CA1248628A - Method and apparatus for determining weight and center of gravity of a vehicle - Google Patents

Abstract

Abstract of the Disclosure An apparatus for use in determining the weight and the location of the center of gravity of a vehicle, particularly an aircraft prior to its taking off, comprising in combination at least one load-measuring device secured in a roadway or support for the vehicle and adapted for contacting load supporting members of the vehicle when such is moved thereover or thereonto; computer means linked to the load measuring devices and adapted to receive data therefrom; means for relaying to the operator of the vehicle data computed by the computer means, and sensor means linked to the computer means, the sensor means adapted to read characteristics of the vehicle as it observes the same and alert the computer, programmed for such characteristics.
Also disclosed are methods based on use of the disclosed apparatus. Also disclosed are apparatus for and methods of processing vehicle passengers and their baggage to ensure safe operation of the vehicle. Still further disclosed are apparatus and methods for weighing and determining center of gravity of aircraft in both static and dynamic condition.

Description

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The present invention relates to methods for determining the weight and the location of the center of gravity of a vehicle. More particularly, -the inven-tion relates to methods for de-termining the weight and loca-tion of the center of gravity of an aircraf-t prior to its taking off so that the pilot may safely and efficiently execute operation of -the aircraft during the take off procedure.
The invention also relates to appara-tus Eor use in carrying out such methods.
The invention further relates to measuring the weight(s) of a vehicle, particularly an aircraft, while moving or in stationary position. Also, to a vehicle, par-ticularly an aircraft weight measuring apparatus which is programmable, whereby it serves to weight a variety of vehicles, particularly aircraft, and is automatically programmed for weighing a particular vehicle, particularly an aircraft as it approaches the arrangement.
The invention still further relates to methods and apparatus for determining the weigh-t of fuel on board a vehicle, particularly an aircraft, prior to its taking off.
Also, to method and apparatus for processing passengers prior to their boarding an aircraf-t. Additionally, to method and appara-tus for use in recording and conveying information, including unique identification of vehicles, particularly aircraft, vehicle passengers, baggage and cargo, etc., to an existing information bank.

Methods and apparatus are known for use in determining the weight and the location of the center of gravity, of an aircraf-t. However, such methods and appa-ratus are not always reliable, owing to the conditions under which the apparatus must opera-te. One example of known appara-tus used in the compilation of the weight and center of gravity, of an aircraft comprises load-measuring devices located in the undercarriage arrangernents thereof.
During landing operations, such devices are sub~ected to very heavy and sometimes shock loads which can result in their rnalfunction or destruction.
Problems can exist regarding safe operation of aircraft due to lack of adequate procedures and associated apparatus.
It is, therefore, an important aim of the present invention to provide improved methods and apparatus for use in determining the weight and the location of the center of gravity, of an aircraft which overcomes the aforementioned problem.
It is also an important aim of the present invention -to provide a universal, accurate and reliable me-thod of determining loadings on individual struts of an aircraft and thereby the gross weigh-t of the aircraft.
It is well known that aircraft are not weighed as part of -the despatch procedure in their day to day opera-tions. It is also well known that both the gross weight and center of gravity of aircraft are derived by calcula-tion of the various weight components disposed about the "light-weight" center of gravity, as provided by the manu~acturer. It is also well known that aircraft under-carriage arrangements may comprise three or more sets of undercarriage componen-ts.
It is thus an important aim of the present invention to provide a reliable and practical means of providing weight data for all types of aircraft and related undercarriage configurations, as part of the day-to-day procedure prior to take off, and after the landing of any aircraft, withou-t disrup-tion of the normal flow of traffic.
It is a further aim of the present invention to provide means whereby the calculated load data, commonly referred to as load and balance calculations, will receive a check against the calculated yross weight and also the position of the center of gravity and alert the aircraft operator to miscalculation.
It is also an important aim of the present invention to alert the aircraft operator in certain circum-stances to discrepancies in the calculation, particularly in the case of fuel calculation.
It is also an impor-tant aim of -the present invention, regarding an aircraft, to provide means whereby feeding calculated component weight data such as pasSencJer and baggage weights, cargo weight and fuel weight calcula-tions into a computing system, a reliable crosscheck will be provided to alert the operator oE discrepancies in these calcula-tions, particularly wi-th reference -to fuel quanti-ties, prior to executing take off procedures.

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It is a further aim of the present invention to provide positive means for determining the weigh-t of available fuel in an aircraft, prior to its taking off.
It is a further aim of the presen-t invention to provide an eEficien-t and reliable weighing apparatus, along with associated methods, for vehicles, particularly air-craf-t, which can be readily adapted to weight a variety of different vehicles and which is readily and automatically programmed for a particular one of said variety of vehi-cles, particularly aircraft prior to its use thereby.

It is a further aim of the present invention to provide method and apparatus for use in recording and conveying information derived from the weighing apparatus and other apparatus disclosed herein.
In one aspect of the present invention, there is provided an apparatus for use in determining the weight and the location of the center of gravity, of a vehicle, particularly an aircraft prior to its taking off comprising in combination a plurality of load-measuring devices secured to a roadway and adapted for contacting load-supporting members of the vehicle when such is moved thereoveri computer means linked to -the load measuring devices and adapted to receive data -therefrom; means for relaying to the operator of the vehicle data computed by -the computer means, and sensor means linked to the computer means, the sensor means adapted to read characteris-tics of the vehicle as it observes the same and alert -the computer, programmed for such characteristics.

In a further aspect of the present invention, there is provided a method for determining the magnitude of load carried by the individual load-suppor-ting under carriage members of an aircraft, when the members are in contact with the ground, including for example, prior to the aircraft taking off, comprising the steps of moving -the aircraft along a pathway therefor and over load-measuring means positioned in the pathway in such manner said load-measuring means is contacted by the individual load-supporting undercarriage members, whereby to record the load data; and utilizing the recorded load data for subsequent operation of the aircraft.
In a further aspect of the present ivention, there is provided a method for determining the location of the center of gravity of the vehicle, particularly an aircraft prior to take off, comprising the steps of moving the vehicle along the roadway of the like over a plurality of load-measuring devices secured to the roadway whereby the individual load-supporting members of the vehicle contact the load-measuring devices for recording the loads applied respectively by the individual load-supporting members; and observing information computed by a computer linked to the devices for receiving data therefrom, the information cornprising the center of gravity or information :Eor readily determining the center of gravity.
In a further aspect of -the present invention, there is provided a method for determining the location of the center of gravity of a vehicle, particularly an air-craft prior to its taking off comprising -the steps of moving the vehicle over load cell means such that the individual load-supporting members of the vehicle contact the load cell members and register the load applied by the individual load-supporting members; and subsequently operating the vehicle in a manner based upon the registered load da-ta.
In a further aspect of the present inven-tion, there is provided an apparatus for use in determining the weight and -the location of the center of gravi-ty of a vehicle, particularly an aircraft prior to its taking off, comprising in combination at least one load-measuring device secured to a roadway and adapted for contacting load-supporting members of the vehicle when such is moved thereover; computer means linked to the load-mèasuring devices and adapted to receive data therefrom; means for relaying to the operator of the vehicle data computed by the computer means, and sensor means linked to the computer means, the sensor means adapted to read characteristics of the vehicle as it observes the same and alert the computer, programmed for such characteristics.
In a fur-ther aspect of the present inven-tion, there is provided a method of determining the amount of fuel consumed by an aircraft during its flight from one airport to another, comprising the steps of, moving the aircraft, readied for take-off, along a first pathway therefore and over first load-measuring means secured to the pathway, in such manner the load measuring means is contacted by the individual load supporting undercarriage members of the aircraft, whereby to register the loads ~2~

supported by the members, transmitting the registered load data to a computer means loca-ted remote from the first load measuring means and the aircraft, whereby to ascertain the gross weight of the aircraft at take-off, moving the aircraft upon its landing at the further airport along a second pathway -therefore and over second load measuring means secured to the second pathway, in such manner the second load-measuring means is contacted by the individual load-supporting undercarriage members of the aircraft, whereby to register the loads supported by the members and transmitting the load data registered by -the second load measuring means to the computer means, whereby to ascertain the gross weight of the aircraft at landing, computing with the computer means i.e. subtracting the computed gross weight of the aircraft immediately after landing from the computed gross weight of the aircraft prior to take-off, to determine the weight of fuel and thus amount of fuel consumed by the aircraft in travelling from the first load measuring means to said second load measuring means, accordingly between the one airport and the other.
In a further aspect of the present invention, there is provided a method o:E determining the weight o, and thus -the amount of fuel, on board an aircraft prior to its taking-off for a destination, comprising the steps of, weighing passengers, hand-baggage, baggage and cargo prior to their being placed on board the aircraf-t, ascertaining the gross weight of the aircraft irnmediately prior to its taking off, subtracting from the ascer-tained gross weight, the "light" or unladen weigh-t of the aircraft, the weigh-t z~

of the passengers, hand baggage, baggage and cargo, whereby to obtain the weight of and thus the amount of, the fuel on board the aircraft immediately prior to its -taking-off.
In a further aspect of the present invention, there is provided a method of determining the weigh-t of, and -thus the amount of, fuel on board an aircraft a-t given times, comprising the steps of, weighing passengers, hand-baggage and baggage prior to there being placed on board the aircraft, coding the latter ascer-tained weigh-ts as to destination and/or assigned seating and entering such data in-to a first computer means loca-ted at the airport of departure, also into a second computer means, weighing cargo to be placed on board the aircraft and coding the cargo weight as to destination and entering the cargo coded weight into the first and second computer means, ascertain-ing the gross weight of the aircraft prior to its taking-off and transmitting the ascertained gross weight to the first and second computex means, thereafter subtracting from the ascer-tained gross weight, the sum of the measured weights of the passengers, hand bagyage, baggage, cargo and the "light" unladen weight of the aircrat, whereby to obtain the weigh-t and thus the amount of fuel on board the aircraft, ascertaining the gross weight of the aircraft just after its landing at a first destination airport and entering such landing weight data into the second and a third computer means located at the first destination airport, disembarking passengers, hand-baggage, baggage and cargo at the first destination airport, subtracting the sum of the weight of di.sembarkirlg passengers, hand baggage, baggage and cargo coded for the first destination airport from -the ascertai.ned gross weight of the aircraft just after landing, weighing new passengers, hand baggage and baggage prior to there being placed on board the aircraft, coding the latter ascertained weiglhts as to destination and/or assigned seating and en-tering such data into the second ancl third computer means, weighing new cargo to be placed on board the aircraEt and coding the cargo weight as to destination and entering the cargo coded weigh-t into the second and third computer means and ascertaining the gross weight of the aircraft prior to its takin-off and transmit-ting the latter ascertained gross weight to the second and third computer means, thereafter subtracting from the latter ascertained gross weight, the sum of the measured weights of passengers, hand baggage, baggage and cargo and the "light" unladen weight of the aircraft, whereby to obtain the weight and thus the amount oE, fuel on board the aircraft.
In a further aspect of the present invention, there is provided an apparatus :Eor use in determining the static or dynamic weight of an aircraft while on the ground, the aircraft including main load supporting members and secondary tail or nose load supporting members, com-prising in combination, a first load measuring means secured in a ground support for the aircraft and adapted for contacting the main load supporting members of the aircraft when such are moved -thereunto and a second load measuring means secured in the ground support and in spaced relation -to the first load measuring means, the second load measuring means adapted for con-tacting the further second-ary load supporting member of the aircraft when such is moved thereonto, whereby the first and second load measur-ing means define a T-like configuration and are positi.oned one to another such that the main and secondary load supporting members may both be supported on -the apparatus at the same time.
In a fur-ther aspect of the present invention, there i5 provided a method of determining the weight of, and thus -the amount of fuel, on board an aircraft prior to its taking-off for a destination, comprising the steps of, positioning the aircraft at an airport gate therefor and while the aircraft remains stationary thereat, weighing the aircraft including passengers, hand-baggage, baggage and any other items placed on board the aircraft prior to its taking-off, using load measuring means present at the ground support for the aircraft at said gate, the load measuring means comprising weigh scale means supporting the respective wheels of the aircraft and providing weight data, ascertaining the gross weight of the aircraft and subtracting from the ascertained gross weight, the "light"
or unladen weight of the aircraft, the weight of passen-gers, hand-baggage, baggage and any other items placed on board the aircraft, whereby to obtain the weight and thus the amount of fuel on board the aircraft, prior to its taking-off.
In a further aspect of the present invention, there is provided a method of determining the weight of and thus the amount of fuel on board an aircraft prior to its taking-off for a destina-tion, comprising the s-teps of, positioning the aircraft at an airport gate therefor and while the aircraft remains stationay thereat, removing all passengers, baggage and cargo therefrom whereby to render the aircraft in generally unloaded condition, also while performing such removal or thereafter, fuelling the air-craf-t, weighing the aircraft upon completion of fuelling using load measuring means p:resen-t at -the gate comprising weiyh scale means supporting the respective wheels of the aircraft and deducting the generally unloaded condition weight of the aircraft from the weighed weight obtained in step (b) to provide the weight of fuel on board the air-craft.
In a further aspect of the present invention, there ls provided a method of determining the gross weight of an aircraft prior to its taking-off for a destination, comprising the steps of, moving the aircraft towards an airport gate therefor and upon arrival -thereat placing the respective wheels of the aircraft upon load measuring devices of a load measuring means whereby to park the aircraft wheels stationary on said load measuring devices and prior to or subsequent to the parking, programming the load rneasuring means for the aircraft type whereby the load measuring means operates to indicate the gross weigh-t of the aircraft.
In a further aspect of the present invention, there is provided a method of determining the gross weight of an aircraft prior to its taking-off for a destination, comprising the steps of, moving the aircraft upon a ground f~

support therefor towards load measuring devices of a load measuring means whi.ch is programmable for weighing diffe-rent types of aircraft when posi.tioned -thereon and program-ming the load measuring means whereby to weigh -the aircraft recited in step (a).
In a further aspect of the present inven-tion, there is provided a method for determining the location of the center of gravi-ty of an aircraft prior to its taking-off, comprising the s-teps of, positioning the aircraft at an airport gate therefor and while the aircraft remains stationary thereat, weighing the aircraft, includ-ing passengers, hand baggage, baggage, and any other items place on board the aircraft prior to its taking-off, using load measuring means present at the ground support for the aircraft at the gate, the load measuring means comprising weigh scale means supporting the respective wheels of the aircraft and providing weight data and utilizing the data derived from the load measuring means to determine the center of gravity of the aircraft.
In a further aspect of the present invention, there is provided an apparatus for use in determining the static weight of an aircraft while parked at an airport gate, the aircraft including a cockpi-t and main load supporting members and secondary tail or nose load support-ing members, prior to its taking-off for a destination, comprising in combination, a first load measuring means on or within the ground support for the aircraft at said gate, the measuring means adapted for contacting the main load supporting members of the aircraft when such are moved 2~

thereonto, a second load measuring means on or within the ground support for the aircraft at the ga-te and positioned in spaced rela-tion to the first load measuring means, the second load measuring means adapted for con-tacting -the further secondary load supportiny member of -the aircraft when such is moved thereonto and while the rnain load suppor-ting members of the aircraft are in contac-t with the first load measuring means, gross weight indicator means operably connected to the first and second load measuring means and controller/interrogator means at the gate adapted to read a transponder means located on the aircraft, the controller/interrogator means for use in programming the first or second or both load measuring means for said aircraft type whereby 2he first and second load measuring means operate to indicate on the gross weight indicator means the gross weight of the aircraft.
In a further aspect of the present invention, there is provided a method of determining how much weight of cargo or the like ean be placed on board a passenger type aircraft and where to place or distribute -the cargo or the li]ce within the aircraft whereby to ensure the center of gravity oE the aireraft is located at its op-timum position relative thereto comprising the steps of, deter-mining the center of gravity of the aircraEt including utilizing the respective weight of the passengers to be carried and their location wi-thin the aircraft, provided by their respec-tive seat positions, determining -the weight of cargo or the like which can be placed on board -the air-craft, including utilizing the collec-tive weight of the passengers, their baggage and possibly other items and selecting a loading location or locations within the aircraft based on data derived, including that provided by step (a) and placing said cargo or -the like at the load location or locations within the aircraft.
As will be evldent from the present disclosure, the aforementioned computer may be loca-ted either on-board the aircraft or off board the sarne; the load data may be transmitted from the l.oad measuring device via cables or o-ther means, including radio; the center of gravity data or informa-tion for determining such may be relayed to the pilot of the aircraft by visual or audio means. Also, -the sensor means linked to the computer may be mounted beside or in the roadway over which the aircraft passes. Further, the computer may be linked to the load measuring devices by cable means or radio means and the sensor may be linked to the computer by cable means or radio means.
A further important aspect of the present invention is the provision of a load cell comprising many compartmentalized sec-tions which operate independently one of another. As indicated, the presently disclosed appara-tus may be used in connection with o-ther vehicles such as wheeled vehicles where individual wheel loadings are required to be determined.
The present invention provides apparatus which may be integrated with existing airport equipment to provide additional services.

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In a further aspect of the present invention there is provided an apparatus for use in determining the respective weilnt of different types of aircraft rapidly prior to their successi~ely taking off, each aircraft including at least a pair of laterally spaced rnain undercarriage wheels and a tail or nose wheel longitudinally spaced from said main undercarriage wheels wit~ the lateral spacing between the main undercarriage wheels as well as the longitudinal spacing between the nose or tail wheels and the main undercarriage uneels varying substantially from one type of aircraft to another, said apparatus comprising in combination a plurality of load rneasuring devices secured to a roadway in spaced relation one to another and integrally forming part of said roadway, ones of said devices each comprisin~ an elongated aircraft wheel supporting platform e~tendin~ trans-versely of said road~ay for respectively receiving and supporting the respective varyingly spaced main undercarriage wheels of said different types of aircra,~t as said aircraft are moved along a comrnon path of travel upon said roadway, said path extending in a direction generally nor,nal to the lengtn of each platform, a further one of said devices comprising an aircraft ~heel supporting platform positioned in said patr- of travel for receiving and supportin~ the respective nose or tail wheel of said different typcs of aircraft as said aircraft are moved along said common path of travel, said elongated aircraft wheel supporting platform eY~tending transversely of said roadway and having an aircraft wheel supporting surface, comprising at least two load measuring means, and aircraft weight readout means linked to said load measuring devices for displaying loacl data measured there~y upon sai~ platforms receiving and suporting thereon said respective aircraft nose or tail and main undercarriage wlleels.

-14a-In a further aspect o~ the present invention there is proviàed an apparatus for use in determining tlle respective weignt of different types of aircraft rapidly prior to t'neir successively taking off, each aircraft including at least a pair of laterally spaced main undercarriage wheels and a tail or nose s~heel longitudinally spaced from said main undercarriage wheels ~/ith the lateral spacing between the main undercarrizge ~heels as well as the longitudinal spacing between the nose or tail w'neels and trne main undercarriage ~theels varying substantia].ly from one type of aircraft to anotiler, sa:id apparatus comprising in combination.a single 102d measurino device secured to and integrally forming part of said roadway and including an elongated aircraft wneel supporting platform extending trans-versely of said roadway for successi~-ely receiving and supporting tne respective nose or tail wlneel and varyingly spaced main undercarriage wheels of said different types of aircraft as said aircraft are moved along a connmon path of travel upon said roadway, said path extending in a direction generally norrnal to the lengthof said platform, saia eiongated aircraft wheel supporting platform having an aircraft ~iheel supporting surface comprising at least three load measuring slleans; and aircraft weight readout means linked to said lOàd measuring device for displayin~ load data measured thereby upon saia platform receivino and supporting thereon saic respective aircraft nose or tail and main undercarriage ~neels.

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The present invention provides an integrated aircraft weighing system comprising a computer keyed to a unique registered number of individual aircraft and programmed with its characteristics, including landing gear configuration, weigh-t and balance and other useful data which is alerted to that aircraft data when the aircraft passes a sensor sui-tably placed on -the taxi rarnp in the area of load measuring cells linked -thereto. The load measuring cells are suitably dispose. in or on the aircraft taxi ramp and register and transmit load data, in a predetermined manner, as the aircraft landing gear traverses the same. The computer is alerted to the configuration of the aircraft's landing gear and the disposition of the individual load cells over which they traverse and in turn, sorts and selects the registered loadings and provides the weight and balance data for that aircraft at that time and place.
The data is then available by visual or other means within the operator's areas and may be accessed and assesed as required from local and remote points for immediate and historical analysis. A visual readout is available at the taxi ramp as rnay be required.
Further features and advantages of the presen-t invention will become more readily apparent from the following description of preferred embodiments as illustrated by way of examples in the accompanying drawings, in which:

Figure 1 is a diayramma-tic perspective view of an apparatus in accordance with the present invention, and showing an aircraft about to utilize the apparatus;
Figures lA and lB illustrate diagrammatically examples of load cell means used in preferred embodiments of the present invention;
Fi.gure lC is a diagrammatic view of a fur-ther embodiment of load cell means arrangement, in accordance with the present invention, Figures lD and lE are diagrammatic side views of further embodiments of load measuring apparatus in accordance with the present invention;
Figure lF is a plan view of that shown in Figure lD including additional load measuring apparatus of the embodiment;
Figure 2 which is on the same sheet of drawings as Figure lC is a diagrammatic perspective view similar to that of Figure 1 but showing additional details;
Figures 3A and 3B represent a diagrammatic view showing a system in accordance with the present invention;
Figures 4A and ~B represent a diagrammatic view showing a further system in accordance with the present invention;
Figure S which is on the same sheet of drawings as Figures lD and lE is a plan view of a passenger check-in counter arrangement in accordance with the present invention;

Figure 6 is a diagrammatic side view of an aircraft including apparatus in accordance with the present invention; and Figure 7 is a diagrammatic plan view of an airpor-t gate in accordance with the present invention.
Referring to Figure 1 illustrating basic aspects, there is shown an arrangement 100 comprising a plurality of load measuring devices 10, 11 and 12, secured in a runway or roadway 20 and adapted, i.e., positioned such that they contact respectively -the load supporting members, i.e., individual undercarriage members 30, 31 and 32, of -the aircraft 40 as such is moved thereover, either by driving or other means (not shown). Further shown is a computer means comprising a micro computer means 50, linked by cable means 51 to load measuring devices 10, 11 and 12, and a data relaying means 60 for relaying (visually) to the pilot of aircraft 40, data computed by micro computer rneans 50.
Also shown is a remote readout means 70 which may comprise a further data relaying means 60 and mounted in the operations management quarters of the airport. ~pstream of load measuring devices 10, 11 and 12, is a code sensor means 80 for use in alerting micro computer means 50 of characteristics of aircraft 40 as it passes the same upon being driven or otherwise moved along roadway 20 toward load measuring devices 10, 11 and 12.
Load measuring devices 10, 11 and 12, each comprise a load cell means of sultably commercially available type, for example, ones manufactured by Toledo Scale L-td. Each of said load cell means comprises a weight platform means supported upon at least one load measuring cell, such is shown diagrammatically in Figure lA, wherein X denotes the weigh-t platform means mounted in roadway 20 and Y denotes a single load measuring cell. Figure lB
shows a ~urther example of load cell means similar -to that shown in Figure lA, utilizing two load measuring cells.
Thus, Figures lA and lB depict -two examples of load measuring devices in accordance with the present invention and o-thers, as may be realized, may comprise many more load measuring cells.
Figure lC illustrates a further embodiment in accordance with the present invention, being identical to that of Figure 1, except wherein a single elongated load measuring means 10" is used in roadway 20.` As seen, load measuring means 10" extends laterally of the roadway 20 so as to be contacted by all undercarriage members 30, 31 and 32 of aircraft ~0. If desired, load measuring means 10"
may be extended in size leng-twise 20 sized to accommodate all undercarriage members 30, 31 and 32, at a given time, such being useful for gross weigh-t measuremen-ts. The extension of load measuring means 10" is denoted by the laterally extending dot-ted line in roadway 20. Thus, Figure lC embodirnent in -the first ins-tance, provides an arrangement whereby the longitudinal center of gravity of aircraft 40 may be determined.
Load measuring devices 10, 11 and 12 are mounted in roadway 20 so as to be flushed or substantially flushed with the surface thereof. As seen, devices 11 and 12 are mounted in side-by-side relation whereby -they may be con-tacted respectively by individual undercarriage members 31 and 32. As further seen, device 10 is mounted upstream of devices 11 and 12, whereby it may be contacted by individual undercarriage member 30. As may be realized, as an alternative, device 10 may be mounted downstream of devices 11 and 12. Thus, i.t is seen devices 10, 11 and 12 are strateyically located within roadway 20 whereby they may be contacted by -the individual undercarriage members 30, 31 and 32, for use in recording the load applied -to the roadway 20 by -the aircraft's individual load supporting members.
It is evident devices 10, 11 and 12 may be housed in a single bounded arrangement or perhaps a single cell body having compartmentalized sections representing devicès 10, 11 and 12. To illustrate this, chain dotted lines are shown extending across roadway 20 to define a rectangle, bounding devices 10, 11 and 12~ Alternative designs of load measuring devices may include a great number of compartmentalized devices for use in contacting various undercarriage configurations of aircraft ranging from small light planes to the heaviest of military aircraft.
Roadway 20 represents a conventional taxiway or runway as may be found at any airport.
Undercarriage members 30, 31 and 32 comprise a well known tricycle configuration and it is evident that member 30 alternatively migh-t comprise a tail wheel, which likewise moves generally along the center of the runway and would contac-t device 10.

Micro computer means 50 is of wellknown type and may comprise, for example, ones manufactured by Interna-tional Business Machines Ltd. Although micro computer means 50 is interconnected to load measuring devices 10, 11 and 12, via cable means 51a, -the la-tter may be replaced by other suitable means including radio transmit-ting and receiving means (no-t shown) capable of conveying signals from the load measuring means.
Data relaying means 60 comprises a scoreboard type readout of suitable commercially available type, including ones manufactured by Toledo Scale Ltd. Data relaying means 60 may be interconnected to micro compu-ter means 50 via cable means 51 or alternatively by other means including radio transmitting and receiving means (no-t shown) as mentioned above.
Remote readout means 70 interconnected to micro computer 50 by conventional cable means, is of well known type such as that manufactured by Toledo Scale Ltd. The latter displays data displayed on readout scoreboard 60 for use of operations management of the airport. In the event micro computer means 50 is located on board aircraft 40, data therefrom would be transmitted to readout means 70 by radio or other suitable means deemed well known to those to which the presen-t invention is directed.
Code sensor means 80 is of any suitable commercially available type including ones of the optical type and ones manufactured by Glenayre Electronics Ltd., Vancouver, British Columbia, such being interconnected by cable means or other suitable means, to micro computer means 50. As seen in Figure 1, code sensor means 80 is positioned upstream of load measuring means 10, 11 and 12, so as to "read" the type of aircraft as it passes thereby in movement toward devices 10, 11 and 12.
Referring to operation of arrangement 100, aircraf-t ~0 passes along roadway 20 in the direction of the arrow shown, and as it passes by sensor means 80, the la-tter "reads" the aircraft and in effect alerts micro computer means 50 of the type of aircraft (for which it is keyed) approaching load measuring devices 10, 11 and 12.
As the aircraft rolls over devices 10, 11 and 12, the load data is transmitted therefrom to micro computer means 50 which then computes data based on its keying and thereafter transmits -the data to scoreboard readout 60 and remote readout means 70. The displayed data may merely comprise the load applied by -the individual undercarriage members of the aircraft for use by the pilot in compiling the center of gravity of the aircraft and gross weight thereof or it may alternatively comprise the center of gravity information together with the gross weight. Given this latter information, the pilot is enabled to plan further operation of -the aircraft to ensuxe a safe and efEicient take off of the same.
As may be realized, a landing aircraft may utilize arrangement 100 thereby providing useful data to the operations management of the airport, enabling it to monitor the magni-tude of loads carried by the aircraft and disposition thereof with respect to the same.

21~3 The present invention contemplates other embodimen-ts whereby said computer means, said means Eor relaying said compu-ted data and said sensor means, are located in aircraft 40, ei-ther as part of same or applied as auxiliary equipment.
Reference is now made to the embodiment shown in Figure 2, being similar -to that shown in Figure 1 but including further refinement.
Referring to Figure 2, there is shown an arrangement 200 comprising a plurality of load measuring devices 10', 11' and 12', each comprise a load cell means, the devices being secured in a roadway or runway 20' and adapted, i.e., positioned such that they contact respectively the load supporting members, i.e, individual undercarriage members 30', 31' and 32' of the aircraft 40' as such is moved thereover.
Load measuring devices 10', 11' and 12' are linked by a cable rneans 51' to a micro computer means 50' via a data controller and a computer interface means 52. A
data relaying means 60' for relaying (visually) to the pilot of aircraft 40' is also linked by a cable means 53 to micro computer means 50'. Also provided is a remote readout means (not shown) which may comprise a Eurther data relaying means 60', par-t of a main frame computer means 70'.
Upstream of load measuring devices 10', 11' and 12' is an arrangement of controller/interrogators 80 and 81, mounted within roadway 20' and linked respectively by cable means 54 and 55 to micro computer means 50'.

Controller/interrogators 80 and 81 are arranged such that as aircraft 40l travels along roadway 20', controller/interrogator 80 reads the unique identifying number programmed into -the passive -transponder 82 located in -the nose wheel undercarriage 30' housing. As -the aircraft 40' continues to travel along the roadway 20', the controller/interrogator 81 also reads the unique identifying number programmed into the passive transponder 82 whence the micro computer 50' is alerted to the unique registered number of aircraft 40' and to -the speed at which the aircraft is approaching the load measuring devices 10', 11l and 12'. Also seen is a wind speed and direction unit 90, ambient air temperature unit 91 and relative humidity unit 92, all being of suitable commercially available type and all linked as input devices to micro computer means 50', via cable means 93. As further seen, micro computer means 50' comprises a printer 56 connected via a cable means 56a.
A set of predetermined corrective factors are thereby applied to data transmitted through load measuring devices 10', 11' and 12' to compensate for (1) transient inaccuracies introduced because of aircraft passing at variab].e speed over load measuring devices of finite length; and (2) inaccuraci.es introduced because of wind strength and direction, ambient air -temperature and relative humidity.
As further seen, micro computex means 50' is shown linked by cable means 56b to main frame computer means 70. The latter, it is anticipated, would be mounted ~2~36~

in the corporate headquarters of an airline and linked by cable means -to a micro computer means 50' located in the airline operations management area, in each of the airports in which that airline is active. This concept, whereby the fuel consumed by an aircraft in the process of flying from one airport to another airport, is shown diagrammatically in Figure 3 and referred to hereinafter.
I,oad measuring devices 10', 11' and 12' each comprise a load cell arrangement of suitable commercially available type, for example, ones manufactured by Toledo Scale Limited, under the trade name TRUCKM~STER and having the weighbridge platform suitably arranged and disposed to accommodate the range oE anticipated aircraft undercarriage and wheel arrangements. Installation of devices 10', 11' and 12' would thus be similar to those discussed above in respect of embodiment 100.
Micro computer means 50' is of well known type and may comprise, for example, ones manufactured by International Business Machines Limited under the trade name IBM PC XT. Although the micro cornputer rneans 50' is shown interconnected to all other devices by cable means, it will be understood, the latter may be replaced by other suitable means including radio transmitting receiving means ~not shown) capable of communicating signals to and from the micro computer means.
Data controller and computer interface means 52 is of suitable commercially avai]able type, for example, one manufactured by Toledo Scale Limited under the trade name TSM 3000 DATA CONTROLLER.

~2~2~

Printer means 56 comprises a daisy wheel or dot matrix printer of suitable, commercially available type, including one manufactured by Epson Limited under the trade narne RX-80.
Data relaying means 60' comprises a scoreboard type readout of suitable commercially available type, including ones manufactured by Toledo Scale Limited.
Main frame computer means 70' comprises a computer of suitable, commercially available type, including ones manufactured by International Business Machines Limited under the trade name IBM 3083.
As may be realized, operation of arrangement 200 is similar to that of arrangement 100.
Reference is now made to Figures 3A and 3B
showing a block diagram representation of a system, thus a method based on the use of the apparatus shown in Figure 2.
Thus, Figures 3A and 3B show a system allowing access by an airline to weight and location of center of gravity of an aircraft when such is (a) departing from a first airport;
(designated No. l); and (b) arriving at a second airport (designated No., 2).
Referring to Figures 3A and 3B, there is shown an arrangement comprising devices located at an airport No. 1, an airport No. 2, and at the airline common facilities, such as the head office thereof. For the purposes of this embodiment only, devices located at and description of operation of those devices, located at airport No. 1, are assumed to be identical to those located at airport No. 2.

36~

Referring to airport No. 1, aircraft 40' with passive transponder 82, is moved over load measuring devices 10', 11' and 12' prior to take off. The weight data derived is transmitted to computer means 50' and corrected for inaccuracies, cited previously. Micro computer means 50' computes the gross weight of aircraft 40' by combining the individual weights measured by load measuring devices 10', 11' and 12' Micro compuler means 50' also computes the center of gravity of aircraft 40' by taking moments about a fixed point on aircraft 40' caused by the loads mesured by load measuring devices 10', 11' and 12' and equates this to the moment caused by the computed gross weight of the aircraft acting at the location of the center of gravity.
Referring to airport No. 2, aircraft 40' is moved over load measuring devices 10', 11' and 12' immediately after landing. The weight data derived is transmitted to the micro computer means 50' and corrected for inaccuracies cited previously. As in airport No. 1, the new gross weight and center of gravity are computed by micro compu-ter means 50'. Micro cornputer means 50' -then also computes fuel consumed in getting from airport No. 1 to airport No.
2, by subtracting the computed gross weight of aircraft 40' immediately after landing at airpor-t No. 2 from the computed gross weight of aircraft 40' just prior to -take off from airport No. 1.
Reference is now made to Figures 4A and 4B, showing a further block diagram representative of a further system and accordingly further method in accordance with 6~3 the present inven-tion for use in determining weight of available fuel in an aircraft, prior to its taking off, again based on use of apparatus in accordance with the present invention, shown, for example in Figures 3A and 3s.
With reference to Figure 4A and airport No.
passengers, hand~baggage and baggage are weighed in at the airline check-in counter by means of a weight scale means 13, such as Howe-Richardson Model 5400 XL and which same is connected to a digital weight indicator complete with a computer output means 53 such as Howe-Richardson Model UMC
2000. The latter weights are coded as to destination and/or assigned seating and coded as to particular airport and aircraft at the operations station "A" and entered into micro computer means 50'.
Cargo is weighed in the cargo area by means of a weight scale means 14 such as Howe-Richardson Model 5402 XL
and which same is connected to a weight indicator complete with computer output signal means 53 such as Howe-Richardson Model ~MC 2000. These weights are coded as to destination, received by -the operations station and entered into micro computer means 50'.
The aircraft 40' is moved over load measuring device means 10', 11' and 12' and the weight da-ta is transmitted to computer means 50' which computes the gross weight of aircraft 40' as aforedescribed. The sum of the measured weights of passengers, han~-baggage, baggage, cargo and the "light" weight or aircraft 40' is subtracted from the measured gross weight of aircraft 40' just prior to take off, in order -to obtain the weight of available fuel.
With reference to Figure 4B, and airport No. 2, the measured gross weight of aircraft 40' just after landing, is entered in-to micro computer means 50' as -the aircraft 40' is moved over load measuring device rneans 10', 11' and 12'.
Passengers, hand-baggage, baggage and cargo with destination airport No. 2, leave the aircraft 40'.
Micro computer means 50' then subtracts the sum of the weights of passengers, hand-baggage, baggage and cargo coded for destination airport No. 2 from the measured gross weight of aircraft 40', just after landing at airport No. 2.
In the same manner as in airport No. 1, new passengers, hand baggage, baggage and cargo are weighed, coded and entered into micro computer means 50'.
The measured gross weight of aircraft 40' prior to take off from airport No. 2 is computed by micro computer means 50', as the aircraft is moved over load measuring device means 10', 11' and 12' as aforedescribed.
The new sum of weigh-ts of new passengers, hand-baggage, baggage, caryo and "light" weight of aircraft 40', is subtracted from the measured gross aircraft weight prior to take off from airport No. 2, in order to ob-tain the weight of available fuel prior to take off from airport No. 2.

6~8 It is anticipated historical data may be utilized in place of measured passenger weights and baggage in computing the weight of available fuel.
From the foregoing and that discussed hereinafter, it will be apparent -that the present invention contemplates the concep-t of planning loads in terms of magnitude and disposition within an aircraft in order to achieve optimum position of center of gravity thereof.
Using for example, the aforementioned main frame or other data bank, airlines personnel are able to preplan loading of aircraft in a highly efficient manner to ensure reliable operation thereof. The concept is facilitated by knowing the weight of each passenger and his location (seat number3 within the aircraft relative to a datum point therein. The concept of planning would apply to other load components, such as fuel.
From the foregoing disclosure, it will be seen there is provided both method and apparatus for use in compiling not only the weight of aircraft but the weight of individuals and -their baggage, prior to such entering an aircraft.
Accordingly, the presen-t invention provides means for measuring, recording and storing data on individuals entering an aircraEt for use in ensuring safe operation of the aircraft.
With the growing trend in terrorist ac-tivity, including hijacking of aircraft and -the placing of explosives on-board the same, it is becoming exceedingly important to carry out further checks of individual passengers en-tering an aircraft, to ensure safe operation thereof.
The present invention provides a ready, convenient and effective way -to accomplish this.
~ aving reference to the foregoing, including Figs. 4A and 4B, since provision is made -to ascertain the personal characteristics of weigh-t, a number of further checks of personal data may be simul-taneously compiled.
To further explain, attention is directed to Fig.
5 showing a plan view of a passenger check-in ins-tallation at an airport, according to the present invention.
In Fig. S, showing the check-in installation denoted 300, a conventional check-in counter 301 is provided having therebeside a conventional baggage weigh scale 302. A passenger P is shown before counter 301 and standing upon a further conventional weigh scale 303, which like scale 302, may be of the digi-tal type, located in the floor in front of the counter 301. First and second wide-angle video cameras respectively denoted 304 and 305 are arranged whereby to photograph and record respectively side and front views of passenger P. Camera 304 includes a rotary rnounting permitting it to pan on to scale 302.
A wall 306 having a scale 307 thereon is provided so that video camera 304 may photograph and record the height of passenger P. Wall 306 furthe includes, for photographing and recording by video camera 304 r digital time and date instruments 308 an 309. It will be evident instruments 308 and 309 may be combined into a single unit.

Installation 300 further includes a microphone 310 for use in recording data given by passenger P while standing at counter 301 and an explosive-drugs detector 311. Thus detector 311 is of the well known "sniffer" type used for detecting the presence of explosives or drugs. In the ernbodiment disclosed, de-tector 31:L comprises a horse-shoe shape affording baggage to be slid onto scale 302. In alternative embodiments, detector 311 may comprise a rectangular or circular ring configurat:ion in which the baggage is inserted. A conventional type X-Ray arch 312 is provided for X-Raying the baggage placed upon scale 302.
Video cameras 304 and 305 are of conventional well known type.
In other embodiments according to the present invention, installation 300 comprises alternative equip~
rnent, including of known nuclear magnetic type for use in identifying selected substances such as comprising drugs and explosives. Such devices opera-te using a foo-t-print profile comparison application.

It will be understood that the apparatus compris-ing installation 300 and ins-tallation 400 discussed herein-after, may be arranged to opera-te on an individual basis independent of the other apparatus comprising the instal-lations.
It is visualized that the checked-in baggage could be subjected -to further checks subsequent to its leaving the check-in counter and prior to its being placed aboard the aircraft. Such may comprise apparatus capable of subjecting the baggage to a particular motion and/or a 6~

particular type of field of environment such as ones comprising hiyh energy charges and high magnetic energy.
Such would be carried out in reinforced structures so that personnel would be protected from any exploding baggage.
A-tten-tion is directed to Fig. 6 showing the further installation 400 comprising similar apparatus to that of installation 300 and alterna-tives discussed.
Installation 400, which may comprise aircraft 40', i.e.
form part thereof, or alternatively comprise auxiliary 1~ apparatus which is moved up to aircraft 40' as shown.
Referring to Fig. 6, it includes a passenger entrance door 401 and a cargo entrance door 402. Doors 401 and 402 include respective detector archway frames or circuitry 311' and 311", being similar apparatus to that of detector 311. A conventional X-Ray device 312' and 312"~
being similar to X-Ray device 312, is provided respectively adjacent doors 401 and 402 for use in X-Raying baggage and clothing of passenger(s) P only. The use of the latter X-Raying equipment is manually or automatically controlled by suitable well known instrumentation, such as light cells, ensuring passenger(s) P is not subjected to the dangers of radiation from the equipment. Not shown are well known metal "frisk" type detector devices for use by airline personnel at the aircraft door 401 for checking passenger(s) P upon entry into aircraft 40'.
Adjacent or mounted on doorway 401' of door 401 of aircraft 40' is a video camera 304', being similar to video camera 304, for use in photographing and recording passenger P when entering aircraft 40'. Camera 304' further, at the same time, records date and time entry data picked up from instruments 308' and 309' mounted adjacent or on doorway 401' and being similar to respec-tive afore-mentioned instruments 308 and 309. A microphone 310' is also included adjacent doorway 401' for recording the passenger's voice in announcing personal data upon entering aircraft 40'.
The various apparatus comprising installations 300 and 400 and alternative ones discussed, are operatively connected using conventional well known means, to -the computer main frame 70' shown in Figs. 3A and 4A. This provides the airport and the airline authorities with a detailed personal record of respective passengers and their baggage entering respective aircraft, including any de-tected substances such as drugs and explosives, permitting appropriate action to be taken or planned by the authori-ties. It will be understood main frame 70' is adapted to record the audio and video information applied to it by thne installations discussed along with the unique number identity of the aircraft and type, fed indirectly to main frame 70' by a sensor means similar -to items 80 and 81 located for example at -the airport gate, discussed herein-after.
Detailed description of the known appara-tus comprising installations 300 and 400 have been dispensed with since those skilled in the art -to which the present invention is directed are deemed well familiar with such apparatus and its installation and operation.
Referring to the operation of installations 300 and 400, passenger P steps up to check-in counter 301 and in doing so steps on floor moun-ted scale 303. Switches associated with scale 303 (not shown) are activated to power all -the apparatus comprising installation 300. ~lso not shown, is an over-ride switch means permitting indepen-denc manual operation of installation 300 and the indepen-dent operation of the apparatus comprising installation 300.
Thus, as passenger P stands on scale 303 his weigh-t is recorded and he is photographed by video cameras 304 and 305 to record his front and side profiles, includ-ing his height. Time and date of his presence at the check-in counter 301 is recorded by video camera 30~. He presents appropriate documentation, including passpor-t papers which are held so as to be photographed by video camera 305 and provides personal data by speaking, which is recorded by microphone 310. Such data includes his name and address, contact person in case of emergency, reason for trip, etc. This operation records the voice of passen-ger P including his accent, etc. He places all his baggage piece by piece or otherwise on scale 302 which, while on scale 302, is photographed by rotation of video camera 304 positioned theretoward. Alternatively, a Eurther video camera (not shown) may be provided for this purpose. The baggage, while on scale 302, is subjec-ted to X-Ray by arch 312 for detection of arms and unusual-shaped objects and is sniffed for explosives and drugs, e-tc., by "sniffer" 311 and also weighed by scale 302. Again, magnetic nuclear devices, as discussed ahove, may also be used at this location along with metal detectors.

~2~ i2~3 Passenger P then depar-ts from check-in counter 301 and proceeds to board aircraf-t 40'. Passenger P's baggage, subsequent to being checked in at counter 301, enters aircraft 40' through a cargo doorway, one of which is indica-ted by way of example in Fig. 6, i.e. when door 402 is opened. As the baggage is put aboard the aircraft 40' it thus passes further "sniEfer" detector 311" and further X-Ray arch 312" and possibly magnetic nuclear devices and metal detectors. Thus a check is rnade to ensure nothing was included in the baggage subsequen-t to its being checked in at check-in counter 301.
Passenger P enters aircraft 40' through a door-way, one of which is indicated by way of example in Fig. 6, i.e. when door 401 is opened. As he enters aircraft 40', he is frisked by airline personnel with the aforementioned portable frisking device and his readily removable cloth-ing, such as jacket, and any hand baggage, is subjected to X-Ray by X-Ray device 312' and his body and clothing and hand baggage is sniffed by "sniffer" detector 311'. Also, possibly other devices to detect if explosives and/or drugs are present. The time and date of his entry into aircraft 40' is recorded by video camera 304, operation of which together with the other apparatus of installation 400, rnay also be controlled automatically or otherwise by suitable well known means. Passenger P also announces prior to his entry into the aircraft the personal data or part thereof given previously at check-in counter 301, which is recorded by microphone 310'. The data given would include his identifying himself and confirmation of his seating posi-tion in the aircraft.

The apparatus comprising installation 400 may of course be utilized for use in the control of persons besides passenger(s) P, being ones employed to enter and service aircraft 40'. It may also include a passenger weigh scale at the aircraf-t entrance which compiles the total weigh-t of passengers loaded on the aircraf-t at a given tirne.
The apparatus comprising installations 300 and 400, since i-t may be individually control]ed, thus permits parts of the apparatus comprising installations 300 and 400 to be used for partial checks of passengers and their baggage where such is warranted or desired. It will be evident that the various steps of examination and recording discussed above might be performed elsewhere besides the airline check in counter, although this is deemed a conve-nient place in which to carry out such examination.
Having further reference to the checking-in of passenger's baggage, it is common practice for labels and -tags to be attached -to baggage and hand baggage of passen-gers at the conventional check-in counter or a-t other locations, however, such labelling can become lost or changed accidentally or otherwise. In order to overcome this problem, the aforementioned photographing of baggage is carried out. An alternative to this or if desired to complimen-t this, the passenger's fingerprints may be applied to his baggage for ready identification. Various methods for recording one's fingerprints on various mate-rials are known, as also are ones for iden-tifying finger-prints on various materials. Such identifying methods include "plasticizing" the prints which permi-ts clearer $~

results -to be obtained over the well known "dus-ting"
process. To facilitate the recording of the fingerprints on the baggage, a non-removable (without damaging the same) tag comprising a sensitized face to receive the fingerprint (having a peel protection -thereover) could be applied to the baggage, such tag could also include the passenger's seat number.
Further embodiments of the aircraft weighing apparatus according to the presen-t invention are shown diagrammatically in Figs. lD, lE and lF, the latter being a plan view showing part of that shown in Fig. lD. Figs. lD
and lE represent a sectional view taken longitudinally through respective runways or roadways and showing an aforedescribed load measuring device installed therein.
Referring first to the embodiment shown in Fig.
lF and partly seen also in Fig. lD, there is seen a runway or roadway 20" and load measuring devices 10, 11 and 12 installed therein, such being similar to the arrangement shown in Fig. 1. In this embodiment, -the runway or roadway includes an abutment adjacent the respective load measuring devices. Such comprise abutment AB adjacent load measuring device 10 and respective abutments AB' adjacent load measuring devices 11 and 12. Runway or roadway 20" inclu-des a substantially smooth level outer surface S preceding abutments AB and AB' in the direction of travel W' of aircraft wheel W.
Abutments AB and AB' comprise a ridge on the surface runway or roadway 20" and further comprise, in the case of the embodiment shown, a hard long-wearing steel bar. Alternatively, abutments AB and AB' may comprise 3t reinforced runway or roadway materials or other sultable materials. Abutment AB, it will be seen from Fig. lF, extends laterally of runway or roadway 20" so as to be engageable by wheel W comprising an aircraf-t nose or tail wheel tracking along the runway or roadway centreline CL in the direction of arrow W'. Abutments AB', it will be further seen :Erom Fig. lF extend laterally of runway or roadway 20" -the full width of load measuring devices 11 and 12, the purpose being to accommodate, as aforediscussed, various s-trut spacings of aircraft undercarriage arrange-ments, thus to ensure the further wheels of the aircraft contact abutments AB'.
During operation of this further embodiment of aircraft weighing apparatus, the wheels of the aircraft, for example aircraft 40, when they are rolling toward load measuring devices 10, 11 and 12 on surface S, strike abutments AB and ~B', causing oscillation of the mountings of -the respective aircraft wheels as they advance to engage the respective load measuring devices. These oscillations of the respective wheel mountings assist i.n the opera-tion of -the load measuring devices 10, 11 and 12 when comprising certain types of design, i.e. ones which provide a load reading based on the averaging out oscillations of the load applied thereto.
Fig. lE it will be seen is identical to -that of Fig. lD except for showing a series of ridges R preceding the load measuring device 10 when seen in the direction of arrow W'. Thus this embodiment offers an alternative to the use of abutments AB and AB', namely, a series of ridges R which cause -the mounti.ng of -the aircraft wheels, and accordingly the aircraf-t wheels, to oscillate as they engage respective load measuring devices 10, 11 and 12.
Still other embodiments (not shown in the drawings) may comprise abu-tments or ridges extending on the wheel engag-ing surface of -the load measuring devices -themselves.
From the foregoing disclosure, it will be seen embodiments of -the aircraft weighing apparatus according to the present invention cornprise load measuring means for use in de-termining the static weight of an aircraft while on the ground, the aircraft including main load supporting members and secondary tail or nose load supporting members, and the load measuring means comprising a T-like configura-tion. Figures 1 and 2 disclose such T-like configuration resulting from the arrangement of load m.easuring devices 10, 11 and 12 and 10', 11' and 12' respectively.
In the case of embodiments according to the present invention intended purely for static weighing of aircraft and accordingly not in-motion weighing of air-craft, the whee] contact area size of the load measuring devices, for example devices 10, 11 and 12, may be of much reduced dimension to those shown in Figures 1 and 2. This is particularly true in the case of the aircraft weighing apparatus being located at an airport gate and where such gate is used exclusively by one model of aircraft, or any number of aircraft having similar footprints. The three load measuring devices in such instance would appear in a pattern and of proportion similar to that shown in Figure lC in respect of the rectangles 30, 31 and 32 representing undercarriage members i.e. the three load rneasuring devices being spaced whereby to be under each of the wheels of the parked aircraft and of size necessary to accommodate each wheel or sets of wheels. The same pattern would apply to a nose or tail wheeled aircraft. The wheel contact area could of course be enlarged to accommodate a number of aircraf-t using such gate. With present scale -technology, it is poss:ible -to use modular load rneasuring devices which plug in-to or otherwise integrate one another or the mount-ing therefor, whereby to selectively increase or decrease the aircraft wheel contact area of each load measuring device such as items 10, 11 and 12 shown. Furthermore, such can be readily installed on the surface of the air-craft roadway or aircraft gate parking area. This allows the weighing equipment configuration at the airport gate to be readily changed to suit differing models of aircraft.
In the case where the load measuring devices are located at an alport gate, passengers, baggage~ and possi-bly other items including cargo, and the amoun-t of fuel would be weighed collectively. The data derived from the load measuring devices would be computed to provide the load placed on the aircraft and the disposition thereof relative thereto, accordingly providing the center of gravity of the aircraft. Thus the static weighing proce-dure could be performed under ideal environmental condi-tions, which could even be enhanced by enclosing or part enclosing the gate area around the aircraft, should such be considered advisable or necessary. Such might be consi-dered where gate areas are located in open high wind swept regions.

~L~l$?~

It will be understood tha-t the airpor'c gate static weighing installation may comprise various o-ther applicable instrumentation as aforedescribed in respect of other discussed embodiments of the inven-tion, i.ncluding controller/interrogators 80 and 81 which would be mounted within or on the ground support Eor the aircraft at the gate or other suitable location. Such would of course be used in similar manner as aforedescribed in respect of E'igure 2 embodiment i.e. for programming -the equipment for servicing the particular model of aircraft at the ga-te also for identifying the uniq-ue number of the aircraft. Opera-tion of the various instrumention at the gate would thus be similar to that aforedescribed in respect of the other embodiments disclosed.
Attention is direc'ced to Figure 7 showing a typieal airport gate installation 500 in accordance with the present invention, such comprising load measuring devices 10a, lla and 12a. In this particular embodiment, devices 10a, lla and 12a are of relatively thin cross-sectional dimension and are supported upon the roadway surface 13a of the airport gate. Such design of device permits ready removal and replacement of -the same, avoiding disturbance of surfaee ].3a and allows the load measuring apparatus to be quie]cly tailored to suit a ehange in type of aircraft using the airport gate. Alternatively in rnore permanen-t gate installations, of course the gate instal-lation may comprise apparatus similar to that shown for example in Figure 2.

~V~8~

The dotted lines surrounding devices lOa, lla and 12a seen in Figure 7, illustrate but one example of in-creased size of wheel contact surface applie~ to -the devices in order to accommodate the foot prints (wheels) of several types of aircraft using the ga-te. No-te the T-like configuration shown in Figure 7.
The aforementioned -thin cross-sectional dimension results from the sandwich type construction of the load measuring devices. By sandwich is meant first and second planar members comprising plate material intermediate which are provided a plurality of load cells. The latter load cells may be of suitable commercially available type, arranged in honeycombed configuration of said first and second planar members and be detachably secured in position therebetween, such affording ready servicing of the devi-ces. The load cells in such instance may comprise pill-like shape.
Devices lOa, lla and 12a which are connected by conventional means such as cables or radio signal to gross weight indicator GWI arranged whereby to be directly in front of the pilot of the aircraft while parked a-t the gate. A centre gravity indicator in CGI is also provided and similarly arranged for ready reference of the pilot, and which functions in similar manner, as afore~escribed, respective the other embodiments disclosed. Controller/
interrogators CI comprises items 80 and Bl as aforedes-cribed, which reads the unique identifying number of the aircraft and programs, the weighing apparatus comprising devices lOa, lla and 12a. Although an optional feature, installation 500 includes a further information indicator providing wind speed, tempera-ture, humidity and other information deemed useful to the pilot in the operation of his aircra~t.
Installation 500 may include in addi-tion to load measuring devices lOa, lla and 12a, a further load measur-ing device 14a for measuring an aircraft tail wheel load (i.e. when the aircraft is driven into the gate in the same direction as -that of aircraft having a tricycle under-carriage). Thus installation 500 provides for both tri-cycle undercarriaged and other known undercarriaged type aircraft where the instrumentation read outs GWI and CGI
appear in front of the pilots' position. ~lthough perhaps less convenient, the tail wheel of an aircraft could be accommodated on device lOa, taking into account most aircraft using a given gate will comprise tricycle under-carriage arrangements. Of course such arrangement would require an elongated version of device lOa.
Regarding operation of installation 500, an aircraft with tricycle undercarriaged (not shown) to be weighed, is driven toward devices lOa, lla and 12a, i-ts nose wheel proceeding in direction TR along centre line CL
until the wheels of the aircraft are positively situated respectively upon devices lOa, lla and 12a. However, before the wheels, the aircraft reach devices lOa, lla and 12a, the controller/interrogator CI reads the unique identifyiny number of the aircraft and transmits it to main frame 70' and at the same time programs -the scales, that is the load measuring means, to suit the type of aircraft to be weighed, thus operating in similar fashion to that des-cribed in respect of, for example, Figure 2 embodiment. It is to be remembered that -the aforementioned scale program-millg feature permits a number of different types of air-craft to use one load measuring means installation.
With the aircraft wheels in place upon devices lOa, lla and 12a, the aircraft brakes may be applied to ensure no Eurther movement -thereof occu:rs relative to the load meas-lr:ing devices. With the aircraf-t in this braked position and with its engines stopped, weighing procedures are subsequently proceeded with.
Various procedures may be followed using instal-lation 500 to ensure an aircraft is fully fuelled prior to its departure therefrom.
Bearing in mind that it is quite common in presen-t day airport operations for an aircraft to enter and remain at an airport gate for about an hour and be fuelled within 20 minutes upon arrival at the gate, one procedure for determining a full complement of fuel is on board an aircraft using installation 500 under such circumstances, may comprise the following.
Upon arrival at the gate and with the aircraEt parked on dev:ices lOa, lla and 12a, all passengers and their baggage and any cargo are removed. Also upon arrival of the aircraEt at the gate, as is customary, fuelling of the same is commenced. Upon completion of the fuelling, the aircraft is then weighed. The unladen weight of the aircraft is then deducted from the weighed figure to provide weight of fuel on board and thus the amount of fuel on board the aircraft. It is evident that the equipment calculating and recording the amount of fuel may be pro-grarnmed with the unladen i.e. generally unloaded condition ~4~6~3 weight of the aircraft whereby no human error is involved in calculating the weight of the fuel and also what volume this represen-ts, the programming being triggered by the sensors programming the weighing equipmen-t for the type of aircraft resting on devices lOa, lla and 12a. As an alternatlve to said tri.ggering by sensors, manual operation rnay be employed, however this has the drawback in that it allows the element of human error to be introduced. The gate weighing equipment provides the weight data in ei-ther metric or imperial measurement, depending upon the air-craft. The gate weighing equiprnent may also provide data in both metric and imperial measuremen~.
Upon completion of determining the amount of fuel on board the aircraft, the passengers, baggage and cargo are loaded -thereon and it is then reweighed using devices lOa, lla and 12a to obtain the gross weight and centre of gravity using aforedescribed procedures. Thus the gross weight and centre of gravity data are provided before the aircraf-t leaves the gate for take off.

It will be evident from the presen-t disclosure talsen as a whole, various other procedures may be used in determining the weight of fuel on board the aircraft and thus the amount of fuel on board the same, prior to its departure for take off.
It is also eviden-t from the foregoing a similar installation to installation S00 may be provided and operated in similar manner at a cargo aircraft loading installation.

From the foregoing it will be seen the airport gate static weignin~ installation, provides a relatively inexpensive apparatus for carryinC out the cneck of the total load on board the aircraft, the center of gravity of the aircraft, and if certain procedures are followed in ~eighing that put on the aircraft, the amount of fuel on board the aircraft, prior to its departure for take off.
Such installation can be readily controlled and serviced by the gate personnel or ones responsible for loadin~ fuel, passenger's baggage, etc. on board the aircraft.

-4~-,. . .

SUPPLEMENTARY DISCLOSURE

In the principal disclosure, Applicant has des-cribed a method and apparatus for determining the respective weight of different types of aircraft rapidly prior to their successively taking off, wherein use is made of an elongated aircraft wheel s~lpporting platform having an aircraft wheel supporting surface comprising a plurality of load measuring means. It has now been found that such load measuring means can be arranged in a grid-like configuration.
The present invention therefore provides, in another aspect thereof, an apparatus for use in determining~the~respec-tive weight of different types of aircraft rapi~y prior to their successively taking off, each aircraft including at least a pair of laterally spaced main undercarriage wheels and a tail or nose wheel longitudinally spaced from ~he main undercarriage ~heels with the lateral spacing between the main undercarriage wheels as well as the longitudinal spacing bet~een the nose or tail wheels and the main undercarriage wheels varying sub-stantially from one ~ype of aircraf~ to another, which apparatuscompri~s in combination a plurality of load measurin~ devices secured to a roadway in spaced relation one to another and inte-grally forming part of said roadway, ones of the said devices each coMprising an elongated aircraft wheel supporting platform extending transversely of the roadway for respectively receiving and supporting the respective varyingly spaced main undercarriage wheels of the different types of aircraft as t-he aircraft are moved along a cornmon patn of travel upon -the roadway, the path extending in a direction generally normal to the length of each platfo~n, a further one of ~he said devices comprising an aircraf-t wheel supporting platform positioned in the said path of travel for receiving and supporting the respective nose or tail wheel of - the different types of aircraft as said aircraft are moved ,, .

- 47 ~

along said common path of travel, the elongated aircra~t wheel supporting platform extending transversely o~ the roadway and having an aircraf-t wheel supporting surface comprising a grid-like configuration de~ining a plurality of load measuringmeans;
and aircraft weight readout means linked to the load mea6~1ring _ .
devlces for displaying load da-ta measured thereby upon the pla-tforms receiving and supporting thereon the respective air-craft nose or -tail and main undercarriage wheels.
In a further aspect of the invention, there is also provided an apparatus ~or use in determining the respective weight or different types of aircraft rapidly prior to t`neir successively taKing off, each aircraft including at least a pair of laterally spaced main undercarriage ~heels and a tail or nose ~heel longitudinally spaced from the main undercarriage wheels ~ith the lateral spacing between tne main undercarriage wheels as ~7ell as the longitudinal spacing bet~een the nose or tail ~heels and ti~e main undercarriage wheels varyinC, substan-tially from one t~pe of aircra~t to another, which apparatus comprises in cornbination a single load measuring device secured to and integrally forming part of the road~ay and including an elongated aircra~t wheel supporting platform e~tendincq7 transversely of the road~ay for successively receivin~ and supporting tL~e respective nose Ol- tail wheel and varyingly spaced main under-carriage wheels of the different types of aircraft as the aircraft are moved along a comn1on path of travel upon the road~ay, the path e~tendin~ in a direction ~enerally normal to the len~th of s2id platform, the elongated aircraft ~heel supporting platform having an aircraft ~heel supporting surface comprising a grid-like configuration defining a plurality of load Measuring means; and aircraft ~eight readout means linked to the load measurinc77 device for displayin~ load data measured tnere~y upon ~he platform receiving and supporting thereon the respective aircraft nose or tail and main under-carriage wheels.
A number of advantages flow from the above-mentioned grid-like configuration, such as better efficiency in terms of operation and manufacture, as well as easy maintenance and service. Such a grid-like configuration also provides a very compact load measuring platform for use in the dynamic weighing of aircraft wheels, and it permits a large number of different load weighings ranging from very low to very high loads to be carried by a relatively small in area platform.
In the appended drawings which further illustrate the invention, Figs 8 to 13 are diagrammatic plan views of further aircraft weighing apparatuses in accorance with the present invention.
From the foregoing it will be seen the term "plat-form" refers to wheel receiving and supporting planar struc-tures, such as those shown in Figures l and 2. The term may also refer to wheel receiving and supporting areas such as those shown in Figures 7 and 13, including defined by dotted lines. These areas may comprise one or many wheel load weigh-ing means, the number and positioning of -the load weighing means within the areas being dictated by -their size and by the different "footprints"/"wheel prints" of the aicraft to be weighed. In some instances the aforementioned weighing means are secured in place by a grid-like structure compris-ing a frame. Alternatively, they could be set directly in-to the roadway, their peripheral spaced edges one to another defining a grid-like configuration also. In still other cases, the weighing means may be supported directly or indirectly upon a planar structure per se, including a concrete slab and secured by suitable means including a grid-like frame.
Figures 8-13 disclose fur-ther examples of arrangements com-prising "platforms" secured in spaced relation one to another.
Figures 7, 8, 10, 11, 12 a~ l3 for example comprise a three-_49 .' ':~, platform arrangement defining a T-like confi ~ ation whereas Fi ~ e 9 comprisesa single platform arrangement. In some instances the "pla-tforrns7' may comprise a rectangular outline shape. In other instances they may c ~ rise an irregular outline shape, as ~or ex ~ le seen in Figure 10.
Refering now in detail to Figures 8 through 13.
Figure 8 discloses an aircraft weigh scale arrangement 600 comprising a plurality of load measuring devices, namely three platfo~ A, B and C secured to a roadway R in fixed spaced relation one to another. Platforms A, B and C together comprise a T-shaped configuration, as indicated above with respect to Figures 1 and 2.
Platforms A and B disposed symetrically about the longitudinal centreline CL along which the aircraft nose or tail wheel passes are similar in surface area and comprise a wheel~supporting surface S
which itself comprises a grid-like configuration defining a plurality of load measuring means DE. In this particular embodiment of the invention the surface S comprises 24 load measuring means DE each having a rectangular shaped ~heel supporting surface S1. Other embodiments not shown may comprise devices corresponding to load measuring means DE having non-rectangular wheel supporting surfaces.
Load measuring means DE are secured in place via a grid Qr grid-like coniguration~ comprising a grating G1 set into or on roadway R in well known manner. In this particular embodiment, grid G/grating G1 sits slightly proud of the wheel supporting surfaceof road~ay Ry access to and from surfaces S1 being via slight incline ramps RA.
Ramps RA provide a controlled damping of the aircraft wheels, particularly in the case of dynamic weighing. Ramps RA and RA1 discussed hereina~ter are shown in Figure 8 as an example, being an option for applicable ones of the embodiments shown. Alternatively, load measuring means DE may be set directly into roadway R in spaced relation one to another, such providing a grid-like configur-ation. Road~ay R may comprise any suitable material including concrete.
~ 50-~ - - :: . ....

~ '$'~ ~
As a further option, applicable to other embo~iments, i.e.
ones where grid GJgrating Gl mo~nts load measuring means DE wheel supporting surface substantially flush with that of the roadway R, non-ramp Plates P, for convenience illustrated in Figure 11, may be installed in or on roadway ~ to provide or assîst in providing a controlled behaviour of the approaching aircraft wheel(s) to be weighed. Plates P, like r~mps RA "nay comprise various wheel supporting surfaces including smooth or rippled/abutment types.
The wheel supporting surface of plates P are generally aligned with those of load measuring means DE.
Load measuring means DE comprise low profile flat wheel load weighing means of the type manufactured by PAT
Prozess-Automatisierungs-Technik GmbH and Co. KG. In this particular embodiment representing one example of embodiment load measuring means DE have varying load measuring capacities.
In other embodiments they mayvary in size as for example shown in Figure 10.
In platforms A and B each area in the grid contains a low profile flat wheel load weighing means. The load measuring capaci~ies of some have been indicated namely l5T, 20T and 5T
`~ representing 15 tons, 20 tons and 5 tons respectively.
Having reference to Figure 8 for example, one can see the load measuring capacity of at least a portion of Platforms A and B increases in the lengthwise direction of roadway R.
Eurther, that the load measuring capacity of at least a portion of plat~orms A and B increases in the lateral direction of roadway R, though not progressively. Other embodiments (not shown) may of course comprise platorms or portions thereof having load measuring capacities which increase progressively laterally of roadway R, such resulting from the tailoring of the platf~rm load measuring capacities to meet specific aircraft weighing needs.
Likewise in other embodiments~(not shown), the platforms or portions thèreof may comprise load measuring capacities which ,. "
s 1--~ ?,~
increase non-pro~ressively in the lengthwise direc-tion of ro~dway R.
As will be understood, Platforms A and B receive and support the main undercarriage wheels of various different air-craft having respectively different lateral ~heel spacings or bogey wheel spacings, as aforediscussed.
Platform C for receiving and supporting aircraft nose or tail wheels (including bogey wheels) of various different aircraft having respectively diferent nose to main gear (rnain undercarriage) wheel spacings, comprises a wheel supporting surface NTl l~ith a ladder type grid-like configuration G2 defining a plurality of load measuring means DE. In this particular embodirnent of the invention, the surface NTl comprises seven load measuring means DE each as mentioned above, having a rectangular shaped wheel supporting surface. Load measuring means DE are secured in place via grid G2 comprising a grating set into roadway R as in the case of grating Gl. Platform C
likewise includes slight incline ramps RAl being similar to ramps RA and being provided for similar purpose. Alternatively, load measuring means DE may be set directly into roadway R
utilising suitable means, as discussed above with respect to Platforms A and B~ Load measuring means DE in grid G2 likewise comprise low profile flat wheel load weighing means of the type mentioned above. Again load measuring means DE in grid G2 have varying load measuring capacities. The four extending adjacent platforms A and B have a 5 ton capacity and the remaining three have a seven ton capacity. Like those in respect of platforms A and B, they have load measbring capacities suitable for weighing the particular aircraft for which arrangement 600 has been designed. The shaded areas in the various figures represent 30 the "foo~prints" of the main undercarriage wheels of three different aircraft weighed by arrangement 600. Arrangement 60 is capable of weighing the aircraft when parked or in mokion.
Arrangement 600 is designed to weigh many different types of :.
l A~ 52-s . i l ', . ~

'~LfC~ ~36~
aircraft but! for reasons of clarity, only three will be discùssed.
In the case of static weighing of an aircraft, the wheel contact sur~ace needed is smaller than in the case of dynamic weighing. This is because, depending on speed of motion of the aircraft and the sensitiveness of the scale, there must be sufficient interaction between the aircraft wheel and the scale whereby to accurately record the weight applied by the aircraft wheel. A single load measuring means in some instances would be sufficient for static weighing.
In Figure 8, an elongation of the weighing means in the direction of travel is shown, i.e. extending over at least two load measuring means DE of a given load measuring capacity. In some instances more or only one means DE may be sufficient to record the dynamic weight of the aircraft.
- Thus it will be understood that Figure 8 and for that matter Figures 9-13 inclusive, sho~Y merely examples of grid-like configurations comprising the present invention In the present example of embodiment for static weighing of the aircraft, each of which comprises three wheels, each wheel would occupy a single load measuring means DE. Other aircraft comprising bogey wheels might occupy additional load measuring means DE. Having further reference to Figure ~ and regarding the static weighing, the wheels of the first of the three air-craft selected would occupy load rneasuring means DE further labelled FA. The second of the tllree aircraft would occupy load measuring rneans DE further labelled SA. The tllird of the three aircraft would occupy load measuring means DE further labelled TA.
Thus the unshaded areas in Figure 8 denote load measuring means DE to be occupied by further aircraft, which may utilise arrangement 600. Alternatively, if such other aircraft ` ?h. ..

would not utilise arrangement 600, the unshaded load measuring means DE may be replaced by dummy plates, i.e non-load weighing means. The load measuring capacities of the unstladed areas comprising load measuring means ~F have been omitted for purposes of clarity. It will thus be evident grids G1 and G2 rnay comprise various configurations the extent of which are governed by the "footprints" of the aircraft and type of weighing to be undertaken.
Platforms A, ~ and C of arrangement 600 are inter-connected by electric circuitry similar to that of aforedescribedembodiments, and which may also include a computer means for totalling the loads registered by the three platforms. Included in the circuitry is a load readout means common to all embodiments.
To weigh aircraft using arrangement 600, the aircraft ~ are rolled upon roadway R lengthwise thereof toward platforms A, B and C. If the aircraft is to be dynamically weighed, it is merely driven whereby the nose or tail wheel follow centreline CL, allowing the respective aircraft wheels to roll over platforms A, B and Cat a selected speed whereby to accurately register the loads carried by tne respective wheels of the aircraft on the aircraft weight readout means.
If the aircraft is to be statically weighed, it is merely driven whereby to place and park the wheels on tlie respective load measuring means DE, the "footprints" in Figure 8 giving examples oE which load measuring means DE might be utilised, depending on the aircraft to~be welghed.
Attention is now directed to Figure 9 showin~ an arrangement 700, h~ving a platform C1 such representing a compaction of arrangement 600. The rnain undercarriage wheel "footprints" of the three aircraft shown in Figure 8 are seen . ' . ', ' .

super-imposed on load measuring means DE of arrangement 700.
Figure 9 show~ one example of a dyn~mic or wei~h-in-motion scale, and a static or park-and-weigh scale, in accordance with the present invention. Thus arrangement 700 is somewhat similar to that shown in Figure lC.
As sirnilarly explained with respect to Figure 8, for static weighing, the wheels of the firstof the three aircraft would occupy load measuring means DE further labelled FA, the wheels of the second of the three aircraft would oCGUpy load Measuring means DE further labelled SA and the wheels of the third of the three aircraft would occupy load measuring means DE further labelled TA. For Dynamic weighing two load measuring means DE are provided as similarly provided in the Figure 8 embodiment. The dynamic weighing operation for the Fi~ure 9 embodiment is similar to that of Figure 8 embodiment. The static weighing operation is different in that the aircraft need to be moved twice, once to park the nose or tail wheel(s) for registering its load and once to par~ tile main undercarriage wheels for registering their load.
Attention is now directed to Figure 10 showing a further preferred embodiment according to the invention, namely arrangement ~0~ comprising a plurality of load measuring devices A-l, B-l and C~l secured to roadway R in fixed spaced relation one to another.
Platforms A-l and B-l it will be seen are also symetrically disposed about the longitudinal centreline CL.
Ylatform B-l being a mirror image of platform A-l, platform B-l will be described. Platform B-l comprises a wheel supporting surface SB which itself cornprises a grid-like configuration defining a plurality of load measuring means DE 1, DE-2 and DE-3.

:. .. . .

o~t~s6~g In this particular embodiment, the surface SB it will be seen is not totally rectangular in shape and tllat the load measuring means vary not only in size one to another but are not completely aligned one to allotller in terms of their peripheral edges, clearly seen in the case of the load measuring means specifically labelled DE-3. All of this stems from a tailoring of load measuring means wllereby to be able ~o yrecisely engage specific rnain undercarriage wheels of ones of a variety of different aircraft having many varying main undercarriage wheel spacings, and various bogey wlleel arrangements, notwithstanding the low proEile flat wheel load weighing rneans can still register accuratelj ~leel loads cantilevered to some extent therefrom.
Load measuring means DE-l, DE-2 and DE-3 of which platforrn B-l comprises a plurality of each, are secured in place - in similar manner as aforedescribed. The basic difference between this Figure 10 ernbodiment and the Figure 8 embodirnent is the difference in the size and shape of the platforms and differing grid-like configuration defining different low profile flat wheel load weighing means.
Figure 10 like figures 8 and 9 shows the same respective "footprints" of the thus same three aircraft.
Platforms A-l and B-l have similar spacing therebetween as platforrns A and B notwithstanding platform C-l is wider than platform C in order to accommodate bogey nose wheels. As will be evident, the load measuring capacities of the shaded load measuring means are similartto those shown shaded in Figure 8.
Attention is now directed to Figure 11 shouing a further embodiment of the invention, namely arrangement ~00.
This embodiment is identical to that shown in Figure 8 except

3~ that the low profile flat wheel load weighing means include peripheral edges PE which are non-~eighing areas. As seen edges ., .

.

PE are arranged ~hereby to extend laterally of roadway R in the case of platforms A-2 and B-2 and longitudinally of roadway R
in the case of platform C-2. The purpose of this arrangement is to provide uninterrupted live weighing surface laterally of the roadway whereby to maximise "livel' weighing exposure for the many varying wheel positions defined by the multitude of lateral main undercarriage wheel spacings of the different aircraft. As will be reali~ed nose ortail "footprints" are basically common with the differing aircraft, their wheel loads of course varying substantially one to another.
Attention is now directed to Figure 12 showing a further embodiment of the invention namely arrangement 10~.
This embodirnent is identical to that sllown in Figure 8 except that the nose or tail wheel platform C-3 comprises a wheel ~eighing means of the type shown and described with respect to Figures 1 or 2. This combination of different types of platforms for certain weighing applications is deemed to result in a more economical arrangement.
Finally, attention is directed to Figure 13 showing a further embodiment, namely arrangement llU0, it too being identical to that shown in Figure 8 except the low profile flat wheel load weighing means are placed directly in the roadway R. As in the case of Figures 8 through 12, the "ootprints" of the three exarnples of aircraft are shown. Platforms A~4, B-4 and C-4 are - defined by dotted line and as mentioned in regard to Figure 8 define eit~er further load ~measuring means VE or blank non-measuring areas comprising either road~ay material or dummy plateS.
As will be realized tlle operation of the various embodiments are similar and as aforedescribed in regard to the embodiment shown in Figure 8 for example.
The present invention is deemed to represent a major advance in the art of operating and controlling aircraft, particularly in providing safer operation thereof.

:, . . . .

Claims (33)

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. An apparatus for use in determining the respective weight of different types of aircraft rapidly prior to their successively taking off, each aircraft including at least a pair of laterally spaced main undercarriage wheels and a tail or nose wheel longitudinally spaced from said main undercarriage wheels with the lateral spacing between the main undercarriage wheels as well as the longitudinal spacing between the nose or tail wheels and the main undercarriage wheels varying substantially from one type of aircraft to another, said apparatus comprising in combination:

a) a plurality of load measuring devices secured to a roadway in spaced relation one to another and integrally forming part of said roadway, ones of said devices each comprising an elongated aircraft wheel supporting platform extending trans-versely of said roadway for respectively receiving and supporting the respective varyingly spaced main undercarriage wheels of said different types or aircraft as said aircraft are moved along a common path of travel upon said roadway, said path extending in a direction generally normal to the length of each platform, a further one of said devices comprising an aircraft wheel supporting platform positioned in said path of travel for receiving and supporting the respective nose or tail wheel of said different types of aircraft as said aircraft are moved along said common path of travel, said elongated aircraft wheel supporting platform extending transversely of said roadway and having an aircraft wheel supporting surface comprising at least two load measuring means; and b) aircraft weight readout means linked to said load measuring devices for displaying load data measured thereby upon said platforms receiving and supporting thereon said respective aircraft nose or tail and main undercarriage wheels.

2. An apparatus for use in determining the respective weight of different types of aircraft rapidly prior to their successively taking off, each aircraft including at least a pair of laterally spaced main undercarriage wheels and a tall or nose wheel longitudinally spaced from said main undercarriage wheels with the lateral spacing between the main undercarriage wheels as well as the longitudinal spacing between the nose or tail wheels and the main undercarriage wheels varying substantially from one type of aircraft to another, said apparatus comprising in combination:

a) a single load measuring device secured to and integrally forming part of said roadway and including an elongated aircraft wneel supporting platform extending trans-versely of said roadway for successively receiving and supporting the respective nose or tail wheel and varyingly spaced main undercarriage wheels of said different types of aircraft as said aircraft are moved along a common path of travel upon said roadway, said path extending in a direction generally normal to the length of said platform, said elongated aircraft wheel supporting platform having an aircraft wheel supporting surface comprising at least three load measuring means ; and b) aircraft weight readout means linked to said load measuring device for displaying load data measured thereby upon said platform receiving and supporting thereon said respective aircraft nose or tail and main undercarriage wheels.

3. An apparatus as defined in Claim 1 wherein said load measuring means are compartmentalised.

4. An apparatus as defined in Claim 2 wherein said load measuring means are compartmentalised.

5. An apparatus as defined in Claim 1 wherein said load Measuring means comprises a low profile flat wheel load weighing means.

6. An apparatus as defined in Claim 2 wherein said load measuring means comprises a low profile flat wheel load weighing means.

CLAIMS SUPPORTED BY THE
SUPPLEMENTARY DISCLOSURE

7. An apparatus for use in determining the respective weight of different types of aircraft rapidly prior to their successively taking off, each aircraft including at least a pair of laterally spaced main undercarriage wheels and a tail or nose wheel longitudinaily spaced from said main undercarriage wheels with the lateral spacing between the main undercarriage wheels as well as the longitudinal spacing between the nose or tail wheels and the main undercarriage wheels varying sub-stantially from one type of aircraft to another, said apparatus comprising in combination:

a) a plurality of load measuring devices secured to a roadway in spaced relation one to another and integrally forming part of said roadway, ones of said devices each comprising an elongated aircraft wheel supporting platform extending trans-versely of said roadway for respectively receiving and supporting the respective varyingly spaced main undercarriage wheels of said different types of aircraft as said aircraft are moved along a common path of travel upon said roadway, said path extending in a direction generally normal to the length of each platform, a further one of said devices comprising an aircraft wheel supporting platform positioned in said path of travel for receiving and supporting the respective nose or tail wheel of said different types of aircraft as said aircraft are moved along said common path of travel, said elongated aircraft wheel supporting platform extending transversely of said roadway and having an aircraft wheel supporting surface comprising a grid-like configuration defining a plurality of load measuring means; and b) aircraft weight readout means linked to said load measuring devices for displaying load data measured thereby upon said platforms receiving and supporting thereon said respective aircraft nose or tail and main undercarriage wheels.

8. An apparatus for use in determining the respective weight of different types of aircraft rapidly prior to their successively taking off, each aircraft including at least a pair of laterally spaced main undercarriage wheels and a tail or nose wheel longitudinally spaced from said main undercarriage wheels with the lateral spacing between the main undercarriage wheels as well as the longitudinal spacing between the nose or tail wheels and the main undercarriage wheels varying sub-stantially from one type of aircraft to another, said apparatus comprising in combination:

a) a single load measuring device secured to and integrally forming part of said roadway and including an elongated aircraft wheel supporting platform extending transversely of said roadway for successively receiving and supporting the respective nose or tail wheel and varyingly spaced main under-carriage wheels of said different types of aircraft as said aircraft are moved along a common path of travel upon said roadway, said path extending in a direction generally normal to the length of said platform, said elongated aircraft wheel supporting platform having an aircraft wheel supporting surface comprising a grid-like configuration defining a plurality of load measuring means; and b) aircraft weight readout means linked to said load measuring device for displaying load data measured thereby upon said platform receiving and supporting thereon said respective aircraft nose or tail and main undercarriage wheels.

9. An apparatus as defined in claim 7 wherein one or more of said load measuring means vary in size one to another whereby their wheel supporting surfaces vary in size one to another.

10. An apparatus as defined in claim & wherein one or more of said load measuring means vary in size one to another whereby their wheel supporting surfaces vary in size one to another.

11. An apparatus as defined in claim 7 wherein said load measuring means comprise a rectangular shaped wheel supporting surface.

12. An apparatus as defined in claim 8 wherein said load measuring means comprise a rectangular shaped wheel supporting surface.

13. An apparatus as defined in claim 7 wherein said load measuring means comprise a low profile flat wheel load weighing means.

14. An apparatus as defined in claim 8 wherein said load measuring means comprise a low profile flat wheel load weighing means.

15. An apparatus as defined in claim 7 wherein one or more of said load measuring means vary in load measuring capacity one to another.

16. An apparatus as defined in claim 8 wherein one or more of said load measuring means vary in load measuring capacity one to another.

17. An apparatus as defined in claim 7 wherein said elongated aircraft wheel supporting platform positioned in said path of travel for receiving and supporting the respective nose or tail wheel of said different types of aircraft has an aircraft wheel supporting surface comprising a grid-like configuration defining a plurality of load measuring means.

18. An apparatus as defined in claim 7 wherein said elongated aircraft wheel supporting platform positioned in said path of travel for receiving and supporting the respective nose or tail wheel of said different types of aircraft, has an air-craft wheel supporting surface comprising a plurality of load measuring means arranged in tandem alignment therealong.

19. An apparatus as defined in claim 17 wherein said load measuring means comprise a low profile flat wheel load weighing means.

20. An apparatus as defined in claim 18 wherein said load measuring means comprise a low profile flat wheel load weighing means.

21. An apparatus as defined in claim 17 wherein one or more of said load measuring means vary in load measuring capacity one to another.

22. An apparatus as defined in claim 18 wherein one or more of said load measuring means vary in load measuring capacity one to another.

23. An apparatus as defined in claim 13 wherein said low profile flat wheel load weighing means comprises non-weighing wheel supporting portions extending adjacent opposing side peripheral edges thereof and said portions extend in a direction transversely of said roadway.

24. An apparatus as defined in claim 14 wherein said low profile flat wheel load weighing means comprises non-weighing wheel supporting portions extending adjacent opposing side peripheral edges thereof and said portions extend in a direction transversely of said roadway.

25. An apparatus as defined in claim 19 wherein said low profile flat wheel load weighing means comprises non-weighing wheel supporting portions extending adjacent opposing side peripheral edges thereof and said portions extend in a direction lengthwise of said roadway.

26. An apparatus as defined in claim 7 wherein said grid-like configuration defines a plurality of linearly extending rows of load measuring means, the rows being consecutively positioned in tandem spaced arrangement one behind the other whereby the grid-like configuration extends lengthwise of said roadway, ones of said load measuring means varying in load measuring capacity one to another and arranged within said grid-like configuration such that the load measuring capacity of at least a portion of said platform increases in the lengthwise direction of said roadway.

27. An apparatus as defined in claim 8 wherein said grid-like configuration defines a plurality of linearly extending rows of load measuring means, the rows being consecutively positioned in tandem spaced arrangement one behind the other whereby the grid-like configuration extends lengthwise of said roadway, ones of said load measuring means varying in load measuring capacity one to another and arranged within said grid like configuration such that the load measuring capacity of at least a portion of said platform increases in the length-wise direction of said roadway.

28. An apparatus as defined in claim 7 wherein said grid-like configuration defines a plurality of linearly extending rows of load measuring means, the rows being consecutively positioned in tandem spaced arrangement one behind the other whereby the grid-like configuration extends lengthwise of said roadway, ones of said load measuring means varying in load measuring capacity one to another and arranged within said grid-like configuration such that the load measuring capacity of at least a portion of said platform increases in the lateral direction of said roadway.

29. An apparatus as defined in claim 8 wherein said grid-like configuration defines a plurality of linearly extending rows of load measuring means, the rows being consecutively positioned in tandem spaced arrangement one behind the other whereby the grid-like configuration extends lengthwise of said roadway 9 ones of said load measuring means varying in load measuring capacity one to another and arranged within said grid-like configuration such that the load measuring capacity of at least a portion or said platform increases in the lateral direction of said roadway.

30. An apparatus as defined in claim 7 wherein said wheel supporting surface comprising a grid-like configuration is elevated with respect to that of said roadway and ramp means is provided intermediate said wheel supporting surfaces whereby to facilitate controlled reception of the aircraft wheel to be weighed.

31. An apparatus as defined in claim 8 wherein said wheel supporting surface comprising a grid-like configuration is elevated with respect to that of said roadway and ramp means is provided intermediate said wheel supporting surfaces whereby to facilitate controlled reception of the aircraft wheel to be weighed.

32. An apparatus as defined in claim 7 wherein said wheel supporting surface comprising a grid-like configuration is mounted whereby to be substantially in-line with respect to that of said roadway, and a flat plate means intermediate said wheel supporting surfaces whereby to facilitate controlled reception of the aircraft wheel to be weighed.

33. An apparatus as defined in claim 8 wherein said wheel supporting surface comprising a grid like configuration is mounted whereby to be substantially in line with respect to that of said roadway, and a flat plate means intermediate said wheel supporting surfaces whereby to facilitate controlled reception of the aircraft wheel to be weighed.