Communications: electrical – Aircraft alarm or indicating systems
Reexamination Certificate
1999-12-29
2001-03-27
Swarthout, Brent A. (Department: 2632)
Communications: electrical
Aircraft alarm or indicating systems
C244S1220AE, C455S404200
Reexamination Certificate
active
06208269
ABSTRACT:
FIELD OF THE INVENTION
The present invention relates generally to automatically activated radios and, more particularly, to a rescue radio that is carried by an aircrew member and is automatically activated in response to the aircrew member being ejected from an aircraft.
BACKGROUND OF THE INVENTION
Some aircraft, such as aircraft used in combat, are equipped with one or more ejection seats. While an aircraft with an ejection seat is in use, the aircrew member operating the aircraft is strapped to the ejection seat with seatbelts. In some emergency situations in which the aircraft becomes inoperative, the ejection seat, together with the aircrew member strapped thereto, is ejected from the aircraft so that the aircrew member can parachute to the ground.
It is conventional for an ejection seat to carry an emergency locator transmitter (ELT) that is automatically activated when the ejection seat is ejected from the aircraft. Once activated, the ELT transmits a beacon signal, which can be characterized as providing both an indication of the ejection and the location of the ejection seat.
The ELT is typically releasably tethered to the aircraft. More specifically, the ELT is activated by a lanyard having one end connected to the aircraft and an opposite end that pulls a mechanical or magnetic activation pin away from the ELT upon ejection, so that the ELT is automatically activated. It is important for the ELT to be automatically actuated, because in some circumstances the associated aircrew member will be disabled and unable to activate their primary handheld rescue radio, which is typically carried in the aircrew member's vest pocket. In addition to transmitting a beacon signal, a primary handheld rescue radio can provide for two-way verbal communication.
Aircrew members that eject from aircraft are often not disabled. An aircrew member that has parachuted to the ground with their ejection seat can remove the ELT from the ejection seat and extend an antenna to increase the effectiveness of the ELT. Nonetheless, it is common for an aircrew member that has parachuted to the ground to turn off the ELT and turn on their primary handheld rescue radio.
Whereas having both an ELT and a primary handheld rescue radio for each aircrew member ensures that a beacon signal is automatically transmitted when an aircrew member is ejected and provides the aircrew member with a handheld rescue radio, providing both of those radios may not be cost effective in some situations. In addition to the cost of the two separate radios, costs are also incurred in maintaining and servicing the two radios.
SUMMARY OF THE INVENTION
The present invention solves the above problems, and other problems, by providing a rescue radio that can be carried by an aircrew member and, in accordance with one method of the present invention, automatically activates in response to the aircrew member being ejected from their aircraft, without requiring that the rescue radio be mechanically tethered to the aircraft. In accordance with one aspect of the present invention, the rescue radio is sized to be handheld and is removably secured in the vest pocket of an aircrew member who is strapped to the ejection seat of an aircraft. The rescue radio automatically begins transmitting a beacon signal when the aircrew member is ejected. More specifically, the rescue radio is a part of a rescue radio system that includes a transceiver, or the like, such as a passive radio frequency tag, that is carried by and remains with the aircraft. In response to the rescue radio being accelerated because of being ejected or because of an extreme aircraft maneuver, the rescue radio interrogates the radio frequency tag. It is determined through the interrogation whether the rescue radio is within the cockpit of the aircraft. If the interrogation indicates that the rescue radio is not in the cockpit, then the beacon signal is transmitted. If the interrogation indicates that the rescue radio is in the cockpit, then the beacon signal is not transmitted.
In accordance with an embodiment of the present invention, the rescue radio includes an accelerometer that generates an actuation signal in response to the rescue radio being accelerated at a rate that is at least as great as a predetermined value. The predetermined value is preferably the minimum amount of acceleration that the rescue radio can experience while the rescue radio is being carried by an aircrew member who is ejected from the aircraft via the ejection seat. The rescue radio also includes an interrogator that transmits an interrogatory signal that activates the radio frequency tag. The radio frequency tag emits a reply signal in response to receiving the interrogatory signal. The interrogator can receive the reply signal that is emitted from the radio frequency tag, but the interrogator does not receive the reply signal unless the rescue radio is proximate to the radio frequency tag, such as by being in a cockpit with the radio frequency tag. The rescue radio also includes a beacon transmitter that transmits the beacon signal.
The rescue radio also includes a controller that activates the interrogator so that the interrogator transmits the interrogatory signal in response to the actuation signal being generated by the accelerometer. The controller also causes the beacon transmitter to transmit the beacon signal when the interrogator is activated and does not receive the reply signal, so that the beacon signal is transmitted when the rescue radio has been ejected from the aircraft. The controller also prevents the beacon transmitter from transmitting the beacon signal when the interrogator is activated and does receive the reply signal, so that the beacon signal is not transmitted when the rescue radio has not been ejected from the aircraft.
In accordance with another aspect of the present invention, the controller causes the interrogator to transmit the interrogatory signal at a predetermined time after the actuation signal is generated by the accelerometer. The predetermined time is at least as great as the amount of time which it takes for the ejection seat to be fully ejected from the cockpit of the aircraft.
The rescue radio of the present invention is preferably handheld, automatically transmits the beacon signal without being mechanically tethered to the aircraft, and also preferably provides for two-way verbal communication. The rescue radio of the present invention may be used in place of a traditional primary handheld rescue radio, in which case it is not necessary for two separate rescue radios (that is, an emergency locator transmitter mounted to the ejection seat and the handheld rescue radio) to be provided for each aircrew member. Thus, the present invention can allow for a reduction in the number of rescue radios provided for each aircrew member, which is advantageous. In addition, the radio frequency tag of the rescue radio system of the present invention is small and inexpensive in comparison to a rescue radio. Moreover, the operations of several rescue radios of the present invention that are contemporaneously used in the same aircraft can be coordinated so that the several rescue radios can operate in conjunction with a single radio frequency tag.
Notwithstanding that the present invention provides for a reduction in the number of rescue radios that are required for each aircrew member, if the rescue radio of the present invention is used in conjunction with an emergency locator transmitter mounted to an ejection seat, then the rescue radio of the present invention will provide redundancy in the automatic transmission of a beacon signal, which may be advantageous in some circumstances.
Whereas the rescue radio system of the present invention utilizes an accelerometer to identify accelerations that may be indicative of an ejection, it is possible that such use of an accelerometer alone may falsely identify an ejection, particularly in combat aircraft that are capable of maneuvering in a manner that results in high acceleration forces. The interrogator of the rescue ra
Brodie Keith J.
Corey Roger L.
DeGuire Stephen C.
O'Grady Craig W.
Alston & Bird LLP
Swarthout Brent A.
The Boeing Company
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