10/0923/96 119:3753 AM
`
`REMOTE FLIGHT RECORDER AND TIMELY AIRCRAFT ADVISORY
`SAFETY SYSTEM, RAFTSRAFTSS
`
`ABSTRACT
`
`Apparatus for a remote located flight crash recorder and a real time aircraft pilot crash avoidance
`safety advisory system is achieved by continuously monitoring aircraft sensors such as aircraft
`position, altitude, speed, control surfaces, engine revolutions per minute, temperatures, stress,
`and fuel. Then by radio frequency world wide transmission, such as via satellite communication
`links, sends these parameters along with any cockpit audio data, video data, aircraft identification
`and configuration to a central ground monitoring station where they can be continually and safely
`recorded and analyzed. The transmission of the aircraft data via the communication link permits
`the aircraft performance and cockpit communication data to be memorized in a ground based
`recorder for after crash analysis without the necessity of crash shock rugged and waterproof
`monitoring apparatus aboard the aircraft. Furthermore, in the advent of a pilot initiated pre-crash
`alert or a ground station initiated alert, based on the real time automated analysis of the aircraft’s
`flight worthiness, a pilot crash avoidance safety advisory can be radioed back to the aircraft that
`provides the pilot with expert advise as to the safest approach for the operation of the aircraft.
`For rescue and aid in the event of a crash, the remote monitoring system would provide an
`accurate estimate of the downed aircraft’s location based on the real time telemetry of the
`aircraft’s navigation and an analysis of the recorded vehicle dynamics data.
`
`The central ground based monitoring system can utilize the real time aircraft sensor data, aircraft
`configuration data and experts familiar with the aircraft in arriving at the best safety advisory.
`The computational analysis processors used to perform the safety analysis on the ground are not
`limited by the space and power restrictions that exist aboard the aircraft and thus can provide
`high fidelity simulation and analysis of the aircraft’s problem. In this mode of operation, the
`central ground based monitoring site would maintain a communication, utilizing fiber optic
`ground or satellite links, with government flight controller facilities and with the aircraft
`manufacturers. It would distribute the aircraft sensor data to them in real time so as to solicit their
`expert analysis and help in the crash avoidance advisories. Real time analysis of the prior to take
`off, pre-flight, aircraft data along with other data such as weather, airport and its local area map,
`three dimensional digitized topographical map datainformation from data bases such as Digital
`Terrain Elevation Data (DTED), aircraft flight controller data, wind shear and aircraft
`configuration would also be used to provide a safe to take off advisory.
`
`If an aircraft exhibits a mechanical equipment failure prior to take off this data would also be
`communicated back to the aircraft manufacturer in real time via the distribution of the aircraft’s
`sensor monitoring telemetry. The aircraft manufacturer then could provide an expert system for
`fault isolation that could save both time and money in getting a safe to fly aircraft back in service.
`
`For aircraft that are equipped to receive the satellite constellation Global Positioning System
`(GPS) precision navigation signals, this real-time sensor data of aircraft location would also be
`sent to the Remote Flight Recorder Transmitter and then via telemetry to the Ground Based
`Processing Station. This very accurate aircraft position data would be utilized to augment the air
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`traffic controllers in flight and airport taxi collision avoidance systems as well as to enhance the
`all weather landing systems. It would provide the air traffic controllers ground based radar
`systems with a level of redundancy as well as enhance the radar systems by providing high
`fidelity three dimensional world wide aircraft separation distances. An added economic benefit of
`utilizing this position data blended with other aircraft sensor information and world wide weather
`and destination airport traffic data available at the Ground Based Processing Station would be to
`provide the aircraft with a real time fuel conservation and economy of flight advisory. The world
`wide communication up link advisory to the aircraft during flight for fuel conservation and
`economy of flight operation would be based on the blending of the data sources in a ground
`based digital processor. Thus, for this additional function, there would be no need for added
`equipment to be carried aboard the aircraft.
`
`This invention relates to the automatic, real time, collection of aircraft data for safety of flight
`and then transmitting this sensor data to a world wide communication system for subsequent
`reception at a Central Ground Based Processing Station. The ground station’s computers would
`analyze the sensor data and archival store it in it’s memory system. The analyzed data can be
`transmitted back to the aircraft in order to provide an advisory for optimum safe performance.
`The Central Ground Based Processing Station could also distribute the aircraft information to the
`aircraft manufacture’s facilities for expert timely advise as to how best to operate an aircraft that
`exhibits an in air equipment failure and how to best service an aircraft when it has ground
`problems. These advisories would be transmitted back to the aircraft. In addition to the above,
`the Central Ground Based Processing Station, would utilize the aircraft sensor data and world
`wide weather data, ground based traffic control radar and airport destination data to provide the
`aircraft with the safest and most economical way to operate the aircraft. In the advent of a crash
`the aircraft sensor data stored at the Central Ground Based Processing Station, which has a
`record of the operating condition of the aircraft at the time of the crash, would provide the best
`estimate of the downed aircraft’s location for timely recovery and potential rescue operations as
`well as the parameters that may have caused the crash. Further-more, for operational aircraft
`experiencing an equipment failure or in a potentially over congested area of operation, the real
`time expert advisories communicated to the aircraft may well prevent the loss of life by giving
`the pilot the best crash avoidance information. In addition the post flight analysis of aircraft data
`may provide the clues to the cause of a problem so as to prevent its reoccurrence in the future.
`Even for operational aircraft experiencing no current faults the Central Ground Based Processing
`Station would keep a record of flight hours accumulated on the air frame and critical parts to
`assure that routine maintenance is adhered to and that the vehicle doesn’t accumulate excessive
`stress build up on flight critical assemblies. The CGBS would send out alerts for maintenance
`actions.
`
`The system integrates the voice, video and instrument data into a single aircraft telemetry system
`that provides two way, world wide communication with the aircraft and ground based archival
`recording of the data. It could also communicate, via a local computer terminal or visor display to
`the aircraft ground maintenance personnel, the problem specific vehicle aircraft manual data that
`would show how best to service the vehicle. By so doing, it could eliminate, much of the paper
`manuals and assure that the latest aircraft maintenance information is being utilized for the
`repair.
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`In order to promote a clear understanding of the invention, a preferred embodiment thereof will
`be described by way of example with reference to the accompanying drawings, in which:
`
`FIGURE 1 is a block schematic of an aircraft’s multiplexed flight sensors, sensor
`transmitter and advisory receiver according to the invention.
`
`FIGURE 2 is a block schematic of the Central Ground Based Processing Station
`according to the invention.
`
`FIGURE 3 is a block schematic of the Ground Based Distribution System according to
`the invention.
`
`Referring to Figure 1, the aircraft is fitted with a device, named Sensor Multiplexer Receiver &
`Transmitter (SMRT) module, that accepts sensor signals that depict the performance of many of
`the flight safety critical assemblies. It converts any of the analog sensor data into a digital format.
`These signals are the same as those that are presently sent to the existing flight crash recorders
`aboard aircraft which records vital flight information such as air speed, height, attitude, landing
`gear status as well as the position of the aircraft controls. Unlike the existing crash recorder that
`must be recovered from a crash site to obtain an understanding of the cause of the aircraft, the
`system depicted in Figure 1 has a telemetry system to radio these signals to a world wide
`communication system and to a final destination known as the Central Ground Based Processing
`Station (CGBS). It is at the CGBS where the archival storage of these signals take place as well
`as the distribution of some of the aircraft data and signals to other ground based facilities that
`require this data. In addition to the standard flight sensors presently used in existing flight
`recorders, position and velocity signal from the GPS receivers, acoustical sensors that record
`cockpit communication, and video camera data that records the passengers entering the vehicle,
`the states of the cargo hull and the cockpit during flight, aircraft identification and latest
`configuration are also sent to SMART for telemetry to the CGBS. The SMART module accepts
`these signals and then transmits these signal over the radio frequency link. The preferred
`embodiment of this patent utilizes a global satellite communication system. The SMART
`module’s radio frequency output is sent to a satellite antennae where the signal is radioed to a
`satellite that is in a direct line of sight with the aircraft. The signal is then relayed, either by low
`earth orbit or a synchronous orbit world wide communication satellite chain, until it is
`transmitted to the CGBS by the communication satellite that is in a direct line of sight with the
`CGBS antennae. The aircraft satellite antennae also accepts advisory signals sent from the CGBS
`to the aircraft. The SMART module receives these signals and sends the audio signals to the pilot
`and the digital signals to a pilot warning panel so as to alert the pilot. Thus SMART concentrates
`the audio, video, digital discrete and sensor signals to minimize the weight, power expended, cost
`of equipment and radio frequency antennas carried aboard the aircraft.
`Figure 1A illustrates the invention by showing an aircraft 1 that is equipped with the SMRT line
`replaceable unit 2. SMRT accepts the flight critical aircraft performance monitoring sensors
`labeled M1 to MN. acoustic sensors MA, and video sensors MV. SMRT periodically samples the
`sensor signals, converts all non digital sensor signals into a digital format, adds a sensor
`identification label to each signal, an aircraft identification and configuration label, ultra high
`frequency radio electronically modulates the data and then sends the data to the aircraft satellite
`telemetry antennae 3. The ultra high frequency signal is radiated 4 by the aircraft antennae to an
`earth orbiting communication satellite 5 that is located in a direct line of sight with the aircraft.
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`The aircraft data is then relayed by the communication satellite link to the CGBS for analysis and
`recording.
`Figure 1B illustrates the communication satellite link between the aircraft and the CGBS. It has a
`SMRT equipped aircraft 6 transmitting its sensor data over an ultra high frequency radio, line of
`sight, transmission with satellite S1 7. The satellite world wide communication link then relays
`the data by line of sight transmission with other satellites S1 to S2 8, S2 to S3 9, and then S3 to
`the CGBS 10. The transmission of aircraft advisories from the CGBS to the aircraft is
`accomplished by communicating along the same path but in the reverse direction. Figure 1B also
`illustrates another aircraft labeled aircraft 2 13 with SMRT. This aircraft also communicates with
`the CGBS via satellite SN+1 12 to satellite SN 11, SN to S1, S1 to S2, S2 to S3, and then S3
`down to the CGBS. Figure 1B depicts a continuous, around the clock, world wide
`communication link that provides two way communication with all of the aircraft equipped with
`SMRT in the RAFT system. Satellites S4, SN+2 and SN+3 are also shown in Figure 1B to
`indicate that there can be other satellites in the world wide communication link. The number of
`satellites in the communication link depends on whether a geosynchronous or low earth orbit
`satellite, LEO, constellation is utilized. The system will work with either of the satellite
`constellations. The LEO constellation requires smaller, lighter and lower power equipment but a
`larger number of satellites.
`
`Referring to FIGURE 2, that is a block diagram of the CGBS, it shows the satellite antennae
`system, the radio frequency interface that converts the radiated satellite signal into an electrical
`signal that is representative of the aircraft sensors, audio and video signals. These signals are then
`sent to the CGBS processing station for data analysis, problem simulation, expert system crash
`avoidance simulations, archive storage, aircraft advisories, distribution to aircraft manufacturer’s
`ground based facilities for expert crash avoidance and maintenance advisories, and distribution to
`airport and area government flight traffic control facilities. Since the CGBS is on the ground it’s
`temperature environment, humidity and air can be controlled so that the archive storage of the
`aircraft’s sensor data is very reliable. In addition, the real time analysis of the data can alert the
`operational aircraft of problems, in some cases, that may occur prior to the pilot’s recognition of
`a problem. Thus in addition to reducing the equipment aboard the aircraft it can lighten the
`pilot’s work load.
`The ground communication can be made over wide band width fiber optic cables, satellites or
`other radio frequency communication links. In the continental United States the wide band width
`fiber optic communication link is the preferred ground communication embodiment of RAFTS.
`The CGBS acts as communication concentrator and it is through this facility where the world
`wide communication with the aircraft occurs. At this facility weather data is collected from the
`government weather bureau facilities, over the wide band width fiber optic communication link.
`The weather data is combined with other aircraft operational data to provide fuel efficiency and
`safety of flight aircraft advisories.
`Referring to Figure 2, a satellite 14 receives the monitored data of flight critical equipment from
`aircraft equipped with SMRT modules. The satellite is in line of sight communication with the
`CGBS. The satellite transmits and receives data radiated from the CGBS antennae 15. The
`antenna is controlled by antenna control and radio frequency (RF) interface module 16. The RF
`aircraft signals are also demodulated and sorted, by aircraft, in module 16. The data is then sent
`to the ground processor 17, for analysis. One function of the ground processor is to send the data
`to the archival data storage system 20 where it is safely stored in an air conditioned environment,
`for future retrieval, on magnetic disc or tape. Another function of the processor is to coordinate
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`its data with the aircraft simulation processor 19 for safety of flight advisories aircraft based on
`the monitored aircraft data telemetered to the CGBS. It also performs an expert system analysis
`based on past performance data, aircraft specific stress accumulation statistics and world wide
`weather and wind shear information. Aircraft real time emergency advisories 18 would be
`generated for aircraft experiencing problems. These real time emergency advisories would also
`be based on aircraft manufacture’s simulations conducted at their facilities and communicated to
`the CGBS via the wide band width fiber optic link 24. The data can be viewed by the CGBS
`operators on the display system 25. The position, altitude and aircraft velocity data is sent to the
`government traffic controller communication module 21 for real time transmission to the
`government airport and area flight controllers over the wide band width fiber optic
`communication link 22. Also over this link is communication with government supported
`weather services. This data when mixed with the aircraft sensor data at the aircraft simulation can
`provide world wide safety of flight trajectories, safe to take off and land, and fuel efficiency
`economy of flight advisories. These advisories would be sent to the aircraft over the world wide
`communication link illustrated in Figure 1B. In addition, world wide advisories could also be
`sent to the aircraft by the traffic controllers based on their information of aircraft separation. In a
`similar manner, the monitored aircraft data is sent to aircraft manufacturer personnel by the
`communication module 23 over the wide band width fiber optic link 24. Advisories can be sent
`by the manufacturers providing the best way to handle a problems based on their expert
`knowledge of the aircraft. These could aid in safely flying the aircraft or efficiently servicing an
`aircraft that is experiencing equipment malfunctions on the ground. The in air safety of flight
`advisories would go to the real time emergency advisory 12 center to be integrated with CGBS
`and air traffic controller generated emergency information so as to provide a single emergency
`advisory, based on all of the data. This advisory would be sent to the aircraft. For aircraft
`experiencing problems on the ground, an aircraft manufacturer would remotely sample the
`telemetry of the aircraft’s flight critical performance monitors and then send advisories directly to
`the aircraft’s ground maintenance personnel that represent the latest diagnostic procedures and
`problem specific maintenance information. These would be sent to an aircraft maintenance
`terminal display that would interface with the SMRT communication system on board the
`aircraft. The maintenance advisory would provide efficient, safe and effective repair of the
`aircraft that used the preferred procedures.
`
`Referring to FIGURE 3, is a block diagram of the CGBS ground based communication and
`distribution system of the aircraft signals. It shows the aircraft data being distributed to the
`aircraft manufacturers where they maintain aircraft configuration logs that provide the
`information that is needed to optimally diagnose equipment failures and to make expert system
`evaluations of the safest way of dealing with a failure in an operational aircraft as well as the
`safest and most efficient way of eliminating a ground based failure in order to get an aircraft
`operational. It also shows the distribution of the aircraft communication signals to the
`government’s ground facilities for the air traffic controllers that exist at the exit and destination
`airports, and continental coverage. Another communication input to the CGBS is a world wide
`weather data. This is used to direct the aircraft to the safest and economy of flight fuel efficient
`route. FIGURE 3 illustrates the CGBS communication with the ground based government and
`manufacturing facilities. The CGBS ground processor 17 communicates with the government air
`traffic controller communication module 21. Digital data is communicated serially over a wide
`band width fiber optic link to the air traffic controller facilities 27. There are a large number of
`civil and military air traffic in present use. These are indicated as 1 to y for the airport air traffic
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`controllers and 1 to p for the area air traffic controllers. Each of the air traffic controllers can tap
`the wide band width fiber optic communication link for the specific aircraft data of interest to
`them. The air traffic controllers can also send, to specific or to all RAFTS equipped aircraft in the
`world, advisory data over the same communication link by means of transmitting it to the CGBS.
`The CGBS communicates these advisories, via the satellite communication link, to the aircraft.
`In a similar fashion the CGBS receives world wide weather data from the government weather
`bureau 28. The CGBS then, by its knowledge of the aircraft location, flight plans and operational
`characteristics, tailors this global weather data to weather data that is specific to each aircraft’s
`area of operation for safety and economy of flight advisories. Aircraft manufacturing facilities
`communicate with the CGBS ground processor 17 via the aircraft manufacturer communication
`module’s 23, wide band width fiber optic communication link 24. Since there are a number of
`different aircraft manufacturers and their concomitant emergency and maintenance advisory
`facilities 29 these are indicated by 1 to 8. Each manufacturer maintains an historical log of the
`aircraft in service for configuration, stress, maintenance service and end of life assembly data.
`The manufacturers also maintain aircraft simulation capability 30 to aid in providing safety of
`flight advisories to an aircraft experiencing a problem. These advisories occur whether the
`problem was first surfaced by the in air aircraft personnel, or by the on the ground simulations at
`the CGBS or aircraft manufacturer’s facility. The CGBS and the aircraft manufacture’s facility
`are checking the aircraft operational capability by remotely sampling the aircraft’s operational
`status parameters and using other factors such as weather and, air traffic information and digital
`terrain elevation data. The simulations utilize real time analysis of the vehicle data and past
`performance to provide expert system advisories. For an aircraft that is experiencing a problem
`on the ground, the aircraft manufacturer’s facilities is still sampling the operational status of the
`aircraft’s flight critical assemblies via the real time, world wide, communication link. The
`manufacture’s facility transmits expert system repair advisories to the aircraft’s maintenance
`personnel. These include the latest approved, problem specific, service manual data to efficiently
`and safely correct the aircraft’s problem.
`
`I claim:
`
`An on board aircraft performance and equipment functionality monitoring system that
`1.
`radio frequency telemeters these parameters, over a world wide communication link, to a ground
`based aircraft data collection center.
`
`A ground based aircraft data collection center that receives and processes, records the
`2.
`data for claim 1.
`
`A ground based aircraft data collection center for claim 2 that radio frequency transmits
`3.
`real time advisories to aircraft over a world wide communication link.
`
`A ground based recorder system for claim 1 and 2 that efficiently and safely records, on
`4.
`either electronic, magnetic or optical storage devices and in a manner that permits timely easily
`accessible retrieval of the data, the operational performance of aircraft for future analysis of:
`
`4.1
`4.2
`4.3
`
`the recovery site of a crash.
`the problems and causes of a crash.
`flight enhancements using the collected data and computer simulations.
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`A real time ground based data processing analysis of the flight worthiness of an aircraft
`5.
`for claim 1, 2 and 3 that permits safety of flight, efficiency of flight and crash avoidance
`advisories to be telemetered to an aircraft.
`
`A world wide aircraft safety advisory system that makes use of the ground monitoring of
`6.
`the aircraft operational characteristics for claim 1, 2, 3, 4 and 5 the local and world wide weather
`characteristics, in flight air traffic congestion characteristics, and take off and landing airport and
`terminal status to provide optimum performance and safety advisories.
`
`A world wide aircraft fuel efficiency and economy of flight advisory system for claim 1
`7.
`based on an aircraft’s telemetered operational performance characteristics for claim 6 blended in
`a ground based computer with the ground based knowledge of local and world wide weather, and
`terminal destination airport and ramp congestion and status.
`
`A ground based analysis center that analyzes preflight performance problems with an
`8.
`aircraft for claim 1, 2 and 3 so as to provide the latest accepted maintenance information to
`efficiently isolate a problem and effect a repair. The maintenance information is transmitted to
`the aircraft maintenance personnel.
`
`A ground based analysis center that stores the maintenance records of aircraft, their
`9.
`accumulated stress, configuration and assembly end of life for claim 1, 2 and 3 to assure that
`routine maintenance is adhered to according to the latest manufacturer’s instructions.
`Maintenance anomalies advisories are transmitted to the aircraft and the government aircraft
`flight control facilities.
`
`An accurate and timely world wide crash location system based on the ground processing
`10.
`for claim 1 and 2 of an aircraft’s last reported position, velocity, heading and attitude as well as
`its vehicle dynamics and local weather in a ground based processor.
`
`A world wide, three dimensional air traffic control aircraft collision avoidance separation
`11.
`distance and obstacle avoidance system for claim 1, 2 and 3 based on an aircraft’s telemetry of its
`accurate position, velocity, heading and, attitude and flight trajectory combined with similar
`telemetry of other aircraft data, as well as geographic terrain altitudeelevation map data, local
`weather data, and when available ground based radar data, in a ground based computer. Collision
`avoidance advisories are transmitted for claim 6.
`
`A world wide airport ground traffic control aircraft collision avoidance separation
`12.
`distance and obstacle avoidance system for claim 1, 2 and 3 based on an aircraft’s telemetry of
`it’s accurate position, velocity, heading and ground runway trajectories combined with similar
`telemetry of other aircraft, airfield ground service vehicle data, airfield geometry, geographic
`terrain altitudeelevation map data, vehicle constraints, runway constraints, local weather data,
`and when available ground based radar data, in a ground based computer. Collision avoidance
`advisories are transmitted for claim 6.
`
`An aircraft data concentrator and multiplexer, which has a two way radio telemetry
`13.
`communication capability, for the transmission of an aircraft’s safety and performance
`monitoring system, GPS navigation reception data, cockpit acoustic communication and video
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`security monitoring for claim 1, 8, and 9 and the reception of aircraft advisories for claim 3, 6, 7,
`8, 9, 11, 12, 13 and 14.
`
`A ground based portable maintenance terminal that interfaces with the data concentrator
`14.
`on the aircraft, for claim 1 and 13, so as to provide diagnostic displays which allow the aircraft’s
`ground maintenance personnel to efficiently check the aircraft’s flight essential systems, acoustic
`and video monitoring equipment, GPS functionality, including communication, for claims 6, 8
`and 9.
`
`A ground based portable maintenance terminal that interfaces with the data concentrator
`15.
`on the aircraft for claim 1 and 13 that receives, over a world wide communication link, and
`displays aircraft maintenance advisories from ground based aircraft analysis centers for claim 5
`and 8.
`
`A single ultra high frequency aircraft antenna that is used for an aircraft’s initiated
`16.
`transmission of its performance data, GPS navigation reception data, acoustic communication
`and video security monitoring as well as for the reception by the aircraft of a satellite’s ultra high
`frequency transmission of ground based initiated aircraft communication for claims 1 through 15.
`
`A world wide, two way, communication system to provide ground based monitoring of an
`17.
`aircraft’s, operational flight characteristics, aircraft’s GPS navigation reception data, diagnostics
`of equipment problems, cockpit acoustics, security video, maintenance as well as ground initiated
`to aircraft advisories for claims 1 through 15.
`
`An aircraft safety of flight ground initiated expert system crash advisory system that
`18.
`provides the pilot with a real time recommendations as to how to prevent a crash based on the
`remote monitoring of sensors aboard the aircraft in, government and manufacturer, ground
`facilities where real time flight simulations of the aircraft are occurring that make utilization of
`the aircraft characteristics, its latest configuration, airport status, air traffic congestion, weather
`and groundterrain elevation topographical map data for claims 1 through 17.
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