Telecommunications – Transmitter and receiver at separate stations – Having diverse art device
Reexamination Certificate
1999-06-25
2001-01-09
Crosland, Donnie L. (Department: 2736)
Telecommunications
Transmitter and receiver at separate stations
Having diverse art device
C455S067150, C455S431000, C701S014000, C701S029000, C701S035000, C340S945000, C340S870030, C340S870030, C375S213000, C375S219000, C342S036000
Reexamination Certificate
active
06173159
ABSTRACT:
FIELD OF THE INVENTION
This invention relates to a system and method for updating flight management files and providing a retrievable record of the flight performance of an aircraft, and more particularly, to a spread spectrum ground link-based aircraft data communication system that downloads flight performance data and uploads flight critical data of flight navigation database files to a flight management computer.
BACKGROUND OF THE INVENTION
As known, the air transport industry is required by the International Civic Aviation Organization (ICAO) to update its navigation database files every 28 days. As a result, air carriers typically purchase these files from a company like Jeppesen, a leader in the navigation data services industry. Jeppesen offers a NavData Direct Update Service which converts the navigation database from the standard ARINC 424 specified format to an airline's vendor specific avionics system. Using computer software developed by the avionics manufacturer and licensed to Jeppesen, ARINC 424 data is formatted into customized updates that can then be loaded directly into the airline's specific navigation equipment. A common media used to transfer this information is the IBM PC compatible 3.5″ high density floppy disk.
Airlines receive, copy and disseminate navigation database files to every aircraft in their fleet every 28 days. A programmable data loader device is used to copy the files from the floppy disk to the aircraft's flight management computer (FMC). Typically each aircraft contains one or two FMCs and either one or two interface connectors located in the flight deck. When the FMC is reprogrammed with a new navigation database, customized performance factors such as drag factor and fuel flow are reset to the default values contained on the navigation database media. If the performance factors for a given aircraft should be different than the default values, then these aircraft specific performance factors are recorded before the new navigation database is loaded. Once the new navigation database is loaded, these default performance factors must then be manually reprogrammed back to their original value.
The logistics involved in planning, tracking and accomplishing the task of updating each aircraft's flight management computer every 28 days is a formidable task. Most airlines have a great deal of diversity in their aircraft fleet, in terms of airframe manufacturers, e.g., Boeing, McDonnell Douglas, Lockheed, Airbus, etc., families, e.g., B737, B757, B767, models, e.g., B757-300, B737-500, B737-700, etc. This translates to dozens of airframe/engine combinations in hundreds of aircraft that are spread over thousands of miles and are constantly in motion and subject to highly dynamic scheduling changes. Sufficient copies of required floppy disks are obtained and deployed along with programmable loader devices so that these new uploads can take place monthly at numerous sites within minimum disruption to airline operations. The air transport industry's entire process of disseminating, programming, verifying and customizing the navigation database is essentially a manual operation.
To further complicate the process, the FMC is not the only avionics equipment that requires periodic software updates. Dozens of other equipment require periodic updates and the list is growing in newer production aircraft. Just getting the right disks to the right aircraft at the right time requires significant effort and resources.
It would be desirable if the poor logistics involved with using so many floppy disks, which can be corrupted and lost (or stolen) were no longer applicable.
In copending patent application Ser. No. 08/557,269, filed Nov. 14, 1995, U.S. Pat. No. 6,097,165 and entitled, “WIRELESS, FREQUENCY-AGILE SPREAD SPECTRUM GROUND LINK-BASED AIRCRAFT DATA COMMUNICATION SYSTEM,” the disclosure which is hereby incorporated by reference in its entirety, a ground data link system provides a wireless mechanism for transferring data files to and from aircraft while the aircraft is on the ground at ground data link equipped airports. Flight performance data representative of aircraft flight performance is obtained during flight of the aircraft and stored in a data store. After the aircraft lands at the airport, the data is downloaded to an airport based spread spectrum receiver that could be part of a server via a spread spectrum transceiver of the ground data link unit on the airplane. Data can also be uploaded. This data could include flight navigation files. However, the disclosure does not teach an adequate reliable system and method for uploading those navigation files, especially for individual aircraft.
SUMMARY OF THE INVENTION
It is therefore an object of the present invention to provide a system and method for updating flight management files using a ground data link unit, such as one that obtains flight performance data representative of aircraft flight performance, which can maintain databases for individual aircraft.
In accordance with the present invention, a system updates flight management files and provides a retrievable record of the flight performance of an aircraft in accordance with the present invention. A flight management computer is positioned onboard the aircraft and interfaces and provides flight critical data received from flight navigation database files to a plurality of aircraft navigation and operational components located throughout the aircraft. A ground data link unit obtains flight performance data representative of aircraft flight performance during flight of the aircraft and updates flight navigation database files to the flight management computer.
The ground data link unit includes a data store that is operative to accumulate and store flight performance data during flight of the aircraft. A spread spectrum transceiver is coupled to the data store and includes a transmitter that is operative after the aircraft completes its flight and lands at an airport to download the flight performance data that has been accumulated and stored by the data store during the flight over a spread spectrum communication signal. A receiver receives the uploaded navigation database files over a spread spectrum communication signal.
A controller is operatively connected to the data store, the spread spectrum transceiver and the flight management computer for receiving the uploaded flight navigation database files from the spread spectrum transceiver and transferring the flight navigation database files to the flight management computer.
An airport base spread spectrum transceiver includes a receiver that receives the spread spectrum communication signal from the aircraft and demodulates the signal to obtain the flight performance data. A transmitter transmits the flight navigation database files for uploading to the aircraft over a second spread spectrum communication signal on a per tail number identification basis.
In still another aspect of the present invention, the system includes a data loader operatively connected to the flight management computer. The data loader includes means for receiving a computer disk containing updated navigation database files for transferring the updated navigation database files to the flight management computer. The ground data link unit is operatively connected to the flight management computer in parallel with the data loader to allow flight navigation database files to be selectively transferred by one of a computer disk or through the ground data link unit. The ground data link unit includes a database storage in which the flight navigation database files are stored.
In still another aspect of the present invention, an airport based server is operatively connected to the airport based spread spectrum transceiver. This server includes a navigation database file having records based on a tail number unique directory. The navigation database files are uploaded to an aircraft and the airport based spread spectrum transceiver based on the tail number of the aircraft.
In still another
Delpak Ramzi
Wright Thomas H.
Allen Dyer Doppelt Milbrath & Gilchrist, P.A.
Crosland Donnie L.
Harris Corporation
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