Abstract:
A standardized identification code is used to identify each flight parameter used on board an aircraft and to provide some of its characteristic information. Descriptive complementary information is advantageously associated with the identification codes to form parameter identification maps stored, for example, in a shared database. The parameter identification codes may in particular be used to perform certain checks when parameter values are received. These checks make it possible to process only the monitored parameter values and to generate alerts if an inconsistency is detected.

Description:
BACKGROUND OF THE INVENTION 
     This invention relates to the management of data characteristic of aircraft and more particularly to a method and a device for management, processing and control of the parameters used on board aircraft, commonly called avionic parameters or flight parameters. 
     FIELD OF THE INVENTION 
     Present-day on-board electronic equipment items and avionic systems are more and more complex and more and more effective, integrating numerous advanced functionalities and multiplying the interconnections among the systems. Consequently, the volume of exchange of information items is increasing. 
     DISCUSSION OF THE BACKGROUND 
     These highly integrated on-board avionic systems, based on hardware components, software components and a shared communication network, are multiplying and becoming more complex at the rate of an ongoing technological evolution, not only opening up new prospects for the aircraft manufacturers but also bringing about new constraints. The advent of these new technologies, of these new designs and of these new avionic systems consequently necessitates an increased vigilance and the implementation of efficient engineering methods and means, involving the use of appropriate and optimized tools in order to master the complexity of these systems, their development and their operation. 
     In this technically advanced and increasingly complex context, the on-board computers or application software such as the navigation, piloting, flight management, communication, maintenance, recording and control and display (cockpit and/or cabin) systems, as well as the ground systems such as the flight analysis, programming, recording and calculation tools use an increasing number of avionic parameters. The quantity of information having to be processed is constantly increasing, not only in volume but also in form, reflecting this ever-growing complexity and accordingly the need to optimize the management and control thereof, in a safe and efficient manner. 
     It also is necessary to adapt to this new operational and economic context in which rapid access to information is essential and in which the needs for quality, reliability, confidentiality and security are preponderant elements on board aircraft. 
     Information items relating to the avionic parameters often are essential, in the same way as the computer processing operations performed on the corresponding data, for the security of the aircraft and the operational efficiency. For example, information items relating to flight management parameters, engine parameters, performance parameters, maintenance parameters and prescribed recording parameters generally are considered as essential. 
     These information items are used by a large number of users, in a multitude of areas connected with the aeronautics industry and with air transport. The avionic parameters and the information items relating thereto are indispensable throughout the life cycle of the aircraft, from the standpoint of the aircraft manufacturers for the significant steps of systems development, in particular during the phases of specification and design, integration and validation and for maintenance and support activities, as well as from the standpoint of the operators in the context of their aircraft operation activities. 
     Despite the importance of the information items relating to the avionic parameters, the latter are not easily or directly accessible to the engineers working on these aircraft or to any other individual having need for these information items. 
     Furthermore, the use of new technologies, the introduction of highly integrated systems architecture based on a shared network that brings about important and frequent exchanges of data, as well as software that can be programmed by the users give rise to new threats to the integrity of the systems and the security of the aircraft. It therefore is necessary to implement appropriate means or mechanisms making it possible to detect, isolate, eliminate or reduce the risks of intrusions and infections and to ensure the confidentiality of the exchanged information items. 
     SUMMARY OF THE INVENTION 
     The invention falls within this context and makes it possible to resolve at least one of the problems set forth above. 
     The invention thus has as an object a method for management of at least one characteristic of at least one parameter used on board an aerodynamic vehicle, comprising the following steps,
         receiving an identifier of the said at least one parameter;   receiving the said at least one characteristic of the said at least one parameter;   formulating the said at least one characteristic of the said at least one parameter according to a predetermined format; and,   creating a code for identification of the said at least one parameter comprising the said identifier and the said at least one characteristic.       

     In this way the invention makes it possible to standardize and harmonize the identification of parameters of aerodynamic vehicles. It also makes it possible to build up the acquired knowledge and to access rapidly the information relating to the avionic parameters, throughout the life cycle of the aerodynamic vehicles (help in design, maintenance, support, programming for recording, restoration, analysis of flight data). The invention further makes it possible to facilitate and optimize the sharing and consultation of these information items. 
     Advantageously, the method further comprises the following steps,
         receiving at least one additional information item descriptive of the said at least one parameter; and,   associating the said at least one complementary descriptive information item with the said identification code.       

     According to a specific embodiment, the said at least one characteristic of the said at least one parameter comprises information items relating to the source, recording, display, or level of confidentiality of the value of the said at least one parameter. 
     The invention also has as an object a method for processing at least one value of at least one parameter used on board an aerodynamic vehicle, this method comprising the following steps,
         receiving a code for identification of the said at least one parameter, the said identification code being created according to the management method described above;   receiving the said at least one value associated with the said at least one parameter;   verifying the data of the said identification code received according to predetermined reference data; and,   if the data of the said received identification code are verified, processing of the said at least one received value.       

     Advantageously the method further comprises a step of transmitting an information item relating to the said at least one parameter if the data of the said received identification code are not verified. 
     The invention also has as an object a method for control of at least one parameter used on board an aerodynamic vehicle, this method being characterized in that it comprises the following steps,
         receiving at least one information item relating to the said at least one parameter, the said information item being transmitted by the method for processing at least one value of the said at least one parameter described above; and   generating an alarm.       

     In this way the invention makes it possible to contribute to the security of aerodynamic vehicles by ensuring the accuracy of the information items and the provision of appropriate management and control means. 
     The invention also has as an object a device comprising means adapted for the implementation of each of the steps of the methods described above, as well as such a device integrated into an aircraft. 
     The invention also has as an object a computer program comprising instructions adapted for the implementation of each of the steps of the methods described above, as well as a means for storing information items, removable or otherwise, partially or totally readable by a computer or microprocessor comprising computer program code instructions for the execution of each of the steps of the methods described above. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Other advantages, purposes and characteristics of this invention become apparent from the detailed description that follows, presented by way of non-limitative example, with reference to the attached drawings in which: 
         FIG. 1  shows an example of an apparatus making it possible to implement the invention; 
         FIG. 2 , consisting of  FIGS. 2   a  and  2   b , illustrates a code for identification of a parameter and a card for identification of a parameter, respectively; 
         FIG. 3 , consisting of  FIGS. 3   a ,  3   b ,  3   c ,  3   d ,  3   e  and  3   f , shows an example of an ergonomic graphical interface used to consult or edit the information items relating to a parameter; 
         FIG. 4  illustrates an example of a graphical interface used to search for, sort or select information items relating to a parameter; and, 
         FIG. 5  illustrates an example of a device used to control the data of the cards for identification of parameters. 
     
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The avionic parameters used on board aircraft can be characterized by a set of information items, basic or more or less detailed and pertinent, such as the name and the description of the parameters, their operating value range, their resolution, their precision, their type or unit of measure. 
     According to the invention, these information items are used and combined, in particular with indications of confidentiality linked to these information items, to create cards for identification of these parameters themselves comprising an identification code. These identification cards preferably are grouped in a centralized database. Such a database can be consulted by a large number of users with varying skills, in different areas of activities, needing to access these information items, preferably after authentication and verification of access rights. The database can be accessible by several users simultaneously, from time to time or continuously, that is, twenty-four hours a day, seven days a week. 
     The card for identification of a parameter thus has as an object to collect as much pertinent information as possible on this parameter according to a unique, standard and condensed format, usable by individuals of different occupations and skills, and accordingly, for diverse needs and usages. Among the potential users there can be found systems designers, testers, quality or customer-support engineers, specialists in certification or incident/accident investigations and maintenance operators. 
     The codes for identification and the cards for identification of parameters must be able to be used for diverse and varied purposes, for example for the processing, recording, display of the values of these parameters or the preparation of the technical documentation (for example development documents, maintenance manuals or training manuals), in the context of the activities of aircraft design, maintenance and support or else even in the area of flight analysis and safety. 
     The identification codes can be used for an informative purpose in order to determine certain characteristics of a parameter and/or for a monitoring purpose in order to control access, flows or routing of parameters within avionic systems and aircraft in general. This monitoring can be automatic or manual, for example to check whether or not the presence of a parameter in a specific system is authorized, to filter or redirect one or more parameters in the case of a degraded functioning or when a specific problem occurs, to trace exchanges or to authorize communications. Since the values of these parameters generally are transmitted on so-called “open” networks, that is, unsecured and used for the transmission of other data, the codes for identification of parameters make it possible to provide a means for achieving a level of security sufficing to control the values of the parameters and their transmissions. 
     According to the invention, the format of the codes for identification and the cards for identification of the parameters takes into account possible changes of the information items characteristic of the parameters, that is, of the needs linked to these parameters. 
     The information items contained in an identification card characterize the parameter. These information items are, for example, the following information items,
         standard information items of a general nature concerning the parameter;   the identifier of the equipment at the origin of the parameter (for example the computers, modules or applications);   a reference to the family or to the model of aircraft affected by this parameter;   the ATA (Air Transport Association) section involved corresponding to this parameter (the ATA is an international standardization agency having established a classification by ATA sections used to identify the functional parts of an aircraft in standardized manner);   the category of the parameter (for example the magnitude and the unit of measure used);   the state indicators,
           the destination (number and designation of the computers receiving and using the parameter);   the recording state specifying whether the parameter is recorded in the flight recorder commonly called “black box” or DFDR (Digital Flight Data Recorder);   the display state indicating whether the parameter is displayed intended for the pilot in the cockpit and/or in the cabin intended for the passengers and on which screens; and,   the security state indicating the nature of the parameter according to specific criteria such as the sensitivity of the datum or the confidential nature of the parameter (for example navigation or position data, performance data specific to the operator or to the aircraft or sensitive data of the company); and   
           other significant information items that can characterize the parameter or having an acknowledged importance to be pointed out.       

       FIG. 1  illustrates an example of apparatus  100  adapted for implementing the invention, in part or in its entirety, such as a microcomputer or a workstation. 
     Apparatus  100  preferably comprises a communication bus  102  to which there are connected,
         a central processing unit  103  such as a microprocessor;   a read-only memory  104  or Read Only Memory (ROM), that can comprise one or more programs “Prog”;   a random-access memory  106  or Random Access Memory (RAM), comprising registers adapted for storing in memory variables and parameters created and modified during execution of the aforementioned programs; and   a communication interface  118  connected to a distributed communication network  120 , for example the Internet network, the interface being capable of transmitting and receiving data.       

     Apparatus  100  optionally can have one, several or all of the following devices:
         a screen  108  for displaying data and/or serving as a graphical interface with the user who will be able to interact with the programs according to the invention, with the aid of a keyboard  110  or any other means such as a pointing device, as, for example, a mouse  111  or a light pen, a touch-sensitive screen or a remote control;   a hard disk  112  that can comprise programs and/or data, in particular data processed or to be processed according to the invention;   a diskette reader  114  adapted for receiving a diskette  116  and for reading or writing therein data processed or to be processed according to the invention; and,   a memory card reader (not shown) adapted for reading or writing data therein, in particular data processed or to be processed according to the invention.       

     The communication bus allows communication and interoperability among the different components included in apparatus  100  or connected thereto. The depiction of the bus is not limitative and, in particular, the central unit is capable of communicating instructions to any component of apparatus  100 , directly or through another component of apparatus  100 . 
     The executable code of the program or programs making it possible for apparatus  100  to implement the processes according to the invention can be stored, for example, in hard disk  112  or in read-only memory  104 . 
     According to one variant, diskette  116  can contain data as well as the executable code of the aforementioned programs which, once read by apparatus  100 , can be stored in hard disk  112 . 
     Alternatively, the executable code of the programs can be received through communication network  120 , via interface  118 , to be stored in a manner identical to that described above. 
     The diskettes can be replaced by any information medium such as, for example, a compact disk (CR-ROM) or a memory card. Generally speaking, an information storage means, readable by a computer or by a microprocessor, integrated or not into the apparatus, possibly removable, is suitable for storing in memory one or more programs the execution of which allows implementation of the method according to the invention. 
     More generally, the program or programs will be able to be loaded into one of the storage means of apparatus  100  before being executed. 
     Central unit  103  controls the execution of the instructions or portions of software code for the program or programs according to the invention, which instructions are stored in hard disk  112 , in read-only memory  104  or in the other aforementioned storage components. During boot-up, the program or programs stored in a non-volatile, for example hard disk  112  or read-only memory  104 , are transferred into random-access memory  106  (RAM), which then contains the executable code of the program or programs according to the invention, as well as the registers for storing in memory the variables and parameters necessary for implementation of the invention. 
     It should be noted that the apparatus comprising the device according to the invention also can be a programmed apparatus. The instructions for the program or programs implementing the invention can, for example, be implemented in a programmable or specific integrated circuit (Application-Specific Integrated Circuit, ASIC). 
     An identification card thus can be considered as a specific structure comprising in particular,
         a code for identification of the parameter; and,   a set of information items characteristic of the parameter.       

     The codes for identification of the parameters are unique, each parameter possessing its own identification code making it possible to identify it in an exclusive and unequivocal manner. Such codes can be used as reference by the users, by the applications that use them or to create links between the identification cards or between the parameters themselves (for example by creating dynamic links between the parameters). 
     As illustrated on  FIG. 2   a , a parameter identification code  200  advantageously is composed of several fields. Here, identification code  200  for a parameter comprises a standard identifier field  205 , a detailed identifier field  208 , a recording field  210 , a display field  215 , a security field  220  and a version field  225 . Each field preferably has a set, predetermined length, composed of figures and/or alphanumeric characters. 
     Standard identifier field  205  constitutes the first identification level and has as an object to generally identify the parameter with a minimum of data (standard identification information). These data preferably are to be sufficiently generic to allow a certain standardization among the aircraft. 
     By way of illustration, the first character of standard identifier field  205  is a “P” (Parameter) in order to rapidly identify that the data that follow relate to an avionic parameter. The two following characters correspond to the ATA section to which the parameter belongs (more precisely the ATA section to which the transmitting system or equipment for this parameter belongs). This information can be coded on more characters, for example 3 or 4, and in this way specify the source system or equipment at the origin of the parameter in accordance with the standardized ATA description  100  of the aircraft in question. 
     The three following characters here are used to code the category of the parameter in the form Cxx where xx corresponds to the number of the category involved. For example, C06 can be used for speed parameters, C25 for temperature parameters, C10 for weight parameters and C05 for frequency parameters. This classification by category preferably is the most standard possible (constructed on the basis of the classification of the international unit of measure SI, commonly called “metric system”) and adapted for the realm of aeronautics. 
     These data can be supplemented by other complementary fields such as identification of the equipment or of the system at the origin of the parameter, the type of aircraft in question or the engine type involved. 
     By way of example, the code P34C06ADIRU1S20RR represents the premises of the code for identification of a parameter “P,” belonging to the ATA section  34  (Navigation), of category C06 (speed), the source of which is the ADIRU1 (Air Data and Inertial Reference Unit) computer, referring to an S20 type aircraft (here an Airbus A320, Airbus and A320 are trademarks) equipped with a type RR engine (Rolls-Royce, Rolls-Royce is a trademark). 
     Detailed identifier field  208 , constituting the second level of identification, has as an object to identify the parameter precisely. These data must be sufficiently detailed and adapted to ensure the uniqueness of the parameter in its category. 
     By way of illustration, this field can be made up of a combination or a judicious codification of detailed technical information items relating to the parameter which, as a complement to standard identifier field  205 , make it possible to identify it exclusively. This field can consist, for example, of the combination and/or the codification of information items inherent to the parameter itself (such as the type of parameter) or specific to its environment (with reference to the format and/or the communication protocol used such as the ARINC429 label, bus, virtual AFDX line (Avionics Full Duplex Network) or UDP port (User Datagram Protocol) number.) 
     Recording field  210  makes it possible to provide information items relating to the recording state of the parameter in the flight recorder (DFDR). 
     According to a specific embodiment, the first character of the recording field is an “R” (Recording) making it possible to identify this field. This character is followed by a second binary character, for example 0 or 1, which indicates whether or not this parameter is recorded in the flight recorder and a third binary character, for example “M” or “D” (Mandatory and Documentary) which indicates that it is a matter of a prescribed mandatory so-called Mandatory parameter (that is, a parameter for which recording derives from a prescribed requirement on the part of the competent Authorities) or Documentary, so-called Documentary (that is, a parameter recorded on a documentary basis, for which recording is not specifically required by the Authorities but recommended because it is useful for analysis). 
     These data can be supplemented by other indications to include the partial or complete DFDR number of the recorded DFDR parameter (for example M01, D20 or M01 a01, D20a03) and to specify in particular whether the parameter is a filtered or unfiltered parameter, or else even whether a mnemonic or a specific abbreviation possibly is associated therewith. 
     By way of illustration, the code R1M indicates that the parameter is recorded in the flight recorder (R1) and that it concerns a parameter referenced as being mandatory (M). 
     Display field  215  indicates whether or not the parameter is displayed in the aircraft and, if need be, on which screen it is displayed. According to a specific embodiment, the first character of the recording field is a “D” (Display) making it possible to identify this field. This character is followed by one or more characters that indicate the screens on which this parameter is displayed or can be displayed (for example navigation screen ND (Navigation Display), piloting screen PFD (Primary Flight Display), head up collimator HUD (Head Up Display), alarm screen or terminal OIT/OMT (Onboard Information Terminal/Onboard Maintenance Terminal)). 
     Security field  220  is used to specify whether or not the parameter is confidential and whether it is exported or can be exported, for example to the ground. According to a specific embodiment, the first character of the recording field is an “S” (Security) making it possible to identify this field. This character is followed by one or more characters that indicate whether or not this parameter is confidential, whether or not it can be recorded and whether or not it can be transmitted to the ground. For example, restrictions are imposed on flight trial (EV) parameters and maintenance parameters. This field also can include an indication for specifying the associated level of confidentiality. 
     Version field  225  determines the version of the parameter. According to a specific embodiment, the first character of the recording field is a “V” (Version) making it possible to identify this field. This character is followed by one or more characters that indicate the version in order to manage changes. 
       FIG. 2   b  illustrates an exemplary representation  230  of a card for identification of a parameter that here includes the name  235  of the parameter, the ATA section  240  concerned, the category  245 , the identification code  200  and the description  250 . The information items displayed on representation  230  derive from the code for identification of the parameter and from information items characteristic of the parameter. 
     According to a specific embodiment, the data of description  250  are encrypted so that they are accessible only to holders of the corresponding decryption key. The encryption and decryption mechanisms used advantageously are standard mechanisms. 
     The storing in memory of cards for identification of aircraft parameters in a database, preferably a centralized database, makes it possible to improve the sharing of information items as well as to simplify and control access to these information items. In addition to a function of protection of data relating to the parameters, the database of cards for identification of parameters advantageously offers standard database functions such as rapid search, sorting, comparison, filtering and import/export functions. 
     The database comprises an interface for entry and editing of information items relating to the parameters as well as a standard interface for utilization of the multi-user data access function. 
     Furthermore, the database can interface with other existing databases or tools in order to optimize the use thereof. 
       FIG. 3 , consisting of  FIGS. 3   a ,  3   b ,  3   c ,  3   d ,  3   e  and  3   f , shows an example of a graphical interface for the consultation or the entry of information items relating to a parameter. As illustrated on  FIG. 3   a , graphical interface  300  comprises standard menus  302 , here the menus File, Edit, View, Document, Tools, Window and Help, the name  304  of the edited parameter as well as a view in the form of tabs making it possible to access the information items relating to the edited parameter. 
     The tabs here concern information items relating to identification (tab  306 ), recording (tab  322 ), display (tab  328 ), certain details (tab  338 ), security (tab  352 ) and version (tab  358 ). It should be noted that certain of these information items are those presented previously. 
     Tab  306  concerning general identification information items comprises several fields that can be edited, including,
         the category  308  of the parameter the selection of which can be facilitated by a by a pull-down and/or pop-up type menu  310  offering a choice of possible selections (since this method of selection is known to the individual skilled in the art, reference is not systematically made thereto in the remainder of the description);   the model  312  of the aircraft affected by the parameter (the selection of this information item also can be facilitated by a pull-down and/or pop-up type menu);   the ATA section  314  concerned;   the “passengers” or “cargo” version of the aircraft concerned (not shown);   the type of engine  316  of the aircraft concerned (in the context of parameter editing, it is possible here to select several types of engine the selection of which can be accomplished, for example, with the aid of a box to be checked off);   an engine parameter identification  318  indicating whether or not an engine parameter is involved; and,   the source  320 , that is, the reference of the transmitting device or devices at the origin of the edited parameter.       

     Similarly,  FIG. 3   b  illustrates an example of a graphical interface for the consultation of information items linked to the recording of the parameter in the flight recorder, grouped under tab  322 . 
     Tab  322  concerning recording information items comprises several fields, including,
         an information item  324  of general nature indicating whether or not the parameter is recorded in the flight recorder and, if need be, the conditions under which it is recorded (a pop-up type menu can be used to display these conditions, such that the logics and characteristics of recording or a link to the referenced files or tools containing these information items);   an information item  326  indicating whether a prescribed or documentary parameter is involved;   an indication  326  linked to the confidentiality of recording of the parameter, that is, whether it involves a parameter identified as sensitive, the recording of which in the flight recorder is subject to conditions (for example position or flight path data concerning military aircraft); and,   other pertinent information items specific to recording and relating to the type of aircraft concerned and to the recording system installed.       

       FIG. 3   c  shows a graphical interface for consulting or editing display information items for the parameter. These information items are grouped under tab  328 . 
     Tab  328  concerning display information items comprises several fields that can be edited, including,
         an information item  330  indicating whether or not the parameter is displayed and, if need be, the conditions under which it is displayed (a pop-up type menu can be used to display these conditions such as the logics of displays or a link to referenced files/tools containing these information items);   an indication  332  of general nature for specifying whether the parameter is displayed in the cockpit and/or in the cabin; and,   a more detailed indication  334  specifying on which screen or which screens of the display system of the cockpit and/or of the cabin the parameter is displayed or can be displayed. This indication can be shown in the form of one or more diagrams representing the display screens of the cockpit and of the cabin and of a navigation system making it possible to navigate among the different pages of these screens in order to reach the page or pages on which the parameter is displayed or can be displayed. These pages can contain one or more complementary fields, according to the parameter concerned, to allow a more precise description.       

     The navigation system can comprise navigation buttons  336  enabling the opening of new windows and facilitating navigation to the desired information item or expansion and contraction (zoom) buttons for an easier consultation. 
       FIG. 3   d  illustrates an example of a graphical interface for consulting or editing detailed information items concerning the parameter. These details are grouped under tab  338 . 
     Tab  338  here comprises several fields that can be edited, including,
         a more or less detailed description  340  of the parameter;   the type  342  of the parameter (for example complete, real, Boolean or character chain);   the unit of value  344  for the measurement parameters (for example Kg, m/s or bar);   the sign indication  346  for the digital values of the parameter;   the resolution  348  of the parameter as well as the operating value range of the parameter (not shown);   the specification  350  of the parameter;   the description of the true and false states for parameters of Boolean type; and   other pertinent information items depending on the parameter concerned.       

     The detailed complementary information items can be shown in the form of one or more pages and of diagrams representing the different receiving computers for the parameter as well as the detail of the format and of the structure of the data (for example the detailed description of the ARINC429 label including the details of the bits used) and the sign conventions used. 
       FIG. 3   e  illustrates an example of a graphical interface for consulting or editing security information items linked to the edited parameter of tab  352 . 
     Tab  352  here comprises several fields including,
         an indication of the security level  354  of the parameter (the security level is chosen, for example, in a pop-up type menu); and   the list  356  of authorized display, recording, transmission operations, as well as the indication of encryption of the parameter.       

     The tab also can contain complementary information items specifying, for example, whether it involves a parameter specific to in-flight (EV) or maintenance trials. 
     Finally,  FIG. 3   f  shows an example of a graphical interface for presenting version data linked to the information items for the parameter. These data, grouped under tab  358 , here cannot be edited. 
     Tab  358  here comprises an indication of the current version  360  of the card for identification of the parameter as well as a table summarizing the modifications made to this identification card. In this example, the line number of table  362  corresponds to the number of modifications made to the identification card. Each line preferably comprises the following information items,
         the version  364  of the modified identification card;   the date  366  of the modification;   the reference  368  of the modified tab;   a brief description  370  of the modification made; and,   the name  372  of the originator of the modification.       

     The information items linked to an identification card such as presented on  FIG. 3  are used to determine an identification code and the set of information items characteristic of the parameter. These information items are stored in memory in the form of identification cards in a database making it possible in particular to perform search, sorting and selection operations. 
       FIG. 4  illustrates an example of a graphical interface  400  making it possible to use functions of search and access to information items relating to avionic parameters. Graphical interface  400  here comprises a standard menu  402 , similar to menu  302 . 
     The search for information items relating to a parameter can be performed according to several criteria. In this example, the main search criteria are grouped in the form of tabs. Tab  404  corresponding to a search by aircraft, tab  406  corresponds to a search by parameter, tab  408  corresponds to a search by ATA reference and tab  410  corresponds to a search by equipment at the origin of the parameters. The example presented on  FIG. 4  illustrates a search by parameter. 
     Tab  406  comprises fields  412 ,  414  and  416  making it possible to define the search criteria and a table  418  presenting a synthesis of the results. Search fields  412 ,  414  and  416  make it possible to determine the nature of the information items on which the search is to be performed as well as the search values. These choices preferably are entered with the aid of pull-down and/or pop-up type menus. In the example illustrated, searches are performed with the aid of the name of the parameter (field  412 ), the code of the parameter (field  414 ) and/or the category (field  416 ). 
     The result of the search preferably is displayed in the form of a table  418  in which each line corresponds to a result. Each result here comprises the name  420 , the ATA reference  422 , the category  424  and the code for identification  426  of the parameter. The window for display of the results preferably can be defined by the user according to his needs. 
     In order to protect the data contained in the cards for identification of the parameters, a control system advantageously is implemented by the database at the time of access to these data. Such a control consists, for example, in controlling the rights of the seeker such as generally used by databases. 
     Moreover, as indicated above, the use of an identification code such as defined by reference to  FIG. 2  makes it possible to verify certain information items relating to the parameter, in particular the origin or the level of confidentiality of the value of the parameter. An initial verification is performed by the device receiving these data, while a second verification is performed by a monitoring device. 
       FIG. 5  illustrates an example of the device  500  used for verifying the values associated with a parameter with the aid of the code for identification of the parameter. When a frame  505  containing one or more values as well as an identification code  200  is received by device  500  via a network (not shown), module  510  identifies the field of frame  505  according to the format and the references used, stored in memory in memory means  515 . Module  510  advantageously comprises means for syntactic analysis (also called parser in English terminology). Memory means  515  can be local, that is, belong to device  500 , or deported and accessible via the network, for example linked to the database for the cards for identification of the parameters. Memory means  515  comprise a description of the coding for the identification codes. 
     Each field identified in frame  505  is analyzed and the coherence of the data is verified according to the format and the references stored in memory in  515 . By way of illustration, the coherence of the data can be obtained by comparing the nature of the parameter or the corresponding ATA reference with the source of the parameter. In this way, an air conditioning parameter deriving from a navigation computer would be considered as incoherent. 
     It should be recalled here that certain data can be encrypted. Device  500  advantageously can decrypt these data only if so authorized, that is, if it has the corresponding decryption key. 
     If the data are coherent and if device  500  has the right to use them, that is, if module  510  is able to decrypt the encrypted data, the information items derived from the fields of frame  505  are transmitted to module  520  to be used. Module  520  can be, for example, a display module, a calculation module or a module used for statistical purposes. 
     If the data are not coherent or if device  500  does not have the right to use them, frame  505  is not transmitted to module  520 . Frame  505  also is erased from module  510  if it has been stored therein. 
     At the same time, a monitoring module  525  controls the analysis performed by module  510  on frame  505  and transmits an indication of this control to memory means  530 . The control in particular has as an object to determine the status of the analysis of frame  505  and to transmit information items relating to the identity of the parameter affected by frame  505 , to the coherence of the data and to the rights of module  510  to decode these data. 
     The information items stored in memory in  530  are analyzed by a security control module  535  that performs in particular a statistical analysis of these data in order to make it possible to identify network security flaws, attempts at unjustified access to certain parameters and more generally to control the reliability, in terms of security, of the network over which the cards for identification of the parameters are traveling. Security control module  535  generates alarms if a problem is detected. 
     In complementary or alternative manner, these alarms can be generated by monitoring module  525 . 
     A sole module  535  advantageously is used to control the exchange of information cards for the parameters over a network. 
     Naturally, in order to satisfy specific needs, an individual competent in the area of the invention will be able to apply modifications in the foregoing description. In particular, although the invention has been more specifically presented in the area of aircraft, it should be noted that, more generally, it can be implemented in the area of aerodynamic vehicles such as spacecraft and ships.