U.S. patent number RE40,479 [Application Number 10/703,031] was granted by the patent office on 2008-09-02 for wireless spread spectrum ground link-based aircraft data communication system for engine event reporting.
This patent grant is currently assigned to Harris Corporation. Invention is credited to Thomas H. Wright, James J. Ziarno.
United States Patent |
RE40,479 |
Wright , et al. |
September 2, 2008 |
Wireless spread spectrum ground link-based aircraft data
communication system for engine event reporting
Abstract
The system and method of the present invention provides a record
of the performance of an aircraft engine. A plurality of sensors
sense engine conditions and generate engine data. A ground data
link unit is positioned within the aircraft and receives the engine
data .Iadd.and stores the engine data within an archival data
store.Iaddend.. A wideband spread spectrum transmitter that can be
part of a transceiver downloads the engine data to a ground based
spread spectrum receiver that can be part of a transceiver, and
receives the wideband spread spectrum communication signal from the
aircraft. It demodulates the wideband spread spectrum communication
signal to obtain the engine data.
Inventors: |
Wright; Thomas H. (Indialantic,
FL), Ziarno; James J. (Malabar, FL) |
Assignee: |
Harris Corporation (Melbourne,
FL)
|
Family
ID: |
23350878 |
Appl.
No.: |
10/703,031 |
Filed: |
November 6, 2003 |
Related U.S. Patent Documents
|
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
|
09344522 |
Jun 25, 1999 |
6148179 |
|
|
Reissue of: |
09711436 |
Nov 13, 2000 |
06353734 |
Mar 5, 2002 |
|
|
Current U.S.
Class: |
455/98;
340/539.22; 340/945; 342/33; 370/316; 375/130; 455/431; 701/14;
701/33.4 |
Current CPC
Class: |
G08G
5/0013 (20130101); H04B 7/18506 (20130101); G08G
5/0065 (20130101); G08G 5/0021 (20130101); G07C
5/00 (20130101) |
Current International
Class: |
H04B
1/034 (20060101); G06F 7/70 (20060101); G08B
21/00 (20060101) |
Field of
Search: |
;455/98,66.1,431,67.1,54.1,33
;340/825.72,825.69,945,961,971,539.1,3.43 ;701/14,35 ;375/130
;342/33,36 ;370/310,316 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
|
|
|
|
|
|
|
0 407 179 |
|
Jan 1991 |
|
EP |
|
2 276 006 |
|
Sep 1994 |
|
GB |
|
Other References
WR. Beckman, "L-1011 Flight Data Recording Systems--Background,
Features, Implications and Benefits, " AIAA Aircraft Systems and
Technology Conference, Los Angeles, California, Aug. 21-23, 1978, 9
pages (Exhibit 8). cited by other .
ARINC Characteristic 591, "Quick Access Recorder For AIDS System
(QAR), " Airlines Electronic Engineering Committee, Aeronautical
Radio, Inc., May 18, 1972, 21 pages (Exhibit 9). cited by other
.
"Wired Datalink for the Parked Airplane," Paper Presented at AEEC
Data Link Subcommittee Meeting, May 16, 1989, 10 pages. cited by
other .
Mini QAR (Quick-Access Recorder), Avionics Test Solutions brochure,
published by Avionica, 1996, 3 pages. cited by other .
Future Concepts for Maintenance, Report of the Portable Maintenance
Access Terminal (PMAT) Working Group Meeting, ARINC, 94-205/FCM-69,
Sep. 1, 1994, 38 pages. cited by other .
Gate-Aircraft Terminal Environment Link (Gatelink)--Ground Side,
ARINC Specification 632, Dec. 30, 1994. cited by other .
Airlines Electronic Engineering Committee Letter 91-079/DLK-391,
Apr. 5, 1991. cited by other .
Gate-Aircraft Terminal Environment Link (Gatelink)--Aircraft Side,
ARINC Characteristic 751, Jan. 1, 1994. cited by other .
Aviation Week & Space Technology, "Safety Board Urges Mandatory
Use of FDR/CVRs in Commuter Transports," Avionics, p. 73,
McGraw-Hill, Inc., Aug. 31, 1987. cited by other .
Aviation Week & Space Technology, "Conversion Approach Appears
Flawed," Aerospace Business, vol. 139, No. 4, p. 48, McGraw-Hill,
Inc., Jul. 31, 1993. cited by other .
Electronic Engineering Times, "Module is Result of Work With
Apple--Plessey Makes Leap With Wireless LAN," Nov. 7, 1994. cited
by other .
Office Action in Ex Parte Reexamination mailed Dec. 19, 2007; U.S.
Patent and Trademark Office, Application No. 90/008,567; Filing
Date: Mar. 30, 2007; 21 pages. cited by other.
|
Primary Examiner: Crosland; Donnie L.
Attorney, Agent or Firm: Allen, Dyer, Doppelt, Milbrath
& Gilchrist, P.A.
Parent Case Text
This application is a .Iadd.Reissue of patent application Ser. No.
09/711,436 filed on Nov. 13, 2000, now U.S. Pat. No. 6,353,734,
which is a .Iaddend.Continuation of patent application Ser. No.
09/344,522, filed Jun. 25, 1999, now U.S. Pat. No. 6,148,179, the
disclosure of which is hereby incorporated by reference in its
entirety.
Claims
That which is claimed is:
1. A system for providing a record of the performance of an
aircraft engine comprising: a plurality of sensors positioned on
the aircraft for .Iadd.continuously .Iaddend.sensing engine
conditions .Iadd.during an entire flight of the aircraft from at
least take-off to landing .Iaddend.and generating engine data
relating to .Iadd.the continuously sensed .Iaddend.operation of the
engine .Iadd.during an entire flight of the aircraft from at least
take-off to landing.Iaddend.; a ground data link unit positioned
within the aircraft and operatively connected to said plurality of
sensors for receiving said engine data, said ground data link unit
comprising: a) .[.a.]. .Iadd.an archival .Iaddend.data store
operative to accumulate and .Iadd.continuously .Iaddend.store the
engine data .Iadd.during the entire flight of the aircraft from at
least take-off to landing to create an archival store of such
engine data.Iaddend., and b) a wideband spread spectrum transceiver
coupled to said data store, and comprising a transmitter that is
operative to download said engine data that has been accumulated
and stored by said .Iadd.archival .Iaddend.data store .Iadd.during
the entire flight of the aircraft from at least take-off to landing
.Iaddend.over a wideband spread spectrum communication signal
.Iadd.after the aircraft completes its flight and land at an
airport.Iaddend.; and a ground based spread spectrum transceiver
for receiving the wideband .Iadd.spread .Iaddend.spectrum
communication signal from the aircraft and demodulating the
wideband spread spectrum communication signal to obtain the
.Iadd.accumulated .Iaddend.engine data .Iadd.representative of the
performance of the engine during an entire flight of the aircraft
from take-off to landing.Iaddend..
2. A system according to claim 1, wherein said aircraft includes a
FADEC engine control system, wherein said sensors are operatively
connected to said FADEC engine control system.
3. A system according to claim 1, wherein said sensors are
positioned to sense at least one of .[.said.]. core compartment
bleeding, sump pressurization, sump vent, active clearance control,
and low pressure and high pressure recoup.
4. A system according to claim 1, wherein said sensors are
positioned to sense at least one of oil pressure, oil temperature,
fuel flow and engine hydraulics.
5. A system according to claim 1, and further comprising a
plurality of sensors loaded throughout the aircraft for sensing
routine aircraft conditions and generating parametric data such as
received by a flight data recorder representative of aircraft
flight performance during a flight of said aircraft.
6. A system according to claim 5, and further comprising a
multiplexer connected to said plurality of sensors and ground data
link unit for receiving the parametric data and multiplexing the
parametric-data for delivery to said ground data link unit.
7. A system according to claim 1, and further comprising a ground
based sever connected to said ground based spread spectrum receiver
for receiving said engine data for further processing of said
engine data.
8. A system according to claim 1, and further comprising a remote
flight operations center operatively coupled to said ground based
spread spectrum transceiver for receiving and processing engine
data downloaded from said aircraft.
9. A system according to claim 1, wherein the wideband spread
spectrum communication signal comprises a direct sequence spread
spectrum signal.
10. A system according to claim 1, wherein the wideband spread
spectrum communication signal comprises a frequency hopping spread
spectrum signal.
.[.11. A system according to claim 1, wherein said data store
comprises an archival data store..].
12. A system according to claim 1, wherein said ground data link
unit is operative to store flight performance data and downloaded
said flight performance data over side wideband spread spectrum
communication signal.
13. A method of providing a record of the performance of an
aircraft engine comprising: .Iadd.continuously sensing engine
conditions during an entire flight of the aircraft from at least
take-off to landing and generating engine data relating to the
continuously sensed operation of the engine during an entire flight
of the aircraft from at least take-off to landing;.Iaddend.
.[.collecting.]. .Iadd.accumulating and continuously storing
.Iaddend.engine data within .[.a ground.]. .Iadd.an archival data
store of a ground .Iaddend.data link unit .[.during at least
initial take-off of an aircraft from an airport and.]. .Iadd.during
an entire flight of the aircraft from at least take-off to landing
to create an archival store of such engine data.Iaddend.;
processing the engine data within a central processing unit of the
ground data link unit to determine engine problems; .[.upon initial
take-off,.]. downloading the engine data that has been .[.collected
during initial take-off.]. .Iadd.accumulated and continuously
stored within said archival data store during an entire flight of
the aircraft from at least take-off to landing .Iaddend.over a
wideband spread spectrum communication signal to a ground based
spread spectrum receiver; and demodulating within the ground based
spread spectrum receiver the wideband spread spectrum communication
signal to obtain the engine data .Iadd.representative of the
operation of the engine during an entire flight of the aircraft
from take-off to landing .Iaddend.for further processing.
14. A method according to claim 13, and further comprising the step
of forwarding the engine data to a ground based server connected to
the ground based spread spectrum receiver and processing the engine
data within the ground based server.
15. A method according to claim 13, wherein the wideband spread
spectrum communication signal comprises a direct sequence spread
spectrum signal.
16. A method according to claim 13, wherein the wideband spread
spectrum communication signal comprises frequency hopping spread
spectrum signal.
17. A method of providing a record of the performance of an
aircraft engine comprising: .Iadd.continuously sensing engine
conditions during an entire flight of the aircraft from at least
take-off to landing and generating engine data relating to the
continuously sensed operation of the engine during an entire flight
of the aircraft from at least take-off to landing;.Iaddend.
.[.collecting.]. .Iadd.accumulating and continuously storing
.Iaddend.engine data within .Iadd.an archival data store of
.Iaddend.a ground data link unit during engine operation
.Iadd.during an entire flight of the aircraft from at least
take-off to landing to create an archival store of such
continuously monitored engine data.Iaddend.; downloading the engine
data that has been .[.collected.]. .Iadd.accumulated and stored
within the archival data store during the entire flight of the
aircraft from at least take-off to landing .Iaddend.over a wideband
spread spectrum communication signal to a ground based spread
spectrum receiver .Iadd.after the aircraft completes its flight and
lands at an airport.Iaddend.; and demodulating within the ground
based spread spectrum receiver the wideband spread spectrum
communications signal to obtain the engine data
.Iadd.representative of the operation of the engine during an
entire flight of the aircraft from take-off to landing .Iaddend.for
further processing.
.[.18. A method according to claim 17, and further comprising the
step of collecting engine data within an archival data store of the
ground data link unit..].
.[.19. A method according to claim 17, and further comprising the
step of collecting engine data during at least initial take-off of
the aircraft..].
20. A method according to claim 19, and further comprising the step
of downloading the engine data upon initial take-off.
21. A method according of claim 17, wherein the wideband spread
spectrum communication signal comprises a direct sequence spread
spectrum communication signal.
22. A method according to claim 17, wherein the wideband spread
spectrum communication signal comprises a frequency hopping spread
spectrum communication signal.
23. A method according to claim 17, wherein the ground based spread
spectrum receiver comprises a transceiver.
.Iadd.24. A method of providing a record of the performance of an
aircraft engine comprising: continuously sensing engine conditions
during an entire flight of the aircraft from at least take-off to
landing and generating engine data relating to the continuously
sensed operation of the engine during an entire flight of the
aircraft from at least take-off to landing; accumulating and
continuously storing the engine data within an archival data store
of a ground data link unit during the entire flight of the aircraft
from at least take-off to landing to create an archival store of
such continuously monitored engine data; downloading the engine
data that has been accumulated and stored during the entire flight
of the aircraft from at least take-off to landing over a wideband
spread spectrum communications signal to a ground based spread
spectrum receiver after the aircraft completes its flight and land
at an airport; and demodulating within the ground based spread
spectrum receiver the wideband spectrum communications signal to
obtain the engine data representative of the operation of the
engine during an entire flight of the aircraft from take-off to
landing for further processing..Iaddend.
.Iadd.25. A method according to claim 24, and further comprising
the step of collecting the engine data from a FADEC engine control
system..Iaddend.
.Iadd.26. A method according to claim 24, and further comprising
the step of downloading the engine data upon initial
take-off..Iaddend.
.Iadd.27. A method according to claim 24, wherein the wideband
spread spectrum communications signal comprises a direct sequence
spread spectrum communications signal..Iaddend.
.Iadd.28. A method according to claim 24, wherein the wideband
spread spectrum communications signal comprises a frequency hopping
spread spectrum communications signal..Iaddend.
.Iadd.29. A method according to claim 24, wherein the ground based
spread spectrum receiver comprises a transceiver..Iaddend.
.Iadd.30. A method according to claim 24, and further comprising
the step of continuously collecting the engine data from a
plurality of sensors positioned on the aircraft that sense engine
conditions and continuously generate engine data relating to
operation of the engine..Iaddend.
.Iadd.31. A method of providing data of the performance of an
aircraft engine comprising: continuously monitoring the performance
of the aircraft engine during at least two entire flights of the
aircraft from at least take-off to landing; generating engine data
representative of the continuously monitored aircraft engine during
the at least two entire flights of the aircraft from at least
take-off to landing; accumulating and continuously storing the
continuously generated engine data within a ground data link unit
positioned within the aircraft during the at least two entire
flights of the aircraft from at least take-off to landing to create
an archival store of such continuously monitored engine data; after
the aircraft completes its at least two flights and lands at an
airport, transmitting the accumulated, stored generated engine data
from the ground data link unit over a wideband spread spectrum
communications signal to a ground based spread spectrum receiver;
and demodulating the received spread spectrum communications signal
to obtain the accumulated engine data representative of the
performance of the aircraft engine during the at least two entire
flights of the aircraft from take-off to landing..Iaddend.
.Iadd.32. A method according to claim 31, and further comprising
the step of transmitting the accumulated generated engine data from
the ground data link unit to a cellular infrastructure that
includes the ground based spread spectrum receiver..Iaddend.
.Iadd.33. A method according to claim 31, and further comprising
the step of transmitting the accumulated generated aircraft data
over a frequency hopping spread spectrum communications
signal..Iaddend.
.Iadd.34. A method according to claim 31, and further comprising
the step of transmitting the accumulated generated engine data over
a direct sequence spread spectrum communications
signal..Iaddend.
.Iadd.35. A method according to claim 31, and further comprising
the step of transmitting the generated engine data automatically
after the aircraft has landed..Iaddend.
.Iadd.36. A method according to claim 31, and further comprising
the step of uploading data to the ground data link unit over a
wideband spread spectrum communications signal after the aircraft
has landed..Iaddend.
.Iadd.37. A method according to claim 31, and further comprising
the step of selecting a frequency channel for transmitting the
accumulated generated engine data from a plurality of available
frequency channels..Iaddend.
.Iadd.38. A method according to claim 37, and further comprising
the step of selecting a frequency channel based on communication
limitations of a governing jurisdiction in which the ground based
spread spectrum receiver is located..Iaddend.
.Iadd.39. A method according to claim 31, and further comprising
the step of transmitting the accumulated generated engine data from
the ground based spread spectrum transceiver to a flight operations
center for further processing..Iaddend.
.Iadd.40. A method according to claim 31, and further comprising
the step of storing the generated engine data within a memory of
the ground data link unit..Iaddend.
Description
FIELD OF THE INVENTION
This invention relates to a system and method for providing a
record of the flight performance of an aircraft and engine
performance, and more particularly, to a spread spectrum ground
link-based aircraft data communication system that downloads not
only engine data during initial take-off, but also flight
performance data after the aircraft has landed.
BACKGROUND OF THE INVENTION
A great amount of mechanical stress is placed on jet engines and
their associated components during initial take-off. Some jet
engine components and processes are now controlled through the well
known engine air flow FADEC control system, which may include the
sensing and control of core compartments bleeding, sump
pressurization, sump venting, active clearance control, draining,
and low pressure and high pressure recoup. In other jet engine
designs, other engine sensors sense various associated
components.
During initial take-off, the pilot observes many cockpit meters and
observes engine performance. Based upon his analysis of the
observed meters and his overall experience, the pilot may make an
emergency landing or continue his flight to the destination even if
he believes minor engine problems are occurring during initial
take-off or in flight. If this engine data, such as that type of
data contained through the engineer flow FADEC control and other
sensors could be initialized initially during take-off, both
onboard and on-ground, such as by a ground crew or automatic server
located on the ground, better control over the engine could be
exerted. Additionally, such information obtained during initial
take-off could be used to determine maintenance schedules. Any
immediate maintenance could be scheduled when the aircraft landed
at its destination.
In copending patent application Ser. No. 08/557,269, filed Nov. 14,
1995, and entitled, "WIRELESS, FREQUENCY-AGILE SPREAD SPECTRUM
GROUND LINK-BASED AIRCRAFT DATA COMMUNICATION SYSTEM," (U.S. Pat.
No. 6,047,165 issued Apr. 4, 2000) the disclosure which is hereby
incorporated by reference in its entirety, a ground data link
system provides a wireless mechanism for transferring data files to
and from aircraft while the aircraft is on the ground at ground
data link equipped airports. Flight performance data representative
of aircraft flight performance is * obtained during flight of the
aircraft and stored in a, data store. After the aircraft lands at
the airport, the data is downloaded to an airport based spread
spectrum receiver that could be part of an airport based server.
Although the flight performance data is collected during flight,
the spread spectrum transceiver could be used for downloading data
initially at take-off.
SUMMARY OF THE INVENTION
It is therefore an object of the present invention to use a
wireless spread spectrum ground link-based aircraft data
communication system for downloading engine data initially during
take-off.
In accordance with the present invention, the system provides a
record of the flight performance of an aircraft and the record of
engine data that is downloaded during initial take-off. In
accordance with the present invention, a plurality of sensors are
positioned on the aircraft for sensing engine conditions and
generating engine data relating to the operation of the engine
during at least initial take-off. A ground data link unit is
positioned within the aircraft and operatively connected to the
plurality of sensors for receiving the engine data. A central
processing unit of the ground data link unit can receive the engine
data and process the data for further downloading or initial
determination of engine problems. The ground data link unit
includes a data store operative to accumulate and store flight
performance data during flight of the aircraft. The data store can
also accumulate and store engine data received from the plurality
of sensors.
A spread spectrum transceiver is coupled to the data store and
includes a transmitter that is operative after the aircraft
completes its flight and lands at an airport to download the flight
performance data that has been accumulated and stored by the data
store during flight over a spread spectrum communication signal.
The spread spectrum transceiver also receives the engine data and
is operative to download the engine data upon initial take-off over
a spread spectrum communication signal. The airport based spread
spectrum receiver receives the spread spectrum communication signal
from the aircraft upon initial take-off and demodulates the spread
spectrum communication signal to obtain the engine data. The
airport based spread spectrum receiver receives flight performance
data that has been stored and downloaded from a ground data link
unit after an aircraft has landed at the airport.
In one aspect of the present invention, the data store of the
ground data link unit is operative to store engine data to be
accumulated during flight of the aircraft and then downloaded upon
landing at the destination airport. The system also includes a
FADEC engine control system. The sensors are operatively connected
to the FADEC engine control system. The sensors are positioned to
sense at least one of the core compartment bleeding, sump
pressurization, sump venting, active clearance control, and low
pressure and high pressure recoup. The sensors can also be
positioned to sense at least one of oil pressure, oil temperature,
fuel flow and engine hydraulics.
In still another aspect of the present invention, a plurality of
sensors can be located throughout the aircraft for sensing routine
aircraft conditions and generating parametric data such as received
by a flight data recorder representative of the aircraft flight
performance during flight of the aircraft. The system can include a
multiplexer connected to the plurality of sensors and the ground
data link unit for receiving the parametric data and multiplexing
the parametric data for delivery to the ground data link unit.
In still another aspect of the present invention, an airport based
server is connected to the airport based spread spectrum receiver
for receiving the engine data for further processing of the engine
data. A remote flight operations center operatively coupled to the
airport based spread spectrum receiver for receiving and processing
any flight performance data downloaded from the aircraft. The
spread spectrum communication signal can comprise a direct sequence
spread spectrum signal and a signal within the S band. It can also
comprise a signal within the range of about 2.4 to about 2.5 GHZ.
The data store of the ground data link unit can further comprise
means for compressing the flight performance data during the flight
of the aircraft. The emitted power of the spread spectrum
communication signal can be about one watt.
In a method aspect of the present invention, engine data is
collected within the ground data link unit during initial take-off
of an aircraft from an airport. The method comprises the step of
downloading the engine data that has been collected during initial
take-off over a spread spectrum communication signal to an airport
based spread spectrum receiver. The method also comprises the step
of demodulating within the airport based spared spectrum receiver
the spread spectrum communication signal to obtain the engine data.
Demodulated data is forwarded to a server for further processing.
The method further comprises the step of collecting data within the
ground data link unit on the flight performance of the aircraft
during flight of the aircraft. The flight performance data is
accumulated and stored within a data store of the ground data link
unit. After the aircraft lands in an airport at completion of its
flight, the flight performance data is downloaded over a spread
spectrum communication signal to an airport based spread spectrum
receiver. The receiver demodulates the receive spread spectrum
signal to obtain the flight performance data.
In still another aspect of the present invention, the engine data
is processed within an airport based server that is connected to
the airport based spread spectrum receiver. The spread spectrum
communication signal includes a direct sequence spread spectrum
signal that can comprise a signal within the S band. The spread
spectrum communication signal comprises a signal within the range
of about 2.4 to about 2.5 GHz.
BRIEF DESCRIPTION OF THE DRAWINGS
Other objects, features and advantages of the present invention
will become apparent from the detailed description of the invention
which follows, when considered in light of the accompanying
drawings in which:
FIG. 1 is a drawing showing a representative gate system of an
airport.
FIG. 2 is a drawing illustrating a minimum air space separation for
aircraft on a federal airway.
FIG. 3 is a plan diagram of a typical airport traffic pattern.
FIG. 4 is a bar chart illustrating the number of near mid-air
collisions between 1992 and 1997.
FIG. 5 is a schematic diagram showing the ground coverage cell and
an airborne coverage cell.
FIG. 5A is a frequency spectrum graph for a single ground coverage
cell and a single airborne coverage cell.
FIG. 6 is a schematic diagram illustrating how en route aircraft
can act as repeaters to extend the communication range of a
ground-based network.
FIG. 6A is a cross-section of an example of a jet engine that
generates engine events to be transferred from the ground data link
unit of the present invention while en route after initial aircraft
take-off.
FIG. 6B is a chart showing various jet engine event reports at
engine start.
FIG. 7 is a schematic diagram of an omni-directional antenna
providing both ground and air coverage that can be used with the
present invention.
FIG. 8 is a block diagram illustrating the use of the ground data
link unit of the present invention with various end nodes.
FIG. 9 is a detailed schematic drawing showing the interconnection
of an airport network and ground data link network.
FIG. 10 is a flow chart showing basic file transfer.
FIG. 11A is a schematic drawing that shows an example of an
airborne system acting as a mobile node on its own home subnet and
a foreign agent for other mobile nodes.
FIG. 11B is a schematic drawing that shows an example of an
airborne system acting as its own foreign agent on a foreign subnet
and a foreign agent for other mobile nodes.
FIG. 12 is a block diagram showing the basic elements of a ground
data link unit.
FIG. 13 is another block diagram of another part of the ground data
link unit showing various components.
FIG. 14 is a block diagram illustrating basic components of the
ground data link aircraft unit.
FIG. 15 is another block diagram of the ground data link unit of
the present invention showing greater detail of the interconnection
with flight management computers and on board GPS system.
FIG. 16 is a more detailed block diagram of a type of spread
spectrum transceiver that can be used with the present
invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Harris Corporation of Melbourne, Fla. is a manufacturer of Ground
Data Link (GDL), such as disclosed in copending and allowed patent
application Ser. No. 08/557,269, filed Nov. 14, 1995, and entitled
"WIRELESS, FREQUENCY-AGILE SPREAD SPECTRUM GROUND LINK-BASED
AIRCRAFT DATA COMMUNICATION SYSTEM," the disclosure which is hereby
incorporated by referenced in its entirety. In the GDL, the system
provides a wireless mechanism for transferring data files to and
from air transport aircraft while they are on the ground at ground
data link equipped airports. The ground data link is designed to
support multiple airline applications, such as flight safety,
engineering and maintenance, and passenger services.
In one basic application of the system and method of the invention,
a ground data link unit obtains flight performance data
representative of aircraft flight performance during flight of the
aircraft. This type of data could be that data that is
conventionally forwarded to the "black box" used in an aircraft.
Different sensors receive telemetry data, which is multiplexed and
sent serially to the GDL unit.
An archival data store is operative to accumulate and store flight
performance data during flight of the aircraft. A wideband spread
spectrum transceiver is coupled to the archival data store and
includes a transmitter that is operative after the aircraft
completes its flight and lands at an airport to download the flight
performance data that has been accumulated and stored by the
archival data store during flight over a wideband spread spectrum
communication signal. An airport based wideband spread spectrum
transceiver includes a receiver that receives the wideband spread
spectrum communication signal from the aircraft and demodulates the
signal to obtain the flight performance data. In one aspect of the
invention, an adaptive power control unit varies the emitted power
level of the wideband spread spectrum communication signal based
upon the geographic location of the airport. In still another
aspect of the invention, the airport based spread spectrum
transceiver includes a probe transmission circuit that transmits a
probe beacon on each sub-band frequency channel approved for use by
the regulatory body of that country to the spread spectrum
transceiver of the ground data link unit to determine which
sub-band frequency channel is preferred. The fixed ground-based
spread spectrum transceiver can be operative to select desired
sub-band frequency channels and dynamically assign such sub-band
frequency channels based upon the measured signal quality on each
approved frequency and channel for the geographic location of the
airport.
An airport based archival data store can also be coupled to the
airport based wideband spread spectrum transceiver that receives
and stores the flight performance data. An airport based processor
can be coupled to the archival data store for retrieving flight
performance data from the airport based archival data store for
further processing. A remote flight operations control center can
also be operatively coupled to the base station to download the
flight performance data.
The present invention provides an improvement with advantageous
features over the general system as disclosed in the copending and
incorporated by reference '269 patent application identified above.
In one aspect, the ground data link can be used in an aircraft,
automobile or similar vehicle. Transmit power and frequency can be
automatically adjusted to comply with the regulatory requirement of
the country or area where the transceivers operate. The system can
use a location sensing device to determine latitude and longitude,
such as a global positioning system (GPS) receiver technology. The
system is advantageous because it enables mobile units to use
location information to control transmit power and frequency, as
opposed to information transmitted within a fixed, ground based
probe message.
The ground data link transceiver can also be used in an
air-to-ground application, where the range is about 21 miles. The
on-ground application uses data rates ranging from about 1 to 11
Mbps for downloading, from the aircraft, files such as electronic
maintenance log books, cabin maintenance logs, weight and balance
reports and flight deck computer results. During in flight, only a
number of functions are transmitted and it is possible to reduce
the data rate from the initial range of about 355 Kbps to improve
the communication range of the network without adversely impacting
throughput. Data rate can be varied to accommodate the amount and
priority of data, based on the required distance. An example of a
spread spectrum transceiver that can be used for the present
invention, and provides data rates as high as 11 Mbps, is the type
disclosed in commonly assigned U.S. patent application Ser. No.
08/819,846, filed Mar. 17, 1997, to Snell.
Additionally, engine events are sensed and stored not only in the
archival storage during flight of an aircraft, but also downloaded
during the first 30 seconds of take-off and/or during initial
climb. Thus, it is possible for a maintenance crew or other flight
operations control center to obtain data during initial take-off
and climb to aid in determining whether engine maintenance would be
required at the destination station. It is also possible to
download OOOI times of an aircraft. Additionally, data such as the
weight of the remaining fuel can be downloaded and used for
refueling planning. Last minute changes in gate assignment can be
uploaded. En route wind and temperature data can be downloaded and
used to enhance the flight planning of subsequent flights over the
same route.
The present invention is also advantageous because aircraft using
the GDL network can act as wireless repeaters. Planes can be spaced
five or ten miles apart and the wireless communication system of
the present invention can be extended, depending on the range of
various airplanes. When aircraft leave and arrive as often as every
45 seconds, an air-to-air repeater network, in accordance with the
present invention, can extend the network conductivity between
aircraft and the ground network. This can also enhance scheduling
and airline maintenance.
A benefit of spread spectrum modulation is its inherently low
energy density waveform properties, which are the basis for its
acceptance for unlicensed product certification. Spread spectrum
also provides the additional benefits of resistance to jamming and
immunity to multipath interference. The spread spectrum signal can
be both direct sequence and frequency hopping as is well known to
those skilled in the art, although a DSSS standard is considered
preferable in some instances over a frequency hopping standard.
Referring now to FIG. 12, there is shown a of representative
example of an overall system architecture of a wireless ground
link-based aircraft data communication system used with the present
invention. The architecture has three interlinked subsystems: (1)
an aircraft-installed ground data link (GDL) subsystem 100; (2) an
airport-resident ground subsystem 200; and (3) a remote airline
operations control center 300. The aircraft-installed ground data
link (GDL) subsystem 100 includes a plurality of GDL airborne
segments 101, each of which is installed in the controlled
environment of the avionics compartment of a respectively different
aircraft. Each GDL airborne segment 101 is operative to communicate
with a wireless router (WR) segment 201 of the airport-resident
ground subsystem 200 through a wireless communications link
120.
The wireless router segment 201 routes the files it receives from
the GDL airborne segment 101, either directly to the airport base
station 202 via the wired Ethernet LAN 207, or indirectly through
local area networks 207 and airport-resident wireless bridge
segments 203. The wireless communication link 120 can be a spread
spectrum radio frequency (RF) link having a carrier frequency lying
in an unlicensed portion of the electromagnetic spectrum, such as
within the 2.4-2.5 GHz S-band.
As will be described, once installed in an aircraft, the aircraft
unit (AU) 102 of a GDL segment 101 collects and stores flight
performance data generated on board the aircraft during flight. It
also stores and distributes information uploaded to the aircraft
via a ground subsystem's wireless router 201, which is coupled
thereto by way of a local area network 207 from a base station
segment 202 of a ground subsystem 200 in preparation for the next
flight or series of flights.
The uploaded information, which may include any of audio, video and
data, typically contains next flight information data, such as a
flight plan, dispatch release, or load manifest, and uploadable
software including, but not limited to, a navigation database
associated with the flight management computer, as well as
digitized video and audio files that may be employed as part of a
passenger service/entertainment package.
The ground subsystem 200 includes a plurality of airport-resident
GDL wireless router segments 201, one or more of which are
distributed within the environments of the various airports served
by the system. A respective airport wireless router 201 is
operative to receive and forward flight performance data that is
wirelessly down linked from an aircraft's GDL unit 101 to supply
information to the aircraft in preparation for its next flight,
once the aircraft has landed and is in communication with the
wireless router. Each ground subsystem wireless router 201 forwards
flight files from the aircraft's GDL unit and forwards the files to
a server/archive computer terminal 204 of the aircraft base station
202, which resides on the local area network 207 of the ground
subsystem 200.
The airport base station 202 is coupled via a local communications
path 207, to which a remote gateway (RG) segment 206 is interfaced
over a communications path 230, to a central gateway (CG) segment
306 of a remote airline operations control center 300, where
aircraft data files from various aircraft are analyzed. As a
non-limiting example, the communications path 230 includes an ISDN
telephone company (Telco) land line, and the gateway segments
include standard LAN interfaces. However, it should b observed that
other communication media, such as a satellite links, for example,
may be employed for ground subsystem-to-control center
communications without departing from the scope of the
invention.
The flight operations control center 300 includes a system
controller (SC) segment 301 and a plurality of GDL workstations
(WS) 303, which are interlinked to the systems controller 301 via a
local area network 305. Flight operations and flight safety
analysts are allowed at control center 300 to evaluate the aircraft
data files conveyed to the airline operations control center 300
from the airport base 4 station segments 202 of the ground
subsystem 200.
The respective GDL workstations 303 may be allocated for different
purposes, such as flight operations, flight safety ,
engineering/maintenance or passenger services. As described briefly
above, the server/archive terminal 204 in the base station segment
202 is operative to automatically forward OOOI reports downloaded
from an aircraft to the flight control center 300; it also
automatically forwards raw flight data files.
The system controller 301 has a server/archive terminal unit 304
that preferably includes database management software for providing
for efficient transfer and analysis of data files, as it retrieves
downloaded files from a ground subsystem. As a non-limited example,
such database management software may delete existing files from a
base station segment's memory once the files have been
retrieved.
Referring now to FIG. 13, a respective GDL segment 101 is
diagrammatically illustrated as comprising a GDL data storage and
communications unit 111 (hereinafter referred to simply as a GDL
unit) and an associated external airframe (e.g., fuselage) mounted
antenna unit 113. In an alternative embodiment, antenna unit 113
may house diversely configured components, such as spaced apart
antenna dipole elements, or multiple, differentially (orthogonally)
polarized antenna components.
The GDL unit 111 is preferably installed within the controlled
environment of an aircraft's avionics compartment, to which
communication links from various aircraft flight parameter
transducers, and cockpit instruments and display components, shown
within broken lines 122, are coupled. When so installed, the GDL
unit 111 is linked via an auxiliary data path 124 to the aircraft's
airborne data acquisition equipment 126 (e.g., a DFDAU, in the
present example). The GDL unit 111 synchronizes with the flight
parameter data stream from the DFDAU 16, and stores the collected
data in memory. It is also coupled via a data path 125 to supply to
one or more additional aircraft units, such as navigational
equipment and/or passenger entertainment stations, various data,
audio and video files that have been uploaded from an airport
ground subsystem wireless router 201.
The airborne data acquisition unit 126 is coupled to the aircraft's
digital flight data recorder (DFDR) 128 by way of a standard flight
data link 129 through which collected flight data is coupled to the
flight data recorder in a conventional manner.
As described briefly above, and as diagrammatically illustrated in
FIGS. 13 and 14, the GDL unit 111 can be a bidirectional wireless
(radio frequency carrier-based) subsystem containing a processing
unit 132 and associated memory or data store 134, serving as both
an archival data store 134a and a buffer 134b for airline packet
communications as described below. The memory 134 is coupled to the
DFDAU 126, via data path 124, which is parallel to or redundant
with the data path to the flight data recorder 128. Processing unit
132 receives and compresses the same flight performance data that
is collected by the aircraft's digital flight data recorder, and
stores the compressed data in associated memory 134. A report can
be generated by the processing unit 132, that includes many items
of data, such as the flight number/leg and tail number/tray number
of the aircraft and the appropriate OOOI time.
To provide bidirectional RF communication capability with a
wireless router 201, the GDL unit 111 includes a wireless (RF)
transceiver 136, which is coupled to the antenna unit 113.
As will be described, on each of a plurality of sub-band channels
of the unlicensed 2.4-2.5 GHz S-band segment of interest, a
wireless router 201 could continuously broadcast an interrogation
beacon that contains information representative of the emitted
power level restrictions of the airport. Using an adaptive power
unit within its transceiver, the GDL unit 111 on board the aircraft
could respond to this beacon signal by adjusting its emitted power
to a level that will not exceed communication limitations imposed
by the jurisdiction governing the airport. The wireless (RF)
transceiver 136 then accesses the report data file (such as OOOI)
stored in memory 134, encrypts the data and transmits the file via
a selected sub-channel of the wireless ground communication link
120 to wireless router 201.
The recipient wireless router 201 forwards the report data file to
the base station segment temporarily until the report file can be
automatically transmitted over the communication path 230 to the
remote airline flight operations control center 300 for analysis.
As shown in FIG. 15, the CPU can receive multiplexed telemetry data
from multiplexer 150. An on-board GPS system 152 can provide
latitude/longitude data 154, which is used for the adaptive power
control and frequency channel selection based on geographical area,
as described above. First and second flight management computers
160, 162 can so be updated with, files and verified as accurate by
first and second Control Data Units (164, 166) as described below.
Further details of the associated components are described in the
above-identified and incorporated by reference '269
application.
Air Traffic Control (ATC) at busy airports requires that aircraft
operate under Instrument Flight Rules (IFR) to comply with a "gate
system," which provides lateral separation between arriving and
departing aircraft. FIG. 1 is one type of gate system of an
aircraft, which in this example, is located in Calgary. Aircraft
entering the airspace enter along the Standard Terminal Arrival
Routes (STAR), shown in a dotted line. Departing aircraft are
vectored to exit the airspace on one of the outbound Standard
Instrument Departure (SID) gates, shown in solid, circular arc
lines. The actual departure gate assigned is the gate that is
closed to the route of a flight.
Once a departing aircraft exits the airport airspace under the
jurisdiction of the airport ATC, it proceeds along a course
consistent with its flight plan as filed with the ATC. Aircraft
operating under IFR travel along the centerline of a defined
federal airway or on a route that is a direct course between the
conventional navigational aids (VOR or TACAN) that define that
route, as known to those skilled in the art. Aircraft periodically
report the exact time they pass over various navigation aids so
that the ATC can monitor the progress of the aircraft relative to
its flight plan and other aircraft. The ATC typically manages safe
aircraft separation along these defined routes to five nautical
miles horizontally and 1,000 feet vertically, as shown in FIG. 2,
where aircraft 10 are shown spaced horizontally and vertically.
FIG. 3 illustrates an example of an airport a traffic pattern for a
given runway. The turn from base leg to final approach is at least
1/4 mile from the runway. The traffic pattern altitude is typically
1,000 feet above ground level. As illustrated, the aircraft 10
initially starts from a gate 12 and then proceeds to the different
points labeled 1-6. The aircraft 10, as noted before, turns from
the base leg to the final approach that is at least 1/4 mile from
the runway. At point 3, it then enters the runway 14 and at its
departure indicated at point 4, the aircraft proceeds in a given
direction as indicated at points 5 and 6.
As a result of air traffic congestion, particularly on routes in
and out of busy airports, the minimum separation distances shown in
FIG. 2 are frequently typical separation distances maintained among
en route aircraft. As an example of the importance of maintaining
safe en route aircraft spacing, FIG. 4 shows the number of near
midair collisions reported between 1992 and 1997. Some near midair
collisions, including those which may involve unsafe conditions,
may not be reported because pilots fail to see another aircraft or
do not perceive accurately the distance from another aircraft due
to restricted visibility or the relative angle of approach. Other
pilots may not report "near misses" because they fear a penalty or
are not aware of the standard NMAC reporting system. Industry
experts have always been studying different proposals that increase
en traffic density without affecting flight safety. Pilots have
been surveyed about the safety effect of reducing the separation
minimums managed by ATC.
FIG. 15 illustrates a more detailed drawing of the ground data link
unit where a server interface unit 320 and network server unit 322
are used. FIG. 15 explains how packets can be routed from one
aircraft server/router to another aircraft and can be used for
country roaming and flight managemens computer uploads. As
illustrated, the server interface unit 320 of the ground data link
unit performs data acquisition and receives telemetry data 324 such
as the vehicle sensor data obtained from the plurality of sensors
located throughout the aircraft or other vehicle in which the
ground data link unit is positioned. An onboard global positioning
system 326 can generate the latitude/longitude data 328, which can
be multiplexed with the vehicle sensor telemetry data within the
multiplexer 330. The server interface unit 320 includes a central
processing unit 332 and a memory buffer 334 that acts as a buffer
with a LAN adaptor 336, similar to an Ethernet card adaptor. The
Server Interface Unit 320 can also provide interface in both
directions, such as for allowing uploading to a first flight
management computer 338 and a second flight management computer 340
and appropriate control display units 342, 344. Other aircraft
avionics data 346 can be downloaded.
The Network Server Unit 322 includes a LAN adaptor 350 that
connects for two-way communication with the LAN adaptor 336 of the
server interface unit 320. A sever/router 352 connects to the LAN
adaptor 350, and in turn, connects to the data store 134 that
includes the non-volatile memory or archival data store 134a that
could be a hard drive and the buffer 134b. The server/router 352
also connects to the radio frequency communication transceiver 136,
which also acts as a wireless LAN adaptor as described before. The
RF communication transceiver 136 connects into other aircraft and
ground radio frequency transceivers 353 as noted above. The
server/router can also connects to another LAN adaptor 354, which
in turn, provides two-way communication to the flight deck/cabin
personal computers 356.
Referring now to FIG. 16, there is illustrated greater details of
the spread spectrum communication transceiver 136 that illustrates
basic elements. As shown in FIG. 16, an omni-directional antenna
360 can be used on the ground to provide gain for both the airborne
and ground based applications. An external LNA/PA 362 connects into
an internal LNA/PA 364 that allows two-way communication with the
radio frequency/intermediate frequency (RF/IF) up/down converter
366.
A dual frequency synthesizer 368 works in conjunction with a
quadrature direct sequence spread spectrum (DSSS) modem 370. A
switched intermediate frequency band pass filter 372 is operative
with the RF/IF up/down converter 366 and the quadrature DSSS modem
370. A tunable low pass filter 374 is operative with the quadrature
DSSS modem as output. The switched IF band pass filter 372 and
tunable low pass filter 374 act to reduce filter bandwidths and
improve the signal/noise radio and increase communication range
when the PN chipping rate and data rate is reduced. Data is
transmitted into a base band modulator 376 that, in turn, is
connected to the PN spread/despread circuit 378 and an AFC loop
phase detector 380. A frequency stable oscillator 382 works in
conjunction with the numerically controlled oscillator 384 and the
loop filter 386. The frequency oscillators with sufficient
frequency stability are coupled with carrier tracking loops with
sufficient bandwidth to track out frequency and certainly caused by
Doppler frequency ship as a result of two aircraft flying at
maximum speeds in excess of 500 m.p.h. in opposite directions.
In an attempt to maintain tighter control over aircraft departure
and landing times, some airlines require their flight crews to
record Out, Off, On and In (OOOI) times by hand on a per flight
basis. The flight crew may verbally relay the "out" and "off" times
after departure to their ground based dispatch operations via a VHF
transceiver. The captain's clock in the flight deck is used as the
time source.
In this type of prior art system, the "out" time is defined as the
moment in time when the aircraft pushes back from the gate. The
release of a parking brake usually signifies the "out" time. Once
the engines start, the aircraft proceeds with the taxi operation
until the aircraft receives clearance from Air Traffic Control to
take off. The air/ground relay is monitored to detect the precise
moment when the aircraft wheels leave the runway. This time is
recorded as the "off" time, i.e., weight off wheels.
The present invention is advantageous because it can eliminate the
need of flight crews to manually communicate "off" times. Because
this time is recorded and relayed during a high workload phase of
flight, removing this requirement from flight crews improves flight
safety. From an operating cost perspective, a significant amount of
labor is eliminated with an automated process.
As noted before, the Ground Data Link (GDL) provides a wireless
system for transferring data files to and from aircraft while on
the ground at GDL equipped airports and can be used for reporting
"OOOI" times. Further information concerning the reporting of
"OOOI" times using the ground data link can be found in U.S. Patent
Ser. No. 09/312,461, filed May 14, 1999, entitled "System and
Method of Providing OOOI Times of an Aircraft," the disclosure
which is hereby incorporated by reference in its entirety.
The system and method of the present invention also provides a
wireless method of transferring data files to and from aircraft
while airborne in the vicinity of GDL equipped airports. This
system provides, in a non-limiting example, a means of
automatically reporting "out" and "off" times from an aircraft in
the vicinity of an airport, once the aircraft is airborne. This
system also supports other applications, such as forwarding high
priority aircraft performance diagnostic reports and flight crew
messages.
The system and method of the present invention supports a flight
safety application, referred to as Flight Operational Quality
Assurance (FOQA). As noted above, telemetry data is provided by
hundreds of onboard aircraft sensors. This telemetry data is
recorded during flight and downloaded at GDL equipment airports.
Flight files containing this data are forwarded to the airline's
flight safety department. Aircraft and flight crew performance is
then assessed by flight safety analysts who review recorded flight
files as part of the FAA's flight operational quality assurance
program. Corrective actions are identified and implemented in
maintenance operations and flight crew training as appropriate to
improve flight safety.
Table I identified FOQA and other envisioned applications that
require files to be downloaded from the aircraft after landing at a
GDL equipped airport:
TABLE-US-00001 TABLE I Application File Type File Size (k Bytes)
FOQA/Engine ARINC 717 Binary Data 3,390 Maintenance Electronic
Maintenance ASCII Text 870 Logbook Cabin Maintenance Log ASCII Text
20 OOOI "On" and "In" ASCII Text 1 Times
Table II identifies envisioned applications that require files to
be uploaded to the aircraft prior to departure from a GDL equipped
airport:
TABLE-US-00002 TABLE II Application File Type File Size (k Bytes)
Flight Plan/Release ASCII Text 10 Weight & Balance Report ASCII
Text 10 Graphical Weather GIF File 130 FMC Nav Data Base Updates
Binary File 1,000 Onboard Performance Computer Executable File
10,000 Online Electronic Publications HTML or Adobe 100
The system and method of the present invention also provides for
collision avoidance. Based on the manner in which the ATC manages
en route air transport aircraft flying along defined federal
airways with defined spacing, en route aircraft can periodically
report their tail number and position as a function of latitude,
longitude, and altitude to aircraft within communication range.
Each aircraft maintains the positions of neighboring aircraft. The
GDL system of the present invention provides access to telemetry
data from aircraft flight performance sensors. Thus, the en route
data maintenance can be readily implemented. The GDL system of the
present invention can also provide an interface to a flight deck
display, which could be used to graphically display the position of
neighboring aircraft as a function of time in relation to the
aircraft under the control of the flight crew.
The ability to sustain communications once an aircraft is airborne
enables the GDL system of the present invention to support airborne
data massaging applications that are currently supported via VHF
radio communications over either ARINC or private airline voice
and/or data networks. These systems suffer from various undesirable
characteristics such as channel capacity limitations and a lack of
voice privacy. Voice channels are not only shared by all regional
air traffic and ground dispatch or operations in a party line
fashion, but conversations are recorded by the FAA when ATC
channels are utilized.
The advantages to an airline are considerable. These advantages
include capacity and low cost. In order to extend the communication
range of the air-to-ground network, the data rate is reduced from
about 11 Mbps to about 355 Kbps. Naturally, this reduction is only
exemplary, and the actual data rate will vary depending on
technical and environmental limitations, as known to those skilled
in the art. This reduction in data rate improves the communication
range of the network without adversely impacting its throughput.
Further reductions in data rate are possible. However, further data
rate reductions cold adversely impact the cost of a transceiver and
impact the actual data throughput and would therefore have to be
carefully considered by one skilled in the art. A resultant
airborne data throughput at 355 Kbps is still almost two orders of
magnitude greater than the 4.8 Kbps data throughput advertised by
most air-to-ground radiotelephone or SATCOM communication
channels.
There are additional advantages that stem from being able to offer
an air-to-ground link in conjunction with a ground-to-ground link.
Adding an air-to-ground capability extends the amount of time
available to transfer files to and from an aircraft while in the
vicinity of the airport. An air-to-ground capability also helps
lessen the impact of ground related multipath interference and
blockage of signal quality when the aircraft is parked at some
gates.
In accordance with the present invention, the power and frequency
of the GDL system of the present invention can be changed in order
to comply with the regulatory requirements of the country where the
GDL transceiver is operating. Latitude and longitude information
provided by location sensing devices is used to place the current
location of the vehicle mounted transceiver within a predetermined
set of geographic boundaries under the jurisdiction of government
organizations charged with the management of RF frequency spectrum,
e.g., the Federal Communications Commission (FCC). Once the vehicle
is known to be within a defined geographic area, the system
automatically adjusts the transmit power level and configures the
frequency channel set, in order to assure compliance with the rules
of the governing regulatory body.
Recent advances in Global Positioning Satellite (GPS) receiver
technology have resulted in the widespread deployment of GPS
receivers in a variety of communication vehicles, e.g., plane,
trains and automobiles. Modern aircraft are equipped with GPS
receivers which provide latitude and longitude information to
various aircraft avionics systems. Older aircraft determine
latitude and longitude based on other onboard sensors, e.g., gyros,
air speed and altitude, as well as onboard navigation receivers and
computers.
By way of background, GDL of the present invention can operate at
2.4 GHz within the North American Industrial, Scientific and
Medical (ISM) equipment frequency band allocated for unlicensed
operation. Europe (ETS 300 328) and Japan (RCR 27) also have
frequency bands at 2.4 GHz designated for unlicensed operation.
Most countries have allocated portions of the 2.4-2.5 GHz band for
unlicensed operation. The issue this invention addresses is that
the frequencies and maximum transmit power levels vary from country
to country. Table III illustrates the problem:
TABLE-US-00003 TABLE III Variation in Optimum Frequency Channels
and Transmit Power Level as a Function of Country Transmit Country
Freq Ch A Freq Ch B Freq Ch C Pwr US* 2427 MHZ 2457 MHZ N/A 1 Watt
Canada* 2427 MHZ 2457 MHZ N/A 1 Watt Mexico* 2427 MHZ 2457 MHZ N/A
1 Watt New Zealand* 2427 MHZ 2457 MHZ N/A 1 Watt ETSI 2412 MHZ 2442
MHZ 2472 MHZ 100 mWatt (Europe)*** Germany*** 2412 MHZ 2442 MHZ
2472 MHZ 100 mWatt Japan** 2484 MHZ N/A N/A 100 mWatt France* 2457
MHZ N/A N/A 100 mWatt Australia**** 2411 MHZ 2439 MHZ N/A 100 mWatt
U.K.** 2460 MHZ N/A N/A 100 mWatt Spain** 2460 MHZ N/A N/A 100
mWatt *Frequencies shown are the optimum choice for the ODL
application. Others are available but are less desirable.
**Frequency shown is the only frequency available. ***Only
frequencies available if 3 simultaneous channels are required.
****Only frequencies available if 2 simultaneous channels are
required.
The GDL system of the present invention uses location information
to control transmit power as opposed to information contained
within a probe massage transmitted by a fixed, ground-based
transmitter. Transmit power is controlled to comply with local
regulatory requirements as opposed to minimizing interference or
power consumption.
The present invention uses location information to configure the
frequency channel set as opposed to signal quality estimates or
some pseudo random algorithm. The frequency channel set is
controlled to comply with local regulatory requirements as opposed
to maintaining or optimizing link quality.
FIG. 5 illustrates the relative coverage areas, channel frequency
assignments, and data rates for a single "air" cell 20 represented
by radio tower 24a and a single "ground" cell 22 represented by
radio tower 24 at an airport. The graph in FIG. 5A illustrates the
frequency spectrum.
In the system and method of the present invention, access to the
overall network is limited by regulatory body transmit power
restrictions to proximal access to GDL equipped airports. Most
airlines operate out of hub airports to provide centralized
locations for making connections between flights to and from remote
stations. Because of any given aircraft's frequency of visiting hub
airports, they are preferred locations for deploying GDL ground
infrastructure of the present invention.
Because of the large concentration of aircraft in and out of these
hub airports to allow passengers to make connections during
specific windows of time, these hub airports also offer the ability
to significantly extend their communiation range to departing and
arriving aircraft. Because air transport aircraft that fly in and
out of busy airports have ATC managed separation distances, the
aircraft are constrained to follow defined inbound and outbound
vectors. These aircraft are further constrained under IFR to follow
defined Federal Airways, which only helps to extend the
communication range of the hub airport. These flight constraints
enable en route aircraft that are outside the communication range
of the ground network to be used as wireless repeaters to
significantly extend the range of the network, as shown in FIG.
6.
A variety of data massaging applications can occur immediately
following takeoff and can be relayed or transmitted directly by the
system and method of the present invention. One data massaging
application provides the actual "out" and "off" times for OOOI
reporting. This capability can be supported by this system either
manually or automatically. Also, takeoff related engine events can
be reported based on real time parameter exceedances. Both of these
applications are supported by the air-to-ground link.
FIG. 6A illustrates one cross-section of a jet engine indicated
generally at 400, showing basic components and engine air flow
FADEC control 402 to and from the jet engine that can be used for
real time monitoring of engine events. These events could be
downloaded during the first minute or so of initial take-off to a
remote diagnostic center that could determine if on wing
maintenance is warranted at the destination station.
For purposes of clarity, reference numerals to describe this jet
engine begin in the 400 series. As shown in FIG. 6A, the engine air
flow FADEC control 402 could include the core compartment bleeding;
sump pressurization; sump venting; active clearance control; low
pressure and high pressure recoup; and venting and draining
functions. These functions could be monitored through basic FADEC
control system 402, as known to those skilled in the art. The
engine example in FIG. 6A corresponds to a General Electric
CF6-80C2 advanced design with a FADEC or PMC control having an N1
thrust management and common turbo machinery. Although this jet
engine is illustrated, naturally other control systems for
different jet engines could be used, as known to those skilled in
the art.
The engine as illustrated has six variable stages and a ruggedized
stage one blade with a low emission combuster and 30 pressurized
nozzles and improved emissions. It has a Kevlar containment to give
a lower containment weight and a composite fan OGV. It has an
enhanced HPT with a DS stage of one blade material and a TBC, with
advanced cooling and active clearance control.
The fan module includes an aluminum/Kevlar containment 404 and a
93-inch improved aero/blade 406. It has compositive OGV's 408 with
an aluminum/composite aft fan case 410 and a titanium fan frame 412
for reduced losses. It additionally has a four stage orthogonal
booster 414 and a variable bypass valve (VBV) between the fan
struts (with 12 locations) 416. The engine includes a compressor
inlet temperature (CIT) probe 418.
The high pressure compressor includes an IGV shroud seal 420 and a
blade dovetail sealing 422 with a trenched casing of stages 3-14
424. The compressor includes a vane platform sealing 426 and a
short cord stage 8 low loss bleed system 428 and improved rubcoat
reduced clearance 430.
The compressor rear frame includes a combuster 430 and ignitor plug
432 with a fuel nozzle 434 and OGV 436. It includes a vent seal 438
and 4R/A/O seal 440 and 4R bearing 442 and 4B bearing 444. It also
includes a 5R bearing 446 and 5R/A/O seal 448, a diffuser 450 and
pressure balance seal 452. The compressor rear frame also includes
a stage 1 nozzle 454.
The high pressure turbine area includes an active clearance for
control stages 1 and 2, and coated shrouds indicated at 456. It
also includes directionally solidified stage 1 blades and damped
blades 458 and a cooling air delivery system. The highly pressure
turbine include a thermally matched support structure, and an
active clearance control and simplified impingement with a cradled
vane support and linear ceiling. The improved inner structure load
path has improved roundness control, solid shrouds and improved
ceiling. These components are located in the area generally at 460
of the high pressure turbine area.
Low pressure turbine technology area includes a clearance control
462, a 360.degree. case 464, aerodynamic struts 466 that remove
swirl from the exit gas and a turbine rear frame 468 formed as a
one piece casting.
Many of these components can have sensors and structural force
sensor that generate signals during initial take-off such that
signals are relayed via the ground data link unit to an on-ground
maintenance crew and/or separate remote operations control center
having its own processor.
FIG. 6B illustrates components that were monitored during engine
start in one example, including the engine hydraulic system, the
oil pressure (psi), the engine cut-off switch, oil temperature (deg
C), fuel flow (lb/hr), the N2L and N1L both in percentage terms,
and oil temperature and EGT, both in centigrade. The ranges are
shown on the vertical axis of the graph, while time is shown on the
horizontal axis of the graph.
This information can be downloaded via the ground data link unit of
the present invention to a ground based processor, where a remote
diagnostic center can determine if on wing maintenance is warranted
at the destination station.
Table II identifies two sets of possible post departure data
massaging applications:
TABLE-US-00004 TABLE IV Application File Type File Size (k Bytes)
OOOI "out" and "off" times ASCII text 1 Engine event reporting
Binary file 0.3
Other post massaging applications, as will be described below, and
other applications as suggested to those skilled in the art can
also be developed with the ground data link unit of the present
invention. There are also en route data massaging applications that
occur during approach that also lend themselves to the GDL
air-to-ground link of the present invention. Flight crews currently
phone in their fuel weight so that ground operations can calculate
how much fuel will need to be added for the next flight. This
allows more efficient scheduling and control over fuel resources.
Also at this time, the aircraft crew receives their gate assignment
from ground operations. En route wind and temperature data could
also be monitored during flight and automatically relayed to
dispatch prior to landing to aid in flight planning.
The Digital Automatic Terminal Information Service (ATIS) weather
information could be uploaded via an air-to-ground link. ATIS is
the continuous broadcast of recorded non-control information in
high activity terminal areas. Its purpose is to improve pilot and
controller effectiveness and relieve frequency congestion by
automating the repetitive transmission of essential but routine
information. ATIS information includes the latest hourly weather
information, i.e., ceiling, visibility, obstructions to visibility,
temperature, dew point (if available), wind direction (magnetic)
and velocity, altimeter, and in some instances, the instrument
approach and the runway in use.
Table V identifies other approach data EM massaging applications
that can be used in the present invention:
TABLE-US-00005 TABLE V Application File Type File Size (k Bytes)
Fuel weight reporting ASCII text 1 Gate assignment ASCII text 1 En
route wind & temp ASCII text 10 reporting Digital ATIS ASCII
text 10
Other applications can be used as noted before, and as suggested by
those skilled in the art. Other important features that can be
incorporated into the ground data link of the present invention
include:
1. The use of en route aircraft acting as repeaters to extend the
communication range of the airport ground infrastructure.
2. Raising the above ground antenna height of the aircraft in order
to eliminate ground multipath, the dominant propagation loss factor
in terrestrial radio communication links.
3. The reduction of link data rate and corresponding narrowing of
baseband filters to improve signal-to-noise ratio and thereby
increase communication range.
4. The selection of a frequency use band below the resonant
frequency of oxygen and water molecules in order to minimize the
effects of atmospheric absorption loss and rain fading on
communication range.
5. The use of Omni-directional antennas 28 on the ground to provide
gain for both the airborne and ground based applications, such as
shown in FIG. 7.
6. The use of frequency oscillators with sufficient frequency
stability coupled with carrier tracking loops with sufficient
bandwidth of track out frequency uncertainty caused by Doppler
frequency shift as a result of two aircraft flying at maximum
speeds in excess of 500 miles/hour in opposite directions.
The following description will now proceed using as example a
vehicle, e.g., aircraft. The ground data link unit of the present
invention could be used on different moving vehicles besides an
aircraft.
In one embodiment shown in FIG. 8, vehicle-based (e.g., aircraft
based) communications processor 30 receives data from aircraft
telemetry sensors for subsequent transmission to a ground-based
Wide Area Network (WAN) 32 while the vehicle is en route, as will
be explained. The vehicle-based communications processor 30 formats
the data for transport at the network and transport layer and sends
the formatted data to Wideband Spread Spectrum Transceiver 34,
along with the address of the destination node, which is part of
the end node of a mobile transceiver acting as an interface to a
vehicle information processor, as shown by dotted lines at 36.
The wideband spread spectrum transceiver 34 formats the data for
transmission at the data link layer and transmits the data via a
transportation vehicle mounted antenna 38. The wideband spread
spectrum transceiver 34 transmits within a frequency band below the
resonant frequency of oxygen and water molecules in order to
minimize the effects of atmospheric absorption loss and rain fading
on the communication range. The wideband spread spectrum
transceiver 34 also uses a lower data rate than that used on the
ground and correspondingly narrows its baseband filters to improve
the signal-to-noise ratio A and thereby increase the communication
range.
A transportation vehicle mounted antenna 40, which is part of a
mobile transceiver acting as a wireless repeater 42, is externally
mounted on a second transportation vehicle that is within the
communication range of both the first transportation vehicle, and
the ground-based WAN access point, indicated by dotted line 44. The
transportation vehicle mounted antenna 40, which is connected to a
wideband spread spectrum transceiver 46, receives the transmission
from the transportation vehicle mounted area 38. The wideband
spread spectrum transceiver 46 uses a frequency oscillator with
sufficient frequency stability and a carrier tracking loop with
sufficient bandwidth to track out the frequency uncertainty caused
by any Doppler frequency shift.
The worst case Doppler shift occurs as a result of two aircraft
flying at maximum speeds in excess of 500 miles/hour in opposite
directions. The wideband spread spectrum transceiver 46 recognizes
the destination address contained within the transmission as being
associated with the ground-based WAN access point with which it can
also communicate. The wideband spread spectrum transceiver 46
retransmits each data packet that it receives from the wideband
spread spectrum transceiver 34, via the transportation vehicle
mounted antenna 40. The wideband spread spectrum transceiver 46
retransmits each data packet so that the ground-based WAN access
point 44 can receive each packet.
As further illustrated, an omni-directional ground antenna 48 at
the access point 44 is connected to the wideband spread spectrum
transceiver 50, and receives a transmission from the transportation
vehicle mounted antenna 40. The omni-directional ground antenna 48
is installed on a mast atop a building or other structure in order
to position it as high above the ground as practical. Raising the
above ground antenna height helps to eliminate ground multipath,
the dominant propagation loss factor in terrestrial radio
communication links.
The omni-directional ground antenna 48 provides gain in an upward
direction, in order to support air-to-ground communications as well
as gain in a downward direction, in order to support
ground-to-ground communications. The wideband spread spectrum
transceiver 50 also employs a frequency oscillator with sufficient
frequency stability and a carrier tracking loop with sufficient
bandwidth to track out the frequency uncertainty caused by Doppler
frequency shift. The wideband spread spectrum transceiver 50
recognizes the destination address contained within the
transmission as being associated with a ground-based WAN network
device and forwards the data packets it receives to the
ground-based wide area network 32.
The air-to-ground link is advantageous as described and the
following results give examples of its usefulness, taking into
account factors such as Doppler and weather. In addition, given the
landing and departure rates at airports where airlines have a large
number of allocated gates, air-to-air links are a variable means of
extending an aircraft's access to the ground network in the
vicinity of an airport. There are also routine airline applications
that could benefit from the described air-to-ground capability in
the vicinity of major airports.
The communication range for a GDL air-to-ground link of the present
invention can be about 21.6 miles (114,000 feet), as shown by the
analysis below:
TABLE-US-00006 To calculate Receive Power, Pr: Pr = Pt(dBm) =
Gr(dBi) + Gt(dBi) + Lambda{circumflex over ( )}2/(4sd){circumflex
over ( )}2(dB) + Lo Where dBi = dB's referenced to isotropic gain
Pt = Transmit power in dBm Enter Pt: 30.00 Gt = Transmit antenna
gain in Enter Gt: 0.00 dBi Gr = Receive antenna gain in Enter Gr:
5.15 dBi Lambda (wavelength) = 300/fc Enter fc: 2,462.00 in MHZ d =
Distance in feet Enter d: 114,150.00 Lo = Other misc link losses in
Enter Lo: (0.25) dB Pr = Receive power in dBm Answer Pr: (96.2) To
calculate Path Loss, Ls: Ls = Pr(dBm) - Pt(dBm) - Gt(dBi) - Gr(dBi)
Where Ls = Path Loss in dB Answer Ls: (131.35) To calculate Receive
Sensitivity, G/T.degree.: G/T.degree. = Gr(dBi) - Ts(dB) Where F =
Receive Noise Figure in dB Enter F: 7.01 Tr = Effective Rx noise
temp, Answer Tr: 1,166.79 .degree. K. Tr = Effective Rx noise temp,
Answer Tr: 30.67 (dB-K) Tl = Link noise temp, .degree. K. Enter Tl:
100.00 Tp = Antenna physical temp, Enter Tp: 43.33 .degree. C. Ta =
Antenna noise temp, .degree. K. Answer Ta: 144.49 Ts = System noise
temp, .degree. K. Answer Ts: 1,311.29 Ts = System noise temp,
(dB-K) Answer Ts: 31.18 G/T.degree. = RX Sensitivity, Gr/Ts in
Answer G/T.degree.: (26.03) dB-K To calculate No and Pr/No: No =
kT.degree. (dBm/Hz) Where K = Boltzmann's Constant
(1.38*10{circumflex over ( )}-23) T.degree. = Ts in degrees Kelvin
No = kT.degree. in dBm/Hz Answer No: (167.42) Pr/No = Pr(dBm) -
No(dBm) Where Pr/No = Received Pr/No in Answer Pr/No: 71.22 (dB-Hz)
To calculate Received Eb/No: Eb/No = Pr/No(dB-Hz) - R(db-bps) +
Lo(dB) Where R = Data bit rate in kHz Enter R: 354.84 Lo =
Implementation Loss in dB Enter Lo: (5.22) Eb/No is in dBs Answer
Eb/No: 10.50 To calculate Link Margin, M: Where M = Received
Eb/No(dB) - Required Eb/No(dB) Required Eb/No in dB, based on Enter
Eb/No: 10.50 demod M = Margin in dB Answer M: (0.00)
This calculated range is based on several assumptions. Some
existing GDL ground-to-ground link parameters have been assumed. An
exception is transmit power, which has been increased to the full 1
watt allowed by the FCC. A bottom mounted airborne antenna is
assumed with a 0 dBi gain, based on a 3.degree. elevation angle
with respect to the ground antenna. Another exception is, of
course, data rate, which has been reduced to 355 kbps, as discussed
previously. Along with the reduction in data rate comes an
additional 1.5 dB benefit in required Eb/No, due to the conversion
from DQPSK to DBPSK modulation at the lower data rate. An
atmospheric absorption loss of 0.21 dB has been assumed, as
discussed below regarding the Doppler.
Commercial Wireless LAN transceivers utilize inexpensive crystal
oscillators that typically provide a frequency stability of 1-10
ppm. One type of GDL transceiver 136 used with the present
invention has a frequency stability of .+-.12 kHz, which translates
to .+-.5 ppm at 2400 MHZ. Thus, the frequency uncertainty between
any two transceivers can be as large as 24 kHz. An analysis of the
carrier tracking loop shows that the design can accommodate as much
as 125 kHz of frequency uncertainty, with only a 0.22 dB
degradation in demodulator performance due to the symbol
correlation error at a data rate of 2 Mbps. At 355 kbps, the design
an accommodate only 44 kHz of frequency uncertainty for the same
0.22 dB degradation in S/N.
The frequency uncertainties can be calculated as follows. An I and
Q complex demodulator convolves the internally generated PN
sequence at a stationary frequency with the input signal. Because
non-coherent DPSK modulation is used, the I and Q vector
correlation output rotates during a symbol time as a function of
oscillator drift or Doppler on the input signal. The correlation
vector angle therefor can change from the start of the symbol to
the end of the symbol. The magnitude of the vector falls off about
0.22 dB at 45.degree. rotation. Beyond 45.degree. rotation, the
magnitude of the vector drops rapidly and the symbol decision
errors increase. 45.degree. is therefore a reasonable limit of
acceptability for the purpose of this analysis. The amount of
frequency offset, .DELTA.f, of the input signal required to produce
a 45.degree. rotation is: .DELTA.f/1
Msps=45.degree./360.degree.
.DELTA.f=125 kHz
Solving the equation for .DELTA.f produces a result of 125 kHz for
a symbol rate of 1 Msps (there are 2 bits/symbol for DQPSK).
Solving this same equation for a symbol rate of 355 ksps (1
bit/symbol for DBPSK) produces a result of 44 kHz as shown:
.DELTA.f/355 ksps=45.degree./360.degree.
.DELTA.f=44 kHz
The Doppler frequency shift at 2465 MHZ that results from a
B737-700 flying at its maximum airspeed of 530 miles/hour with
respect to a fixed ground station is approximately 2 kHz. The
frequency offset due to Doppler is defined by the following
equation: .DELTA.f.sub.d=(v/c)*f.sub.c where v=relative velocity,
v=(530 mi/hr)(1.61.times.10.sup.3 m/mi)(1 hr/60 min)(1 min/60
sec)=237 m/s where c=speed of light=3.times.10.sup.8 m/s and where
f.sub.c=2465 MHz .DELTA.f=(237 m/s)/(3.times.10.sup.8 m/s)*2465
MHz=1.95 KHz
The total frequency uncertainty of two transceivers, each mounted
on an aircraft flying at maximum speed in opposite directions is as
follows:
.DELTA.f=(.DELTA.f.sub.o+.DELTA.f.sub.d+.DELTA.f.sub.o+.DELTA.f.sub.d)
.DELTA.f=(12 kHz+2 kHz+12 kHz kHz+2 kHz)=28 kHz
The resulting 28 kHz of total frequency uncertainty is well within
the previously defined limit of 44 kHz for a 355 kbps symbol rate.
Therefore, the Doppler shift due to aircraft in flight has a
negligible effect on system bit error rate.
The atmospheric absorption loss for a 2.4 GHz ISM Band due to water
and oxygen molecule resonance is about 0.0115 dB/mile. This figure
of merit is the basis for "other miscellaneous link losses" used to
calculate the communication range in the previous section. During
heavy rain, the propagation loss for the 2.4 GHz ISM Band increases
to nearly 0.5 dB/mile. Weather is usually not a concern for
terrestrial applications, because practical distances are normally
constrained by multipath interference to less than a mile. For
airborne applications, however, where signal fading due to
multipath is relatively nonexistent and communication range
approaches that of free space, this loss needs to be accounted for
in the overall link budget analysis.
The communication range for a GDL air-to-ground link in heavy rain
is 11.5 miles (60,650 feet), as shown by the analysis below:
TABLE-US-00007 To calculate Receive Power, Pr: Pr = Pt(dBm) =
Gr(dBi) + Gt(dBi) + Lambda{circumflex over ( )}2/(4sd){circumflex
over ( )}2(dB) + Lo Where dBi = dB's referenced to isotropic gain
Pt = Transmit power in dBm Enter Pt: 30.00 Gt = Transmit antenna
gain in dBi Enter Gt: 0.00 Gr = Receive antenna gain in dBi Enter
Gr: 5.15 Lambda (wavelength) = 300/fc in Enter fc: 2,462.00 MHZ d =
Distance in feet Enter d: 60,650.00 Lo = Other misc link losses in
dB Enter Lo: (5.74) Pr = Receive power in dBm Answer Pr: (96.20) To
calculate Path Loss, Ls: Ls = Pr(dBm) - Pt(dBm) - Gt(dBi) - Gr(dBi)
Where Ls = Path Loss in dB Answer Ls: (131.35) To calculate Receive
Sensitivity, G/T.degree.: G/T.degree. = Gr(dBi) - Ts(dB) Where F =
Receive Noise Figure in dB Enter F: 7.01 Tr = Effective Rx noise
temp, .degree. K. Answer Tr: 1,166.79 Tr = Effective Rx noise temp,
Answer Tr: 30.67 (dB-K) Tl = Link noise temp, .degree. K. Enter Tl:
100.00 Tp = Antenna physical temp, .degree. C. Enter Tp: 43.33 Ta =
Antenna noise temp, .degree. K. Answer Ta: 144.49 Ts = System noise
temp, .degree. K. Answer Ts: 1,311.29 Ts = System noise temp,
(dB-K) Answer Ts: 31.18 G/T.degree. = RX Sensitivity, Gr/Ts in
Answer G/T.degree.: (26.03) dB-K To calculate No and Pr/No: No =
kT.degree. (dBm/Hz) Where K = Boltzmann's Constant
(1.38*10{circumflex over ( )}-23) T.degree. = Ts in degrees Kelvin
No = kT.degree. in dBm/Hz Answer No: (167.42) Pr/No = Pr(dBm) -
No(dBm) Where Pr/No = Received Pr/No in Answer Pr/No: 71.22 (dB-Hz)
To calculate Received Eb/No: Eb/No = Pr/No(dB-Hz) - R(db-bps) +
Lo(dB) Where R = Data bit rate in kHz Enter R: 354.84 Lo =
Implementation Loss in dB Enter Lo: (5.22) Eb/No is in dBs Answer
Eb/No: 10.50 To calculate Link Margin, M: Where M = Received
Eb/No(dB) - Required Eb/No(dB) Required Eb/No in dB, based on Enter
Eb/No: 10.50 demod M = Margin in dB Answer M: (0.00)
With the present invention, it is possible to accommodate a greater
number of planes at an airport. At a typical airport, an aircraft
may spend 20 minutes at a gate. For example, at one aircraft
station with 27 gates, the station can accommodate a peak influx of
one aircraft every 45 seconds. A higher influx rate would result in
more aircraft on the ground than the 27 gates could
accommodate.
With the extended range GDL system of the present invention, it is
possible to accommodate a higher influx rate, up to one aircraft
every 30 seconds. This analysis clearly illustrates that the GDL
system of the present invention provides sufficient bandwidth to
accommodate the needs of different airlines. Furthermore, the GDL
system of the present invention can be easily expanded to provide
twice the capacity by increasing the number of frequency channels
used, if necessary.
Table VI shows the departure metrics for an example of 12 busy
stations. Based on the assumption that a given aircraft's
destination is truly random, the table shows that the probability
of having one of these 12 stations as a destination is 54%. The
table also shows the probabilities of hitting one of these 12
stations within one to eight trips. The probability of landing at
one of these 12 stations within eight flight legs is 99.8%. Given
that the average number of flight legs per day is 8.7, then a given
aircraft would encounter a GDL equipped airport at least once a
day.
TABLE-US-00008 TABLE VI Equipping an Airline's Busiest Stations
Results in at Least One GDL Stop Per Day Airport Number Maintenance
Intermediate Weekly GDL GDL SWA Stations Code of Gates Operations
Stations Departures Priority Departures Phoenix PHX 27 X 1122 1
1122 Las Vegas LAS 12 X 957 2 957 Houston IAH 11 X 939 3 939 Dallas
DAL 13 X 909 4 909 Los Angeles LAX 9 785 5 785 Oakland OAK 11 X 738
6 738 Chicago Midway MDW 19 X 690 7 690 St. Louis STL 8 X 593 8 593
San Diego SAN 7 527 9 527 San Jose SJC 6 464 10 464 Baltimore BWI 6
X 422 11 422 Nashville BNA 5 X 409 12 409 Total Departures: 15784
8555 Probability of hitting a GDL Equipped Station in one trip
54.20% Probability of hitting a GDL Equipped Station once in 2
trips 79.02% Probability of hitting a GDL Equipped Station once in
3 trips 90.39% Probability of hitting a GDL Equipped Station once
in 4 trips 95.60% Probability of hitting a GDL Equipped Station
once in 5 trips 97.98% Probability of hitting a GDL Equipped
Station once in 6 trips 99.08% Probability of hitting a GDL
Equipped Station once in 7 trips 99.58% Probability of hitting a
GDL Equipped Station once in 8 trips 99.81%
The 30 second metric for the amount of time it takes to accomplish
all file transfers to and from an aircraft once it reaches the
ground at one of the proposed 12 GDL equipped stations is based on
the following assumptions. Six of the 12 GDL equipped stations have
more than 10 gates and six have fewer than 10 gates. The analysis
assumes that the once monthly flight deck computer and FMC uploads
take place at one of the six GDL equipped stations having fewer
than 10 gates. All other routine file transfers are assumed to take
place at any of the 12 GDL equipped stations. The supporting
analysis is shown in the following Table VII for the airports with
more than 10 gates, and Table VIII for the airports with fewer than
10 gates.
TABLE-US-00009 TABLE VII Required Access to GDL Network per
Aircraft at GDL Equipped Stations with More than 10 Gates Air vs.
Description Direction Size (kB) When Gnd FDC Updates Upload 10,000
Current Gnd FMC Uploads Upload 1,000 Current Gnd Electronic
Maintenance Download 870 Future Gnd Logbook FOQA/Engine Trend
Download 3,390 Current Gnd Data OOOI Time Reports Download 1
Current Gnd Weight & Balance Upload 10 Future Gnd Reports
Flight Release Upload 10 Future Gnd Cabin Maintenance Log Download
20 Future Gnd Graphical Weather Upload 130 Future Gnd Total 4,431
Time in minutes @ 1.2 Mbps 0.49 29,54202 seconds Min rq'd RF Link
Data Rate in Mbps 1.33 Assumptions Compression Ration 2.00 RF Link
Overhead 0.67 Flight/Day Round 8.7 (2300/264,1)
Flt-Hrs/Day/Aircraft 11.571 (8.7 * 1.33) Avg Flight Time (hrs) 1.33
Time Between GDL Stops (days) 1 No of Gates at Hub/Station 27 Avg
time on Ground at Gate (mins) 20 Peak Landing Rate (sec) 44.4444444
Engine Trend Data 586 (kB/Flt-hr) FDC, FMC Updates not included at
stations with >10 gates
TABLE-US-00010 TABLE VIII Required Access to GDL Network per
Aircraft at GDL Equipped Stations with Less than 10 Gates Air vs.
Description Direction Size (kB) When Gnd FDC Updates Upload 10,000
Current Gnd FMC Uploads Upload 1,000 Current Gnd Electronic
Maintenance Download 870 Future Gnd Logbook FOQA/Engine Trend
Download 3,390 Current Gnd Data OOOI Time Reports Download 1
Current Gnd Weight & Balance Reports Upload 10 Future Gnd
Flight Release Upload 10 Future Gnd Cabin Maintenance Log Download
20 Future Gnd Graphical Weather Upload 130 Future Gnd Total 15,431
Time in minutes @ 1.2 Mbps 1.71 Min rq'd RF Link Data Rate in Mbps
1.55 Assumptions Compression Ration 2.00 RF Link Overhead 0.67
Flight/Day Round 8.7 (2300/264,1) Flt-Hrs/Day/Aircraft 11.571 (8.7
* 1.33) Avg Flight Time (hrs) 1.33 Time Between GDL Stops (days) 1
No of Gates at Hub/Station 9 Avg time on Ground at Gate (mins) 20
Peak Landing Rate (sec) 133.333333 Engine Trend Data 586
(kB/Flt-hr) FDC, FMC Updates not included at stations with <10
gates
Table IX shows one basis for estimating the size of the combined
FOQA/Engine Trend Data Files. The number of 12 bit words and some
sample rates are based on the B757-200 FOQA files that are
currently downloaded for one known airline. In this example, these
files are approximately 345,600 bytes in size per flight hour. The
contained parameters are sampled once every second, once every two
seconds, once every four seconds, and once every 64 seconds. The
file size increases from previous files because some parameters are
sampled as often as four times/seconds for 15 minutes of every one
hour flight. Some parameters are sampled as often as once per
second instead of one every two or four seconds for the duration of
the flight.
TABLE-US-00011 TABLE IX Basis for Estimating FOQA/Engine Trend Data
File Size Estimated FOQA/Engine Trend Data File Size Number of
Flight Flight Parameter 12 Bit Sample Duration Sample Duration File
Type Words Rate (Hz) (mins) Rate (Hz) (mins) Size Miscellaneous, 32
0.015625 15 0.015625 45 2700 Noncritical Startup, Take- 20 4 15 1
45 189000 off, Shutdown Flight Duration 20 1 15 1 45 108000
Critical Miscellaneous, 53 1 15 1 45 286200 Critical TOTAL 125
Uncompressed 585900
FIG. 9 illustrates one possible airline network architecture in one
embodiment of the present invention. The entire network is based on
the ubiquitous, Internet standard TCP/IP protocols. A future TCP/IP
to TP4/CLNP gateway is shown for compatibility with the current
industry baseline for ATC networking. For purposes of clarity,
reference numerals describing this aspect of the present invention
will being in the 500 series.
FIG. 9 illustrates this efficient system showing the aircraft
system by dashed line indicated at 500, a GDL airport terminal
indicated by dashed line at 502, and the dispatch, flight
operations indicated by dashed line at 504. These three units
connect into the public switched telephone network and airline wide
area network 506, which includes representative pubic switches. The
aircraft system includes a GDL unit 510 positioned on an aircraft
that connects via a data connection 512 to the GDL airport terminal
502 with a bridge 514 and a gateway 516 to Sun SPARC computer
terminal 518 as a representative processor. The GDL airborne unit
also connects to an Ethernet backbone 520 that can connect via a
wireless link 522 to a flight deck computer 524, an ASCII printer
as part of a flight deck printer 526, and a cabin PC 528. The GDL
airborne unit 510 can also connect to the FDAM/DFDAU/DMU 530 and a
cabin telecommunications unit (CTU), i.e., telephone switch, 532
outside the system. The telephone switch can connect voice and data
through a part 22.801 air-ground radio telephone or other cellular
service to an air-ground radio tower 534 and a radio net 538
through an Iridium or other satellite service provider 538. Voice
only communication can be established via a VHF comm transceiver
540 through the airline's private radio network. At the dispatch
flight operations 504, dispatch telephone 542 can connect through
the airline's PBX/PABX 548 to router and gateway 544, 546 as known
to those skilled in the art. These components connect to various
terminals 550, which could include IBM or Sun SPARC work stations
as known to those skilled in the art. Additionally, for engine
event reporting, data relating to engine events can be reported
directly to an engine trending area having a gateway 554 and Sun
workstations 556.
As noted above, the ground data link network of the present
invention can use standard TCP/IP network protocols along with
Ethernet data link protocols to provide computer communications
among the GDL networked host. The TCP/IP protocol incorporates
Internet networking, allowing host peer-to-peer connectivity. The
GDL network implements this technology into a private network as
illustrated in FIG. 9 for GDL host communications. The example of
the merging of an airline network and GDL network is now described
with reference once again to FIG. 9.
The GDL Wide Area Network (WAN) hardware architecture could include
multiple airport terminal local area networks (LANs) and a single
Airline Operational Control Center (AOCC) LAN. Components within
each LAN include multiple host nodes (such as the illustrated Sun
workstations, PCs, wireless access nodes) and a network gateway.
Each LAN could provide a 10 or 100 megabit Ethernet connection to
implement the data link protocol, as is well known to those skilled
in the art. Each host attachment to the LAN could be accomplished
via an Ethernet based network interface card (NIC). Each LAN could
include an ISDN gateway attachment for inter-LAN communication,
providing 64 kbit to 256 kbit data transmissions.
Each GDL network host would typically have Commercial Off The Shelf
(COTS) software installed providing network connectivity control.
This would include Ethernet drivers for the NICs and a TCP/IP
network kernel implementing transport and Internet TCP/IP network
layer protocols. Each host includes TCP/IP application protocols to
implement common network operations. In addition, various TCP/IP
network sever applications could be installed on Sun workstations
to support typical networking operations (ex. FTP, Email, NFS).
The GDL network could be pre-configured as a private TCP/IP
network. Each LAN in the network could be identified as a subnet
domain and assigned a unique subnet identified IP address. Each
network component attached to a subnet could be assigned a unique
IP address for that particular domain. This would be a static IP
address assignment and would not be altered after installation. A
domain name server would not be employed on the GDL network, and
therefore, each host would contain internal IP address information
of other GDL host for network connectivity. Each networked host
would be an identification table containing available host names
matched with assigned IP addresses. The host network applications
would use either an IP address or host name to identify and
communication with another host on the network.
The GDL IP address is a 32-bit "class A" IP address, and is used
for private network operation (10.0.0.0 domain). In this described
embodiment, this IP address format consists of four fields: class,
network identifier, subnet identifier, and host identifier. Table X
describes the GDL IP address format using the TCP/IP standard with
subnetting for the GDL network.
TABLE-US-00012 TABLE X Class A-IP Address Format Network SubNet
Host Class ID ID ID 0 1 7 8 15 16 31 Fieldname Bit Position Purpose
Class 0 Class A IP format Network ID 1-7 Private Network ID SubNet
ID 8-15 Subnet ID Host ID 16-31 Individual host ID
In order to integrate the GDL and another computer network, an
organized plan for the resultant network architecture is developed.
Typically, an airline network uses TCP/IP network protocol over an
Ethernet data link backbone. Naturally, there may be areas of
incompatibility that would have to be resolved for this integration
effort. The GDL network architecture has the flexibility for
modifications to conform with other TCP/IP based networks. When the
integration effort is complete, the revised representative airline
and GDL network would be viewed as a single operational computer
network, rather than two distinct inter-connected networks.
Some airline networks are formed as a private WAN network utilizing
TCP/IP for the network protocol along with a 10 megabit Ethernet to
support the network data link. Because both airline and GDL
networks incorporate Ethernet to provide the data link network
functionality, this networking area should be compatible. Cabling
for the GDL network typically uses 10Base-T for physical
connectivity requirements, however, it is adaptable to other
existing Ethernet cabling standards.
For inter-networking activities, GDL utilizes ISDN gateways to
provide network connectivity. However, GDL is not limited to ISDN
and can incorporate other exiting gateway components utilized by
the representative airline.
Since both the airline and GDL network hosts, include a TCP/IP
network kernel and Ethernet drivers, the basic network software
control for each network component should be in place. In addition,
any server functionality to be shared between the networks needs
examination to ensure proper operation. Also there may be a merging
of some software process currently used on both networks into a
single network application (e.g., Email server). This requires
verification of the associated network operation within the
integrated network structure.
Each host on the airline and GDL network employs a TCP/IP network
kernel to implement networking activities. However, the capability
of the network configuration between these two systems requires
additional consideration. The TCP/IP standard requires a unique
32-bit IP address assignment to identify each individual network
host.
The format of the GDL IP address is configured to incorporate
subnet addressing. This addressing scheme provides a three-level
hierarchy of identification: network, subnet and host
identification. This subnetting implementation allows for multiple
network domains within the GDL global network structure. Each GDL
airport terminal system is assigned a particular subnet domain and
all network hosts within that domain are assigned IP addresses
using the subnet identification. Integration of the airline network
and GDL network will require a review of the IP address format used
within each network. Assuming the airline network utilizes network
domains and there exist available IP addresses, the GDL network
would adapt the airline address format.
For host network identification, each host on the GDL network has
been pre-assigned a unique IP address. This is a static address and
will not change following installation. However, should the airline
network require the use of a dynamic IP address assignment (e.g.,
dynamic host configuration protocol), the present GDL network
component IP address allocation scheme can be reconfigured to
obtain its IP address from the airline IP address allocation
network server.
To connect to a computer on the GDL network, each GDL host has an
internal table, containing IP addresses and associated computer
names, and listing all other available hosts on the network.
Whenever a computer name is selected for connection, the address
table is utilized to determine the associated host IP address.
However, should the airline employ a domain name structure and
utilize a Domain Name Server (DNS) for IP address lookup, the GDL
host can be reconfigued to make use of such a server to supply host
addresses for network connectivity.
There are also two fundamental issues to be ddressed when
implementing a representative airline network architecture, which
are a departure from traditional networks. The first is how to
address the mobile aircraft LANs that roam from subnet to subnet.
The second is, given multiple network connection options and
associated costs, how to route files via the most economical path,
while taking into consideration message priorities. The solution to
the latter issue is illustrated in the flow chart shown in FIG.
10.
The cost based routing algorithm shown in FIG. 10 is implemented in
the GDL airborne segment, for files originating onboard the
aircraft and in the system controller located at the airline
operational control center, for files originating from the ground
network.
As shown in the flow chart in FIG. 10, when the IP datagram is
received (Block 600), a determination is made whether the GDL path
is available (Block 602). If it is , then the datagram is sent via
the ground data link unit (Block 604). If it is not available, then
a determination is made whether the file transfer has priority
(Block 606). If that determination is high, it is sent via the ATG
phone (Block 608). If it is not, then a file transfer is delayed
until a ground data link path is available (Block 610).
The proposed method for addressing the mobile aircraft LANs is an
extension of the method GDL currently addresses the issue. When an
aircraft lands at a GDL equipped airport, an IP address is
dynamically assigned to it by a DHCP sever application hosted on
the sun SPARC server shown in the GDL airport terminal equipment
rack in FIG. 9. Each GDL equipped airport is a different subnet on
the WAN. The temporary DHCP IP address is, in effect, an alias that
the GDL airborne segment uses to transfer files over the TCP/IP
based network. A system controller (SC) at an airline operational
control center recognizes the GDL airborne segment by its tray
number, which is a hard coded series of pins at an ARINC 600
connector interface. The system controller maintains a database
relationship between tray numbers and aircraft tail numbers.
The GDL airborne segment is an end node or "client" on the network.
It can also be a router for other clients on the aircraft LAN. To
address this difference, it is possible to use a mobile IP, which
is an extension to IP, and a recent Internet standard specified in
RFC 2002. A mobile IP consists of three components: mobile nodes,
foreign agents and a home agent. A system controller at an airline
operational control center is the home agent.
The GDL airborne segment (AS) acts as a foreign agent for the other
mobile nodes connected to it on the aircraft LAN, as well as its
own foreign agent. When the AS comes up, it attempts to register
with a GDL wireless router. If it is successful, it recognizes that
it has proximal access to a GDL equipped airport and requests a
temporary IP address from the DHCP server. It then registers this
"care of" address with the home agent, i.e., the SC, and acts as
its own foreign agent. It then sends out a "foreign" broadcast
message to the other aircraft clients, and acts as their foreign
agent as well. When the AS leaves the GDL equipped airport and can
no longer receive a probe signal, it dials up the SC via the ATG
phone system, informs the home agent of its presence on the home
network, and defaults to its home network fixed IP address. Once
the AS registers its home IP with the home agent, unless it has
high priority files to transfer, it terminates the call to avoid
usage fees. If the AS is on its home network, IP addressing and
datagram delivery to and from the AS, work as they would without
mobile IP. A possible mobile IP approach is illustrated in FIGS.
11A and 11B.
As shown clearly in FIG. 11A, the mobile node (OPC) 700
communicates with the mobile node/foreign agent 702 of the ground
data link airborne system (AS). This in turn can communication with
the ATC phone system 704. The system controller 706 acts as a home
agent. FIG. 11B illustrates an example of the GDL airborne system
acting as its own foreign agent on a foreign subnet and a foreign
agent for other mobile nodes. Instead of an ATG phone system radio
tower, an airport terminal equipment rack 708. Steps are similar as
in those steps of FIG. 11A except between the mobile node/foreign
agent 702 and the airport terminal equipment rack 708 acting as a
PHX station.
From the perspective of the aircraft LAN mobile nodes, they are
typically on a foreign subnet and use the mobile IP provided to
them from the AS acting as a foreign agent. The AS sends out a
"foreign" broadcast message to the other aircraft mobile nodes and
its current IP, depending on whether its connection options are the
ATG phone system or GDL, respectively. If the GDL connection option
is available, then the AS sends out its temporary DHCP IP address,
or "foreign" address, which the aircraft LAN mobile nodes register
with the home agent as their "care of" address. If the GDL
connection option is not available, then the AS sends out its fixed
IP address, or "home" address, which the aircraft LAN mobile nodes
register with the home agent as their "care of" address.
Once the mobile nodes have registered with the home agent, all IP
traffic addressed to them is received by the home agent,
encapsulated in another IP datagram, and then "tunneled" to the
foreign agent. The foreign agent forwards the datagrams to their
respective mobile nodes. In the reverse direction, the mobile nodes
can bypass the home agent and send diagrams directly to their
destination.
Table XI provides an example of how the GDL system controller will
keep track of available data communication options so that ground
originating network traffic can be routed to the aircraft in the
most cost effective manner possible. The table shows that the
system controller identifies the phone number associated with each
individual aircraft and either its static, or "home" IP address, or
its temporary DHCP "foreign" IP address. The process described in
the preceding paragraphs guarantees that the lowest cost routing
option is used for high priority messages, since the AS always
registers its temporary DHCP "foreign" IP address if it has
proximal access to a GDL equipped airport. For low priority file
transfers, the AS and SC store the files until the GDL connection
option is available.
TABLE-US-00013 TABLE XI Dynamic Messaging Address Table Tail Tray
Static Phone AS Static AS Dynamic Number Number Number "Home" IP
"Foreign" IP N631 xxxxxx xxx.xxx.xxxx xx.x.xxx.xx xx.x.xxx.xx N632
xxxxxx xxx.xxx.xxxx xx.x.xxx.xx xx.x.xxx.xx
The following list describes the process steps that result in
updating the dynamic IP address of a GDL accessible aircraft:
1. N631 lands at a GDL equipped station.
2. N631 registers with the network and is assigned a dynamic IP
address.
3. N631 registers its temporary "foreign" IP and its tray number
(xxxxxx) with the home agent, i.e., SC.
4. SC maintains the dynamic massaging address table.
5. SC uses the temporary "foreign" IP, when available, for all file
transfers.
6. N631 leaves the GDL equipped station and can no longer receive
the ABS probe.
7. N631 registers its "home" IP address with the home agent, i.e.,
SC.
8. SC replaces the temporary "foreign" IP with the "home" IP.
9. ABS returns surrendered IP address to DHCP pool.
10. SC always knows what data massaging connection options are
available.
11. SC utilizes dynamic IP for all low priority and in-range high
priority massaging.
12. SC utilizes static IP for high priority massaging when aircraft
is not GDL accessible.
13. SC utilizes ubiquities TCP/IP protocol stack for all file
transfers, independent of connection method.
It is also possible to use the ground data link unit of the present
invention to automatically distribute various updates of flight
management computer navigation database files for the air transport
industry. These updated files can have customized performance
factors on a per aircraft basis.
As known, the air transport industry is required by the
International Civic Aviation Organization (ICAO) to update its
navigation database files every 28 days. As a result, air carriers
typically purchase these files from a company like Jeppesen, a
leader in the navigation data services industry. Jeppesen offers a
NavData Direct Update Service which converts the navigation
database from the standard ARINC 424 specified format to an
airline's vendor specific avionics system. Using computer software
developed by the avionics manufacturer and licensed to Jeppesen,
ARINC 424 data is formatted into customized updates that can then
be loaded directly into the airline's specific navigation
equipment. A common media used to transfer this information is the
IBM PC compatible 3.5'' high density floppy disk.
Airlines receive, copy and disseminate navigation database files to
every aircraft in their fleet every 28 days. A programmable data
loader device is used to copy the files from the floppy disk to the
aircraft's flight management computer (FMC) 160 (FIG. 15).
Typically each aircraft contains one or two FMCs and either one or
two interface connectors located in the flight deck. When the FMC
is reprogrammed with a new navigation database, customized
performance factors such as drag factor and fuel flow are reset to
the default values contained on the navigation database media. If
the performance factors for a given aircraft should be different
than the default values, then these aircraft specific performance
factors are recorded before the new navigation database is loaded.
Once the new navigation database is loaded, these default
performance factors must then be manually reprogrammed back to
their original value.
The programmable data loader receives its power from the FMC
database loader interface connector. Once the programmable data
loader powers up and passes its internal self test, status is
displayed indicating that the unit is ready for operation and the
floppy is inserted into the disk drive. The file transfer begins
automatically. Status is displayed on the programmable data loader
that indicates whether or not the data transfer is in progress or
complete. If the files reside on more than one floppy, a disk
change status is indicated to alert the user to swap disks. If the
data transfer fails, power is cycled to reset the data loader and
the process starts over.
Following the navigation database update, a series of manual
process steps are followed to verify that the FMC was programmed
correctly. Because the FMC is designated as "flight critical," it
is important to verity that it has been programmed correctly. The
IDENT page on the CDU is checked to verity that the new NAV DATA
has been loaded. The type of aircraft and the type of engines are
verified to reflect the correct aircraft configuration. The OP
PROGRAM part number and the NAV DATA part number are verified
against the proper part numbers obtained from the airline's
technical operation's department. Today's date is verified to be
within the validity start and end dates of the navigation database
that was loaded. If the default performance factors are used, then
the drag factor and fuel flow factors are also verified to be
correct.
Once the first FMC is programmed, the process is either repeated
for the second FMC using the data loader, or the files are copied
from the first FMC to the second FMC, depending on the aircraft and
the availability of a second interface connector. Once both FMCs
have been programmed with the new navigation database, any custom
performance factors that need to be changed from their default
values are manually reprogrammed. One of the functions of the FMC
is to provide an energy management function to optimize flight
performance based on cost, time, fuel or range. The energy
management function is tailored to an individual airline's
operation economics, local fuel costs and the constraints of the
air traffic environment. Performance factors tend to be grouped as
a function of every airframe/engine combination. Drag factor, fuel
flow, maneuver margin, approach speeds, optimum altitude, maximum
altitude, minimum cruise time, minimum rate of change of climb, and
minimum rate of change of cruise, are examples of performance
factors that may be customized to a value that is different from
the default values. These performance factors are manually
programmed via the control/display unit (CDU) and are stored in the
FMC's non-volatile memory. These performance factors are typically
changed in both FMCs at the same time, following the navigation
database update.
These performance factors can be considered as falling into two
categories: static and dynamic. Drag factor is an example of a
static performance factor that does not change from month to month
unless the aircraft is physically modified. Cost index is an
example of a dynamic performance factor that can change on a per
flight basis. If the flight is late in departing and the airline
wishes to make up time, the cost index can be set to a lower value.
This permits the aircraft to fly at a lower than optimum cruise
altitude and change altitude as a faster rate. This is less fuel
efficient and therefore increases operating cost. If the flight is
on schedule, the cost index can be set to a higher value. This
constrains the aircraft to change altitude at a slower rate and fly
at a higher, more fuel efficient cruise altitude. This reduces
operating cost.
The logistics involved in planning, tracking and accomplishing the
task of updating each aircraft's flight management computer every
28 days is a formidable task. Most airlines have a great deal of
diversity in their aircraft fleet, in terms of airframe
manufacturers, e.g., Boeing, McDonnell Douglas, Lockheed, Airbus,
etc., families, e.g., B737, B757, B767, models, e.g., B757-300,
B737-500, B737-700, etc. This translates to dozens of
airframe/engine combinations in hundreds of aircraft that are
spread over thousands of miles and are constantly in motion and
subject to highly dynamic scheduling changes. Sufficient copies of
required floppy disks are obtained and deployed along with
programmable loader devices so that these new uploads can take
place monthly at numerous sites within minimum disruption to
airline operations. The air transport industry's entire process of
disseminating, programming, verifying and customizing the
navigation database is essentially a manual operation.
To further complicate the process, the FMC is not the only avionics
equipment that requires periodic software updates. Dozens of other
equipment require periodic updates and the list is growing in newer
production aircraft. Just getting the right disks to the right
aircraft at the right time requires significant effort and
resources.
Generic airframe/engine based navigation database files can be
customized on a tail number unique basis. New navigation database
files for each airframe/engine combination in an airlines, fleet
are obtained every 28 days from a service such as Jeppesen's
NavData Direct Update Service. In a preferred embodiment, these
files are obtained directly from a secure Jeppesen web site via an
Internet connection over the Public Switched Telephone Network
(PSTN). A variety of security features are implemented to
authenticate the source files and ensure the integrity of the file
transfer process. These files are downloaded to a directory on the
GDL system controller. The performance factors for each aircraft in
the airlines' fleet is maintained in a database resident on the GDL
system controller on a per tail number basis. This database is
accessed by a software application which customizes the Jeppesen
provided navigation database files based on the unique performance
factors for each aircraft. This software application creates a
unique set of navigation database files for each tail number in the
fleet inventory.
The present invention also provides a system for automatically
delivering new navigation database files to the aircraft. These
tail number unique navigation databases files are disseminated via
the PSTN to aircraft specific directories resident on airport base
station servers contained within airport terminal equipment racks
installed at GDL-equipped airports.
When aircraft land at GDL-equipped airports, the GDL airborne
segment installed on each aircraft connects to the airport base
station server via a wireless LAN connection. The GDL airborne
segment moves the new navigation database files from the tail
number unique directory on the airport base station server to a
directory resident within the GDL airborne segment.
The present invention also provides a method for reprogramming the
FMC with the new navigation database files. Once the new navigation
database files have been retrieved, the FMC is reprogrammed via the
programmable data loader interface. The GDL airborne segment is
wired in parallel to the programmable data loader interface
connector located in the flight deck. When power is removed from
the GDL airborne unit, a high impedance is presented to the FMC
interface in order to preserve the existing method for
reprogramming the FMC using a programmable data loader. This GDL
airborne unit interface design is such that the GDL airborne unit
is only electrically connected to the FMC when the GDL airborne
unit has received new navigation database files, the aircraft is on
the ground, and the GDL airborne unit is powered on. When these
conditions are met, the GDL airborne unit reprograms the FMC with
the new tail number unique navigation database files. The GDL
airborne unit interface is also designed so that failures cannot
affect FMC performance.
This invention automates the following rocess steps:
1. Customizing the default performance factors in advance for each
individual aircraft.
2. Delivering the new navigation database files to the
aircraft.
3. Programming the FMC with the new navigation database files.
The fourth step is verifying that the FMC was programmed correctly.
In a sense, this step is accomplished automatically via the file
transfer protocol and acknowledgement process defined in the ARINC
603 or ARINC 615 airborne computer data loader specification. Based
on the flight critical nature of the FMC, the inventors do not
imply that this step completely eliminates the need to manually
verify that the FMC was programmed correctly once the new
navigation database has been loaded.
This application is related to copending patent application
entitled, "WIRELESS-BASED AIRCRAFT DATA COMMUNICATION SYSTEM WITH
AUTOMATIC FREQUENCY CONTROL," "WIRELESS SPREAD SPECTRUM GROUND
LINK-BASED AIRCRAFT DATA COMMUNICATION SYSTEM WITH VARIABLE DATA
RATE," "WIRELESS SPREAD SPECTRUM GROUND LINK-BASED AIRCRAFT DATA
COMMUNICATION SYSTEM WITH APPROACH DATA MASSAGING DOWNLOAD,"
"WIRELESS SPREAD SPECTRUM GROUND LINK-BASED AIRCRAFT DATA
COMMUNICATION SYSTEM WITH AIRBORNE AIRLINE PACKET COMMUNICATIONS,"
and "WIRELESS SPREAD SPECTRUM GROUND LINK-BASED AIRCRAFT DATA
COMMUNICATION SYSTEM FOR UPDATING FLIGHT MANAGEMENT FILES," which
are filed on the same date and by the same assignee, the
disclosures which are hereby incorporated by reference.
Many modifications and other embodiments of the invention will come
to the mind of one skilled in the art having the benefit of the
teachings presented in the foregoing description and the associated
drawings. Therefore, it is to be understood that the invention is
not to be limited to the specific embodiments disclosed, and that
the modifications and embodiments are intended to be included
within the scope of the dependent claims.
* * * * *