U.S. patent application number 11/532066 was filed with the patent office on 2010-04-15 for integrating communication and surveillance.
This patent application is currently assigned to The Boeing Company. Invention is credited to Bradley D. Cornell, Cara Kuan.
Application Number | 20100094484 11/532066 |
Document ID | / |
Family ID | 38728930 |
Filed Date | 2010-04-15 |
United States Patent
Application |
20100094484 |
Kind Code |
A1 |
Cornell; Bradley D. ; et
al. |
April 15, 2010 |
INTEGRATING COMMUNICATION AND SURVEILLANCE
Abstract
An aircraft control unit has modules for interfacing with
various systems of an aircraft to integrate control of the systems.
The modules include a communication module configured to be coupled
to a communication system of the aircraft and a surveillance module
configured to be coupled to a surveillance system of the aircraft.
The aircraft control unit also includes a display screen for
displaying information and a user interface usable to interact with
the modules. Each of the modules is configured to display
information on the display screen and to receive user input from
the user interface.
Inventors: |
Cornell; Bradley D.; (Lake
Stevens, WA) ; Kuan; Cara; (Redmond, WA) |
Correspondence
Address: |
LEE & HAYES, PLLC
601 W. RIVERSIDE AVENUE, SUITE 1400
SPOKANE
WA
99201
US
|
Assignee: |
The Boeing Company
Chicago
IL
|
Family ID: |
38728930 |
Appl. No.: |
11/532066 |
Filed: |
September 14, 2006 |
Current U.S.
Class: |
701/3 ;
342/30 |
Current CPC
Class: |
G01C 23/00 20130101 |
Class at
Publication: |
701/3 ;
342/30 |
International
Class: |
G06F 17/00 20060101
G06F017/00; G01S 13/91 20060101 G01S013/91; G01S 13/93 20060101
G01S013/93; G01S 13/94 20060101 G01S013/94 |
Claims
1. An aircraft control unit installed in an aisle stand in a
cockpit of an aircraft configured to control multiple systems of
the aircraft, the aircraft control unit comprising: a display
screen for displaying information to an operator of the aircraft; a
user interface for use by the operator and used in conjunction with
the display screen; a communication module configured to interact
with the user interface and to be coupled to a communication system
of the aircraft, wherein the communication module is configured to
store an active radio frequency in memory for later use in response
to an operator selection of a command associated with a "store
active" prompt on the display screen, and wherein the communication
module comprises at least one of a very high frequency (VHF) radio
module, a high frequency (HF) radio module, a satellite
communication (SATCOM) radio module, and a cabin interphone module;
a surveillance module configured to interact with the user
interface and to be coupled to a surveillance system of the
aircraft, wherein the surveillance module comprises at least one of
a ground proximity warning system (GPWS) module, a weather radar
module, an air traffic control (ATC) transponder module, and a
traffic alert and collision avoidance system (TCAS) module; and
wherein the communication module and the surveillance module are
configured to display information on the display screen and to
receive operator input from the user interface.
2. (canceled)
3. (canceled)
4. The aircraft control unit of claim 1, further comprising a
navigation module configured to be coupled to a navigation system
of the aircraft.
5. The aircraft control unit of claim 4, wherein the navigation
module comprises at least one of a global positioning satellite
(GPS) system module, an inertial reference system (IRS) module, an
electronic flight instrument system (EFIS) module, an instrument
landing system (ILS) module, and a ground based augmentation
landing system (GLS) module.
6. The aircraft control unit of claim 1, further comprising at
least one of a warning system module configured to be coupled to a
warning system of the aircraft, an emergency response system module
configured to be coupled to an emergency response system of the
aircraft, an environmental sensor system module configured to be
coupled to an environmental sensor system of the aircraft, and a
climate control system module configured to be coupled to climate
control system of the aircraft.
7. The aircraft control unit of claim 1, wherein the aircraft
control unit has dimensions of not more than 146 millimeters wide,
142 millimeters deep, and 162 millimeters high.
8. (canceled)
9. An aircraft comprising an isle stand having at least two of the
aircraft control units of claim 1.
10. An aircraft control unit installed in a cockpit of an aircraft
configured to control multiple systems of the aircraft, the
aircraft control unit comprising: a display screen for displaying
information; a user interface disposed about a perimeter of the
display screen; modules configured to control one or more aircraft
systems, the modules including: a very high frequency (VHF) radio
module; a high frequency (HF) radio module; wherein the
communication module is configured to store an active radio
frequency in memory for later use in response to the operator
selection of a command associated with a "store active" prompt on
the display screen; a satellite communication (SATCOM) radio
module; a cabin interphone module; a weather radar module; an air
traffic control (ATC) transponder module; a navigation module; a
warning system module configured to be coupled to a warning system
of the aircraft; an emergency response system module configured to
be coupled to an emergency response system of the aircraft; an
environmental sensor system module configured to be coupled to an
environmental sensor system of the aircraft; a climate control
system module configured to be coupled to climate control system of
the aircraft; wherein the user interface is usable to interact with
each of the modules, and each of the modules are configured to
display information on the display screen and to receive operator
input from the user interface.
11. The aircraft control unit of claim 10, wherein the navigation
module is configured to be coupled to an aircraft navigation
system.
12. (canceled)
13. (canceled)
14. (canceled)
15. One or more computer-readable media comprising instructions
for: displaying, via a display screen, a communication interface
that includes a tuner indicating an active frequency; presenting a
designator next to the active frequency; storing the active
frequency to memory for subsequent use in response to a an operator
selection of the designator associated with a "store active" prompt
on the display screen; and displaying, via the display screen, any
one of a cabin interphone interface, a surveillance interface, or a
navigation interface in response to the operator selecting a user
interface mode select key associated with respective
interfaces.
16. The one or more computer-readable media of claim 15, wherein
the tuner comprises at least one of a very high frequency (VHF)
tuner, a high frequency (HF) tuner, and a satellite communication
(SATCOM) tuner.
17. (canceled)
18. The one or more computer-readable media of claim 15, wherein
the instructions for displaying the surveillance interface include
displaying at least one of a ground proximity warning system (GPWS)
interface, a weather radar interface, an air traffic control (ATC)
transponder interface, and a traffic alert and collision avoidance
system (TCAS) interface.
19. The one or more computer-readable media of claim 15, wherein
the instructions for displaying the navigation interface include
displaying at least one of a global positioning satellite (GPS)
system interface, an inertial reference system (IRS) interface, an
electronic flight instrument system (EFIS) interface, an instrument
landing system (ILS) interface, and a ground based augmentation
landing system (GLS) interface.
20. The one or more computer-readable media of claim 15, wherein
the communication interface comprises a very high frequency (VHF)
tuner, and further comprises instructions for displaying: a high
frequency (HF) tuner; a satellite communication (SATCOM) tuner; a
cabin interphone interface; a weather radar interface; and an air
traffic control (ATC) transponder interface.
Description
TECHNICAL FIELD
[0001] This disclosure relates generally to integrating control of
aircraft systems, and more specifically, to integrating control of
communication, surveillance, navigation, and/or other aircraft
systems.
BACKGROUND
[0002] Traditional aircraft cockpit controls include dedicated
control panels for various aircraft systems such as, voice radio
tuning, navigation (NAV) radio tuning, weather radar control,
transponder control, ground proximity warning system control,
satellite communication (SATCOM) control, cabin interphone control,
among others. These dedicated control panels are typically
installed in an aisle stand of the aircraft. The weight from all of
the dedicated control panels used in a single aircraft can be
substantial. Also, aircraft aisle stands have limited space,
thereby limiting the number of dedicated control panels that may be
installed in an aircraft at a given time.
[0003] The installation and replacement of dedicated control panels
is costly due to the number of panels involved. In addition,
airlines must stock sufficient replacement panels for each of the
dedicated control panels in an aircraft, which further adds to the
costs associated with the dedicated control panel approach.
SUMMARY
[0004] This summary introduces simplified concepts of integrating
control of communication, surveillance, navigation, and/or other
aircraft systems. In one exemplary implementation, an aircraft
control unit is configured to control multiple systems of an
aircraft. The aircraft control unit has modules for interfacing
with various systems of the aircraft. The modules include a
communication module configured to be coupled to a communication
system of the aircraft and a surveillance module configured to be
coupled to a surveillance system of the aircraft. The aircraft
control unit also includes a display screen for displaying
information and a user interface usable to interact with the
modules. Each of the modules is configured to display information
on the display screen and to receive user input from the user
interface.
[0005] In another exemplary implementation, one or more
computer-readable media are provided with instructions for
displaying a communication interface, including a tuner indicating
an active frequency, presenting a designator next to the active
frequency, and storing the active frequency to memory for
subsequent use, in response to a user request to store the active
frequency.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] The detailed description is set forth with reference to the
accompanying figures. In the figures, the left-most digit(s) of a
reference number identifies the figure in which the reference
number first appears. The use of the same reference numbers in
different figures indicates similar or identical items.
[0007] FIG. 1 is a schematic view of an aircraft cockpit, showing
an aisle stand with aircraft control units according to one
exemplary implementation.
[0008] FIG. 2 is a block diagram of one of the exemplary aircraft
control units of FIG. 1.
[0009] FIG. 3 is a block diagram showing details of communication
module(s) of the exemplary aircraft control unit shown in FIG.
2.
[0010] FIG. 4 is a block diagram showing details of surveillance
module(s) of the exemplary aircraft control unit shown in FIG.
2.
[0011] FIG. 5 is a block diagram showing details of navigation
module(s) of the exemplary aircraft control unit shown in FIG.
2.
[0012] FIG. 6 is a block diagram showing details of other module(s)
of the exemplary aircraft control unit shown in FIG. 2.
[0013] FIG. 7 is a schematic diagram of an exemplary user interface
and display screen of a control unit, with an exemplary very high
frequency (VHF) radio interface on the display screen.
[0014] FIG. 8 is a schematic diagram of an exemplary stored VHF
radio interface displayable on a control unit.
[0015] FIG. 9 is a schematic diagram of an exemplary high frequency
(HF) radio interface displayable on a control unit.
[0016] FIG. 10 is a schematic diagram of an exemplary stored HF
radio interface displayable on a control unit.
[0017] FIG. 11 is a schematic diagram of an exemplary satellite
communications (SATCOM) interface displayable on a control
unit.
[0018] FIG. 12 is a schematic diagram of another exemplary SATCOM
interface displayable on a control unit.
[0019] FIG. 13 is a schematic diagram of an exemplary cabin
interphone interface displayable on a control unit.
[0020] FIG. 14 is a schematic diagram of an exemplary interphone
directory displayable on a control unit.
[0021] FIG. 15 is a schematic diagram of an exemplary ground
position warning system (GPWS) interface displayable on a control
unit.
[0022] FIG. 16 is a schematic diagram of an exemplary weather radar
interface displayable on a control unit.
[0023] FIG. 17 is a schematic diagram of another exemplary weather
radar interface displayable on a control unit.
[0024] FIG. 18 is a schematic diagram of an exemplary transponder
interface displayable on a control unit.
[0025] FIG. 19 is a schematic diagram of an exemplary alternate
navigation (ALTN NAV) control interface displayable on a control
unit.
[0026] FIG. 20 is a schematic diagram of another exemplary ALTN NAV
interface displayable on a control unit.
[0027] FIG. 21 is a schematic diagram of an exemplary menu
interface displayable on a control unit.
[0028] FIG. 22 is a schematic diagram of an exemplary system power
interface displayable on a control unit.
[0029] FIG. 23 is a schematic diagram of an exemplary
alert/transponder (ALERT/XPDR) interface displayable on a control
unit.
[0030] FIG. 24 is a schematic diagram of an exemplary radio
miscellaneous interface displayable on a control unit.
[0031] FIG. 25 is a schematic diagram of an exemplary method of
integrating control of aircraft systems.
DETAILED DESCRIPTION
Overview
[0032] This disclosure is directed to integrating control of
multiple systems of an aircraft that traditionally had dedicated
control panels located in an aircraft aisle stand. This integration
results in substantial reduction in weight and installation costs,
by reducing the number of control panels installed in an aircraft.
Integrating control of multiple aircraft systems also may reduce
inventory costs by minimizing the number of different replacement
panels and parts that must be stocked. Moreover, integrated control
panels according to some implementations described herein may be
expandable and/or upgradeable to control additional aircraft
systems.
[0033] By way of example, an integrated control unit may be used to
tune radios and control other aircraft systems, such as a satellite
communication (SATCOM) system, cabin interphone system, ground
proximity warning system (GPWSs), weather radar, and air traffic
control (ATC) transponder, and traffic alert and collision
avoidance system (TCAS). The control unit in such an implementation
may also provide control of navigation and/or other systems of the
aircraft. The implementations disclosed herein are described in the
context of integrating control of multiple systems of a large
commercial aircraft. However, it should be understood that the
concepts described herein are broadly applicable to virtually any
other aircraft applications, such as private aircraft, military
aircraft, and the like.
Operating Environment
[0034] FIG. 1 is a schematic diagram of an aircraft cockpit 100.
Two captains' chairs 102 are mounted in the cockpit 100, and an
aisle stand 104 is disposed between the captains' chairs. Three
integrated control units 106 are disposed in the aisle stand 104
(left, center, and right control units). Each of the control units
106 provides an interface with multiple systems of the aircraft,
such as communication, surveillance, navigation, and/or other
systems of the aircraft. In this implementation, all three control
units 106 are substantially identical and are provided for
convenience of use by the pilots or other crew and for redundancy.
The size of the aircraft control units may vary depending on the
number of aircraft systems the control units are configured to
manage, the type of aircraft the control units are intended to be
installed in, other features that the control units may have, and
the like. In one implementation, the control units have dimensions
of not more than about 146 millimeters wide, about 142 millimeters
deep, and about 162 millimeters high. Of course, in other
implementations the control panels may be any suitable size (larger
or smaller), depending on the type of aircraft, available space,
ergonomics, and the like.
[0035] Any one of the control units 106 may provide full control of
all managed aircraft systems. While the number and types of systems
controlled by the control units may vary depending on the systems
present in the aircraft, compatibility of the systems with the
control units, and the like. For example, while three control units
are illustrated in FIG. 1, any number of one or more control units
may be used. The control units 106 may be expanded or upgraded to
control additional systems of the aircraft prior to, during, or
after installation by, for example, installing additional or
upgraded hardware, software, or a combination of the two. Also,
while the control units 106 are shown as being mounted in an aisle
stand of an aircraft, they may also be mounted in any other
suitable location in an aircraft, such as the instrument panel, for
example.
[0036] Some aircraft have multiple redundant systems, such as
integrated surveillance systems, incorporating separate GPWS,
weather radar, ATC/TCAS transponder systems, and the like. In that
case, the control unit 106 may be configured to provide an
automatic system selection function, which, in the case of a system
failure, will automatically switch from a failed system to a backup
system. A failure message may or may not be displayed for an
automatic system selection, and a status message may be displayed
on an engine indication and crew alerting system (EICAS) of the
aircraft. If both the left and right systems are failed, an EICAS
advisory message may be displayed and the control panels 106 may
continue to listen for and automatically select a non-failed
system. Manual selection between redundant aircraft systems is
provided for each function and can be accessed at any time. If the
crew manually selects a failed system an advisory message will be
displayed.
Exemplary Control Unit
[0037] FIG. 2 is a block diagram showing one exemplary
implementation of a control unit 106, in which control of multiple
aircraft systems is accomplished using a control unit 106 having
modules 200 for interfacing with each of the aircraft systems. In
some implementations, the modules 200 comprise software programs
configured to interface with, interpret data from, and/or otherwise
control the various aircraft systems. However, the modules 200 may
additionally or alternatively be implemented at least partially as
one or more memories, integrated circuits, and/or other
hardware.
[0038] The control unit 106 comprises a display screen 202 for
displaying information to a user about the control unit 106 and the
various aircraft systems managed by the control unit 106. A user
interface 204 is provided by which the user can interact with the
modules 200 to manage the aircraft systems. A processor 206 or
other logic is provided to schedule and manage communications
between and among the modules 200, display screen 202, user
interface 204, and/or a memory 208. Memory 208 may be a standalone
memory of the control unit 106, a remote memory storage device,
removable and/or nonremovable memory, a combination of the
foregoing, or any other combination of one or more
computer-readable media. Memory 208 stores data received from the
user interface 204 (e.g., user entered radio frequencies,
preferences, etc.), the modules 200 (e.g., automatically stored
radio frequencies, map data, system status data, sensor data,
etc.), and/or from external sources (e.g., new modules, updates,
navigation data, map data, etc.). In addition, memory 208 also may
include an operating system, one or more application programs, and
one or more application programming interfaces (APIs) that
facilitate communication between the control unit 106 and the
aircraft systems and/or other computing devices. If the modules 200
are implemented at least partially as hardware, one or more of the
modules may include their own onboard memory and/or processor, or
they may use the processor 206 and memory 208 of the control unit
106.
[0039] For the sake of clarity, the modules 200, display screen
202, user interface 204, processor 206, and memory 208 are shown as
being in operative communication via a communication bus 210.
However, it should be understood that these and other components
could be operatively coupled together in numerous different
configurations that would be apparent to those of ordinary skill in
the art. For example, in one specific implementation, each of the
control units 106 receives data from the other control units 106
via a direct connection, such as an ARINC 429 connection (available
from Aeronautical Radio, Incorporated, Annapolis, Md.), and from
other aircraft systems, such as VHF, HF, and SATCOM radios, cabin
interphone, etc., via a common core system (CCS), such as those
available from Smith Aerospace Limited, Cheltenham, United Kingdom.
The control units 106 are also connected to one another and the
other aircraft systems via remote data concentrators (RDCs) to the
CCS.
[0040] Using the user interface 204, the user can change
information displayed on the display screen 202, control functions
of the aircraft systems managed by the control unit 106, store data
in memory 208 for later use and recall previously stored data, to
name just a few. The user interface 204 may include any number of
different input and/or output mechanisms, such as dedicated and/or
soft buttons, keypads, rockers, graphical user interfaces (GUIs),
voice recognition interfaces, and the like. Each of the modules 200
is configured to display information on the display screen 202 and
to receive user input from the user interface 204.
[0041] In the implementation of FIG. 2, modules 200 comprise one or
more communication modules 212 configured to be coupled to
corresponding communication systems of the aircraft, one or more
surveillance modules 214 configured to be coupled to corresponding
surveillance systems of the aircraft, one or more navigation
modules 216 configured to be coupled to corresponding navigation
systems of the aircraft, and one or more other modules 218
configured to be coupled to other corresponding systems of the
aircraft.
Exemplary Module(s)
[0042] FIG. 3 illustrates exemplary communications module(s) 212 of
FIG. 2 in more detail. As shown, the communication module(s) 212
comprise a VHF module 300, a HF module 302, a SATCOM module 304,
and a cabin interphone module 306, which are configured to be
coupled to a VHF radio 308, HF radio 310, SATCOM radio 312, and
cabin interphone system 314 of the aircraft, respectively. However,
any number of one or more of these or other communication modules
could instead be included in other implementations.
[0043] FIG. 4 illustrates exemplary surveillance module(s) 214 of
FIG. 2 in more detail. As shown, the surveillance module(s) 214
comprise a weather radar module 400, a ground proximity warning
system (GPWS) module 402, an air traffic control (ATC) transponder
module 404, and a traffic alert and collision avoidance system
(TCAS) module 406, which are configured to be coupled to weather
radar 408, GPWS 410, ATC transponder 412, and TCAS 414 of the
aircraft, respectively. However, any number of one or more of these
or other surveillance modules could instead be included in other
implementations.
[0044] FIG. 5 illustrates exemplary navigation module(s) 216 of
FIG. 2 in more detail. As shown, the navigation module(s) 216
comprise a global positioning satellite (GPS) module 500, an
inertial reference system (IRS) module 502, an electronic flight
instrument system (EFIS) module 504, an instrument landing system
(ILS) module 506, and a ground-based augmentation landing system
(GLS) module 508, which are configured to be coupled to a GPS
system 510, IRS 512, EFIS 514, ILS 516, and GLS 518, respectively.
However, any number of one or more of these or other communication
modules could instead be included in other implementations.
[0045] FIG. 6 illustrates several exemplary other module(s) 218
that may be included in a control unit, such as the one shown in
FIG. 2. As shown, the other module(s) 218 comprise a warning system
module 600, an emergency response system module 602, an
environmental sensor system module 604, and a climate control
module 606, which are configured to be coupled to a warning system
608, emergency response system 610, environmental sensor system,
and a climate control system, respectively. However, any number of
one or more of these or other communication modules could instead
be included in other implementations. Some examples of warning
systems 608 that may be controlled by a warning system module 600
include an engine indication and crew alerting system (EICAS), a
landing gear status warning system, and the like. Some examples of
emergency response systems 610 that may be controlled by an
emergency response module 602 include fire extinguisher systems,
oxygen mask deployment systems, and the like. Some examples of
environmental sensor systems 612 that may be controlled by an
environmental sensor system module 604 include indoor and/or
outdoor temperature sensors, humidity sensors, pressure sensors,
and the like. Some examples of climate control systems 614 that may
be controlled by a climate control system module 606 include a
thermostat, cabin pressure control system, humidifier system, and
the like.
[0046] While the modules 200 are shown in FIGS. 2-6 as nominally
being grouped into the categories of communication modules 202,
surveillance modules 204, navigation modules 206, and other modules
208, the modules 200 need not fall into any of those categories or
may fit into more than one of those categories (e.g., modules may
include aspects of more than one category, such as navigation and
surveillance, for example). Also, while the modules 200 are shown
as being separate blocks in FIGS. 3-6, multiple modules may be
integrated together, such that a single module manage multiple
aircraft systems. Conversely, multiple modules may be used to
manage different aspects of a single aircraft system.
[0047] Also, while the control unit 106 is shown and described as
having certain hardware and software elements, it should be
understood that the elements discussed above with regard to the
control unit 106 may be implemented by software, hardware or a
combination thereof. If implemented by software, the software may
reside on memory 208, other memory associated with any component of
the control unit 106, standalone memory provided in communication
with the control unit 106, a remote memory storage device,
removable/non-removable memory, a combination of the foregoing, or
any other combination of one or more computer-readable media. Any
number of programs, modules, data objects, or other data structures
may be stored in memory including an operating system, one or more
application programs, other program modules, and program data.
Exemplary User Interface and Display
[0048] FIG. 7 is a schematic view of a face plate 700 of a control
unit according to one implementation. The faceplate 700 includes a
display screen 202 and a user interface 204. The user interface 204
includes a row of dedicated mode select keys 702 located at the top
of the control unit 106. The mode select keys 702 include a VHF
mode key 704 for selecting a VHF radio interface for display, an HF
mode key 706 for selecting an HF radio interface for display, a SAT
mode key 708 for selecting a SATCOM interface for display, a CAB
mode key 710 for selecting a cabin interphone interface for
display, a GPWS mode key 712 for selecting a GPWS interface for
display, a WXR mode key 714 for selecting a weather radar interface
for display, and an XPDR mode key 716 for selecting a transponder
interface for display.
[0049] A menu key 718 is located in the lower right-hand corner
providing access to backup transponder controls, a miscellaneous
radio page, and a surveillance system power control page. A NAV
function key 720 located below the display 202 on the right
provides access to backup navigation pages.
[0050] Transfer (XFR) and standby (STBY STEP) rocker keys 722, 724
are located below the display 202 and are typically used only when
the VHF and HF mode buttons are selected. The XFR key 722 toggles
ACTIVE and STANDBY frequencies for the selected radio and tunes the
selected radio to the new active frequency. The STBY STEP key 724
is used to step up or down through pre-tuned or stored
frequencies.
[0051] PREV and NEXT PAGE keys 726, 728 are used to change pages
for functions that have multiple pages. A keypad 730 is located
below the display screen 202 on the left and is used to manually
enter and modify data in the "scratchpad" (the bottom line of the
display screen 202 is referred to as the "scratchpad") using
traditional scratchpad techniques. A clear (CLR) key 732 is used to
clear a scratchpad entry or a scratchpad message.
[0052] A column of line select keys 734 is disposed vertically
along each side of the display 202 and is used to select text
adjacent to the line select keys 734 on the display screen 202. In
the illustrated implementation, each column includes four line
select keys. However, in practice, any number of line select keys
may be used in each column. The line select keys are used to move
data from the scratchpad to the selected line or to select
functions on a page.
[0053] Selected text is identified by one or more visual cues, such
as larger, bold, or different-colored font, or the like. In one
example, a selected state is denoted by large font green text,
selected frequencies are indicated by large font white text and
Cyan colored ACTIVE and STBY headers and cyan arrow characters
located adjacent to the selected radio identifier. Different colors
may be associated with different functions and/or different display
screens to help users distinguish between the various
functions/screens of the control unit. Throughout the drawings,
selections referred to as being a certain color are represented by
larger and/or bold text.
[0054] A panel off button 736 turns the control unit 106 off and
may display screen indicating that the control unit is off. Each
control unit 106 may incorporate a bezel light sensor (not shown)
to automatically control the display lighting. Lighting levels for
all three control units 106 can be varied using the aisle stand or
master bright lighting controls.
Display Pages/Interfaces
[0055] Pages/interfaces displayed on the display screen 202 may
include one or more common components. Referring again to FIG. 7,
the implementations described herein include five common components
on each page: [0056] a page title 738 displayed at the top of the
page, [0057] a header title 740 which is the title of the data on
the following line, [0058] a data line 742 including prompts,
selectors, and/or data associated with the preceding header title
740, [0059] a page number 744 (in page number/total number of
related pages) if more than one page exists, and [0060] a
scratchpad 746, which is the bottom line of the display 202 and
displays entered data, messages, or line selected data (scratchpad
data may be retained when switching between some or all modes of
the control unit).
[0061] The various pages displayed on the display screen will be
described below in the order (from left to right) of the mode
select keys 702 located at the top of the face plate 700.
VHF Interface
[0062] FIGS. 7 and 8 depict exemplary VHF interface pages for
interacting with VHF radios of the aircraft. A user may move
between pages of an interface (e.g., pages 1 and 2 of the VHF
interface) using the previous and next page keys 726, 728.
[0063] By way of background, three VHF radios (not shown) are
installed in an aircraft and labeled left, center, and right.
Normally, the crew uses the left radio to communicate with air
traffic control, the center radio is reserved for data
communications, and the right radio is used as required to monitor
company communications, automatic terminal information services
(ATIS), guard frequency 121.5, or the like. Generally, the left VHF
radio is connected to a standby power bus so that, in the event of
electrical power loss, the left radio will continue to operate
using dedicated 429 data buses to the left control unit 106.
[0064] VHF interface pages are used by the flight crew to control
the left, center, and right VHF radios. The VHF page layout uses an
active--standby two window interface. Using the first page (shown
in FIG. 7), entries can be made to either the tuned or standby
frequencies for all three VHF radios. Additional pages (shown in
FIG. 8) allow entry of stored frequencies which can be accessed as
required throughout the flight.
[0065] A "STORE ACTIVE" prompt 748 on page 1 of the interface
enables the crew to easily store the currently selected radio's
active frequency. Stored frequencies can also be line-selected in
the scratch pad for entry into any active or standby frequency
window. That is, if there was data in the scratchpad, selecting a
line select key 734 will enter the data into the corresponding line
of the display. Stored frequency data may also be exchanged with
one or more onboard or removable storage devices or other
computer-readable media.
[0066] The three frequencies on the left-hand side of the display
202 are the ACTIVE frequencies. The header text ACTIVE 740 is the
label for the entire column and follows the selection of the
selected radio. The three frequencies on the right-hand side of the
display 202 are standby (STBY) or pre-tuned frequencies. The header
text STBY is the label for the entire column and likewise follows
the selected radio.
[0067] The keypad 730 can be used to enter a frequency into the
scratchpad 746. Frequencies can be entered into any of the active
or standby frequency windows by selecting the appropriate line
select key 734. Selecting a line select key 734 will enter a
frequency into the selected window and make that radio the selected
radio (designated by the ACTIVE--STBY headers and arrows). Entering
a frequency into an active window will automatically transfer the
current active frequency to the standby window to facilitate
returning to the previous frequency using the transfer key 722.
When a line select key 734 is selected, if the corresponding
frequency is not valid, the message "INVALID ENTRY" is displayed in
the scratchpad. Selecting the CLR key 732 clears the scratchpad
message and displays the entered data.
[0068] If an ATC uplink is accepted that includes a VHF or HF
frequency the uplinked frequency is displayed in the scratchpad 746
on the VHF or HF page as appropriate, as indicated by the uplink
indicator (UL) before the frequency in the scratchpad 746. Line
selecting the frequency into either the active or standby window on
any radio clears the scratchpad. If a VHF radio fails, in-flight
dash prompts may be displayed in the active and standby frequency
windows for the affected radio.
[0069] If frequencies have previously been stored, an X/Y list
identifier is displayed next to STBY header. The first number
indicates the position in the list and the second number indicates
how many total frequencies are stored. Thus, in the example of FIG.
7, 119.000 is the 13.sup.th stored frequency out of 24 total stored
frequencies. Selecting the STBY STEP key 724 steps up or down
through the stored frequencies. If no frequencies are stored for
the selected radio STBY is displayed in the header instead of STBY
X/Y. Each time a frequency is entered into the STBY window it is
checked against the stored frequency list. If the standby frequency
matches a frequency in the list the appropriate position X/Y will
be displayed. When a data-enabled radio is selected, normally the
center radio, the DATA tag is accessed by STEPping below frequency
1/X or above X/Y.
[0070] FIG. 8 depicts a second or subsequent page of the VHF
interface and includes a list of stored, or pre-tuned frequencies.
This stored frequency feature may be particularly useful during
departures or arrivals where the crew has time and knows what
frequencies to enter in advance. In the illustrated implementation,
up to eight frequencies can be stored on each page subsequent to
page 1. If the eighth frequency is entered on page 2, another page
is added and the page identifier changes to 2 of 3 instead of 2 of
2, and the process continues. The STORE ACTIVE prompt 748 on VHF
page 1 (FIG. 7) enables the crew to store the active frequency of
the selected radio down into the stored frequency list. The newly
added frequency may be added to the stored frequency list in any
suitable order. In one implementation, the frequency is added from
the top down (i.e., all previously entered frequencies are pushed
down one position). Alternatively, frequencies may be added from
the bottom up, at positions selected by a user, or in any other
suitable order. If the maximum allowed number of stored frequencies
is present when STORE ACTIVE 748 is pushed, the last frequency in
the list may be deleted. When there are no stored frequencies dash
prompts 800 are displayed on page 2.
[0071] Entering a frequency in the scratchpad and line selecting
over the dash prompts enters the frequency and moves the dash
prompts to the next available line. Line selecting a new frequency
over an existing stored frequency overwrites the old frequency.
Pressing a line select key 734 for an entered frequency down
selects that frequency into the scratchpad for entry on page 1.
Pressing the CLR key displays CLEAR in the scratchpad. Line
selecting CLEAR over a stored frequency deletes that frequency and
collapses the list. Selecting the CLR key when CLEAR is displayed
in the SPAD displays CLEAR PAGE. Selecting CLEAR PAGE over any
stored frequency clears all stored frequencies on that page and the
page number is reduced by 1 page.
[0072] In FIG. 8, frequency 121.875 is a stored frequency. The
superscript 2 above the stored frequency indicates that the
frequency is the second stored frequency in the stored frequency
list for that radio (the first stored frequency being shown in the
standby column on page 1 of the interface).
HF Interface
[0073] FIGS. 9 and 10 depict exemplary pages 1 and 2, respectively,
of an HF interface 900, which is displayed when the HF mode select
button 706 on the face plate 700 is pressed. The HF pages are used
by the flight crew to control left and right HF radios (not shown).
The page layout is similar to that for the VHF pages, except for
the addition of prompt 902 to toggle between upper side band (USB)
and amplitude modulation (AM) modes, and sensitivity controls 904.
For the sake of brevity, only the differences will be described in
detail. Entries can be made to either the active or standby
frequencies for both HF radios. Additional pages allow entry of
stored frequencies which can be accessed in the same manner
described above for VHF frequencies. Stored HF frequencies can be
useful during oceanic or remote flights when contact cannot be made
on a primary frequency.
[0074] HF sensitivity can be adjusted up or down (between 0=no
volume, and 100=full volume) using the line select keys 734
adjacent to those keys on the bottom right of the display 202. A
line header 906 designates the HF sensitivity controls 904, and the
current value of HF sensitivity (in this case 94) is displayed at
reference number 908.
[0075] On aircraft in which HF radios are not installed, a page may
be displayed with the message SYSTEM NOT INSTALLED, or some other
similar indication. A similar message may be displayed in response
to selection of any of the mode select keys 702 corresponding to an
aircraft system that is not installed in the particular
aircraft.
[0076] In some implementations, users may be given the option to
inhibit selection of Amplitude Modulation mode. When this option is
selected no data will be displayed on header line or data line HF
mode prompt 902.
[0077] FIG. 10 depicts page 2 of the HF interface, and is used to
display stored HF frequencies. The layout and operation of the HF
stored frequency page is the same as that of the VHF stored
frequency page and will, therefore, not be described further
herein.
SATCOM Interface
[0078] FIGS. 11 and 12 depict exemplary pages 1 and 2,
respectively, of the SATCOM interface 1100, which is displayed in
response to selection of the SAT mode select key 708 on the face
plate 700. The SATCOM interface 1100 is used by the flight crew to
control the satellite communications system. Controls for placing
or ending calls, selecting phone numbers, entering manual dial
numbers are accessed on page 1. Page 2 provides access to various
settings and configurations.
[0079] Referring to FIG. 11, a channel status indicator 1102
indicates whether a satellite channel is READY (available to make a
call), in CABIN USE (currently being used by the cabin), DIALING
(system is dialing or placing a call), RINGING (the call has been
passed through to the Public Switched Telephone Network or PSTN,
and is awaiting the ground party to pick up), ANSWERED (the placed
call was picked up or answered), NOT READY (the system is not ready
to make a call), CALL FAIL (the call has for some reason failed to
get through), and GND CALL (there is an incoming call).
[0080] In order to place a SATCOM call, a user presses a line
select key 734 adjacent to a MAKE CALL prompt under the header for
the desired satellite channel. A call will then be placed to the
identifier 1106 below the selected MAKE CALL prompt 1104. The
identifier 1106 is a name associated with a number that is to be
dialed. Once the call is in progress, the MAKE CALL prompt changes
to an END CALL prompt, selection of which cancels the existing call
and returns the prompt to MAKE CALL. Thus, if the line select key
734 corresponding to the MAKE CALL prompt 1104 under the heading
SAT-1 1102, a call will be placed to the number associated with the
identifier RJTG, using the first satellite channel.
[0081] During use, various different prompts may be displayed,
including PREEMPT (used to override a call in progress with the
current selected call), CLR STATUS (used to clear the status CALL
FAIL), MANUAL ENTRY (used to confirm a manually entered call
number), ANSWER (used to answer an incoming call), REJECT (used to
reject an incoming call), and QUEUE CALL (used to automatically
place a selected SATCOM call when the call in progress has ended;
when pushed, the QUEUE CALL prompt changes to an END QUEUE
prompt).
[0082] The priority of a call may be set using a line select key
adjacent to a PRIORITY prompt 1108 corresponding to the desired
satellite channel. Pushing the button next to the PRIORITY prompt
toggles the call priority between LOW, HIGH, and emergency (EMG).
This helps to ensure that a high priority call will be successfully
connected over lower priority calls that may be currently in
progress within a particular satellite region. Toggling the
priority to EMG (and then making the call) will provide a
guaranteed channel to be allocated and may result in a lower
priority call from a different aircraft being terminated. Selection
of EMG, rather than HIGH will result in emergency indications at
the satellite ground station that the aircraft is currently logged
on to.
[0083] Directory and sub-directory pages are used to organize
stored phone numbers and may be displayed by pressing a line select
key adjacent to a DIRECTORY prompt 1110. Once a particular
directory is selected, the phone numbers contained in that
directory are displayed. Each telephone number will occupy a line.
Selecting the corresponding line select key in the left column will
transfer that phone number to SAT-Phone Channel 1, and selection of
the corresponding line select key in the right column will transfer
that phone number to SAT-Phone Channel 2. Once a telephone number
is selected, the page will switch to the SATCOM main menu where it
is now ready for the call to be placed through by pressing MAKE
CALL 1104.
[0084] A SAT-RADIO prompt 1112 may be provided and allows pilots to
operate SATCOM in a similar manner to VHF radio. By selecting the
line select key adjacent to prompt 1112, SATCOM will switch to
another menu (not shown) and communications are made in a
Party-Line Voice mode, in which any aircraft within the same caller
group will hear all of the voice traffic as it currently is
happening for VHF radio. This allows for operational awareness of
other aircraft in oceanic regions.
[0085] To manually dial a phone number, the number is entered via
the scratchpad. The MAKE CALL prompt 1104 will change to MANUAL
ENTRY, selection of which will transfer the scratchpad number into
the selected channel. Once the channel is selected, the MANUAL
ENTRY prompt will change back to MAKE CALL, selection of which will
place the call. This extra step allows the pilot to change the
priority level of the manually dialed number or check that it has
been entered correctly, before making the call.
[0086] If no SATCOM systems are installed in the aircraft,
selecting the SAT mode select key 708 will display an indication to
that effect.
[0087] FIG. 12 illustrates a second page of the SATCOM interface,
which displays the following prompts: LOG 1200, DUAL SATCOM 1202,
DIR DETAILS 1204, RETURN 1206, BITE OK 1208, SWIFT BB 1210, and
CONFIG 1212. In practice, the SATCOM interface may include some or
all of these prompts.
[0088] The LOG prompt 1200 displays a log page used to control the
SATCOM system connection to the Satellite. The pilot has the
ability to change the Ground Earth Station (GES) to which the
airplane is logged onto. Signal levels can also be monitored from
this page.
[0089] The DIR DETAILS prompt 1202 displays a list of phone number
identifiers sequentially. From the DIR DETAILS page(s), changes may
be made to stored phone number details, or new numbers can be
entered into memory.
[0090] The DUAL SATCOM prompt 1204 displays a dual SATCOM page
indicating which SATCOM (Left or Right) is active. The secondary
SATCOM system is designed to be a "hot standby," such that if there
is a failure in either of the SATCOM systems, the other one will
become the active SATCOM and assume normal operations.
[0091] The RETURN prompt 1206 returns to the main SATCOM page.
[0092] The BITE OK prompt 1208 displays a BITE page used for
maintenance operations. An indicator, such as *, will be added to
the BITE OK prompt 1208 if there is a fault with a cockpit voice
channel, but the SATCOM itself is still operational on the
remaining voice channel.
[0093] The SWIFTBB prompt 1210 provides control for the broadband
functions of the SATCOM system known as Swift Broadband
(SwiftBB).
[0094] The CONFIG prompt 1212 displays the associated part numbers
for the SATCOM system, information about the hardware configuration
of the SATCOM system (e.g., number of channels installed, number
available, etc.).
Cabin Interphone Interface
[0095] FIGS. 13 and 14 depict exemplary main and directory pages,
respectively, of a cabin interphone interface 1300, which is
displayed in response to user selection of the cabin interphone
mode select key 710 on the face plate 700. The cabin interphone
interface can be accessed on all three control units 106
simultaneously, if desired.
[0096] By way of background, the cabin interphone system provides
voice communications between the flight deck and flight attendant
stations throughout the aircraft. One or more cabin interphone
station(s) must be selected and a call initiated from the control
unit 106 to alert the desired station to pick up the call.
[0097] The cabin interphone main page shown in FIG. 13 allows the
pilots to send or end calls. Calls are sent by selecting a station
or group of stations from a speed dial menu 1302 or a directory
(not shown). The speed dial menu 1302 includes a list of prompts
(three are shown: PA CALL, ALL CALL, and PURSER) under the heading
SPEED DIAL. Selection of the line select key next to any of the
prompts places a call to the designated station or group of
stations using a single button. Speed dial list may be defined by
the user. Multiple speed dial lists may be defined (e.g., one for
on the ground and another for in the air).
[0098] The cabin interphone interface 1300 also includes a CALL
QUEUE 1304, which displays additional incoming calls in the queue
when the flight deck is involved in a call. In the example shown,
up to three calls can be displayed in order of the priority. In one
implementation, priority may be assigned as follows (from highest
to lowest): pilot alerts, conference calls, cabin calls, and other
calls. The PILOT ALERT queue entry is displayed only when the
flight deck is using the PA and an incoming call is received. When
there are three calls in the queue and a new, higher priority call
is received, the lowest priority call is removed from the queue and
the new call is displayed in the proper priority. Pressing the line
select key next to one of the prompts in the CALL QUEUE initiates a
call back to the displayed station(s) or, if a call is in progress,
adds station(s) to the existing call.
[0099] The directory may be accessed by the user pressing a line
select key adjacent to a DIRECTORY prompt 1306. The directory of
stations may be created by the airline. An exemplary directory page
is shown by reference number 1400 in FIG. 14. The cabin interphone
directory page(s) 1400 are used to access subdirectory pages. Each
prompt displayed on the directory page of FIG. 14 is the name of a
subdirectory where the dial code labels of the individual stations
or functions are listed. Selection of the specific location(s) is
accomplished on a specified subdirectory page (not shown).
[0100] Two digit station codes may also be manually entered into
the scratchpad, and the call sent using a MAKE CALL prompt 1308. A
list of the two digit station codes may be located on a handset
(not shown). Once a call is placed, the MAKE CALL prompt 1308
changes to END CALL, which when pressed ends the call. A CURRENT
CALL designator 1310 displays the most recently selected dial code
and label when a call is being connected; the dial code (just the
number) is removed when call is established.
[0101] A status designator 1312 indicates a status of the cabin
interphone with indicators such as PA IN USE (which indicates that
a portion of the airplane public address system is in use, or both
the PA and video entertainment systems are in use) and VIDEO IN USE
(which indicates that a portion of the video entertainment system
is in use). A blank or dashes in the status designator 1312
indicates that neither the PA nor video system is in use.
[0102] In addition to the subdirectory prompts listed on the cabin
interphone directory page 1400, a CAB INT prompt, which when
selected returns the display to the cabin interphone main menu
page.
GPWS Interface
[0103] FIG. 15 depicts an exemplary ground proximity warning system
(GPWS) interface 1500, which is displayed upon selection of the
GPWS mode select key 712 on the face plate 700. The GPWS interface
1500 is used to control selected ground proximity warning system
alert inhibits. The crew is normally prompted to select these alert
inhibits as part of a checklist item. EICAS ADVISORY messages are
provided for each inhibit when override state (OVRD) is selected.
In the illustrated implementation, there are two GPWS systems
installed labeled L for left and R for right. The default selection
is the left system. The crew can select the right system by
selecting the line select key corresponding to that system. If the
selected system fails, the other system will be selected
automatically by the control unit 106. If both the left and the
right system fail, the control unit 106 may continuously monitor
the GPWS system status and reselect the first system (left or
right) that indicates normal operation.
[0104] The GPWS interface 1500 includes a GND PROX SYS prompt 1502
which, when selected, toggles between the left and right GPWS
systems. The GPWS interface 1500 also includes a flap override
(FLAP OVRD) prompt 1504 selection of which inhibits a TOO LOW FLAPS
alert, a gear override (GEAR OVRD) prompt 1506 selection of which
inhibits TOO LOW GEAR and CONFIG GEAR alerts, and a terrain
override (TERR OVRD) prompt 1508 the selection of which inhibits
LOOK-AHEAD OBSTACLE and TERRAIN alerts. All overrides may be reset
at completion of the flight.
Weather Radar Interface
[0105] FIG. 16 depicts an exemplary weather radar interface 1600,
which is displayed upon selection of the WXR mode select key 714 on
the face plate 700. The weather radar interface 1600 includes
control prompts for TILT 1602, GAIN 1604, and MODE 1606, which are
independent for each control unit. A control prompt for AUTO and
manual (MAN) tilt control 1608 under the heading TILT CTRL is
dependent and is synchronized between units. In the case where
three control units are present, the captain's control unit 106
controls the captain's display for tilt, gain and mode, and the
first officer's control unit 106 controls the first officer's
display. When the WXR mode select key 714 is selected on the center
control unit 106, a page is displayed that allows the crew to
select captain or first officer. Once that selection is made the
appropriate page is displayed. If the center control unit 106 is
selected to weather radar when either the captain's or first
officer's control unit 106 is selected to weather radar, the
displays will be identical and the last key press will be reflected
on both displays. The tilt, gain, mode and tilt control default
settings may be defined by the customer, and may be reset at flight
completion.
[0106] Selecting the line select key under the CAPT GAIN heading
1604 takes the gain out of calibration mode and displays a
numerical gain value, which may be increased or decreased by
pushing line select keys next to INCR and DECR prompts,
respectively. In some implementations, the gain range is +3 to -3.
CAPT GAIN values may also be entered in the scratchpad and
transferred using either the INCR or DECR line select keys. If an
invalid entry is made the INVALID ENTRY scratchpad message is
displayed.
[0107] Selecting a line select key next to one of the weather radar
modes (WX, WX+T, or MAP) under the CAPT MODE heading 1606 selects a
desired weather radar mode.
[0108] Selecting a line select key next to the MAN-AUTO prompt 1608
under the TILT CONTROL heading toggles the weather radar control
between auto and manual modes. Tilt UP and DOWN prompts may be
shown when MANual mode is selected and moves the radar antenna by a
predetermined amount (e.g., 1/10.sup.th of a degree). Pushing and
holding the UP or DOWN control may rapidly increment/decrement the
radar antenna tilt until released.
[0109] When MANual mode is selected the tilt setting last used by
the automatic mode is displayed. TILT CONTROL values may also be
entered in the scratchpad and entered transferred using either the
UP or DOWN line select keys. If an invalid entry is made the
INVALID ENTRY scratchpad message is displayed.
[0110] A second page of the weather radar interface is shown in
FIG. 17, which may be displayed by pressing the next page button
728. The second page includes a weather radar system (WXR SYS)
selection prompt 1700, which toggles the weather radar system
interface between the left and right weather radar systems, if
present. The default selection is the left system.
[0111] The second page also includes a weather radar test (WXR
TEST) prompt 1702, which selects the weather radar system to the
TEST mode to display a test pattern and test pass fail status on
the display.
[0112] Selecting the WXR mode key 714 on the center control unit
106 displays a Captain, First/Officer selection page. Selecting
either the CAPTAIN or F/O selection displays the appropriate
weather radar pages.
Transponder Interface
[0113] FIG. 18 depicts an exemplary transponder interface 1800,
which is displayed upon selection of the XPDR mode select key 716
on the face plate 700. The transponder interface 1800 allows the
crew to control the air traffic control (ATC) transponder and
traffic alert collision avoidance system (TCAS) of the aircraft.
The interface 1800 includes a transponder code (XPDR CODE) heading
1802, under which is displayed the current ATC transponder code.
Transponder code may be entered into the scratchpad and then
selected using the top left line select key.
[0114] An identifier prompt (IDENT) 1804 is also displayed on the
transponder interface, the selection of which instructs the
transponder to transmit an identifying signal to air traffic
control. A transponder system (XPDR SYS) toggle prompt 1806 toggles
selection of the left or right ATC transponder/TCAS system. The
left system is the default selection.
[0115] A captain TCAS (CAPT TCAS) heading 1808 is followed by three
prompts (ABOVE, NORM, and BELOW) which may be used to select a
display mode of the TCAS system. Of the available modes, ABOVE
increases extent of airspace higher than a current altitude in
which TCAS tracks aircraft, but does not change the normal extent
of airspace below current altitude in which TCAS tracks aircraft.
The NORM mode is the normal extent of airspace in which TCAS tracks
aircraft. The BELOW mode increases extent of airspace below current
altitude in which TCAS tracks aircraft, but does not change the
normal extent of airspace higher than current altitude in which
TCAS tracks aircraft.
[0116] Under a captain TCAS altitude (CAPT TCAS ALT) heading is an
ABS/REL toggle prompt 1810, which may be used to toggles between
absolute and relative altitude modes. The TCAS mode (above, norm,
below) and alt (absolute/relative) controls can be defined by the
customer. The default settings may be reset at flight
completion.
[0117] When multiple control units are present, the captain's
control unit 106 controls the captain's display for TCAS, the first
officer's control unit 106 controls the first officer's display,
and when XPDR mode select key 716 is selected on the center control
unit 106, a page is displayed that allows the crew to select
captain or first officer to display the appropriate page.
Navigation Interface
[0118] FIGS. 19 and 20 depict pages 1 and 2 of an exemplary
navigation interface 1900, which is displayed upon selection of the
NAV key 720 on the face plate 700. The navigation interface 1900 in
this embodiment is for an alternate navigation system of the
aircraft.
[0119] A first page of the navigation interface 1900 enables the
crew to input a single waypoint latitude 1902 and longitude 1904,
and display a present position 1906 in left integrated navigation
receiver (L-INR) latitude and longitude to the nearest whole
minute, a TRACK TO bearing 1908, true ground track (GTK) 1910,
ground speed (GS) 1912 to the nearest whole degree, Distance To Go
(DTG) 1914 to the nearest whole knot, and Time To Go (TTG) 1916 to
the waypoint.
[0120] Latitude and a longitude values may be entered in DDDMM
format via numeric keypad entry in the scratchpad and using line
select keys next to hemisphere toggling prompts 1918. The control
unit 106 defaults the user-entered latitude and longitude
hemisphere selections to the current latitude/longitude
hemispheres.
[0121] In the implementation shown, once a waypoint is entered into
the "To" waypoint position, the avionics system calculates and
displays the DTG in nautical miles (nm) between the current
aircraft position and the designated "To" waypoint. The distance
calculation is performed to an accuracy greater than or equal to 10
nm. The DTG is updated at least once every 5 seconds.
[0122] The avionics system calculates and displays the desired
track (TRK TO) in whole degrees from the current aircraft position
to the entered "To" waypoint. The track calculation is performed to
an accuracy greater than or equal to 1 degree. The desired track is
updated at least once every 5 seconds. The TRK TO field may be
displayed in a different color, such as magenta to differentiate it
as the commanded course to the waypoint.
[0123] The avionics system calculates and displays the TTG in HH:MM
format from the current aircraft position to the "To" waypoint,
based on the current aircraft groundspeed. The TTG calculation has
an accuracy greater than or equal to 1 minute. The time to go is
updated at least once every 5 seconds.
[0124] With a waypoint entered, entry of either a new latitude or
longitude may cause dash prompts to be displayed in the other field
and all "track to," "time to," and "distance to," information to
blank, forcing the crew to enter an entire new waypoint latitude
and longitude value.
[0125] Page two of the navigation interface 1900 is shown in FIG.
20, and allows the crew to tune the left Integrated Navigation
Radio (INR) and display deviations on the Integrated Standby Flight
Display (ISFD). Page 2 displays the most-recently tuned ILS/GLS
frequency 2000 and course 2002. The control unit 106 provides a
manual control (CTRL) ON/OFF prompt 2004 to enable backup
navigation tuning Frequency and course information will be
displayed with the CTRL selection in both OFF and ON
selections.
[0126] The control unit 106 normally inhibits the ALT NAV RADIO
function by preventing user entry and displaying the ILS-GLS and
COURSE fields in cyan. The control unit 106 generates a signal to a
Crew Alerting System (CAS) when control unit 106 backup navigation
tuning is enabled. An EICAS message (ALTN NAV RADIO) may be
displayed when the control unit 106 sets this signal. Once backup
navigation tuning is enabled, the control unit 106 allows user
entry of an ILS/GLS frequency and associated course, which is
provided by the navigation radios to the Integrated Standby Flight
Display (ISFD) for performing an instrument landing.
MENU Interface
[0127] FIG. 21 depicts an exemplary menu interface 2100, which is
displayed upon selection of the MENU key 718 on the face plate 700.
The MENU interface 2100 provides an expandable interface for
additional modules to be added, which do not have a dedicated mode
select key 702. In the implementation shown, the MENU interface
2100 displays a system power (SYS POWER) prompt 2102 to open a
SYSTEM POWER page (FIG. 22), a SATCOM SYStem Left/Right select
toggle prompt 2104 (if a second SATCOM system is installed), an
alert/transponder control (ALERT/XPDR CTL) toggle prompt 2106 that
when ON transfers control of the ALERT/XPDR panel to the control
unit 106 and opens an ALERT/XPDR page (FIG. 23), and a RADIO MISC
prompt 2108 that displays a RADIO MISC page (FIG. 24).
[0128] FIG. 22 depicts an exemplary SYS POWER page 2200 that allows
the crew to selectively de-power and re-power ISS components, such
as right and left weather radar, right and left transponder, and
right and left GPWS systems, in response to a loss of cooling to
the forward electronics bay.
[0129] FIG. 23 depicts an exemplary ALERT/XPDR page 2300 that
provides soft or backup controls for an alert/transponder panel
located on the aisle stand. This function is considered a
non-normal operation, which allows dispatch if the dedicated panel
fails.
[0130] FIG. 24 depicts an exemplary RADIO MISC page 2400, which
provides access to infrequently-used radio selections, such as
ON/OFF toggle prompts 2402 for left, right, and center VHF SQUELCH.
A HF data link ground transmit (DATALINK GND XMIT) ON/OFF toggle
prompt 2404 is provided and enables the system to transmit while on
the ground.
Exemplary Control Integration Method
[0131] FIG. 25 illustrates an one exemplary method 2500 of
integrating control of various aircraft systems. The method may,
but need not, be implemented using one or more of the control units
and/or modules described above. According to the method 2500, a
communication interface is displayed at 2502. The communication
interface comprises a tuner, such as a VHF, HF, or SATCOM radio
tuner, indicating an active frequency. At 2504 a designator is
presented next to the active frequency. At 2506, the active
frequency may be stored to memory for subsequent use, in response
to a user request to store the active frequency.
[0132] The method 2500 may additionally or alternatively include,
at 2508, displaying a cabin interphone interface. The method 2500
may additionally or alternatively include, at 2510, displaying a
surveillance interface, including at least one of a ground
proximity warning system (GPWS) interface, a weather radar
interface, an air traffic control (ATC) transponder interface, and
a traffic alert and collision avoidance system (TCAS) interface.
Moreover, the method 2500 may, at 2512 additionally or
alternatively include displaying a navigation interface, including
at least one of a global positioning satellite (GPS) system
interface, an inertial reference system (IRS) interface, an
electronic flight instrument system (EFIS) interface, an instrument
landing system (ILS) interface, and a ground based augmentation
landing system (GLS) interface.
[0133] In another implementation, the communication interface
displayed by the method 2500 may comprise a very high frequency
(VHF) tuner, and the method may further comprise displaying a high
frequency (HF) tuner, a satellite communication (SATCOM) tuner, a
cabin interphone interface, a weather radar interface, and an air
traffic control (ATC) transponder interface.
[0134] It should be understood that certain acts in method 2500
need not be performed in the order described, may be modified
and/or may be omitted entirely, depending on the circumstances and
the needs of the given application.
[0135] Also, any of the acts described above with respect to any
method may be implemented by a processor or other computing device
based on instructions stored on one or more computer-readable media
associated with the control unit 106. Computer-readable media can
be any available media that can be accessed locally or remotely by
the control unit 106. By way of example, and not limitation,
computer-readable media may comprise computer storage media and
communication media. Computer storage media includes volatile and
nonvolatile, removable and non-removable media implemented in any
method or technology for storage of information such as
computer-readable instructions, data structures, program modules or
other data. Computer storage media includes, but is not limited to,
RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM,
digital versatile disks (DVD) or other optical storage, magnetic
cassettes, magnetic tape, magnetic disk storage or other magnetic
storage devices, or any other medium which can be used to store the
desired information and which can be accessed by the control unit
106. Communication media typically embodies computer-readable
instructions, data structures, program modules or other data in a
modulated data signal such as a carrier wave or other transport
mechanism and includes any information delivery media. The term
"modulated data signal" means a signal that has one or more of its
characteristics set or changed in such a manner as to encode
information in the signal. By way of example, and not limitation,
communication media includes wired media such as a wired network or
direct-wired connection, and wireless media such as acoustic, radio
frequency (RF), infrared and other wireless media. Combinations of
the any of the above should also be included within the scope of
computer-readable media.
CONCLUSION
[0136] Although the invention has been described in language
specific to structural features and/or methodological acts, it is
to be understood that the invention is not necessarily limited to
the specific features or acts described. Rather, the specific
features and acts are disclosed as exemplary forms of implementing
the invention.
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