(19) United States
`(12) Reissued Patent
`Levine
`
`muuuuuuiiiuiIIIOIINOiluuiuuiiuiiuiiiuuuuimuIN
`
`US RE39,618 E
`(lo) Patent Number:
`(45) Date of Reissued Patent:
`May 8, 2007
`
`(54) REMOTE, AIRCRAFT, GLOBAL, PAPERLESS
`MAINTENANCE SYSTEM
`
`(76)
`
`Inventor:
`
`Seymour Levine, 4928 Maytime La.,
`Culver City, CA (US) 90230
`
`(21)
`
`Appl. No.: 10/004,429
`
`(22)
`
`Filed:
`
`Oct. 25, 2001
`
`Related U.S. Patent Documents
`
`Reissue of:
`(64)
`Patent No.:
`Issued:
`Appl. No.:
`Filed:
`
`U.S. Applications:
`
`5,974,349
`Oct. 26, 1999
`09/205,331
`Dec. 4, 1998
`
`(63)
`
`(51)
`
`(52)
`
`(58)
`
`Continuation of application No. 08/768,313, filed on Dec.
`17, 1996, now Pat. No. 5,890,079.
`
`Int. Cl.
`G06F 19/00
`
`(2006.01)
`
`U.S. Cl.
`
`. ............................ 701/29; 701/14; 701/35;
`340/945
`Field of Classification Search ................... 701/14,
`701/29, 35, 120, 301; 340/945, 961, 963,
`340/971; 342/29, 454, 36-38, 455, 456
`See application file for complete search history.
`
`(56)
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
`8/1978 Middleton
`4,104,638 A
`11/1987 Thurman
`4,706,198 A
`.................. 701/14
`3/1988 Miller et al .
`4,729,102 A *
`3/1989 Feher ......................... 340/945
`4,816,828 A *
`11/1991 Heyche et al.
`5,067,674 A
`5/1992 Yoder
`5,111,400 A
`5,153,836 A * 10/1992 Fraughton et al.
`
`.......... 701/301
`
`5,200,902 A
`5,265,024 A
`5,278,891 A
`5,325,302 A *
`5,351,194 A
`5,381,140 A
`5,383,133 A *
`5,392,052 A
`5,408,515 A
`5,440,544 A
`
`............... 701/301
`
`Pilley
`4/1993
`Crabill et al.
`11/1993
`1/1994 Bhagat et al.
`6/1994
`Izidon et al .
`9/1994 Ross et al.
`1/1995 Kuroda et al.
`1/1995
`Staple ........................ 700/280
`2/1995 Eberwine
`4/1995
`Bhagat et al.
`8/1995
`Zinser, Jr.
`
`(Continued)
`
`Primary Examiner-Gary Chin
`(74) Attorney, Agent, or Firm Fred H Holmes
`
`(57)
`
`ABSTRACT
`
`This invention is a system that monitors many performance
`parameters and many aircraft operational parameters, and
`broadcasts this information along with aircraft identification,
`audio, video, global positioning and altitude data, to a world
`wide two-way rf network. This information is monitored and
`recorded at a remote, centralized location. At this location,
`this information is combined with archived data, ATC data,
`weather data, topological data, map data, and manufactur-
`ers' data. Analysis of this combined data allows identifica-
`tion of problems and generation of advisories. Six types of
`advisories are generated: maintenance, safety of flight, flight
`efliciency, flight separation, safe to fly and safe to take off.
`In the event of a crash the remotely recorded data provides
`an instant indication of the cause of the crash as well as
`where the crashed plane can be found. Use of this invention
`allows replacement of the current, on-board flight data
`recorders thus saving costs and weight. Having the recorded
`data at a remote site eliminates the need to search for flight
`data recorders. Other advantages are back-up for ATC radar
`position data, better control of aircraft separation, improved
`flight efficiency, and allowing use of simpler and lower
`power radar.
`
`16 Claims, 4 Drawing Sheets
`
`PROGESSOR
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`BOEING
`Ex. 1001, p. 1
`
`

`
`US RE39,618 E
`Page 2
`
`U.S. PATENT DOCUMENTS
`
`10/1995 Schuchman et al.
`5,459,469 A
`........... ... 375/130
`5,463,656 A * 10/1995 Polivka et al .
`5,467,274 A * 11/1995 Vax ......................... .... 701/14
`2/1996 Bjornholt ................. ... 342/455
`5,493,309 A *
`5,506,587 A
`4/1996 Lans
`5,548,515 A
`8/1996 Pilley et al.
`5,570,095 A
`10/1996 Drouilhet, Jr. et al.
`5,574,648 A
`11/1996 Pilley
`5,587,904 A * 12/1996 Ben-Yair et al .
`5,627,546 A
`5/1997 Crow
`5,651,050 A
`7/1997 Bhagat et al.
`5,657,009 A *
`8/1997 Gordon ................... ... 340/968
`5,670,961 A
`9/1997 Tomita et al.
`5,677,841 A * 10/1997 Shiomi et al .
`5,703,591 A
`12/1997 Tognazzini
`5,712,628 A
`1/1998 Phillips et al.
`
`........... ... 701/120
`
`......... ... 701/213
`
`...... ..... 340/961
`2/1998 Farmakis et al.
`5,714,948 A *
`4/1998 Pilley et al .
`........... ..... 701/120
`5,740,047 A *
`8/1998 Monroe
`5,798,458 A
`8/1998 Schuchman et al.
`5,798,726 A
`11/1998 Gu
`5,831,575 A
`2/1999
`Tognazzini
`5,872,526 A
`3/1999
`Tran et al.
`5,883,586 A
`3/1999
`Levine .................. ...... 701/14
`5,890,079 A *
`8/1999
`Smith et al .
`........... ....... 701/29
`5,931,877 A *
`9/1999 Schmid et al.
`5,950,129 A
`12/1999 Monroe
`6,009,356 A
`.......... .... 455/66.1
`4/2000 Wright et al .
`6,047,165 A *
`7/2000 Bateman ................ ...... 701/14
`6,092,008 A *
`8/2000 Wright et al .
`.......... .... 455/66.1
`6,108,523 A *
`9/2000
`Muller et al.
`6,122,570 A
`6,308,045 B1 * 10/2001 Wright et al .
`
`.......... ..... 455/431
`
`* cited by examiner
`
`BOEING
`Ex. 1001, p. 2
`
`

`
`U.S. Patent
`
`May 8, 2007
`
`Sheet 1 of 4
`
`US RE39,618 E
`
`32
`
`36
`
`34
`
`7A
`
`BOEING
`Ex. 1001, p. 3
`
`

`
`U.S. Patent
`
`May 8, 2007
`
`Sheet 2 of 4
`
`US RE39,618 E
`
`38
`
`46
`
`F
`
`F1G. 2
`
`BOEING
`Ex. 1001, p. 4
`
`

`
`U.S. Patent
`
`May 8, 2007
`
`Sheet 3 of 4
`
`US RE39,618 E
`
`70
`
`AIRCRAFT
`ADVISORIES
`
`64
`
`AiRCRAFT
`SIMULATION
`
`CONTROL
`AND uhf
`INTERFACE
`
`54
`
`62
`
`DISPLAY
`AND CONTROL
`SYSTEM
`
`DATA
`STORAGE
`
`PROCESSOR
`
`78
`
`AIR TRAFFIC
`CONTROL
`MODULE
`
`92
`
`AIRCRAFT
`MANUFACTURER
`COMMUNICATION
`MOOULE
`
`FIG. 3
`
`86
`
`74
`
`BOEING
`Ex. 1001, p. 5
`
`

`
`U.S. Patent
`
`May 8, 2007
`
`Sheet 4 of 4
`
`US RE39,618 E
`
`PROCESSOR
`
`42
`
`CONTROL
`
`78
`
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`
`74
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`MANUFACTURER
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`
`BOEING
`Ex. 1001, p. 6
`
`

`
`US RE39,618 E
`
`1
`REMOTE, AIRCRAFT, GLOBAL, PAPERLESS
`MAINTENANCE SYSTEM
`
`Matter enclosed in heavy brackets [ ] appears in the
`original patent but forms no part of this reissue specifi-
`cation; matter printed in italics indicates the additions
`made by reissue.
`This application is a continuation of application Ser. No.
`08/768,313 filed Dec. 17, 1996 and now allowed as U.S. Pat.
`No. 5,890,079.
`
`BACKGROUND OF THE INVENTION
`
`This invention relates to the field of flight recorders and
`more particularly to automatic, real-time, collection of air-
`craft data and then transmission of such data to a world wide
`communication system for subsequent reception, analysis,
`storage and generation of aircraft flight, safety, fuel efli-
`ciency and maintenance advisories at a Central Ground
`Based Processing Station (CGBS).
`Whenever an airplane crashes, authorities are anxious to
`find the flight data recorder. This is because it may reveal the
`causes of the crash. It is important to determine the cause
`because it may result from a problem affecting many flying
`aircraft. The flight data or crash recorder, sometimes also
`called a black box, is usually a tape recorder which is
`capable of recording many channels of information.
`However, recorders utilizing other storage media, such as
`compact discs are starting to be used because of their
`increased storage capacity. Regardless of storage medium
`used, the information recorded includes various flight
`parameters, such as engine status, fuel status, airspeed,
`position, altitude, attitude, control settings, and cockpit
`acoustic information. The information comes from sensors
`in the cockpit and at other strategic locations around the
`airplane. However, the information stored by the data
`recorder is often discarded shortly after each flight. If all
`flight data were analyzed in conjunction with weather, air
`traflic control (ATC) data and map data, they could become
`a valuable resource for detecting potential problems and
`improving aircraft design.
`Sometimes it is diflicult to locate the crashed plane, and,
`even where the crash site is known, it is sometimes diflicult
`to locate the flight data recorder. The latter is frequently a
`problem when the airplane crashes in water.
`To fulfil their intended purpose, current flight data record-
`ers must be made crash resistant. Consequently, they are
`constructed of rugged materials which means that they are
`costly to produce and heavy. Use of a lighter flight data
`recorder would result in an aircraft cost and weight savings.
`Moreover, except for occasional post flight analysis,
`current, recorded flight data exists in a vacuum. If they were
`analyzed in conjunction with weather data, manufacturer's
`data, map data, ATC data and position and altitude data, it
`would become a much more powerful tool.
`In recent years there have been a number of developments
`in flight data recorders. U.S. Pat. No. 4,729,102 discloses a
`flight data recorder system which monitors a number of
`aircraft parameters and compares them to stored information
`to provide for more eflicient aircraft operation and detection
`of excessive wear. This information is displayed and stored
`on-board and may be downloaded periodically via a link to
`a ground readout unit.
`U.S. Pat. No. 5,463,656 discloses a system for broadcast-
`ing full broadcast quality video to airplanes in flight via
`satellite relays. The system includes video bandwidth
`compression, spread spectrum waveform processing and an
`
`5
`
`15
`
`2
`circular aperture, phased array
`steered,
`electronically
`antenna, that conforms to the surface of the aircraft.
`U.S. Pat. No. 5,467,274 discloses a method of recording
`selected flight data, including GPS data, onto a VTR and
`thereafter subjecting the recorded data to a data reduction
`process on the ground.
`U.S. Pat. No. 5,325,302 discloses an aircraft collision
`warning system which includes a position determining
`subsystem, a trajectory determining subsystem, a collision
`10 predicting subsystem and a warning device.
`U.S. Pat. No. 5,383,133 discloses a computerized,
`integrated, health monitoring and vibration reduction system
`for a helicopter.
`However, none of these developments contemplates long
`term central storage of all recorded information for archival
`uses. Also none contemplates real-time radio transmission of
`aircraft data to a central station. Furthermore, none contem-
`plates combining information from aircraft with global
`20 position data, global map data, global weather data, ATC
`system data and manufacturers' data and providing real-time
`feedback, in the form of real-time ground and in-flight
`advisories to aircraft.
`What is needed is a flight recorder system that senses
`25 many flight parameters and many aircraft operational
`parameters, and transmits this information along with air-
`craft identification and cockpit audio and video to a world
`wide, two-way radio frequency (rf) network. This informa-
`tion could then be monitored and safely recorded at a remote
`30 location where it could be analyzed in conjunction with
`archived data, flight control data, weather data, topological
`data, global positioning data and manufacturers' data to
`allow identification of maintenance problems, on-ground
`safety advisories and in-flight safety advisories. There are
`35 three types of in-flight advisories: emergency or safety of
`flight, flight efliciency or fuel economy, and flight separa-
`tion. On the ground there are also three types of advisories:
`safe to fly, safe to take off and maintenance actions.
`In the event of a crash having the recorded data at a
`40 remote site would eliminate the need to search for flight data
`recorders and allow instant analysis of the failure mode.
`Further, the remotely recorded data would provide the best
`estimate of where the crashed plane could be found. This
`estimate would be based on the aircraft's last telemetry of its
`45 position, engine and control status, its flight dynamics and
`ATC radar data (when available). Use of this invention
`would allow replacement of the current, on-board flight data
`recorders thus saving costs and weight. Other advantages
`would be back-up for radar position data, better control of
`50 aircraft separation, and improved flight efliciency. Develop-
`ment of a such a system represents a great improvement in
`the fields of flight data recorder design, aircraft safety and
`airline efliciency, and satisfies a long felt need of airplane
`manufacturers, airlines, maintenance personnel and crash
`55 investigators.
`
`SUMMARY OF THE INVENTION
`
`The present invention is a remotely located, aircraft, flight
`data recorder and advisory system. These functions are
`6o achieved by continuously monitoring aircraft sensors such
`as aircraft position, altitude, speed, control surface settings,
`engine revolutions per minute, temperatures, stress, and fuel.
`Then by rf world wide transmission, such as via satellite
`communication links, these parameters are communicated,
`65 along with cockpit audio data, video data, aircraft identifi-
`cation and configuration, to a central ground based moni-
`toring station where they are continually and safely recorded
`
`BOEING
`Ex. 1001, p. 7
`
`

`
`US RE39,618 E
`
`5
`
`15
`
`3
`and analyzed. The transmission of the aircraft data via the
`communication link permits the aircraft performance and
`cockpit communication data to be memorized in a ground
`based recorder for after crash analysis without the necessity
`of rugged and waterproof monitoring apparatus aboard the
`aircraft. Also, in the event of a pilot initiated or ground
`station initiated alert, based on the real-time automated
`analysis of the aircraft's flight worthiness, a pilot crash
`avoidance safety advisory can be radioed back to the aircraft
`that provides the pilot with expert advice as to the safest 10
`approach for the operation of the aircraft.
`The central ground based monitoring system utilizes the
`real-time aircraft sensor data, aircraft configuration data and
`experts familiar with the aircraft in arriving at the best safety
`advisory. The computational analysis processors used to
`perform the safety analysis on the ground are not limited by
`the space and power restrictions that exist aboard the aircraft
`and thus can provide high fidelity simulation and analysis of
`the aircraft's problem. In this mode of operation, the central,
`ground based monitoring site maintains communication, 20
`utilizing fiber optic ground or satellite links, with flight
`controller facilities and with the aircraft manufacturers. It
`distributes the aircraft sensor data to them in real-time so as
`to solicit their expert analysis and help in generating the
`crash avoidance advisories. Real-time analysis of the pre- 25
`flight aircraft data along with other data such as weather,
`airport and its local area map, three dimensional topographi-
`cal map information, from data bases such as Digital Terrain
`Elevation Data (DTED), ATC data, wind shear, and aircraft
`configuration are also used to provide a safe to take off 30
`advisory.
`In addition to the above, if an aircraft exhibits a mechani-
`cal equipment failure prior to take off, the aircraft's sensor
`monitoring data are also communicated back to the aircraft
`manufacturer in real-time. The aircraft manufacturer then 35
`provides the mechanics with a preferred maintenance advi-
`sory based on an expert system for fault isolation that will
`save both time and money in getting a safe to fly aircraft
`back in service.
`For aircraft that are equipped to receive the satellite 40
`constellation Global Positioning System (GPS) or the Glo-
`bal Navigation Satellite System (GLONASS) precision
`navigation signals, these real-time sensor data of aircraft
`location are transmitted to the CGBS. This very accurate
`aircraft position data is utilized to augment the ATC in-flight 45
`and airport taxi collision avoidance systems as well as to
`enhance the all weather landing systems. It provides the air
`traflic controllers' ground based radar systems with a level
`of redundancy and enhances the radar systems by providing
`high fidelity, three dimensional, world wide aircraft separa-
`tion distances. This eliminates five deficiencies in the current
`radar ATC systems:
`a. invisibility of small aircraft due to minimal radar
`cross-section;
`b. distinguishing multiple aircraft flying close to each
`other because of beam width ambiguity;
`c. beam shadowing problems;
`d. range problems; and
`e. earth curvature problems.
`An added economic benefit of utilizing this position data
`blended with other aircraft sensor information and world
`wide weather and destination airport traffic data available at
`the CGBS is to provide the aircraft with a real-time fuel
`conservation and economy of flight information. The world 65
`wide communication up link advisory to the aircraft during
`flight for fuel conservation and economy of flight operation
`
`50
`
`ss
`
`60
`
`4
`is based on the blending of the data sources in a ground
`based digital processor. Thus, for this additional function,
`there is no need for added equipment to be carried aboard the
`aircraft. It also allows for simpler, lower cost and lower
`power ATC radar.
`In the event of a crash, the aircraft sensor data stored at
`the CGBS, which has a record of the opening condition of
`the aircraft at the time of the crash, provides the best
`estimate of the downed aircraft's location for timely recov-
`ery and potential rescue operations as well as the parameters
`that may have caused the crash. Furthermore, for operational
`aircraft experiencing an equipment failure or in a potentially
`over-congested area of operation, the real-time expert advi-
`sories communicated to the aircraft may well prevent the
`loss of life by giving the pilot the best crash avoidance
`information. In addition post-flight analysis of aircraft data
`may provide clues to the cause of a problem so as to prevent
`its recurrence in the future. Even for operational aircraft
`experiencing no current faults, the CGBS keeps a record of
`flight hours accumulated on the airframe and critical parts to
`assure that routine maintenance is timely performed and that
`the vehicle does not accumulate excessive stress build-up on
`flight critical assemblies. The CGBS sends out alerts for
`maintenance actions.
`The system integrates voice, video and instrument data
`into a single aircraft telemetry system that provides two way,
`world wide communication with the aircraft, and ground
`based archival recording of the data. For maintenance
`actions, it also communicates, via a local computer terminal
`or visor display to the aircraft ground maintenance
`personnel, the problem specific, vehicle aircraft manual data
`that shows how best to service the vehicle. This eliminates
`much of the paper manuals and assures that the latest aircraft
`maintenance information is being utilized for repair. It also
`provides an expert fault isolation system that saves both time
`and money in getting a safe to fly aircraft back in service.
`An appreciation of the other aims and objectives of the
`present invention and an understanding of it may be
`achieved by referring to the accompanying drawings and
`description of a preferred embodiment.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`FIG. 1 is a block schematic of an aircraft's multiplexed
`flight sensors, sensor transmitter and advisory receiver
`according to the invention.
`FIG. 2 illustrates worldwide communication via a satellite
`system and CGBS.
`FIG. 3 is a block schematic of the CGBS according to the
`invention.
`FIG. 4 is a block schematic of the Ground Based Distri-
`bution System according to the invention.
`
`DETAILED DESCRIPTION OF THE
`PREFERRED EMBODIMENT
`
`FIG. 1 shows an aircraft 10 equipped with a Sensor
`Multiplexer Receiver & Transmitter (SMART) 14 which is
`a line replaceable unit. The aircraft is also equipped with a
`GPS receiver system 16. The GPS system 16 receives ultra
`high frequency (uhf) radio signals 36 from several GPS
`satellites 32 via its GPS antenna 40, calculates the position
`and altitude of the aircraft 10 and reports this position and
`altitude data 44 to the SMART 14. The SMART 14 also
`receives aircraft performance and control data 18, acoustic
`data 22, and video data 26. The video data 26 comes from
`cameras which monitor the cockpit, the passenger
`
`BOEING
`Ex. 1001, p. 8
`
`

`
`5
`compartment, and the cargo compartment. SMART 14 peri-
`odically samples the sensor signals 18,22,26,44 converts all
`non-digital sensor signals 18,22,26,44 into digital format,
`adds a sensor identification label to each signal 18, 22, 26,
`44 plus an aircraft identification and configuration label.
`Then the SMART 14 ultra high frequency radio electroni-
`cally modulates the combined data and sends them to the
`aircraft satellite telemetry antenna 30. It should be noted
`that, to save weight, one antenna could serve the functions
`of the GPS antenna 40 and the aircraft satellite telemetry
`antenna 30. Then this uhf signal is transmitted by the aircraft
`antenna 30 to an earth orbiting communication satellite 38
`this is located in a direct, unobstructed, line of sight with the
`aircraft 10. In addition to transmitting data, the SMART 14
`receives data from the satellite 38. As will be described more
`fully below, this data is mostly in the form of advisories and
`alerts. Such advisories and alerts are reported to the crew via
`an on-board advisory system 72. While the aircraft 10 is on
`the ground, maintenance advisories can be requested and
`viewed via a plug-in terminal 76.
`FIG. 2 illustrates the communication satellite link 34, 46,
`48 between the aircraft 10 and the CGBS 42. It shows
`SMART 14 equipped aircraft 10 transmitting their sensor
`data over an uhf radio, unobstructed line of sight, transmis-
`sion 34 to the closest communication satellite 38. The
`satellite, world wide communication link then relays the
`data by line of sight transmission 46 to other communication
`satellites 38 followed by line of sight transmission 48 to the
`CGBS 42. The transmission of aircraft advisories from the
`CGBS 42 to the aircraft 10 is accomplished by communi-
`cating along the same path but in the reverse direction. FIG.
`2 depicts a continuous, around the clock, world wide com-
`munication link 34, 46, 48 that provides two way commu-
`nication with all of the aircraft 10 equipped with SMART 14
`in the Remote Aircraft Flight Recorder And Advisory
`(RAFT) System 50. The number of satellites 38 in the
`communication system depends on whether a geosynchro-
`nous or low earth orbit (LEO) satellite constellation is
`utilized. The system will work with either of the satellite
`constellations. The LEO constellation requires smaller,
`lighter and lower power equipment but a larger number of
`satellites.
`FIG. 3 is a block diagram of the CGBS 42. It shows the
`CGBS receiving and transmitting antenna 54, and the
`antenna control and uhf interface 56 that converts the
`received satellite signal into an electrical signal. The
`received signal represents aircraft performance and control
`18, audio 22, video 26, and high accuracy position and
`altitude data 44. These signals are then sent to: the CGBS
`processing station 62 for data analysis, and performance and
`problem simulation; the expert system module 64 for crash
`avoidance simulations; the archive 66 for data storage; the
`advisory module 70 for generating aircraft advisories; the
`aircraft manufacturer's module 74 for distribution to the
`aircraft manufacturer's ground based facilities for expert
`crash avoidance and maintenance advisories; and the ATC
`module 78 for distribution to airport and area ATC facilities.
`Since the CGBS 42 is on the ground its temperature,
`environment, humidity and air can be readily controlled so
`that the archive storage of the aircraft's sensor data 18, 22,
`26, 44 is very reliable. In addition, the real-time analysis of
`the data will alert the operational aircraft 10 of problems. In
`some cases, this may occur prior to the pilot's recognition of
`a problem. Thus in addition to reducing the equipment
`aboard the aircraft it can lighten the pilot's work load.
`Ground communication can be made over wide band-
`width, fiber optic cables, satellites or other rf communication
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`links. In the continental United States the wide band-width,
`fiber optic communication link is preferred. The CGBS 42
`acts as communication concentrator and it is through this
`facility 42 that world wide communication with the aircraft
`10 occurs. At this facility 42 weather data is collected from
`the government weather bureau facilities. The weather data,
`map data, DTED and ATC data is also combined with other
`aircraft operational data 18, 22, 26, 44 to provide: emer-
`gency or safety of flight advisories, flight efficiency or fuel
`economy advisories, and flight separation advisories.
`FIG. 2 and 3 show how the closest, unobstructed line-of
`sight satellite 38 receives the data 18, 22, 26, 44 from aircraft
`10 equipped with SMART modules 14. Data travels over the
`system to the satellite 38 closest to the CGBS 42. This
`satellite 38 is in line of sight communication with the CGBS
`42, which transmits and receives data to and from the CGBS
`antenna 54. The antenna 54 is controlled by antenna control
`and uhf interface module 56. The uhf signals 18, 22, 26, 44
`are also demodulated and sorted, by aircraft, in this module
`20 56. The data 18, 22, 26, 44 is then sent to the ground
`processor 62 for analysis.
`One function of the ground processor 62 is to send the
`data 18, 22, 26, 44 to the archival data storage system 66
`where it is safely stored in an air conditioned environment,
`25 for future retrieval, on magnetic disc or tape, or optical
`memory. Another function of the processor 62 is to coordi-
`nate its data with the aircraft simulation processor 64. This
`processor 64 performs an expert system analysis based on
`past performance, i.e. archived, data, aircraft specific stress
`30 accumulation statistics and world wide weather and wind
`shear, DTED and ATC information. Based on this
`simulation, aircraft real-time advisories are generated by the
`advisory module 70. Emergency advisories are also based on
`the aircraft manufacturer's simulations conducted at their
`facilities and communicated to the CGBS 42 via the wide
`band-width, fiber optic link 82. The data can be viewed and
`controlled by the CGBS operators on the display and control
`system 86. The position, altitude and aircraft velocity data is
`also sent to the ATC module 78 for real-time transmission to
`40 the airport and area flight controllers over the wide band-
`width, fiber optic communication link 92.
`Weather data from weather services are also communi-
`cated over this link 92. This data when mixed with the
`aircraft sensor data 18,22,26,44 at the aircraft simulation
`45 module 64 provide world wide safety of flight trajectories,
`safe to take off and land, and fuel efficiency economy of
`flight advisories. These advisories are sent to the aircraft 10
`over the world wide communication link illustrated in FIG.
`2. In addition, world wide advisories are sent to the aircraft
`50 10 by the ATC based on their information for aircraft
`separation. In a similar manner, the aircraft data 18, 22, 26,
`44 is sent to aircraft manufacturer personnel by the com-
`munication module 74 over the wide band-width, fiber optic
`link 82.
`Advisories can be sent by the manufacturers providing the
`best way to handle problems based on their expert knowl-
`edge of the aircraft 10. These aid in safely flying the aircraft
`or efficiently servicing an aircraft that is experiencing equip-
`ment malfunctions on the ground. The in-air safety of flight
`6o advisories go to the advisory center 70 to be integrated with
`CGBS and air traffic controller generated information so as
`to provide a single emergency advisory, based on all of the
`data. This advisory is sent to the aircraft 10 via the global
`communication network. For aircraft experiencing problems
`65 on the ground, an aircraft manufacturer remotely samples
`the aircraft's performance and then sends advisories over the
`network to the aircraft's ground maintenance personnel.
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`These advisories represent the latest diagnostic procedures
`and problem specific maintenance information. These main-
`tenance advisories are sent to an aircraft maintenance ter-
`minal display 76 that interfaces with the SMART commu-
`nication system 14 on board the aircraft. Thus the
`maintenance advisory provides eflicient, safe and effective
`repair of the aircraft using the most up-to-date procedures.
`FIG. 4 provides greater detail about CGBS 42 commu-
`nication with the ground based flight control and manufac-
`turing facilities. The CGBS ground processor 62 communi-
`cates with the ATC communication module 78. Digital data
`is communicated serially over a wide band-width, fiber optic
`link 92 to the air traflic control facilities 100 and the area
`traflic control facilities 96. There are a large number of civil
`and military airport and area ATCs in present use. These are
`indicated 100a to 100n for the airport air traflic controllers
`and 96a to 96n for the area air traflic controllers. Each of the
`air traflic controllers 96, 100 can tap the wide band-width,
`fiber optic communication link 92 for the specific aircraft
`data of interest to them. The air traflic controllers can also
`send, to specific or to all SMART 14 equipped aircraft 10 in
`the world, advisory data over the same communication link.
`The CGBS 42 communicates these advisories, via the
`satellite 38 communication link 48, 46, 34, to the aircraft 10.
`In a similar fashion the CGBS 42 receives world wide
`weather data from the weather bureau 104 and world wide
`map and topographic data from the map 105 and topo-
`graphic 106 databases. The CGBS 42 then, by its knowledge
`of the aircraft location, flight plans and operational
`characteristics, tailors this global weather data to weather
`data that is specific to each aircraft's area of operation for
`safety and economy of flight advisories.
`Aircraft manufacturing facilities 108 communicate with
`the CGBS 42 ground processor 62 via the aircraft manufac-
`turer communication module's 74, wide band-width, fiber
`optic communication link 82. Since there are a number of
`different aircraft manufacturers they are indicated by refer-
`ence numbers 108a to 108n. Their concomitant emergency
`and maintenance advisory facilities are indicated by the
`reference numbers 116a to 116n. Each manufacturer main-
`tains an historical log of the aircraft 10 in service for
`configuration, stress, maintenance service and end of life
`assembly data. The manufacturers also maintain aircraft
`simulation capability 112 to aid in providing safety of flight
`advisories to aircraft 10 that are experiencing a problem. The
`different simulation facilities are shown by the reference
`numbers 112a to 112n. These advisories occur whether the
`problem was first surfaced by the in-air aircraft personnel, or
`by the on the ground monitoring personnel or by simulations
`at the CGBS 42 or aircraft manufacturer's facility 108.
`The CGBS 42 and the aircraft manufacturer's facility 108
`check the aircraft operational capability by remotely sam-
`pling the aircraft's operational status parameters 18, 22, 26,
`44 and using other factors such as weather, ATC
`information, map, and DTED. The simulations utilize real-
`time analysis of the vehicle data and past performance to
`provide expert system advisories. For an aircraft that is
`experiencing a problem on the ground, the aircraft manu-
`facturer's facilities 108 still sample the operational status of
`the aircraft's flight critical assemblies via the real-time,
`world wide, communication link 34, 46, 48. The manufac-
`turer's facility 108 transmits expert system repair advisories
`to the aircraft's 10 maintenance personnel. These include the
`latest approved, problem specific, service manual data to
`efliciently and safely correct the aircraft's problem.
`Operation of this invention, Remote Aircraft Flight
`Recorder and Advisory System, 50 can be summarized as
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`follows. The aircraft 10 is fitted with a SMART module 14,
`that accepts sensor signals 18 depicting the performance of
`many of the flight safety critical assemblies. It converts any
`of the analog sensor data 18 into a digital format. These
`signals are the same as those that are presently sent to the
`existing flight crash recorders aboard aircraft which records
`vital flight information such as air speed, height, attitude,
`landing gear status, fuel status as well as the position of the
`aircraft controls and latitude and longitude, which is gleaned
`io from radio navigation aids and the inertial navigation system
`(INS), when available. Unlike the exi