• 专利附录
  • 专利说明
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    • 专利摘要:
    automated aircraft flight data management and delivery system with demand mode. an automated aircraft flight delivery and data management system and method operates in a normal state and a state of demand. the demand state can be initiated automatically or initiated manually, and can be triggered during situations that include, but are not limited to, situations when the aircraft is in a potential or confirmed state of emergency. data transmission increases in intensity when the system is in a state of demand.
    公开号:BR112012002795B1
    申请号:R112012002795-6
    申请日:2010-08-11
    公开日:2021-04-06
    发明作者:Kent Jacobs；Murat Sumer；Matthew Bradley；Richard Hayden；Alana MacKinnon；Zeynin Juma
    申请人:Aeromechanical Services Ltd.；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an automated aircraft flight data and delivery management system and, more specifically, a data acquisition, storage and transmission system that can operate in an automatically initiated or manually initiated demand mode during situations which include, but are not limited to, situations when the aircraft is in a potential or confirmed emergency situation. BACKGROUND OF THE INVENTION
    [0002] Modern aircraft are equipped with extensive monitoring and self-diagnosis capabilities that produce digital data and computer-generated messages that are used by the flight crew and the aircraft's engine and flight control systems to operate the aircraft. This data is also useful for post-flight analysis and is therefore stored on electronic devices commonly referred to as Flight Data Recorders (FDRs), including a category of FDRs called a quick access recorder (QAR).
    [0003] Most commercial aircraft and many military aircraft have a regulatory requirement to record flight data on a Flight Data Recorder (FDR). Flight data stored in the FDR can be used to retrospectively assess flight operations and also try to determine the cause of an abnormal flight condition or an accident. In all cases, recovery of stored FDR data only occurs after a flight is completed through a physical connection or removal of the FDR recording medium (or QAR), or short-range wireless data transmission. When an accident occurs, an investigation team tries to retrieve the FDR and analyze the flight data stored in the FDR. The data recorded in the FDR must be sufficient to allow the re-creation of events that precede the accident. However, in some cases, the FDR can be physically damaged, causing the flight data to become unrecoverable from the FDR. If the aircraft lands in an inaccessible location, such as a large body of water or in a remote land region, or if the aircraft disintegrated during a collision, the physical FDR may not be able to be located or recovered. If the FDR has been damaged to the extent that the flight data cannot be retrieved from the FDR, or if the FDR itself cannot be located, accident investigations are left without flight data to understand the circumstances surrounding the accident.
    [0004] Since the data stored in the physical FDR is only available after physically retrieving the device or its data storage elements after a flight, therefore, with no value for analysis, associated crew guidance and emergency response planning while the aircraft is still in operation. flight.
    [0005] In commonly held US Patent No. 7,206,630, a flight data transmission system is described that allows for the acquisition of flight data in the ordinary course of events. Flight data is formatted and incorporated into an email, which is transmitted using a communication system, such as a satellite modem. There is no provision, however, for data accumulation and transmission in an emergency situation or in the event that more detailed data related to specific periods of time are desired. SUMMARY OF THE INVENTION
    [0006] It is to be understood that other aspects of the present invention will become readily apparent to those of skill in the art from the following detailed description, characterized by the fact that several embodiments of the invention are shown and described by way of illustration.
    [0007] (a) durante a operação em um estado normal, obter e analisar dados de vôo a partir de uma aeronave e periodicamente gerar e transmitir um arquivo de resumo contendo um resumo de dados de vôo a um servidor de estação em terra; e (b) em resposta a um evento de acionamento pré-definido, inserir um estado de demanda e obter dados de vôo a partir da aeronave e periodicamente transmitir dados de vôo ao servidor de estação em terra, caracterizado pelo fato de que a taxa de transmissão de dados é superior do que no estado normal. In one aspect, the invention may comprise a method of transmitting flight data from an aircraft to a ground station server using an air data processing unit comprising data tables and instruction sets, the method comprising: (a) during operation in a normal state, obtain and analyze flight data from an aircraft and periodically generate and transmit a summary file containing a summary of flight data to a ground station server; and (b) in response to a predefined trigger event, enter a demand state and obtain flight data from the aircraft and periodically transmit flight data to the ground station server, characterized by the fact that the transmission rate data is higher than in the normal state.
    [0008] In one embodiment, the trigger event can be started automatically, or the trigger event can be triggered manually. In one embodiment, the method is automated. In one embodiment, in the state of demand, data transmission is more frequent and / or more data is transmitted than in the normal state. In one embodiment, data transmitted on demand is configured more efficiently to allow more data to be transmitted within a limited bandwidth usage, or to minimize bandwidth usage when transmitting large amounts of data.
    [0009] i. obter, analisar e armazenar dados de vôo a partir de uma aeronave e periodicamente gerar e transmitir, usando o módulo de comunicações, um arquivo de resumo contendo um resumo da pluralidade dos dados de vôo a um servidor de estação em terra, enquanto em um estado normal; e ii. em resposta a um evento de acionamento pré-definido ou iniciado por usuário, automaticamente obter dados de vôo a partir da aeronave e periodicamente transmitir, usando o módulo de comunicação, os dados de vôo ao servidor de estação em terra, enquanto em um estado de demanda; In another aspect, the invention can comprise an aircraft data transmission system for transmitting data to a ground server station, the system comprising an air data processing unit with: (a) an operational data acquisition module for obtaining flight data from an aircraft; (b) an operational communication module for transmitting data to the ground server station; (c) a memory comprising data tables and instruction sets; (d) a processing unit operatively connected to the data acquisition module, the communication module and the memory and operative in accordance with the instruction sets for: i. obtain, analyze and store flight data from an aircraft and periodically generate and transmit, using the communications module, a summary file containing a summary of the plurality of flight data to a ground station server while in a state normal; and ii. in response to a predefined or user-initiated trigger event, automatically obtain flight data from the aircraft and periodically transmit, using the communication module, flight data to the ground station server, while in a state of demand;
    [0010] In one embodiment, the system further comprises a compatible preprogrammed ground server station that receives and recognizes data transmission.
    [0011] In yet another aspect, the invention may comprise a computer-readable memory having the statements and instructions for execution there by a data processing unit to conduct a method described herein. BRIEF DESCRIPTION OF THE DRAWINGS
    [0012] With reference to the drawings in which the similar reference numerals indicate similar parts for all the different views, several aspects of the present invention are illustrated as examples, and not as a limitation, in detail in the figures, in which: FIG. 1 is a schematic representation of a flight data acquisition, processing and communication system in a first embodiment; FIG. 2 is a schematic representation of a satellite network in an embodiment of the present invention; FIG. 3 is a block diagram of the data processing used in an implementation of the flight data acquisition system; FIG. 4 is a block diagram of an onshore server configuration used in an embodiment; FIG. 5 is a state diagram showing two modes of operation for a data processing unit; FIG. 6 is a flow chart of a method of operating the system during a normal state; FIG. 7 is a sample flight data report; FIG. 8 is a sample engine trend data report; FIG. 9 is a flow chart of a method of operating the system during a state of demand; and FIG. 10 is a flow chart of a method of operating a ground station server after receiving flight data during a demand state situation.
    [0013] The detailed description set out below with respect to the accompanying drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments contemplated by the inventors. The detailed description includes specific details for the purpose of providing a comprehensive understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention can be practiced without these specific details.
    [0014] The present invention provides the aircraft data management and delivery system. In one embodiment, the system is fully automated and configurable by the user. In describing the present invention, all terms not defined herein have their common meanings recognized in the art.
    [0015] As used herein, "flight data" means a representation of any operational or performance parameter or variable that can be monitored or recorded during the operation of an aircraft. Flight data may include, without limitation, date and time, location, pressure, altitude, airspeed or land speed, vertical acceleration, magnetic heading, control column position, rudder pedal position, steering wheel position control, control surface positions and movements, fuel flow, fault messages generated by on-board systems, photographic images, and video or audio recordings. Flight data may also include derivatives and representations of flight data.
    [0016] As used herein, "airborne system" or "air data processing unit" refers to an integrated avionics system, usually, but not always, contained in a single physical package, which contains electronic components and software to monitor and acquire (capture) flight data, onboard flight data storage, selective processing of flight data, and a communications module to send subsets of flight data and messages over a satellite communications link or other air communications method -to-ground, and receive for such messages of links, data and other instructions from a land-based server.
    [0017] As used herein, "e-mail" or "electronic mail" refers to discrete messages transmitted from one computing device to another via computer networks. The email may include attachments that may include plain text (ASCII) files or computer-readable files with other standard or proprietary formats. The structure and function of email clients and servers are well known in the art.
    [0018] As used here, "SMS" refers to the short message system, commonly referred to as "text message", which can be deployed on radio, cellular, landline and other networks.
    [0019] In general terms, as shown in FIGS. 1 and 2, a system of the present invention includes an aircraft data processing unit (12) mounted on an aircraft (10). Also related to the system is a ground station server (14) that communicates efficiently and safely with the data processing unit (12) and that can also serve as an information portal, as well as at least one user workstation (16) that can be remotely located. In one embodiment, the ground station server (14) is coupled to the air data processing unit in a way that guarantees the security of data transmission, increases the efficiency of data transmission by reducing the message header, and checks the receipt of each transmission to increase the overall reliability of the system.
    [0020] The data processing unit (12) comprises data tables and instruction sets, and connects to various aircraft data buses and / or other data sources and accumulates flight data. Some or all of this flight data can be stored in parallel in a Flight Data Recorder on the aircraft (10) as conventionally practiced in commercial aviation. The ground station server (14) receives and files flight data and preferably can automatically provide data reports to designated users of the system. An authorized user, through a workstation (16) with internet access, preferably a secure connection, can consult the data using tools comprising data analysis software that would normally be included in the interface.
    [0021] In addition, an authorized user (16) can, with appropriate security measures in place, send instructions to the on-air processing unit (12) to reconfigure the unit by modifying the data tables and / or instruction sets governing the acquisition, processing and transmission of raw data, processed data or messages from other systems on board. At no time, however, can a land-based user send instructions to the system in the air that can be transmitted to other systems on the aircraft. In other words, the system will not allow a land-based user to control or modify any aspect of the aircraft's operation or performance.
    [0022] In one embodiment, as illustrated in FIGS. 1 and 2, the method of communication between the data processing unit (12) and the remote server (14) includes a satellite link system employing a satellite modem (18) included in a communications module (36) that it is part of the data unit (12), a satellite network (22) composed of a constellation of satellites, to a satellite receiver on land (24), which connects to a gateway (26) and the Internet (28) or other computer network. The satellite constellation can comprise a plurality of geosynchronous satellites or satellites in low Earth orbit. In one embodiment, the satellite network (22) can be the Iridium ™ system, although any suitable satellite network can be used.
    [0023] In one embodiment, multiple antennas are provided to provide an appropriate link to the selected communications network in any orientation of the aircraft. This can be important in situations where the aircraft is in a stable but unusual attitude, or is in an unstable state.
    [0024] In circumstances where ground-based receiving stations are within the range of the aircraft, the communications module (36) may also include the appropriate radio (such as, but not limited to, VHF) and has the means of detecting the availability of such communications channels and built-in rules that can cause him to select such a channel for data communications.
    [0025] As illustrated in FIG. 3, in one embodiment, a receiver (52) of the global positioning system (GPS) is included as part of the data processing unit (12). As is well known in the art, the GPS receiver (52) receives radio signals from the GPS satellites (32) and calculates the aircraft's position, altitude and speed (10).
    [0026] In one embodiment, the data processing unit (12) includes three physical interconnected modules. A data acquisition module (34) is the primary interface of aircraft systems and allows flight data to be obtained by the data processing unit (12), including all data being recorded in the Flight Data Recorder. communication module (36) includes a communication device (18), such as a satellite or cellular modem, and optionally other radio transceivers, such as a VHF radio transceiver. A control module (38) controls the data acquisition module (34), and the communication module (36) and processes and stores the flight data in memory (62). The unit (12) also includes a power supply unit (40) that accepts power from the aircraft and, if necessary, transforms it to lower voltages to supply the circuits of the data acquisition unit.
    [0027] In one embodiment, the power unit (40) is combined with the data acquisition module (34) and provides conditioned energy suitable for the components of the data processing unit (12). The power unit (40) can connect to any aircraft power bus (not shown). Optionally, a backup power input connected to the primary bus or aircraft emergency (not shown) can provide a backup power source in the event that the aircraft's power drops during a data handling or transmission step. The second input can be configured to interrupt after a defined period of time to prevent draining the aircraft's batteries. The data processing unit (12) could also be powered by a self-contained power source (not shown) independent of the aircraft's electrical system (10) in order to allow the continuous and continuous operation of the system in the event of loss of energy from the aircraft. aircraft, which may occur during an emergency.
    [0028] the data acquisition module (34) includes at least one data reader module (42) that interfaces to the aircraft's FDR bus. Preferably, the data reader module (s) (42) are capable of reading data in standard aviation formats, such as ARINC 573 or 717 formats, and ARINC 429 used for communication between existing avionics units, which are well known in the industry. technical. Other data formats can be implemented, such as military standards or proprietary formats. In addition, the unit may include discrete input modules (44, 46) and an independent source of GPS data, except those serving the data bus.
    [0029] As used herein, a discrete input is any input from a source that is not part of an existing data bus. Examples of the discrete input sensors (44.46) may include hand-operated buttons or switches, cabin door switches, individual gauges or flight control transducers, such as those detecting the lowering and raising of the flaps. Likewise, a preferred embodiment may include a serial port interface (48) or a similar connection (such as Ethernet) to allow the connection of a computing device, such as a laptop, laptop or tablet , electronic flight case, etc. In one embodiment, an RS-422, or an RS 232, or an RS 422 with an RS 232 adapter interface and multiple Ethernet ports are provided to allow connection to another computing device. In addition, wireless personal area networks, such as Bluetooth ™ or Zigbee ™, can be used to provide connections between the unit (12) and other computing devices.
    [0030] An aircraft identification module (50) provides an identifying signal that is unique to the aircraft. The identifying sign may include information regarding the aircraft manufacturer, model and series, as well as a serial number or other information that identifies the specific aircraft involved.
    [0031] The communication module (36), in addition to including a satellite modem (18) or other radio frequency communications device, can also include a GPS receiver (52) for use in instances where the aircraft does not have a receiver or to provide an independent source of GPS data in the event of an aircraft GPS receiver failure or loss of power on the data bus containing the GPS data. This self-contained GPS data source that can be supported by battery backup of the processor and communications module and can exclusively provide continuous tracking and accurate aircraft location in the event of an unrecoverable crash leading to a collision.
    [0032] In one embodiment, the communication module incorporates a satellite modem (18) that includes a GPS receiver. Suitable satellite modems are commercially available. The specific mode of communication deployed by the communication module (36) is not essential to the present invention, although deployment using Iridium ™ provides global coverage for aircraft operating outside the geographical coverage limits of other satellite systems and radio communications systems. line of sight and can therefore be a desirable deployment for communication.
    [0033] The data acquisition module (34) and the communications module (36) communicate with the data storage and control module (38) which serves as the primary controller for the data acquisition module (34). The data storage and control module (38) is configured to control and monitor the data acquisition module (34), perform any necessary computations or conversions, format data in reports and store reports, processed data and raw data in memory. The data storage and control module still communicates and controls the GPS and communications module (36), as described below, to process location information and transmit reports and data.
    [0034] In one embodiment, the data tables and logical processing instructions (instruction sets or ELAs) that operate on the data on board, are both pre-programmed and reside in the data storage module (12) or in the non-volatile memory of the module data processing (12). The data tables and ELAs can be modified by an authorized user (16) through the ground station (14) when sending instructions to record new, additional or different parameters of data from aircraft data sources. In addition, or alternatively, the authorized user can change the (logic) method of processing or transmit the aircraft data, or both. This remote reprogramming can be carried out while the aircraft is flying, which can be especially beneficial for situations where ground-based personnel are assisting the crew with troubleshooting or when extensive data on a specific abnormal issue is desired. It is important to note that, in the preferred embodiment, such access to data and logic tables must be restricted to the airborne data unit (12) and not allowed to leave the unit to influence other systems on the aircraft.
    [0035] In an embodiment shown in FIG. 3, a microprocessor subsystem includes a processing unit (60) with non-volatile read-only memory and random access memory (62). A logic device (64) provides additional memory and a peripheral decoding circuit. Another logical device (66) provides intermediate storage and connection to an external memory card, such as Compact Flash ™ memory or other similar memory media. A field programmable port arrangement (FPGA) (68) provides ARINC bus information by decoding information to the processor (60). A maintenance access door (70) is an external serial interface used for software updates and data transfer. In one embodiment, the maintenance access port can include a standard RS 232 port, as well as, a port that is selectable between RS 232, RS 422 and RS 485 modes. A high-speed protocol, such as Ethernet, also can be used.
    [0036] The data storage and control module (38), or any data unit modules (12), can be deployed by a general purpose computer programmed with suitable software, firmware, a microprocessor or a plurality of microprocessors, programmable logic devices , or other hardware or combination of hardware and software known to those of skill in the art. The invention also takes the form of a computer-readable memory, such as an optical disc (that is, a DVD, CD-ROM, etc.), a hard disk, a portable memory device (that is, a USB key flash memory, etc.), or other suitable computer-readable memory with statements and instructions that can be used by a data processing unit (12), such as a general purpose computer to conduct the methods described herein. The block diagrams of the modules illustrated in FIG. 3 are examples of an embodiment of the invention and are not intended to limit the claimed invention in any way.
    [0037] The data processing unit (12) is capable of obtaining flight data from the aircraft, as well as position information from the GPS receiver (52) and sending that information in a data transmission or series of data transmissions. data to a satellite network (22) or other air to ground data transmission mode. Typically, data transmission takes the form of an email, SMS message or a series of email or SMS messages. The transmission of data from the data processing unit (12) to the satellite network (22) is transmitted from the satellite network (22) to the satellite ground station (24), and routed through a gateway ( 26) to the ground station server (14) over the Internet (28), a private computer network, a virtual private network (VPN) or on a public switched telephone network. When an alternative form of air-to-ground communication is available, such as a VHF radio or satcom Ku Band, for example, the control module (38) can select the alternative mode as the preferred routing of the selected data for a given period of time, criteria for which they can be programmed in advance.
    [0038] FIG. 4 illustrates a block diagram of a ground station server (14) in an embodiment of the invention. The ground station server (14) can include numerous modules, and even separate processors and computer devices, for receiving and managing information received from the data processing unit (12).
    [0039] The data file transmission from the data processing unit (12) can be received via a general reception module (200) and to the ground station server (14). The general reception module (200) can be a thin interface allowing inputs to the ground-based server (14) and can be used to receive data from the data processing unit (12) through the ground satellite receiver ( 24) and gateway (26), as well as other sources. The general reception module (200) can handle communication protocols and signal establishing communication with the air data processing unit (12) and other systems, handle preliminary processing of received messages and provide a single interface to the server with land-based (14). In one embodiment, the general reception module (200) can reside on its own hardware platform independent of other applications running on the ground-based server (14).
    [0040] As soon as the information is received by the ground station server (14) via the general reception module (200), a dynamic storage and data analysis module (202) can be provided to analyze and transform the data into other defined formats by the user of the data received from the data processing unit (12). The dynamic storage and data analysis module (202) can use a standard aircraft configuration database that describes how all flight data and other data received from the data processing unit (12) are structured within the received files from the data processing unit (12). The dynamic storage and data analysis module (202) can also analyze the serial values of engineering parameters, applying any logical and mathematical operations to produce meaningful data in usable forms. In addition, the dynamic storage and data analysis module (202) may be able to dynamically store data in the appropriate, predefined categories and locations based on the predefined categorization.
    [0041] The data analyzed and categorized by the dynamic storage and data analysis module (202) can be stored in a database (209) for later storage and retrieval.
    [0042] The application software (204) can reside on the ground station server (14), or on remote user workstations (16), which can then be used to generate data reports from the summary data. These reports can then be transmitted to the appropriate user (such as via an email or secure file transfer protocol (FTP (S)). The application software (204) can also contain software to program and create reports, validate the content of the generated reports, filling out and formatting the reports, etc. It may also contain software for error handling, security management, monitoring services, system management, etc., as they are commonly known and used by those with technical skill. .
    [0043] The ground station server (14) can also include a delivery module (209) that can be used to build, format and forward messages in a variety of formats using several different transmission technologies (for example, e-mails, text messages) , pre-recorded phone calls, or the like) to third parties. The delivery module (209) can allow the ground station server (14) to transmit summary reports, emergency alerts and other reports or notifications to third parties using various network and wireless technologies. An optional text message module (208) can be provided to configure messages in proprietary or non-standard formats, to be delivered by the delivery module (209).
    [0044] In one embodiment, the delivery module (209) can also be configured to deliver instructions for changing or modifying data parameters or instruction sets residing in the airborne unit (12). A user (16) can access the application software (204) and / or previously populated data tables stored in the database (209) through the website (212) and make the instructions stored in the database (209) delivered to the unit in the air (12).
    [0045] The ground station server (14) can also perform the functions of a web server (212). The web server (212) can provide a website (214) through which the client and third party interfaces can access the ground station server (14). For example, users (16) can access the data obtained by the ground station server (14) from the data processing device (12) over the internet (28) through the website (214). Users (16) can also view various summary reports and other information through the website (214) and perform various services. A web services module (211) can also be provided to allow client and third party interfaces to securely extract data from the ground station server (14).
    [0046] The data processing unit (12) is configured to operate in at least two modes. In one embodiment, FIG. 5 illustrates a state graph illustrating the different modes or operating states of the data processing unit (12). Under normal conditions when the aircraft is not in a situation of potential demand, the data processing unit (12) operates in a normal state (302). In the normal state (302), the data processing unit (12) obtains the flight data and other data that the data processing unit (12) can receive from the aircraft, analyzes / interprets that flight data and stores / collects flight data. These collected / stored flight data can be compiled into files and sent to the server on land (14) at periodic intervals defined by the user, or by command. When a demand triggering event (306) occurs, the data processing unit (12) can enter a demand state (304) in which its data transmission rate and intensity increase. The increase in data transmission may be the inclusion of more data, more frequent data transmission or a combination of more data and more frequent transmission. The trigger event (306) typically indicates that the aircraft (10) is in a user-defined or user-commanded demand state, or a potential emergency or effective emergency situation, and the data processing unit (12 ) can change its operation in the demand state (304) accordingly. If the emergency situation is resolved or the demand mode operation is no longer desired by the user, a disarming trigger (308) can be used to return the data processing unit (12) back to normal (302) .
    [0047] FIG. 6 illustrates a flow chart of a method (100) implanted by the data processing unit (12) in one embodiment while in the normal state (302). When the data processing unit (12) energizes (101), the GPS receiver is initialized (102) and the data processing unit (12) enters standby / monitoring mode. In standby / monitoring mode, all entries are being monitored (104) and compared to a database of rules that is stored in non-volatile memory. The rules database defines the data conditions of aircraft or events that trigger certain functions of the data processing unit (12). The rules database can be stored in memory in the control and data storage module (38). The rules database can be updated by authorized users on land who can send appropriate instructions on a communication link (18) to the data processing and storage module (38) of the air data processing unit (12); For example, an event can cause the data processing unit (12) to create a data file (106). Another event may cause the data processing unit (12) to start recording data (108) to the newly created file or to attach data to an existing file. The data files can include a Flight Data Recorder file (FDR file) that includes all relevant flight data, or a summary file that includes only certain summary data. Another event can cause the data processing unit (12) to close the data file (110), in which case a copy of the file can be stored on the removable memory media (112). Yet another event can instruct the data processing unit (12) to create a summary file (114), containing a limited set of key flight data parameters or a summary of flight data parameters recorded over time. The summary file can then be transmitted by email (116), immediately or at a later time via the satellite network (22) or other wireless transmission technology to the shore station server (14).
    [0048] As will be apparent to those with technical skill, the definition of rules in the rules database allows customization of data files to be stored and transmitted, and summary reports that can be produced and manipulated by users. For example, rules can be configured so that summary reports are created for flight times, block times and aircraft locations; engine start and stop times; engine performance data under the various conditions for trend monitoring; engine performance limits and over-reporting; standard reports for use of auxiliary power unit (APU) (cycles and time of operation); APU performance data for trend monitoring; and use of fuel per engine per flight, among others. In addition, reports can be generated for Out, Off, On, Inside times (0001), provide operational data for various operational and quality assurance programs, or to monitor specific aircraft systems for user-defined limits and excesses of report.
    [0049] As described above, an authorized user (16) can modify the database of rules or instruction sets operating in the data processing unit (12) by sending modification instructions through the land-based server (14) to the unit in the air (14).
    [0050] A "create file" event can coincide with the monitoring mode and can be triggered immediately when applying power to the unit (12). A "record data" event can be defined by starting the aircraft's engines or another pre-flight event. A "close file" event will cause the data, in the form of an FDR file or a summary file, or both, to be written to removable memory media or transmitted wirelessly. A "close file" event can be triggered by an event signaling the end of a flight, such as landing on a runway or turning off the aircraft's engines. Alternatively, a "close file" event can occur during a flight, either by manual selection by the aircraft crew or by ground personnel or, for example, by a set of data conditions indicating an abnormal aircraft condition. The creation and transmission of a summary file can occur at any time during a flight or at the end of a flight, depending on the desired data.
    [0051] Each of the above examples of an "event" is intended to only exemplify the application of the rules database and not to limit the possible rules and events that can be implemented in the present invention. In addition, these events may differ from the trigger event (306) that places the data processing unit (12) in the demand state (304).
    [0052] In one embodiment, a summary data file is a machine-readable file, such as a binary or text file. The summary data file can be optionally encrypted using any suitable method of encryption. Preferably, the summary file is only readable by exclusive software residing on the ground server (14), which provides an additional layer of security over and above the file encryption. The summary file is preferably limited to the aircraft identifier, selected data values from a larger set of flight data, and data identifiers that can be packaged in a compact file of less than about 1 kilobyte and more preferably less than that about 100 bytes. The summary file can then be incorporated into an email message, such as, as an attachment.
    [0053] Referring again to FIG. 1, in a preferred embodiment, the data processing unit (12) includes an email or email client software that can store, send or receive emails using conventional methods in the chosen communication system. The e-mail client can also connect with mobile computing, so that e-mails from the server on land (14), or from any e-mail server connected to the server on land (14) can be transmitted aircraft crew via the mobile computing device. Alternatively, or in addition, the data processing unit may include an SMS module for storing, sending or receiving text messages. In this way, advisory messages and other messages can be transmitted to the aircraft crew.
    [0054] Using method (100), the data processing unit (120) can receive flight data from the aircraft (10), automatically analyze this flight data to generate and, periodically or upon command, send summary reports, summarizing a small portion of the flight data, to the ground station server (14). Periodically it can mean from time to time at a regular or irregular rate. In one embodiment, summary reports can be sent at a first rate. This summary report can be stored on the ground station server (14) and / or transmitted, such as, by email, to potentially interested personnel in order to inform them of the relevant aircraft parameters (10) or notify them of the parameters in the flight data that may differ from their ideal values or variation from ideal values. A sample flight data report generated from the data contained in an email transmission can be formatted as shown in FIG. 7. A sample engine trend data report is shown in FIG. 8. Numerous other forms and formats of data presentation can be implemented as will be obvious to those with skill in the art.
    [0055] The transmission of data from the data processing unit (12) is transmitted from the satellite network (22) to the satellite ground station (24), and forwarded through a gateway (26) to the station server in land (14) over the Internet (28), a private computer network, a virtual private network (VPN) or on a public switched telephone network, as is well known in the art. In one embodiment, the entire process of capturing, processing and storing data on board, periodic or rule-based data and message transmission, land-based reception, recording, processing and distribution to end users, is fully integrated and automated, not requiring no human intervention, and is performed in a relatively short period of time, for example, 15 seconds or less end-to-end.
    [0056] Referring again to FIG. 5, if the data processing unit (12) is operating in the normal state (302) and a demand triggering event (306) occurs, the data processing unit (12) will enter the demand mode (304). The demand triggering event (306) can arise from any number of conditions that may indicate that the aircraft (10) is in an abnormal state or potential emergency situation. For example, the demand triggering event (306) can be a manual activation of demand mode (304) by a crew member or other person on board the aircraft, a manual activation of demand mode (304) by a user on land (16) that is monitoring the operation of the aircraft (10), or automatic detection of a demand criterion or potential emergency situation by the data processing unit (12) while analyzing the flight data being collected.
    [0057] The demand triggering event (306) can be a manually activated trigger on board the aircraft (10). A flight crew member or other authorized person on the aircraft can initiate a demand-triggering event, such as by pressing a button or activating a switch located in the flight deck or other area of the aircraft. Thus, when a person on board the aircraft becomes aware of a potential emergency situation occurring on board the aircraft (10) including suspicious problems with the aircraft or hijacking, even if the data processing unit (12) does not determine If a potential emergency situation is occurring based on your analysis of the flight data, manually triggering a demand state can convert the operation of the data processing unit (12) to the demand state (304).
    [0058] The demand trigger can also be a manually activated instruction appearing on the ground from the ground server (14), and transmitted to the data processing unit (12) via the satellite network (22). An authorized user registered on the ground server (14), can identify the target aircraft (10) and transmit the activation demand status command to the data processing unit (12) on the aircraft (10), placing the processing unit data (12) in the demand state (304) from land. Similarly, in an embodiment, only an authorized person on shore can disable the demand mode once it has been activated by any of the means described above.
    [0059] Alternatively, the triggering event demand state (306) could be automatically determined by the data processing unit (12) during its recovery and analysis of the flight data being obtained from the aircraft sources (10). As the data processing unit (12) receives the flight data from the aircraft (10), it can simultaneously analyze this flight data in accordance with the built-in rules stored in the air processing unit. If the quantitative values of any of these flight data (including combinations of parameters) are outside a limit based on rules or a value indicating that the aircraft (10) is in an abnormal or potential state of emergency, the processing unit data (10) will treat this as a demand state trigger event (306) and data processing unit status (12) will be changed to the demand state (304). In this way, the data processing unit (12) can automatically detect a possible emergency situation based on the flight data being analyzed, without human intervention, and automatically enter the demand state (304).
    [0060] These automatically detected conditions leading to the initiation of the demand state may include a situation in which any parameters of the flight data being analyzed by the data processing unit (12) indicate that there is an abnormal or potential emergency situation with the aircraft (10) . For example, typical flight data parameters that could be used as a demand triggering event (306) may include: engine exhaust gas temperature (EGT) above or below a selected temperature for a selected period of time ; a temperature between turbines (ITT) below a predefined temperature for a predefined period of time; engine low pressure rotor speed (Nl) above or below a selected limit for a selected period of time; fuel flow (FF) below a selected rate for a selected period of time; an engine pressure (EPR) above or below a selected threshold value for a selected period of time; or some other change in a parameter that may be an indication of a critical defect, such as an engine failure; or a sudden change in altitude, attitude, airspeed or cabin pressure. The aforementioned list merely provides the examples and is not intended to be restrictive in any sense.
    [0061] A parameter or change in a parameter or combination of parameters that indicates an aircraft crash or abnormal flight operation could also be used as an automatic demand state trigger condition (306). For example, other flight data parameters that can be used as a demand state trigger event (306) may include: height measured being higher than a prescribed number of degrees or height rate exceeding a prescribed number of degrees per second; measured roll being greater than the prescribed number of degrees; yaw rate measured being higher than a prescribed number of degrees per second; the indicated air speed (IAS) being higher than the prescribed speed; indicated air speed (IAS) being less than a prescribed speed; a stop warning activation; joystick vibration being activated; depressurization of the cabin; and any abnormal value or indication in the flight data being analyzed by the data processing unit (12) possibly indicating an abnormal flight state or crash.
    [0062] The continuous recovery, analysis, interpretation and storage of flight data by the data processing unit (12) with only periodic transmission to the ground server (14) of a summary of which rules embedded in the data processing unit (12) dictate for each normal and abnormal state, they can be considered sufficient by a user during the normal operation of the aircraft (10). Typically, a ground crew will not require extensive flight data from the aircraft (10) during normal operation. In the normal state (302), the data processing unit (12) continuously retrieves, analyzes and stores the flight data to be compiled into a flight data summary report or specifically relevant flight data parameters over time and transmits this summary report to the ground server (14) periodically at a first rate. The periodic transmission of information and the transmission of a significantly reduced portion of the flight data can reduce the required bandwidth of the associated costs from the satellite network (22), while still providing a sufficient amount of information to a ground crew. while the aircraft is experiencing normal operating conditions. In all cases, whether in normal or demand mode, the aircraft's location, altitude and airspeed are transmitted.
    [0063] However, in a potential or confirmed emergency situation with an aircraft, or for other reasons that can be determined by ground or flight personnel, it is often crucial for ground crew to have as much flight data as possible as soon as possible. In a situation where an aircraft is in an abnormal state and / or the flight crew is having difficulties with the function or control of the aircraft, this data, if made available in a timely manner, can provide ground personnel with valuable insights that can be transmitted to the crew or, in the event of an accident, can provide valuable information related to the aircraft's location and illuminate events prior to the collision. This capability allows the ground crew to be proactively alert to a potential emergency situation occurring with the aircraft. It can also allow it to receive a more complete set of flight data from the aircraft during an abnormal situation or potential emergency, when the bandwidth and costs to transmit the data are not a concern, and receive that flight data from the aircraft continuously, when required. Other non-emergency reasons for crews to initiate the state of demand may include troubleshooting the flight, monitoring training flights while in progress, or evaluating alternative flight profiles inside or outside specific airports.
    [0064] Therefore, when in the state of demand, the airborne unit (12) operates to increase the frequency of data transmission, or the amount of data being transmitted, or both, in order to increase the overall intensity of data transmission.
    [0065] With a demand state triggering event (306) occurring and the data processing unit (12) operating in a demand mode (304), the data processing unit (12) can collect and transmit as much data from the Recorder of Flight Data as possible to the ground station server (14). Unlike the operation of the data processing unit (12) in the normal state (302), in the demand state (304), the data processing unit (12) cannot analyze / interpret any of the flight data or other data that it can obtain from the aircraft, however, instead, it can simply collect as much of the information obtained as possible and transmit it to the ground station server (14). In a preferred embodiment, the GPS location, altitude and airspeed of the aircraft are always transmitted.
    [0066] FIG. 9 illustrates a flowchart of a method (400) that can be performed by the data processing unit (12) to collect and transmit information to a shore station server (14) while the data processing unit (12) is in the demand state (304) during an abnormal situation or potential emergency.
    [0067] In one embodiment, the method (405) can start at step (402) in which the data processing unit (12) will collect the flight data that has been collected and stored for a predetermined time before the triggering event (306 ) occurred that caused the data processing unit (12) to enter the demand state (304). This ability to retrieve and transmit data that was recorded before a trigger event can be very valuable for analysis. The data associated with the time period immediately preceding the triggering event (the "preview window") is referred to here as the "preview data". In one embodiment, the preview data is stored in a volatile buffer, or non-volatile memory, or a combination thereof.
    [0068] In one embodiment, all flight data is recorded from the beginning of the current session, thus allowing any data recorded during the flight before the time when the demand mode was triggered to be transmitted from the aircraft. The length of the preview window can be any desirable and practical amount of time, such as, for example, 30 minutes immediately preceding the triggering of the demand state. The preview data can include the same data that is sent by the data processing unit (12) during the demand state (304), so that the ground personnel will not only have more detailed data after the occurrence of the event. demand activation (306), but they will also receive the same data for the predetermined time of prior preview before the start of the demand state (304). The preview data allows the analysis of this data to determine the events that precede the abnormal situation or emergency. When transmitting this preview data, the actual abnormal or emergency state itself can be analyzed as the flight has changed from the relatively normal operation to the abnormal state. The data that is captured before the event of triggering the demand state (306) occurs ideally will be sufficient to establish the pre-emergence state of the aircraft and ideally it will be sufficient to accurately describe the transition from normal operation to the demand state. Step 407 can be performed if the demand triggering event (306) is a manual or automatic trigger.
    [0069] In step (410), any subset of the collected flight data can be selected. Flight data retrieved from the aircraft (10) by the data processing unit (12) can, in some cases, contain a lot of information to be transmitted to the ground station server (14) over a current satellite network due bandwidth limitations or where network coverage cannot be truly global. In the case of a limited bandwidth network, a significant subset of the total flight data retrieved from the aircraft (10) can be selected for transmission to the ground station server (14). This subset of the total flight data may be the most representative data for the purposes of post-flight analysis that can be transmitted over the satellite network (22). Preferably, in all cases, the aircraft's GPS location, altitude and airspeed are transmitted.
    [0070] In step (420), method (400) can package and compress the flight data and any additional information added. In one embodiment, data can be packaged in the sense that it is configured to be expressed in a minimal volume while still maintaining accuracy and avoiding ambiguity. In order to achieve such efficiency, the ground station and the data processing unit must be pre-programmed to recognize the sequence of the data and message characters without requiring explanatory characters associated with each message or part of it. This technique differs from conventional and generally accepted data transmission procedures and equipment, such as widely used ACARS (Aircraft Recording and Communications System), which configures messages with a significant "header" that are attached to each transmission, requiring significant additional bandwidth and associated cost. For example, the engine turbine speed, typically measured as a% rpm value, is one of the parameters recorded in a typical FDR file that is transmitted from the aircraft. Using existing transmission protocols, such as ACARS, this would normally be encoded and transmitted as "Motor 1 Nl: 102%" in an ASCII data format, requiring 17 bytes (136 bits) to transmit. The data packet, as described here, allows the identical value to be transmitted using only 7 bits (binary digits). In one embodiment, the data is packaged to remove the message header "Motor 1 Nl" and "%", to express only the data value "102". Thus, using the method described here, the value 102 could be expressed in 7 bits, an improvement in efficiency of more than 50%. Using preprogrammed protocols that synchronize communications between the airborne unit (12) and the ground station (14), the identity of the value (ie engine turbine speed) will be recognizable by the ground-based server due to its position in the data file that is transmitted.
    [0071] In one embodiment, when the airborne unit (12) is operating in demand mode, it uses a packaging method for each and every parameter or subset of parameters in the FDR file to be transmitted. Parameter by parameter, the raw data from the aircraft is packaged as tightly as possible using the minimum number of bits to transmit the data without loss of accuracy or integrity. The result of this data package is a binary file that would appear to be completely random on a ground station or server (14), unless the instructions for packaging the data are used in reverse to decode the parameters.
    [0072] Thus, the receiving system, which is, in one embodiment, the land-based server (14), must understand and recognize the data packet method for the purpose of unpacking or decoding the binary data file. No comment or formatting information needs to be transmitted if the receiving system is programmed to recognize the format and content it is receiving. In one embodiment, a single header of the binary data file will identify the format and content of the packaged data.
    [0073] The packaged data file can then be further compressed using conventional data compression techniques well known to those skilled in the art, prior to transmission from the aircraft.
    [0074] By packaging and then compressing that information in the data processing unit (12) before the information is transmitted to the shore station server (14), the amount of information transmitted can be increased without increasing the bandwidth requirements. If combined with more frequent data transmissions, the total amount of data being transmitted can be substantially increased when the unit (12) is in demand. For example, using the currently available Iridium ™ data transmission link, bandwidth is limited to 2400 Bits per second. Using the packaging and compression method described here, the processing unit with respect to a pre-programmed ground station (14) as described above, approximately 240 parameters of an FDR together with a four-dimensional GPS file can be transmitted continuously during a state of demand over Iridium, considering that, using conventional methods that do not package data, the number of comparable parameters would be limited to 30-40 parameters per communication channel.
    [0075] With the data packaged and compressed in step (420), the data can be transmitted to the ground station server (14) in step (425). With reference to FIG. 1, data can be transmitted from the data processing unit (12) through its communications module (36) to a satellite network (22). From the satellite network (22), data can then be transmitted to the satellite receiver on land (24), via the connected gateway (26) and to the ground station server (14) over the internet (28) or other network.
    [0076] In one embodiment, for example, the satellite network (22) can be the Iridium ™ satellite network and data can be transmitted in step (425) in the short intermittent format (SBD) offered by Iridium ™ and / or via a direct dial-up connection to the Iridium ™ satellite network or via an alternative broadband channel, if available. The SBD transmission format can be used to transmit packets at selected intervals (eg, 20 seconds) as long as the direct dial-up connection can be initiated and the data transmitted directly from the data processing unit (12). In one embodiment, multiple types of transmission could be used simultaneously to increase the amount of data that can be transmitted to the ground server station (14), such as SBD transmission occurring simultaneously with direct dial-up connections.
    [0077] After the method (400) has reached step (430) and the data processing unit (12) has not received a disarming trigger (430), the method (400) can move to step (435) and retrieve the current flight data that the data processing unit (12) is obtaining from the aircraft (10). Steps (410), (415), (420) and (425) can then be repeated several times, obtaining the current flight data, adding additional information to the flight data, compressing the data and transmitting this current flight data to the ground station server (14) until a disarming drive (308) is received by the data processing unit (12). In this way, the remote server (14) can repeatedly receive updated flight data and additional data indicating the aircraft's position while the data processing unit (12) is in demand (304) and the aircraft (10) is in a potential emergency situation. In one aspect, method (400) can be repeatedly performed at a second rate, so that flight data is periodically obtained and transmitted to the ground station server (14) at the second rate. In one embodiment, the second rate will be faster than the first rate at which information is periodically transmitted to the ground station server (14) while the data processing unit (10) is in the normal state (302).
    [0078] FIG. 10 illustrates a flowchart of a method (500) for the remote server (14) to collect and recompile information received from the aircraft (10) to recreate the Flight Data Recorder and other flight data or partially recreate the Flight Recorder Flight data and other flight data.
    [0079] In step (505), the information received is validated, and converted by the ground station server (14) to the original Flight Data Recorder format or other formats prescribed by the ground station server (14). If the data file has been packaged, the data can then be unpacked or decoded to produce a data file that restores the information that was removed during the packaging process.
    [0080] In step (510), the received information can be stored on the remote server (14). If desired, the Flight Data Recorder data can be stored in multiple formats. For example, in one embodiment, the data can be stored in three different formats: the individual data transmissions received from the aircraft via the satellite network (22) can be archived in its raw format (compressed and unprocessed) as they were received from the data processing unit (12); raw package data can be converted to engineering units and stored; and a Flight Data Recorder mirror file can be recreated from the information received from the data processing unit (12) containing the flight data or a large portion of the flight data stored in the Flight Data Recorder on board the aircraft (10). The Flight Data Recorder mirror file should mirror the flight data stored in the aircraft's Flight Data Recorder with the result that the Flight Data Recorder data can be stored in the Flight Data Recorder and a copy of that data or a copy of a large portion of that data can be stored on land, such as on the ground station server (14). If any loss or damage occurs to the Flight Data Recorder on the aircraft, the Flight Data Recorder file created by the ground station server (14) can be used for analysis and investigation of the aircraft's operation (10) during or after the potential emergency situation.
    [0081] In one aspect, all data received by the ground station server (14) and still processed, such as Flight Data Recorder mirror file, can be stored in step (510) in two separate locations on land for redundancy. .
    [0082] The ground station server (14) can also provide automatic notifications from a third party when it receives a transmission from the data processing unit (12) that the aircraft (10) is in a potential emergency situation. Various notifications for different individuals can be triggered, indicating to these individuals that the aircraft (10) has entered a state of demand or a potential emergency situation. These notifications can take many forms, such as, emails to selected personnel, feeder for other software applications, such as aircraft status display (ASD) applications, or automated phone calls, text messages or other messages to selected staff.
    [0083] These automatic notifications can be sent as soon as the ground station server (14) receives the first data transmission from the data processing unit (12) indicating that it has entered the demand state (304). In addition or alternatively, these notifications could also be sent periodically to keep designated recipients informed of the situation and / or when a potentially relevant change occurs in flight data parameters.
    [0084] In addition, any aircraft-related interfaces (10) that are accessed from the ground, such as through the ground station server (14) (eg, such as web pages accessed by the customer through the website ( 214), etc.) can clearly indicate the current status of the aircraft (10).
    [0085] In the event that a potential emergency situation passes, the data processing unit (12) can send a disarming trigger (308) from an authorized user of the ground station (14). In this way, the aircraft (10) can summarize its normal operation and the disarming trigger (308) can be transmitted to the data processing unit (12) to switch back to normal operation.
    [0086] The disarmament trigger (308) will revert the data processing unit (12) back to its normal state (302) causing it to collect and store the flight data, periodically transmitting a summary report summarizing some key parameters of the flight data. flight to the ground station server (14). An authorized user can register with the ground station server (14) and initiate the transmission of the disarmament drive (308) to the data processing unit (12).
    [0087] The prior description of the disclosed achievements is provided to enable anyone skilled in the art to perform or use the present invention. Various modifications to such embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without deviating from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the achievements shown here, but must be in accordance with the total scope consistent with the claims, in which the reference to an element in the singular, such as, by the use of an article " one "or" one "is not intended to mean" one and only one ", unless specifically stated, but instead" one or more ". All structural and functional equivalents to the elements of the various embodiments described throughout the disclosure that are well known or may become known to those of ordinary skill in the art are intended to be encompassed by the elements of the claims. Furthermore, nothing herein disclosed is intended to be dedicated to the public, regardless of whether such disclosure is explicitly mentioned in the claim.
    权利要求:
    Claims (16)
    [0001]
    A method of transmitting flight data from an aircraft to a ground station server using an air data processing unit comprising data tables and instruction sets, wherein the method comprises: (a) during operation in a normal state, obtain and analyze flight data from an aircraft and periodically generate and transmit a summary file containing a summary of the plurality of flight data to a ground station server; and (b) in response to a predefined trigger event, enter a demand state and collect flight data from the aircraft and periodically transmit flight data to the ground station server, at which the transmission rate data is higher than in the normal state; characterized by (c) if all data collected in the demand state cannot be transmitted over a satellite network because of bandwidth limitations, then select a subset of the most representative data for the purpose of post-flight analysis and transmit the subset data to the ground station server.
    [0002]
    The method of claim 1, characterized in that the flight data is packaged and / or compressed before transmission during the demand state.
    [0003]
    The method of claim 1, characterized in that it further comprises the step of storing the flight preview data for a period of time defined by the user before the triggering event, and transmitting the flight preview data to the ground station server during the demand state.
    [0004]
    The method of claim 1, characterized in that the predefined trigger event comprises a user command or a data parameter that is outside a user-defined range.
    [0005]
    The method of claim 4, characterized in that the data parameter that is outside a user-defined range is indicative of an abnormal state or a potential emergency state.
    [0006]
    The method of claim 1, characterized by still comprising the step of accessing the data processing unit by air from a ground station, and reviewing the data tables or instruction sets, before or after a triggering event, sending instructions for recording new, additional, or different data parameters from aircraft data sources, or changing the logic for processing or transmitting aircraft data.
    [0007]
    The method of claim 1, characterized in that the second rate comprises a more frequent rate of the same data as in the normal state, or the transmission of a larger amount of data, or the transmission of a larger amount of data at a higher rate. frequent than in the normal state.
    [0008]
    The method of claim 1, further characterized by comprising the step of returning to the normal state by activating a disarmament trigger, which can be automatic or command by user.
    [0009]
    The method of claim 1, characterized in that the flight data being transmitted on demand is packaged and compressed before transmission.
    [0010]
    The method of claim 9, characterized in that the flight data is packaged by minimizing or eliminating the commenting and formatting data and arrangement information, in an identifiable way, by a pre-programmed user system.
    [0011]
    The method of claim 1, characterized in that all steps are automated.
    [0012]
    An aircraft data transmission system for transmitting data to a ground server station, the system being comprised of an air data processing unit with: (a) an operational data acquisition module for obtaining flight data from an aircraft; (b) an operational communication module for transmitting data to the ground server station; (c) a memory comprising data tables and instruction sets; (d) a processing unit operatively connected to the data acquisition module, the communication module and the memory and operations in accordance with the instruction sets for: i. obtain, analyze and store flight data from an aircraft and periodically generate and transmit, using the communications module, a summary file containing a summary of the plurality of flight data to a ground station server while in a state normal; and ii. in response to a pre-defined or user-initiated trigger event, automatically retrieve flight data from the aircraft and periodically collect and transmit, using the communication module, flight data to the ground station server, while the demand state, in which the data transmission rate is higher during the demand state than in the normal state; characterized by iii. if all data collected in the demand state cannot be transmitted over a satellite network because of bandwidth limitations, then select a subset of the most representative data for the purpose of post-flight analysis and transmit the subset of data to the ground station server.
    [0013]
    The system of claim 12, characterized in that the data transmissions are transmitted more frequently or the amount of data transmitted is greater, or both, during the demand state than during the normal state.
    [0014]
    The system of claim 12, characterized in that the processing unit is operative to package the data during the demand state in a data file format that can be decoded by a pre-programmed user system.
    [0015]
    The system of claim 14, characterized in that the processing unit is operative to package data by minimizing or eliminating the commenting and formatting data and disposition information, in an identifiable way, by a pre-programmed user system.
    [0016]
    The system of claim 12, 14 or 15, characterized in that it further comprises a ground station server operative to receive data transmissions from the data processing unit and when receiving a data transmission from the data processing unit in the state of demand, and, if necessary, decode the data transmission, and send a notification or a data file, or both, a notification and a data file, to at least one user.
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    法律状态:
    2017-10-31| B08F| Application fees: application dismissed [chapter 8.6 patent gazette]|
    2018-02-27| B08G| Application fees: restoration [chapter 8.7 patent gazette]|
    2019-01-15| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-09-03| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-05-05| B07A| Technical examination (opinion): publication of technical examination (opinion) [chapter 7.1 patent gazette]|
    2020-09-29| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2021-01-26| B09A| Decision: intention to grant|
    2021-04-06| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 06/04/2021, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US23287609P| true| 2009-08-11|2009-08-11|
    US61/232,876|2009-08-11|
    PCT/CA2010/001247|WO2011017812A1|2009-08-11|2010-08-11|Automated aircraft flight data delivery and management system with demand mode|
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