Note: Descriptions are shown in the official language in which they were submitted.
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INTEGRATED COMMUNICATION AND APPLICATION SYSTEM
FOR AIRCRAFT
TECHNICAL FIELD
[0001] The present invention relates generally to data communication
systems
and, in particular, to data communication systems used on aircraft.
BACKGROUND
[0002] Aircraft employ a variety of techniques for communicating data with
ground-based stations. Aircraft Communications Addressing and Reporting System
(ACARS) is a digital datalink system for transmitting short, simple messages
between aircraft and ground stations via VHF or satellite links. Some ACARS
traffic
occurs when the aircraft is at the gate. Various communication technologies,
including ACARS, Wi-Fi and cellular connectivity may be used to transfer data
from
the aircraft to the ground-based station when the aircraft is parked at the
gate.
Wireless communication obviates the need for airport or airline personnel to
physically carry a memory device like a USB key from the aircraft. United
States
Patents 7,512,714 and 7,835,734 disclose a technique for using a wireless
router to
communicate ACARS data.
[0003] An electronic flight bag (EFB) is an electronic information
management
device that helps flight crews perform flight-management tasks in a paperless
manner. It is a general-purpose computing platform intended to reduce, or
replace,
paper-based reference material often found in the pilot's carry-on flight bag,
including the aircraft operating manual, flight-crew operating manual, and
navigational charts (including moving map for air and ground operations). In
addition, the EFB can host purpose-built software applications to automate
other
functions normally conducted by hand, such as performance take-off
calculations.
[0004] According to the FAA Advisory Circular AC 120-76B, an Electronic
Flight
Bag is an electronic display system intended primarily for use in the
cockpit/flightdeck or cabin. There are three EFB hardware classes: Class 1
devices
are standard commercial-off-the-shelf (COTS) equipment such as laptops or
handheld electronic devices. These devices are used as loose equipment and are
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typically stowed during critical phases of flight (below 10,000 feet). A Class
1 EFB is
considered a Portable Electronic Device (PED). Class 1 EFBs may be used to
display Type B applications in critical phases of flight provided that they
are
"secured and viewable". Class 2 devices are also Portable Electronic Devices,
and
range from modified COTS equipment to purpose-built devices. Mounting, power
(ship's power as primary) or data connectivity of an EFB typically requires
the
application of an STC, Type Certificate or Amended Type Certificate. (ref: FAA
Order 8900.1). Class 3 devices are considered "installed equipment" and are
subject to airworthiness requirements and, unlike PEDs, they must be under
design
control. The hardware is subject to a limited number of RTCA DO-160E
requirements (for non-essential equipment¨typical crash safety and Conducted
and
Radiated Emissions testing). There may be DO-178B requirements for software,
but
this depends on the application-type defined in the Advisory Circular. Class 3
EFBs
are typically installed under STC or other airworthiness approval.
[0005] The EFB may host a variety of software applications, which fall into
three
software categories as set out in AC 120-76: Type A: Static applications, such
as
document viewer (PDF, HTML, XML formats); Flight Crew Operating Manuals, and
other printed documents like airport NOTAM; Type B : Electronic approach
charts or
approach charts that require panning, zooming, scrolling; Type C: Can be used
as a
Multi-function display (MFD); in at least one case as part of an Automatic
Dependent
Surveillance-Broadcast system. Type C applications are subject to
airworthiness
requirements, such as software certification. Type C applications must run
only on
Class 3 EFB.
[0006] Various improvements in EFB technologies have been made, including
for example, US Patent 8,301,368. US Patent 7,840,770 describes how an EFB
may be used to update the Flight Management Computer navigational database.
[0007] Although various technologies currently exist to facilitate aircraft
operations, there remains a need in the industry to provide simpler and more
efficient tools for communicating aircraft data and for managing applications.
This
need is at least partially satisfied by the invention disclosed herein.
SUMMARY
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[0008] The
present invention provides an integrated communication and
application system (ICAS) which is implemented using a plurality of ICAS
multipurpose portable electronic devices, such as a wireless-enabled touch-
sensitive tablets. The devices may be used for receiving data from an aircraft
data
integration device (ADID) and for also managing various onboard functions. Two
devices may be mounted to power data blocks in the cockpit for the captain
(pilot)
and first officer (co-pilot) to function as electronic flight bags (EFB) while
also
providing other functions and applications. A third such device (e.g. tablet)
is used
in the cabin by the flight attendants for other functions such as point-of-
sale or virtual
load sheet applications. The devices are interchangeable so that the third
device
may be charged when switched with one of the cockpit devices. When mounted to
the power data blocks in the cockpit, the devices may be connected via the
ADID to
a flight data recorder data bus, e.g. ARINC 717 data bus or equivalent and/or
to an
avionics data bus, e.g. ARINC 429 data bus or equivalent, in a read-only mode
to
receive data from these data buses. The
tablets may be used to wireless
communicate data from the data buses to a ground-based station.
[0009]
Accordingly, one aspect of the present technology is a data-management
system for an aircraft, the system comprising a first tablet docked in a first
cockpit
holder, the first tablet being connected to power for charging the first
tablet and for
receiving data from a data hub, a second tablet docked in a second cockpit
holder,
the second tablet being connected to power for charging the second tablet and
for
receiving data from the data hub, and a third tablet undocked and
interchangeable
with the first tablet and the second tablet.
[0010] Another
aspect of the present technology is a portable electronic device
for an integrated communication and application system for an aircraft, the
device
comprising a memory and processor configured to store and execute an
electronic
flight bag (EFB) application that provides EFB functions on the portable
electronic
device and a connector for connecting to a power data block of a cockpit-
mounted
docking station. The device is configured to receive and display data from an
aircraft data integration device.
[0011] Another
aspect of the present technology is a computer-readable medium
comprising instructions in code which when loaded into a memory and executed
by
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a processor of a portable electronic device cause the portable electronic
device to
execute a runway braking condition application, receive one or more
accelerometer
readings from an avionics data bus indicative of a deceleration on a runway
after a
weight on wheels sensor senses contact with the ground on landing, receive an
aircraft weight from the avionics data bus, compute a runway braking condition
index based on the one or more accelerometer readings and the weight, and
cause
the device to communicate the runway braking condition index to a ground-based
station.
[0012] Another aspect of the present technology is a computer-readable
medium comprising instructions in code which when loaded into a memory and
executed by a processor of a portable electronic device cause the portable
electronic device to execute a turbulence indexing application, receive one or
more
accelerometer readings from an avionics data bus, receive an aircraft weight
from
the avionics data bus, compute a turbulence index based on the one or more
accelerometer readings and the weight, and cause the device to communicate the
turbulence index to a ground-based station.
[0013] Another aspect of the present technology is a computer-readable
medium
comprising instructions in code which when loaded into a memory and executed
by
a processor of a portable electronic device cause the portable electronic
device to
execute a passenger distribution and cargo application, receive user input via
a user
interface of the portable electronic device indicating a passenger
distribution in the
aircraft, and cause the portable electronic device to transmit passenger
distribution
data to a remote server.
[0014] Yet another aspect of the present technology is a method of
transferring
aircraft data from an aircraft to a portable electronic device, the method
comprising
receiving at the portable electronic device the aircraft data from a data
connection
with an aircraft data source without writing data back to the aircraft or from
a user
interface while being capable of receiving aircraft data via the data
connection, and
executing an application on the portable electronic device using the aircraft
data to
present new information about the aircraft or its operating environment that
is not
available for display on a cockpit display but which is displayable on the
portable
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electronic device based on the aircraft data received by the portable
electronic
device.
[0015] The details and particulars of these aspects of the invention will
now be
described below, by way of example, with reference to the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Further features and advantages of the present technology will
become
apparent from the following detailed description, taken in combination with
the
appended drawings, in which:
[0017] FIG. 1 is a schematic depiction of an integrated communication and
application system (ICAS);
[0018] FIG. 2 is a schematic depiction of a tablet for use in the ICAS,
with a
block-diagram depiction of main components of the tablet;
[0019] FIG. 3 is a schematic depiction of the ICAS architecture showing how
the
ICAS tablets interface with the aircraft systems via the ARINC 429 and ARINC
717
data buses;
[0020] FIG. 4 depicts a tablet displaying colored graphical weather
information
as one example of an application that the tablet may execute; and
[0021] FIG. 5 is a schematic depiction of a dual-mode ICAS-ACARS
communication system for an aircraft.
[0022] It will be noted that throughout the appended drawings, like
features are
identified by like reference numerals.
DETAILED DESCRIPTION OF EMBODIMENTS
[0023] The present invention provides an integrated communication and
application system. This system is implemented using three portable electronic
devices, which may be in the form of touch-screen tablets, two of which are
mounted to a power data block in the cockpit for use by the captain (pilot)
and first
officer (co-pilot). A third device is not mounted to a power data block and is
used by
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the flight attendant(s) in the cabin of the aircraft for other functions or
applications
such as a point-of-sale application or a virtual load sheet application. The
devices
are interchangeable, and generally have the same hardware and software load,
so
that any of the devices can be used in the cockpit or in the cabin. Because
the
devices are interchangeable, the device most recently used in the cabin can be
switched with a fully-charged device in the power data block in the cockpit in
order
to re-charge the device that was most recently being used in the cabin.
[0024] INTEGRATED COMMUNICATION AND APPLICATION SYSTEM (ICAS)
[0025] FIG. 1 depicts an integrated communication and application system
(ICAS) in accordance with an embodiment of the present invention. The ICAS is
generally designated by reference numeral 10. The ICAS is shown in an aircraft
20
(which is depicted in the figure as a partial outline of an aircraft). The
aircraft may be
any commercial passenger aircraft such as, for example, but not limited to, a
Boeing
737, 747, 757, 767, 777, 787, Airbus A300, A310, A320, A330, A340, A380,
Embraer ERJ-170/175/190/195, Fokker 50/100, Bombardier CRJ series, C Series,
Q400, Ilyushin 11-96, Sukhoi Superjet-100, Tupolev Tu-204, etc.
[0026] As shown in FIG. 1, the integrated communication and application
system
includes a first tablet 100 docked in a first cockpit holder 210. The first
tablet 100
is connected to power for charging the first tablet and for receiving data
from a data
hub such as an aircraft data integration device (ADID) 200. The system
includes a
second tablet 100 (which may be substantially identical or at least
functionally
similar to the first tablet) that is also docked in a second cockpit holder
210. The
second tablet is also connected to power for charging the second tablet and
for
receiving data from the data hub or ADID 200. The system includes a third
tablet
100 (which may be also substantially identical or at least functionally
similar to the
first and second tablets). The third tablet, which is located in the passenger
cabin
aft of the cockpit, is in this embodiment undocked and interchangeable with
the first
tablet and the second tablet although in other embodiments the third tablet
may be
docked as well. The first and second tablets 100 may be mounted in respective
cockpit holders below the cockpit window in a holder, bracket, frame or mount
that
includes a power data block for re-charging the device using aircraft
electrical power
while also providing data connectivity (e.g. Ethernet connectivity) with the
aircraft
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data integration device for reading data from aircraft computer systems. A
more
specific implementation is depicted by way of example in FIG. 3 which show
each
tablet connected to the ADID (aircraft integration device) 200 which obtains
flight
data and aircraft system data via a flight data recorder data bus, e.g. ARINC
717
data bus or equivalent and/or an avionics data bus, e.g. ARINC 429 data bus or
equivalent. For the purposes of this specification, it will be appreciated
that ARINC
429 and ARINC 717 data buses are used to exemplify a best mode of implementing
the invention. Any other suitable data buses may be used instead of ARINC 429
and ARINC 717. As shown by way of example in FIG. 3, ARINC 717 and ARINC
429 receive data from various aircraft systems 240. Specifically, as shown in
FIG.
3, ARINC 717 receives data from DFDAC (Digital Flight Data Acquisition Card)
and
FDIMU (Flight Data Interface Management Unit) and possibly other subsystems
whereas ARINC 429 receives data from the Flight Management System (FMS),
Global Navigation Satellite System (GNSS), and Inertial Reference System (IRS)
and possibly other subsystems.
[0027] When
mounted in their respective holders, the tablets 100 act as Class 2
devices since they are mounted to receive power and read data from the
aircraft
computer systems but cannot write data back to the aircraft computer systems.
When the tablet is used in the cabin, it has no mount or holder and thus
receives no
power or wired data. When not in use by the flight attendant, this third
tablet may be
stowed in a pouch or other secure location when operating under 10,000 feet
(3100
meters). As such, the third tablet (the tablet situated in the cabin) acts as
a Class 1
or Class 2 device.
[0028] In one
embodiment, the touch input provided by the pilot on the screen of
the first device is automatically shared with and updated on the second device
for
the co-pilot to see (and vice versa). This means that, in this embodiment, the
first
and second devices reflect in real-time the inputs provided by the captain
(pilot) and
first officer (co-pilot). Data may
be communicated between the first and second
tablets via the ADID which acts as a data switch, router or hub.
[0029] In most
embodiments, the data hub is an aircraft data integration device
200. This aircraft data integration device 200 is, in most embodiments,
connected to
an ARINC 429 data bus 220 and to an ARINC 717 data bus 230. The aircraft data
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integration device 200 may optionally also be connected to other data buses.
Alternatively, data from the ADID may be transmitted wirelessly by the tablet
100 via
cellular link to a nearby base station tower 50 or via a Wi-Fi connection to a
Wi-Fl
router (hotspot) 60 at a ground-based station.
[0030] Each of
the interchangeable portable electronic devices is, in a best mode
of implementing the invention, a touch-screen tablet having a memory and a
processor. Each
tablet (portable electronic device) is a multipurpose or
multifunction device capable of performing a multitude of different tasks for
the flight
crew. The tablet may be any tablet computing device such as the one shown by
way of example in FIG. 2. The tablet will be described in greater detail below
in the
section entitled Portable Electronic Device.
[0031] For
example, in one embodiment, each of the first, second and third
tablets stores and executes an electronic flight bag (EFB) application.
[0032] In a
further embodiment, each of the first, second and third tablets stores
and executes a passenger and cargo loading application. The passenger and
cargo
loading application may optionally include a digital load sheet with a
graphical
interface for confirming a seating arrangement. The passenger and cargo
loading
application may display a seating arrangement of the aircraft (digital load
sheet) to
enable cabin crew to quickly and efficiently confirm that all passengers are
sitting in
their assigned seats. The passenger and cargo loading application then
transmits
its data to a remote server for calculating weight and balance for the
aircraft.
[0033] In a
further embodiment, each of the first, second and third tablets
comprises a card reader and executes a point of sale (POS) application. The
card
reader (or card swiper) may be integrally formed within the tablet, or it may
be
connected as a peripheral device, or it may be part of a device jacket that is
placed
around the device.
[0034] In a
further embodiment, each of the first, second and third tablets
comprises a barcode or QR-code scanner and executes a scanning application for
scanning a ticket, boarding pass or baggage tag. The tablet may use its
onboard
embedded digital camera to scan QR codes or barcodes.
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[0035] In another embodiment, each of the first, second and third tablets
stores
and executes a plane-tracking application (e.g. Plane Finder) that displays
live flight-
tracking data on a map to show the real-time positions of all reporting
commercial
aircraft that are presently airborne.
[0036] In another embodiment, each of the first, second and third tablets
comprises a digital camera and stores and executes a dent-and-damage
application
for taking, annotating, storing and sending digital photographs. For example,
the
captain or first officer may use one of the tablets to take a photograph or
video of
any dent or damage to the fuselage, wings, engines, etc. The captain or first
officer
can annotate the photographs with arrows, text, circles, highlighting, or
dictate an
audio memo. All of this data can be saved on the tablet and uploaded through a
wireless network for communication over a TCP/IP network to the airline's
headquarters or maintenance/repair hub. Recommendations, fixes or clearances
may be received and stored by the tablet.
[0037] In another embodiment, each of the first, second and third tablets
stores
and executes a weather application for receiving weather data and for
displaying
color graphical weather imagery. The tablet enables high-definition weather
maps
including detailed graphical data, photos, videos, etc. may be downloaded
wirelessly
by one of the three tablets, shared with the other tablets and viewed on the
display
of any one of the tablets. An example of a tablet or computing tablet
displaying
color graphical weather information is presented in FIG. 4.
[0038] Because most tablets are equipped with cameras and microphones and
are capable of recording high-definition video, the tablet may also be used by
the
flight attendant in the cabin to videotape (record) any passenger interference
events
or incidents (unruly, inebriated or threatening passengers).
[0039] The tablet may also be used for cost-indexing applications that
optimize
flight costs based on weather and fuel costs. The tablet may receive real-time
weather or environmental conditions to provide a much more accurate cost
analysis
for the airline.
[0040] The tablets may thus be loaded with all of these aforementioned
applications or any combination or sub-combination of these applications.
Other
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applications that are not mentioned above may also be provided. As will be
appreciated, the multipurpose tablets may be used for a variety of functions,
thereby
simplifying flight operations. Since these tablets are read-only devices and
cannot
write data back to the aircraft computer systems, these tablets or portable
electronic
devices need not be regulated to the same extent as onboard flight management
or
avionics computers. The tablet paradigm disclosed herein thus provides a novel
platform for receiving, processing and using data that is available from the
aircraft.
The tablet provides a framework for a multitude of applications that can use
aircraft
data to provide useful information and functions for the flight crew.
[0041] Another
aspect of the invention is a method of transferring aircraft data
from an aircraft to a portable electronic device. This method entails
receiving at the
portable electronic device the aircraft data from a data connection with an
aircraft
data source without writing data back to the aircraft. As such, the device
functions
as a Class 2 device. Alternatively or additionally, the aircraft data may be
received
via a user interface of the device (in the form of user input from a pilot or
co-pilot)
while the Class 2 device is capable of receiving aircraft data via the data
connection.
In other words, the aircraft data may be transferred directly from the
aircraft data
source through the data connection to the portable electronic device or,
alternatively, data may be entered by the pilot (or co-pilot) or,
alternatively, data may
be obtained through a combination of both manually inputted data and
directly/automatically transferred data. In one exemplary embodiment, the
Class 2
device is mounted in a cockpit holder having a data port and a power source
connector or cradle. The method further entails executing an application on
the
portable electronic device using the aircraft data to present new information
about
the aircraft or its operating environment that is not available for display on
a cockpit
display but which is displayable on the portable electronic device based on
the
aircraft data received by the portable electronic device. In other words, the
new
information is generated and presented by the application on a read-only Class
2
device that reads aircraft data (received directly from the aircraft data
buses, aircraft
subsystems, aircraft equipment and sensors and/or received via the user
interface)
to provide new information that would otherwise not be displayable on the
cockpit
display. New Information, for the purposes of this specification, means any
information (be it numerical, symbolic, graphical, or textual, or any
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thereof, whether visually displayed or audibly presented) that the aircraft is
not
capable of displaying or presenting via its integrated instruments, gauges,
screens
or displays installed in the cockpit of the aircraft. As such, new information
is
information about the aircraft, its operating environment or the relationship
between
the aircraft and its operating environment that is useful to the pilot and co-
pilot and
which would not be available from the integrated instruments, gauges, screens
or
displays installed in the cockpit. The new information may be based on
computations, calculations, comparisons, interpretations, etc. of the raw or
processed aircraft data and may include applying equations, formulas,
algorithms,
logic, artificial intelligence, etc. to the raw or processed aircraft data to
make or draw
conclusions, inferences, deductions, conclusions, characterizations, etc.
about the
aircraft, its operating environment or the relationship between the aircraft
and its
operating environment for the purposes of providing previously unavailable
information to the pilot and co-pilot. For the purposes of this specification,
it is
understood that the Class 2 portable electronic devices, though mounted in the
cockpit, are not part of the "cockpit display". Because the portable
electronic device
is a Class 2 device functioning in a read-only mode that does not or cannot
write any
data back to the aircraft, the portable electronic device and any applications
executing on the device do not require special certification i.e. do not
require the
burdensome certification required of a Class 3 device. This enables software
developers to develop applications for the PED without having to overcome the
administrative hurdles of certification. The present invention therefore
provides a
novel framework or platform to facilitate the integration and proliferation of
useful
flight-related applications that can be imported to the PED for use by pilots.
[0042]
Optionally, the method may involve receiving additional operating
environment data at the portable electronic device from a satellite or ground-
based
transmitter and using the additional data in the application. This additional
operating
environmental data may include local weather data or runway data, e.g. runway
surface conditions. In most embodiments, the additional operating environment
data is manually input to the portable electronic device but in some cases
could
come via the data connection after having been received by the aircraft.
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[0043] Optionally, the data connection may include an avionics data bus,
e.g. an
ARINC 429 bus or equivalent. Alternatively or additionally, the data
connection may
include a flight data recorder data bus, e.g. an ARINC 717 bus or equivalent.
In
other embodiments, the data connection may include any other suitable data
bus.
[0044] Optionally, the data source comprises one or more of Flight
Management
System (FMS), Global Navigation Satellite System (GNSS), Inertial Reference
System (IRS), Digital Flight Data Acquisition Card (DFDAC) and Flight Data
Interface Management Unit (FDIMU). The aircraft data may be obtained from
other
data sources.
[0046] Another feature of the ICAS is that it can provide a dual-mode
communication system (i.e. an ICAS-ACARS communication system) as illustrated
by way of example in FIG. 5. As depicted in this figure, the aircraft 20 can
communicate ACARS data via VHF to an ACARS ground station 250 which then
relays the AGARS messaging to a first flight operations server 300. The server
300
may then communicate the data to a second flight operations server 310 as
shown
in FIG. 5.
[0046] The ACARS transmission over VHF may be done when the aircraft 20 is
on the ground or in the air. The aircraft 20 shown in FIG. 5 is a commuter
turboprop
such as the Bombardier Q400 which does not have a satcom system for
transmitting
AGARS via satellite. The ICAS tablet 100 may be used to transmit ACARS data or
any reformatted ACARS data via the cellular base station 50 (or Wi-Fi hotspot)
through a mobile gateway 55 to the Internet 90. The data is then forwarded
through
the Internet as packetized data using standard TCP/IP techniques to the second
flight operations server 310 without having to pass through the first flight
operations
server 300.
[0047] PORTABLE ELECTRONIC DEVICE
[0048] As described above, the integrated communication and application
system (ICAS) utilizes three portable electronic devices which, in the best
mode, are
three touch-sensitive tablet or tablet computing devices. Other touch-
sensitive
mobile devices may be used for the ICAS although tablets are preferred for
their
larger screen size. The portable electronic device may be any suitable
commercial
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off-the-shelf (COTS) device, as opposed to a purpose-built device. The
portable
electronic device is thus any suitable COTS handheld electronic device,
personal
electronic device, or mobile computing device, such as a touch-screen tablet.
[0049] An exemplary ICAS tablet 100 is shown by way of example in FIG. 2.
As
shown in this figure, the ICAS tablet 100 includes a processor 110 and memory
120,
130 for executing one or more applications such as an electronic flight bag
(EFB)
application or any of the other non-EFB applications described in this
specification.
The tablet 100 may be a commercial-off-the-shelf (COTS) tablet having an
operating
system and various applications such as a web browser, an e-mail application,
a
photo viewer, a video viewer, etc. The memory may include flash memory 120
and/or random access memory (RAM) 130. Other types or forms of memory may
be used.
[0050] As depicted by way of example in FIG. 2, the tablet 100 includes a
user
interface 140 for interacting with the tablet and its applications. The user
interface
140 may include one or more input/output devices, such as a touch-sensitive
display
screen 150. Any suitable touch-sensitive display technology (e.g. capacitive,
resistive or surface acoustic wave, etc.) may be used. The tablet 100 may
include
a microphone 180, a speaker 182 and/or an earphone jack for an ear bud, for
earphones or for an audio headset.
[0051] As depicted by way of example in FIG. 2, the tablet 100 may include
a
wireless transceiver 170 connected to an embedded antenna 172 for
communicating with other devices. The transceiver 170 may be a cellular
radiofrequency (RF) transceiver for wirelessly communicating with one or more
base
stations 50 over a cellular wireless network using 3G/4G cellular
communication
protocols and standards for packet data transfer such as GSM, CDMA, GPRS,
EDGE, UMTS, LTE, HSPA, etc. The tablet may include a Subscriber Identity
Module (SIM) card 112 for GSM-type devices or a Re-Usable Identification
Module
(RUIM) card for CDMA-type devices. The RF transceiver 170 may include separate
voice and data channels. The tablet 100 may have a WiFiTM transceiver 192
instead of the cellular RF transceiver 170 or in addition to the cellular RF
transceiver
170. The tablet may optionally include a Bluetooth transceiver 194 and/or a
near-
field communications (NFC) chip. The tablet 100 may also optionally include a
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transceiver for WiMaxTm (IEEE 802.16), a transceiver for ZigBee (IEEE
802.15.4-
2003 or other wireless portable area networks), an infrared transceiver or an
ultra-
wideband transceiver.
[0052] The tablet 100 may optionally include one or more ports or sockets
for
wired connections, e.g. USB, HDMI, FireWire (IEEE 1394), etc. or for receiving
non-
volatile memory cards, e.g. SD (Secure Digital) card, miniSD card or microSD
card.
[0053] Optionally, the tablet 100 may include a position-determining
subsystem
such as a Global Navigation Satellite System (GNSS) receiver which may be, for
example, a Global Positioning System (GPS) receiver 190.
[0054] The tablet may also include a digital camera 196 for taking digital
photos
or videos.
[0055] This portable electronic device, which may be in the form of a
wireless-
enabled touch-screen tablet or other equivalent mobile device, may include
both
EFB and non-EFB applications. The EFB application provides electronic flight
bag
functions e.g. charts, approach plates (e.g. TEFIS), weather overlay, moving
map,
journey log, electronic flight folder, integration with third party chart
providers, and
may also provide functions like business intelligence and passenger
relationship
management. The tablet or PED 100 also includes other non-EFB applications
that
perform non-EFB functions. Examples of non-EFB functions are passenger and
cargo loading, point-of-sale, dent and damage, etc. The tablet or PED thus
acts as a
multipurpose or multifunction device that consolidates a number of flight crew
functions into a single device. Any EFB or non-EFB application may be
performed
by any one of the three tablets in the ICAS system.
[0056] The pilot, co-pilot or other member of the flight crew may log into
the
tablet or PED 100 using portable login credentials (e.g. username, password,
biometrics, cryptographic token, etc.). Once the user has logged in, the
tablet 100
may be used for EFB functions or for any of the non-EFB functions such as
executing a passenger and cargo loading application and/or executing a point-
of-
sale (POS) application and executing a dent and damage application. Any number
of other applications may be added to the tablet for passenger/customer
relations,
crew pay management, flight crew scheduling, or other tasks or functions.
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[0067] The tablet 100 may also be used for communications between the
flight
deck and the cabin crew, e.g. via a WiFiTM or other short-range wireless
connection.
[0058] It will be appreciated that the tablet 100 may be used on the
aircraft or off
the aircraft, e.g. on the ramp or jet way or even on the tarmac or in the
airport
terminal. It will be furthermore appreciated that the tablet 100 may be used
when
the aircraft is flying (airborne) or when the aircraft is taxiing on the
ground or parked
at the gate. When the aircraft is at the gate, cellular communications may be
used.
When cellular connectivity is enabled, the tablet 100 may be used for voice
communications as well as packetized data transmission over the cellular link.
Even though a cellular link is available, the tablet 100 may continue to use
Wi-Fl to
minimize data charges. In one embodiment, the Wi-Fl may be enabled when the
tablet detects that it is roaming and only uses the cellular link when back at
its home
airport. The tablet 100 may thus be configured to transmit or receive various
types
of data relating to various applications, functions, tasks, or modules
including
passenger and cargo loading, eJourney Log, Electronic Flight Folder, eTechlog,
Large Document Manager, Integration with 3rd Party Chart Provider, Forms
Designer, Business Intelligence, and Passenger Relationship Management.
[0059] In the embodiments disclosed above, the system uses three ICAS
tablets
that function as interchangeable PEDs. However, it will be appreciated that
the
system may be expanded to include a fourth PED (for example for a second
flight
attendant). The system may even be expanded beyond four PEDs for very large
aircraft with a larger cabin crew.
[0060] What follow are some novel applications that may be executed on the
PED.
[0061] RUNWAY BRAKING CONDITION INDEXING APPLICATION
[0062] Another inventive aspect is an application for determining a runway
braking condition. This software application is embodied as a computer-
readable
medium comprising instructions in code which when loaded into a memory and
executed by a processor of a portable electronic device cause the portable
electronic device to execute a runway braking condition application. The
application
receives one or more accelerometer readings from an avionics data bus, e.g.
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ARINC 429/717, indicative of a deceleration on a runway after a weight on
wheels
sensor senses contact with the ground on landing. The application also
receives an
aircraft weight from the avionics data bus. Using the deceleration and weight
data,
the application computes a runway braking condition index (or score or other
value).
The deceleration data may be based on the one or more accelerometer readings.
Once the braking condition index is determined, the device may display and/or
cause the device to communicate the runway braking condition index to a ground-
based station. The application may be automatically invoked when the aircraft
ground speed reaches zero or in response to user input (a pilot or co-pilot
command).
[0063] TURBULENCE INDEXING APPLICATION
[0064] Yet another inventive aspect is an application for determining a
turbulence index. This software application is embodied as a computer-readable
medium comprising instructions in code which when loaded into a memory and
executed by a processor of a portable electronic device cause the portable
electronic device to execute a turbulence indexing application. The
application
receives one or more accelerometer readings from an avionics data bus, e.g.
ARiNC 429/717, and receives an aircraft weight from the avionics data bus. The
application then computes a turbulence index (or score or other value) based
on the
one or more accelerometer readings and the weight. The application then
displays
and/or causes the device to communicate the turbulence index to a ground-based
station. The turbulence indexing application may be invoked automatically in
response to a turbulence event (accelerometer reading exceeding a
predetermined
threshold) or in response to user input (a command from the pilot or co-
pilot).
[0065] PASSENGER DISTRIBUTION AND CARGO APPLICATION
[0066] Yet another inventive aspect is an application for determining a
passenger weight and distribution in the aircraft. This software application
is
embodied as a computer-readable medium comprising instructions in code which
when loaded into a memory and executed by a processor of a portable electronic
device cause the portable electronic device to execute a passenger weight and
distribution application. The application receives input from the user
interface of the
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PED (typically from the flight attendant) indicating the passenger
distribution in the
cabin. The application is programmed to cause the PED to transmit this data to
a
remote server that computes the weight and balance result for the aircraft
using this
and other data. This weight and balance result is then transmitted back to the
aircraft.
[0067] Any of
the methods disclosed herein may be implemented in hardware,
software, firmware or any combination thereof. Where implemented as software,
the method steps, acts or operations may be programmed or coded as computer-
readable instructions and recorded electronically, magnetically or optically
on a fixed
or non-transitory computer-readable medium, computer-readable memory, machine-
readable memory or computer program product. In other words, the computer-
readable memory or computer-readable medium comprises instructions in code
which when loaded into a memory and executed on a processor of a computing
device cause the computing device to perform one or more of the foregoing
method (s).
[0068] A
computer-readable medium can be any means that contain, store,
communicate, propagate or transport the program for use by or in connection
with
the instruction execution system, apparatus or device. The computer-readable
medium may be electronic, magnetic, optical, electromagnetic, infrared or any
semiconductor system or device. For example, computer executable code to
perform the methods disclosed herein may be tangibly recorded on a computer-
readable medium including, but not limited to, a floppy-disk, a CD-ROM, a DVD,
RAM, ROM, EPROM, Flash Memory or any suitable memory card, etc. The method
may also be implemented in hardware. A hardware implementation might employ
discrete logic circuits having logic gates for implementing logic functions on
data
signals, an application-specific integrated circuit (ASIC) having appropriate
combinational logic gates, a programmable gate array (PGA), a field
programmable
gate array (FPGA), etc.
[0069] This
invention has been described in terms of specific embodiments,
implementations and configurations which are intended to be exemplary only.
Persons of ordinary skill in the art will appreciate, having read this
disclosure, that
many obvious variations, modifications and refinements may be made without
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departing from the inventive concept(s) presented herein. The scope of the
exclusive right sought by the Applicant(s) is therefore intended to be limited
solely
by the appended claims.
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