event of an abnormal fuel flow signal, fuel forecasting is based on the detected fuel value. As a result, the forecast will be inaccurate. In this scenario, the crew cannot rely on the fuel forecasting function of the aircraft's flight control system. Therefore, the crew must compare their actual fuel amount with the estimate determined during the flight planning stage.

[0100] Loss of PFV also affects the displayed maneuver margins of the aircraft. The maximum and minimum maneuver margins displayed on the interface are determined by the aircraft flight control system as a function of the aircraft's altitude, flap position, and gross weight. Because weight is considered in determining the maneuver margins, loss of Phantom fuel results in an inaccurate lower maneuver margin displayed on the interface. Analysis of the Buffett start characteristics chart in the aircraft's Flight Manual (AFM) shows that in the weight range to which the Phantom fuel procedure applies, the maximum maneuver margin always exceeds the maximum operating Mach number (MMO). If Phantom fuel is lost, the upper maneuver margin calculated by the aircraft flight control system still exceeds the MMO. This was determined by calculating the maneuver margin for a given weight and altitude. To determine the impact of losing Phantom fuel values, the same margin was determined for a weight 40,000 pounds less than the original calculation.

[0101] Depending on the aircraft configuration and altitude, there are several different methods by which the aircraft flight control system determines the lower maneuver margin. When the flaps are between 1 and 20, the lower maneuver margin is the corrected stick shaker speed, which is equal to 1.14 times the calibrated stick shaker speed plus a 5-knot pad. The corrected stick shaker speed is provided by the Warning Electronic System (WES). For flaps 25 and 30, the minimum maneuver speed is the maximum of the VREF and corrected stick shaker speed entered on the approach reference page. When the aircraft is in takeoff mode and the flaps are down, the minimum maneuver speed is equal to 0.9199 times the corrected stick shaker speed to ensure that the minimum maneuver margin does not exceed V2. Since the corrected stick shaker speed is derived from the WES, it is not affected by the total weight of the aircraft flight control system. Therefore, when the flaps are down, the Phantom fuel procedure does not affect the displayed maneuver margin. With flaps up and altitude below 20,200m, the minimum speed is a corrected stick-shaker speed limited to not exceeding the flap-up deployment speed (VREF+80). Similar to the maneuverability margin with flaps down, this is not affected by the Phantom fuel procedure.

[0102] At altitudes above 20,200 feet, the minimum speed is the speed that provides a specified maneuver margin against low-speed initial buffet. This speed can be determined using the cruising maneuverability chart described in the AFM. Analysis of the chart shows that the displayed minimum maneuver speed decreases by only 8–22 knots (see Table 1405 in Figure 14D). The greatest discrepancy occurs when the aircraft is light and near maximum altitude. While there is some variability in the effect on airspeed, the reduction in margin is consistent across all altitudes and weights. The margin to initial buffet is reduced from 1.3 to a range of 1.21–1.23. As weight increases, the margin increases slightly. A margin of 1.3 corresponds to a bank angle of 39.72°, while the reduced margin corresponds to bank angles between 34.26° and 35.61°.

[0103] Maximum and optimal altitudes are also affected by the loss of Phantom fuel value. The aircraft flight control system calculates both optimal and maximum altitudes as reference information. These altitudes are provided for informational purposes only. Regardless of what is displayed, the autopilot will not climb beyond the altitude entered in the Mode Control Panel (MCP). However, both maximum and optimal altitudes are functions of the aircraft's weight. When PFV is lost, the aircraft flight control system perceives the aircraft as lighter than it actually is, and the displayed altitude becomes inaccurate.

[0104] The actual maximum and optimal altitudes, and the difference between them and those presented in events where PFV is lost, were evaluated using the maximum altitude chart described in the Flight Plan and Performance Manual (FPPM). For maximum altitude, the presented altitudes range from 925 to 1300 feet higher, and this difference increases as the aircraft's weight decreases. For optimal altitude, the presented altitudes range from 1235 to 1640 feet higher, and this difference increases as the aircraft's weight decreases. The difference between the two altitudes is shown in detail in Tables 1406 and 1407 in Figure 14E.

[0105] Based on this analysis, the crew should subtract 2,000 feet from the displayed altitude to determine the actual optimal and maximum altitudes. 2,000 feet allows for a quick and simple calculation and provides a safety margin for all conditions. Another possible solution is to refer to the table provided to the crew for the actual maximum and optimal altitudes.

[0106] The recommended hold speed is also affected by the loss of Phantom fuel. The aircraft flight control system calculates and displays the optimal holding speed. This speed is presented to the flight crew as reference information to assist in selecting the holding speed. If not using VNAV (Vertical Navigation), the MCP determines the speed at which the hold is flown. In the case of VNAV, the aircraft flies at the speed entered into the interface's SPD / TGT ALT line.

[0107] The optimal speed is a function of the aircraft's weight and altitude. Loss of PFV as a weight-based parameter introduces errors into the presented speed. By analyzing the holding tables found in the FPPM, it was determined that 10 knots can be added to the presented speed to allow the crew to obtain an accurate holding speed. Furthermore, a simplified version of the table found in the FPPM may be provided to the crew for determining the optimal holding speed.

[0108] In addition to optimal speed, the interface also provides a HOLD AVAIL forecast. This value represents the amount of time the aircraft can remain in hold and reach its destination with the required reserves. If PFV is lost, the fuel forecast provided by the FMS is inaccurate, and the crew cannot rely on this value. As with all fuel forecasts, in the event of PFV loss, the crew must manually determine whether there is sufficient fuel on board.

[0109] The VNAV descent path was also evaluated in scenarios where Phantom fuel values ​​are lost. The aircraft flight control system generates the VNAV descent path by projecting from the lowest altitude constraint to the cruising altitude. Where possible, the aircraft flight control system constructs the descent segment using the idle thrust path. If it is not possible to meet the constraints, the aircraft flight control system constructs a level-off or commands speed using the throttle to meet the constraints. The path from the descent start point to the first constraint is always the idle thrust path. In the evaluation of Phantom fuel loss, there was concern that VNAV descent would not be possible because the idle thrust descent path is calculated using an inaccurate total weight. However, the impact of Phantom fuel loss on VNAV descent was evaluated using a simulator and also on the aircraft. In the simulator, the aircraft was flown with a weight of approximately 610,000 pounds. With the PFV removed, the simulator was able to meet all altitude constraints using VNAV. With the assistance of speed brakes, it was possible to meet the speed constraints.

[0110] The aircraft's engine-out performance was also evaluated in scenarios where the Phantom fuel value is lost. Using the VNAV key on the interface, the crew can select one of the following cruising performance modes: economy, selected speed, long-range cruising, engine-out, cruising climb, and cruising descent. In an engine failure event, the engine-out page normally provides the crew with maximum altitude and drift-down speed / climb speed. However, if PFV is lost, the data on this page becomes inaccurate. In this case, the actual speed during descent can be determined based on the flight training manual, and the crew can be instructed to climb at VREF30+80.

[0111] Furthermore, when the engine-out performance mode is enabled, the VNAV will decelerate to the engine-out speed and climb or descend to the altitude entered by the crew. The engine-out speed can be manually overridden by the crew. The drift-down speed and maximum altitude calculations are affected by the aircraft's gross weight. In events where PFV is lost, the speed and altitude presented by the aircraft flight control system will be slightly inaccurate.

[0112] To determine the corrections, the drift-down / level-off table described in the FCOM (Flight Crew Operations Manual) was evaluated. It was determined that the maximum altitude could be determined by subtracting 2,000 feet from the altitude indicated by the aircraft's flight control system. Subtracting 2,000 feet ensures that the actual drift-down altitude is not exceeded, providing a safety margin. As mentioned above, based on the flight training manual, the rate of climb at engine failure can be VREF30+80. To determine the accurate drift-down speed, 10 knots are added to the indicated speed. Furthermore, the drift-down speed and level-off altitude are provided to the crew in the Performance (Flight) section of the Quick Reference Handbook (QRH). The corrected values ​​can be entered into the aircraft's flight control system to ensure accurate VNAV operation.

[0113] The aircraft's position reporting function was also evaluated in scenarios where the Phantom fuel value is lost. Using the MFD's communication function, the flight crew can transmit position reports to both the operator and ATC (Air Traffic Control). In the development of the Phantom fuel procedure, there was a concern that the fuel value in the position report would be derived from the fuel weight parameter value and therefore inaccurate during Phantom fuel operation. However, since ATC does not use the provided fuel value for any purpose, transmitting the Phantom fuel value has no impact on ATC operations or aircraft operations.

[0114] Using the Phantom Fuel Procedure may result in changes to the fuel-related warning system, causing fuel-related warnings to appear more frequently than usual. Fuel-related warnings may include, for example, fuel mismatch warnings, fuel shortage warnings, fuel imbalance warnings, and / or low fuel warnings. However, in many cases, fuel mismatch warnings can be ignored when using the Phantom Fuel Procedure. This is because fuel-related warnings are triggered by a mismatch exceeding a predetermined threshold between the independent fuel weight parameter value and the fuel weight parameter value, and are not triggered by fuel leaks or other safety conditions.

[0115] Figure 15 shows a flowchart for evaluating fuel-related alarms when using the Phantom fuel procedure according to an exemplary embodiment. In step 1500, a fuel-related alarm is transmitted to at least one of the one or more display interfaces of the aircraft flight control system. As described above, the fuel-related alarm may be one or more of a fuel mismatch alarm, a fuel shortage alarm, a fuel imbalance alarm, and / or a low fuel alarm. In step 1501, one or more fuel-related parameters are transmitted to at least one of the one or more display interfaces of the aircraft flight control system. One or more fuel-related parameters are configured to enable the aircraft operator to determine whether a fuel leak is the cause of the fuel-related alarm. The specific processes used to evaluate messages related to different fuels are described in more detail below and with reference to Figures 16A to 16E.

[0116] Figures 16A–16E show flowcharts for evaluating specific fuel-related alarms when using the Phantom fuel procedure according to an exemplary embodiment. These flowcharts may correspond to checklists, such as electronic checklists coded in the aircraft flight control system, used by aircraft operators to evaluate alarms and assess suspected fuel leaks.

[0117] There are five abnormal checklists (NNCs) that are modified when using the Phantom fuel procedure. These include the fuel imbalance checklist, fuel leak checklist, fuel level checklist, fuel shortage checklist, and fuel mismatch checklist. Because the fuel mismatch advisory message is a known annoyance of the Phantom fuel procedure, the fuel mismatch NNC is updated to instruct the crew to resume normal operations if the PFV is 6,500 or higher. The fuel shortage, fuel level, and fuel imbalance NNCs all prompt the crew to check for possible fuel leaks. One item that might cause the crew to suspect a fuel leak is "On PROGRESS page 2, the totalizer is less than the calculated fuel." Under Phantom fuel operation, this condition is always true, regardless of whether there is a fuel leak or not. Therefore, the modified checklist states, "On PROGRESS page 2, the difference between the totalizer and the calculated fuel exceeds the Phantom fuel value." The fuel leak checklist instructs the crew to select totalizer fuel in the event of a fuel mismatch advisory. Selecting totalizer fuel results in an inaccurate FMC total weight. Therefore, the revised fuel leak checklist instructs the crew to refill Phantom fuel at least every 30 minutes. Once the affected tank is empty, the crew no longer needs to manually refill the fuel.

[0118] Figure 16A shows a flowchart for evaluating fuel mismatch warnings. Figure 16B shows a flowchart for evaluating fuel shortage warnings. Figure 16C shows a flowchart for evaluating low fuel warnings. Figure 16D illustrates a flowchart for evaluating fuel imbalance warnings. Figure 16E shows a flowchart for evaluating suspected fuel leaks.

[0119] Using the Phantom Fuel Procedure is likely to trigger a Fuel Mismatch EICAS advisory. The Fuel Mismatch advisory is displayed when the difference between the fuel amount determined by the Fuel Amount subsystem (i.e., the independent fuel weight parameter value) and the calculated fuel amount (i.e., the fuel weight parameter value) exceeds 6,500 pounds over a 5-minute period. The aircraft flight control system has three methods for determining fuel amount: a calculation method, a manual method, and a detection method. Under normal operating conditions, the aircraft flight control system uses the calculation method. The calculation method takes a snapshot of the total fuel on board at engine start-up, based on the Fuel Amount subsystem. The aircraft flight control system then calculates the fuel amount by subtracting the fuel flow rate from the snapshot. In the manual method, as mentioned above, the snapshot can be overridden by manual fuel input on the PERF INIT page. The detection method uses the fuel amount determined by the Fuel Amount subsystem. Because the Phantom Fuel Procedure artificially inserts a high fuel value, the Fuel Mismatch advisory appears 5 minutes after entering the PFV. As a result, the crew must ignore fuel mismatch advisories and override the relevant ECL (Electronic Checklist) in Phantom fuel operations.

[0120] A nuisance advisory reminds the crew that the Phantom Fueling Procedure is in effect. If the PFV is less than 6,500 pounds, a placard indicating that the aircraft is operational under the Phantom Fueling Procedure will be displayed. While using the Phantom Fueling Procedure, the FQIS remains unaffected, and the fuel level on the EICAS always displays the accurate value.

[0121] One or more of the techniques described above can be implemented, or be involved in, by one or more dedicated computer systems that have loaded computer-readable instructions therein that enable the computer system to perform the techniques described above. Figure 17 shows an example of a special computing environment 1700, such as an aircraft flight control system, used to perform the methods described above and implement the systems described above.

[0122] Referring to Figure 17, the special computing environment 1700 includes at least one processing unit / controller 1702 and memory 1701. The processing unit 1702 executes computer-executable instructions and may be an actual processor or a virtual processor. In a multiprocessing system, multiple processing units execute computer-executable instructions to increase processing capacity. Memory 1701 may be volatile memory (e.g., registers, cache, RAM), non-volatile memory (e.g., ROM, EEPROM, flash memory, etc.), or a combination of both. Memory 1701 can store software implementing the above-described techniques, independent fuel weight determination software 1701A, fuel consumption determination software 1701B, performance parameter determination software 1701C, aircraft subsystem control software 1701D, control interface software 1701E, fuel monitoring software 1701F, aircraft diagnostic software 1701G, and / or additional software 1701H.

[0123] All software stored in memory 1701 can be stored as computer-readable instructions that cause one or more processors 1702 to perform the functions described in Figures 1 to 16E when executed by those processors.

[0124] Processor 1702 executes computer-executable instructions and may be a real or virtual processor. In a multiprocessing system, multiple processors or multicore processors can be used to execute computer-executable instructions in order to increase processing power and / or to run certain software in parallel.

[0125] The special computing environment 1700 further includes a communication interface 1703, such as a network interface, which is used to communicate with devices, applications, or processes on a computer network or computing system; to collect data from devices on a network, such as an aircraft subsystem network, a flight computer network, or an air traffic network; and to implement encryption / decryption operations for network communications within a computer network or for data stored in a database of a computer network. The communication interface transmits information in a modulated data signal, such as computer-executable commands, voice or video information, or other data. A modulated data signal is a signal in which one or more of the characteristics of the signal are set or modified in such a manner that information is encoded within the signal. Examples of communication media include, but are not limited to, wired or wireless technologies implemented using electrical, optical, RF, infrared, acoustic, or other carriers.

[0126] The special computing environment 1700 further includes input and output interfaces 1704 that enable a user (e.g., a system administrator) to provide input to the system to set parameters, edit data stored in memory 1701, or perform other administrative functions.

[0127] Interconnection mechanisms such as buses, controllers, or networks (shown as solid lines in Figure 17) interconnect the components of the special computing environment 1700.

[0128] The input and output interface 1704 can be coupled to input and output devices. For example, a Universal Serial Bus (USB) port may allow connection of a keyboard, mouse, pen, trackball, touchscreen, game controller, audio input device, scanning device, digital camera, remote controller, or another device that provides input to the special computing environment 1700.

[0129] The special computing environment 1700 can also utilize removable or non-removable storage devices (magnetic disks, magnetic tapes or cassettes, CD-ROMs, CD-RWs, DVDs, USB drives, or any other media that can be used to store information and can be accessed within the special computing environment 1700).

[0130] This system offers numerous advantages. The disclosed system and method ensure that the total weight used by the aircraft flight control system for determining performance parameters remains accurate even when operating at ZFW exceeding the MZFW limit hardcoded into the aircraft flight control system. A set of independent sensors on board the aircraft are used to ensure accurate tracking of the actual amount of fuel on board and the aircraft's fuel consumption rate, while simultaneously using phantom fuel values ​​to circumvent MZFW requirements. In addition, the fuel-related alarm subsystem is updated to ensure that fuel-related alarms are adjusted to take phantom fuel weight into account. In this way, the system and method enable the use of ZFW greater than MZFW without compromising the aircraft's operational requirements and while maintaining accurate tracking of the fuel-related subsystem.

[0131] Since the principles of the present invention have been described and illustrated with reference to the embodiments described, it will be understood that the embodiments described may be modified in configuration and detail without departing from such principles. Elements of the embodiments described, as shown in software, can be implemented in hardware, and conversely, elements of the embodiments described, as shown in hardware, can be implemented in software.

[0132] Taking into consideration the many possible embodiments to which the principles of the present invention may be applied, all such embodiments that may be included in the scope and spirit of the following claims and their equivalents are claimed as the present invention.

Claims

1. A method performed by one or more computing devices of an aircraft's aircraft flight control system for calibrating the aircraft's performance parameters during a phantom fuel procedure, The aircraft flight control system determines an independent fuel weight parameter value during the operation of the aircraft, at least in part, based on the output of one or more fuel level sensors of a fuel quantity subsystem communicatively coupled to the aircraft flight control system, wherein the one or more fuel level sensors include hardware sensors configured to detect the current fuel level in one or more fuel tanks of the aircraft. The aircraft flight control system receives a zero fuel weight parameter value corresponding to the allowable maximum zero fuel weight via its control interface, Receiving fuel weight parameter values ​​corresponding to the weight of the aircraft's onboard fuel and the phantom fuel value via the control interface of the aircraft flight control system, wherein the phantom fuel value includes excess weight values. The aircraft flight control system determines the total weight parameter value based at least partially on the zero fuel weight parameter value and the fuel weight parameter value, The aircraft flight control system determines the fuel consumption parameter value of the aircraft at least in part based on the output of one or more fuel flow sensors communicably coupled to the aircraft flight control system, wherein the one or more fuel flow sensors include hardware sensors configured to detect the rate of fuel flow to one or more engines of the aircraft. The aircraft flight control system updates the total weight parameter value during the operation of the aircraft, at least partially based on the fuel weight parameter value and the fuel consumption parameter value. The aircraft flight control system determines, during the operation of the aircraft, one or more performance parameter values ​​for the aircraft corresponding to one or more operational requirements of the aircraft, at least in part based on the total weight parameter value. A method that includes this.

2. The aircraft flight control system further includes transmitting one or more commands to one or more aircraft subsystems based at least in part on one or more performance parameter values, The method according to claim 1, wherein the one or more aircraft subsystems are configured to coordinate the operation of the aircraft at least in part on the one or more commands.

3. The method according to claim 1, further comprising transmitting the performance parameter values ​​to at least one of one or more display interfaces of the aircraft flight control system.

4. The method according to claim 1, wherein the one or more performance parameters include one or more of the following: V speed, maneuverability margin, fuel forecast, approach speed, holding speed, flap retraction schedule, flap deployment schedule, drift-down speed, maximum altitude, optimal altitude, recommended altitude, takeoff speed, landing speed, flap maneuverability speed, upper maneuverability margin, lower maneuverability margin, vertical navigation (VNAV) parameters, or climb speed.

5. The method according to claim 1, further comprising transmitting the independent fuel weight parameter value to at least one of one or more display interfaces of the aircraft flight control system.

6. The aircraft flight control system updates the fuel weight parameter value at least partially based on the fuel consumption parameter value during the operation of the aircraft. The aircraft flight control system updates the minimum fuel weight parameter value based at least partially on the Phantom fuel value, The method according to claim 1, further comprising the aircraft flight control system transmitting a fuel shortage warning to at least one of one or more display interfaces of the aircraft flight control system, at least in part, based on a determination that the fuel weight parameter value is less than the minimum fuel weight parameter value.

7. The aforementioned aircraft flight control system detects the Phantom fuel deactivation condition, The method according to claim 1, further comprising setting the fuel weight parameter to be equal to the independent fuel weight parameter, at least in part, based on detecting the Phantom fuel deactivation condition by the aircraft flight control system.

8. The aircraft flight control system can detect the Phantom fuel deactivation condition, The aircraft flight control system detects a dead fuel flow signal from at least one of the one or more fuel flow sensors, or The aircraft flight control system detects the start of the fuel dumping procedure. The method according to claim 7, comprising one or more of the above.

9. The method according to claim 7, wherein at least one of the one or more performance parameters determined by the aircraft flight control system is adjusted to take the excess weight into account.

10. The aircraft flight control system transmits a fuel-related warning to at least one of the one or more display interfaces of the aircraft flight control system. The aircraft flight control system further includes transmitting one or more fuel-related parameters to at least one of the one or more display interfaces of the aircraft flight control system, The method according to claim 1, wherein the one or more fuel-related parameters are configured to enable the aircraft operator to determine whether a fuel leak is the cause of the fuel-related alarm.

11. The method according to claim 10, wherein the fuel-related alarm includes one of a fuel mismatch alarm, a fuel shortage alarm, a fuel imbalance alarm, or a fuel level drop alarm.

12. An aircraft flight control system for calibrating aircraft performance parameters during the Phantom fuel procedure, One or more processors, The system comprises one or more memories operably coupled to at least one of the one or more processors, in which instructions are stored, and when an instruction is executed by at least one of the one or more processors, During the operation of the aircraft, an independent fuel weight parameter value is determined at least in part based on the output of one or more fuel level sensors of a fuel quantity subsystem communicatively coupled to the aircraft flight control system, wherein the one or more fuel level sensors include hardware sensors configured to detect the current fuel level in one or more fuel tanks of the aircraft. The aircraft flight control system receives a zero fuel weight parameter value corresponding to the allowable maximum zero fuel weight via its control interface, Receiving fuel weight parameter values ​​corresponding to the weight of the aircraft's onboard fuel and the phantom fuel value via the control interface of the aircraft flight control system, wherein the phantom fuel value includes excess weight values. The total weight parameter value is determined based at least partially on the zero fuel weight parameter value and the fuel weight parameter value, Determining the fuel consumption parameter value of the aircraft at least in part based on the output of one or more fuel flow sensors communicably coupled to the aircraft flight control system, wherein the one or more fuel flow sensors include hardware sensors configured to detect the rate of fuel flow to one or more engines of the aircraft. During the operation of the aircraft, the total weight parameter value is updated based at least partially on the fuel weight parameter value and the fuel consumption parameter value. During the operation of the aircraft, one or more performance parameter values ​​for the aircraft corresponding to one or more operational requirements of the aircraft are determined, at least in part based on the total weight parameter value. An aircraft flight control system that executes [this action].

13. At least one of the one or more memories stores further instructions on the memory, and when the further instructions are executed by at least one of the one or more processors, at least one of the one or more processors, The system is configured to transmit one or more commands to one or more aircraft subsystems, based at least partially on the aforementioned one or more performance parameter values. The aircraft flight control system according to claim 12, wherein one or more aircraft subsystems are configured to coordinate the operation of the aircraft at least in part based on one or more commands.

14. At least one of the one or more memories stores further instructions on the memory, and when the further instructions are executed by at least one of the one or more processors, at least one of the one or more processors, The aircraft flight control system according to claim 12, wherein at least one of the display interfaces of the aircraft flight control system transmits the performance parameter values.

15. The aircraft flight control system according to claim 12, wherein the one or more performance parameters include one or more of the following: V speed, maneuver margin, fuel forecast, approach speed, holding speed, flap retraction schedule, flap deployment schedule, drift-down speed, maximum altitude, optimal altitude, recommended altitude, takeoff speed, landing speed, flap maneuver speed, upper maneuver margin, lower maneuver margin, vertical navigation (VNAV) parameters, or climb speed.

16. At least one of the one or more memories stores further instructions on the memory, and when the further instructions are executed by at least one of the one or more processors, at least one of the one or more processors, The aircraft flight control system according to claim 12, wherein at least one of the display interfaces of the aircraft flight control system transmits the independent fuel weight parameter value.

17. At least one of the one or more memories stores further instructions on the memory, and when the further instructions are executed by at least one of the one or more processors, at least one of the one or more processors, During the operation of the aircraft, the fuel weight parameter value is updated based at least partially on the fuel consumption parameter value. The minimum fuel weight parameter value is updated based at least partially on the aforementioned Phantom fuel value, Based at least in part on the determination that the fuel weight parameter value is smaller than the minimum fuel weight parameter value, a fuel shortage warning is transmitted to at least one of the one or more display interfaces of the aircraft flight control system. An aircraft flight control system according to claim 12, which causes the following to be performed.

18. At least one of the one or more memories stores further instructions on the memory, and when the further instructions are executed by at least one of the one or more processors, at least one of the one or more processors, Detecting the conditions under which phantom fuel becomes ineffective, Setting the fuel weight parameter to be equal to the independent fuel weight parameter, at least in part, based on detecting the Phantom fuel invalidation condition, An aircraft flight control system according to claim 12, which causes the following to be performed.

19. When executed by at least one of the one or more processors, the command causing at least one of the one or more processors to detect the phantom fuel invalidation condition is, To detect an invalid fuel flow signal from at least one of the one or more fuel flow sensors, To detect the start of the fuel dumping procedure, The aircraft flight control system according to claim 18, further comprising performing one or more of the following:

20. The aircraft flight control system according to claim 18, wherein at least one of the one or more performance parameters determined by the aircraft flight control system is adjusted to take the excess weight into account.

21. At least one of the one or more memories stores further instructions on the memory, and when the further instructions are executed by at least one of the one or more processors, at least one of the one or more processors, To transmit fuel-related warnings to at least one of the one or more display interfaces of the aircraft flight control system, Transmitting one or more fuel-related parameters to at least one of the one or more display interfaces of the aircraft flight control system, Make it run, The aircraft flight control system according to claim 12, wherein the one or more fuel-related parameters are configured to enable the aircraft operator to determine whether a fuel leak is the cause of the fuel-related alarm.

22. The aircraft flight control system according to claim 21, wherein the fuel-related alarms include one of a fuel mismatch alarm, a fuel shortage alarm, a fuel imbalance alarm, or a fuel level drop alarm.

23. A non-transient computer-readable medium for storing computer-readable commands for calibrating aircraft performance parameters during a Phantom fuel procedure, wherein the commands, when executed by one or more computing devices of the aircraft flight control system, are stored in at least one of the one or more computing devices. During the operation of the aircraft, an independent fuel weight parameter value is determined at least in part based on the output of one or more fuel level sensors of a fuel quantity subsystem communicatively coupled to the aircraft flight control system, wherein the one or more fuel level sensors include hardware sensors configured to detect the current fuel level in one or more fuel tanks of the aircraft. The aircraft flight control system receives a zero fuel weight parameter value corresponding to the allowable maximum zero fuel weight via its control interface, Receiving fuel weight parameter values ​​corresponding to the weight of the aircraft's onboard fuel and the phantom fuel value via the control interface of the aircraft flight control system, wherein the phantom fuel value includes excess weight values. The total weight parameter value is determined based at least partially on the zero fuel weight parameter value and the fuel weight parameter value, Determining the fuel consumption parameter value of the aircraft at least in part based on the output of one or more fuel flow sensors communicably coupled to the aircraft flight control system, wherein the one or more fuel flow sensors include hardware sensors configured to detect the rate of fuel flow to one or more engines of the aircraft. During the operation of the aircraft, the total weight parameter value is updated based at least partially on the fuel weight parameter value and the fuel consumption parameter value. During the operation of the aircraft, one or more performance parameter values ​​for the aircraft corresponding to one or more operational requirements of the aircraft are determined, at least in part based on the total weight parameter value. A non-temporary computer-readable medium that enables the execution of [the specified action].

24. Further storing computer-readable instructions, the instructions, when executed by at least one of the one or more computing devices, The system is configured to transmit one or more commands to one or more aircraft subsystems, based at least partially on the aforementioned one or more performance parameter values. The at least one non-transient computer-readable medium according to claim 23, wherein the one or more aircraft subsystems are configured to coordinate the operation of the aircraft at least in part based on the one or more commands.

25. Further storing computer-readable instructions, the instructions, when executed by at least one of the one or more computing devices, The at least one non-temporary computer-readable medium according to claim 23, which causes at least one of the display interfaces of the aircraft flight control system to transmit the performance parameter values.

26. The at least one non-temporary computer-readable medium according to claim 23, wherein the one or more performance parameters include one or more of the following: V-speed, maneuver margin, fuel forecast, approach speed, holding speed, flap retraction schedule, flap deployment schedule, drift-down speed, maximum altitude, optimal altitude, recommended altitude, takeoff speed, landing speed, flap maneuver speed, upper maneuver margin, lower maneuver margin, vertical navigation (VNAV) parameters, or climb speed.

27. At least one of the one or more memories stores further instructions on the memory, and when the further instructions are executed by at least one of the one or more processors, at least one of the one or more processors, The at least one non-temporary computer-readable medium according to claim 23, which causes at least one of the display interfaces of the aircraft flight control system to transmit the independent fuel weight parameter value.

28. Further storing computer-readable instructions, the instructions, when executed by at least one of the one or more computing devices, During the operation of the aircraft, the fuel weight parameter value is updated based at least partially on the fuel consumption parameter value. The minimum fuel weight parameter value is updated based at least partially on the aforementioned Phantom fuel value, Based at least in part on the determination that the fuel weight parameter value is smaller than the minimum fuel weight parameter value, a fuel shortage warning is transmitted to at least one of the one or more display interfaces of the aircraft flight control system. A non-temporary computer-readable medium according to claim 23, which enables the execution of the above.

29. Further storing computer-readable instructions, the instructions, when executed by at least one of the one or more computing devices, Detecting the conditions under which phantom fuel becomes ineffective, Setting the fuel weight parameter to be equal to the independent fuel weight parameter, at least in part, based on detecting the Phantom fuel invalidation condition, A non-temporary computer-readable medium according to claim 23, which enables the execution of the above.

30. When executed by at least one of the one or more computing devices, the command causing at least one of the one or more computing devices to detect the phantom fuel deactivation condition is performed by at least one of the one or more computing devices. To detect an invalid fuel flow signal from at least one of the one or more fuel flow sensors, To detect the start of the fuel dumping procedure, The at least one non-temporary computer-readable medium according to claim 29, which further causes one or more of the following to be performed.

31. The at least one non-temporary computer-readable medium according to claim 29, wherein at least one of the one or more performance parameters determined by the aircraft flight control system is adjusted to take the excess weight into account.

32. Further storing computer-readable instructions, the instructions, when executed by at least one of the one or more computing devices, To transmit fuel-related warnings to at least one of the one or more display interfaces of the aircraft flight control system, Transmitting one or more fuel-related parameters to at least one of the one or more display interfaces of the aircraft flight control system, Make it run, The at least one non-transient computer-readable medium according to claim 23, wherein the one or more fuel-related parameters are configured to enable the aircraft operator to determine whether a fuel leak is the cause of the fuel-related alarm.

33. The fuel-related alarm includes one of the following: a fuel mismatch alarm, a fuel shortage alarm, a fuel imbalance alarm, or a fuel level drop alarm, as described in claim 32, for at least one non-temporary computer-readable medium.

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