Abstract:
This invention is a system that monitors many performance parameters and many aircraft operational parameters, and broadcasts this information along with aircraft identification, audio, video, global positioning and altitude data, to a world wide two-way rf network. This information is monitored and recorded at a remote, centralized location. At this location, this information is combined with archived data, ATC data, weather data, topological data, map data, and manufacturers&#39; data. Analysis of this combined data allows identification of problems and generation of advisories. Six types of advisories are generated: maintenance, safety of flight, flight efficiency, flight separation, safe to fly and safe to take off. In the event of a crash the remotely recorded data provides an instant indication of the cause of the crash as well as where the crashed plane can be found. Use of this invention allows replacement of the current, on-board flight data recorders thus saving costs and weight. Having the recorded data at a remote site eliminates the need to search for flight data recorders. Other advantages are back-up for ATC radar position data, better control of aircraft separation, improved flight efficiency, and allowing use of simpler and lower power radar.

Description:
This application is a continuation of application Ser. No. 08/768,313 filed Dec. 17, 1996 and now allowed as U.S. Pat. No. 5,890,079. 
    
    
     BACKGROUND OF THE INVENTION 
     This invention relates to the field of flight recorders and more particularly to automatic, real-time, collection of aircraft data and then transmission of such data to a world wide communication system for subsequent reception, analysis, storage and generation of aircraft flight, safety, fuel efficiency and maintenance advisories at a Central Ground Based Processing Station (CGBS). 
     Whenever an airplane crashes, authorities are anxious to find the flight data recorder. This is because it may reveal the causes of the crash. It is important to determine the cause because it may result from a problem affecting many flying aircraft. The flight data or crash recorder, sometimes also called a black box, is usually a tape recorder which is capable of recording many channels of information. However, recorders utilizing other storage media, such as compact discs are starting to be used because of their increased storage capacity. Regardless of storage medium used, the information recorded includes various flight parameters, such as engine status, fuel status, airspeed, position, altitude, attitude, control settings, and cockpit acoustic information. The information comes from sensors in the cockpit and at other strategic locations around the airplane. However, the information stored by the data recorder is often discarded shortly after each flight. If all flight data were analyzed in conjunction with weather, air traffic control (ATC) data and map data, they could become a valuable resource for detecting potential problems and improving aircraft design. 
     Sometimes it is difficult to locate the crashed plane, and, even where the crash site is known, it is sometimes difficult to locate the flight data recorder. The latter is frequently a problem when the airplane crashes in water. 
     To fulfil their intended purpose, current flight data recorders must be made crash resistant. Consequently, they are constructed of rugged materials which means that they are costly to produce and heavy. Use of a lighter flight data recorder would result in an aircraft cost and weight savings. 
     Moreover, except for occasional post flight analysis, current, recorded flight data exists in a vacuum. If they were analyzed in conjunction with weather data, manufacturer&#39;s data, map data, ATC data and position and altitude data, it would become a much more powerful tool. 
     In recent years there have been a number of developments in flight data recorders. U.S. Pat. No. 4,729,102 discloses a flight data recorder system which monitors a number of aircraft parameters and compares them to stored information to provide for more efficient aircraft operation and detection of excessive wear. This information is displayed and stored on-board and may be downloaded periodically via a link to a ground readout unit. 
     U.S. Pat. No. 5,463,656 discloses a system for broadcasting full broadcast quality video to airplanes in flight via satellite relays. The system includes video bandwidth compression, spread spectrum waveform processing and an electronically steered, circular aperture, phased array antenna, that conforms to the surface of the aircraft. 
     U.S. Pat. No. 5,467,274 discloses a method of recording selected flight data, including GPS data, onto a VTR and thereafter subjecting the recorded data to a data reduction process on the ground. 
     U.S. Pat. No. 5,325,302 discloses an aircraft collision warning system which includes a position determining subsystem, a trajectory determining subsystem, a collision predicting subsystem and a warning device. 
     U.S. Pat. No. 5,383,133 discloses a computerized, integrated, health monitoring and vibration reduction system for a helicopter. 
     However, none of these developments contemplates long term central storage of all recorded information for archival uses. Also none contemplates real-time radio transmission of aircraft data to a central station. Furthermore, none contemplates combining information from aircraft with global position data, global map data, global weather data, ATC system data and manufacturers&#39; data and providing real-time feedback, in the form of real-time ground and in-flight advisories to aircraft. 
     What is needed is a flight recorder system that senses many flight parameters and many aircraft operational parameters, and transmits this information along with aircraft identification and cockpit audio and video to a world wide, two-way radio frequency (rf) network. This information could then be monitored and safely recorded at a remote location where it could be analyzed in conjunction with archived data, flight control data, weather data, topological data, global positioning data and manufacturers&#39; data to allow identification of maintenance problems, on-ground safety advisories and in-flight safety advisories. There are three types of in-flight advisories: emergency or safety of flight, flight efficiency or fuel economy, and flight separation. On the ground there are also three types of advisories: safe to fly, safe to take off and maintenance actions. 
     In the event of a crash having the recorded data at a remote site would eliminate the need to search for flight data recorders and allow instant analysis of the failure mode. Further, the remotely recorded data would provide the best estimate of where the crashed plane could be found. This estimate would be based on the aircraft&#39;s last telemetry of its position, engine and control status, its flight dynamics and ATC radar data (when available). Use of this invention would allow replacement of the current, on-board flight data recorders thus saving costs and weight. Other advantages would be back-up for radar position data, better control of aircraft separation, and improved flight efficiency. Development of a such a system represents a great improvement in the fields of flight data recorder design, aircraft safety and airline efficiency, and satisfies a long felt need of airplane manufacturers, airlines, maintenance personnel and crash investigators. 
     SUMMARY OF THE INVENTION 
     The present invention is a remotely located, aircraft, flight data recorder and advisory system. These functions are achieved by continuously monitoring aircraft sensors such as aircraft position, altitude, speed, control surface settings, engine revolutions per minute, temperatures, stress, and fuel. Then by rf world wide transmission, such as via satellite communication links, these parameters are communicated, along with cockpit audio data, video data, aircraft identification and configuration, to a central ground based monitoring station where they are continually and safely recorded and analyzed. The transmission of the aircraft data via the communication link permits the aircraft performance and cockpit communication data to be memorized in a ground based recorder for after crash analysis without the necessity of rugged and waterproof monitoring apparatus aboard the aircraft. Also, in the event of a pilot initiated or ground station initiated alert, based on the real-time automated analysis of the aircraft&#39;s flight worthiness, a pilot crash avoidance safety advisory can be radioed back to the aircraft that provides the pilot with expert advice as to the safest approach for the operation of the aircraft. 
     The central ground based monitoring system utilizes the real-time aircraft sensor data, aircraft configuration data and experts familiar with the aircraft in arriving at the best safety advisory. The computational analysis processors used to perform the safety analysis on the ground are not limited by the space and power restrictions that exist aboard the aircraft and thus can provide high fidelity simulation and analysis of the aircraft&#39;s problem. In this mode of operation, the central, ground based monitoring site maintains communication, utilizing fiber optic ground or satellite links, with flight controller facilities and with the aircraft manufacturers. It distributes the aircraft sensor data to them in real-time so as to solicit their expert analysis and help in generating the crash avoidance advisories. Real-time analysis of the pre-flight aircraft data along with other data such as weather, airport and its local area map, three dimensional topographical map information, from data bases such as Digital Terrain Elevation Data (DTED), ATC data, wind shear, and aircraft configuration are also used to provide a safe to take off advisory. 
     In addition to the above, if an aircraft exhibits a mechanical equipment failure prior to take off, the aircraft&#39;s sensor monitoring data are also communicated back to the aircraft manufacturer in real-time. The aircraft manufacturer then provides the mechanics with a preferred maintenance advisory based on an expert system for fault isolation that will save both time and money in getting a safe to fly aircraft back in service. 
     For aircraft that are equipped to receive the satellite constellation Global Positioning System (GPS) or the Global Navigation Satellite System (GLONASS) precision navigation signals, these real-time sensor data of aircraft location are transmitted to the CGBS. This very accurate aircraft position data is utilized to augment the ATC in-flight and airport taxi collision avoidance systems as well as to enhance the all weather landing systems. It provides the air traffic controllers&#39; ground based radar systems with a level of redundancy and enhances the radar systems by providing high fidelity, three dimensional, world wide aircraft separation distances. This eliminates five deficiencies in the current radar ATC systems: 
     a. invisibility of small aircraft due to minimal radar cross-section; 
     b. distinguishing multiple aircraft flying close to each other because of beam width ambiguity; 
     c. beam shadowing problems; 
     d. range problems; and 
     e. earth curvature problems. 
     An added economic benefit of utilizing this position data blended with other aircraft sensor information and world wide weather and destination airport traffic data available at the CGBS is to provide the aircraft with a real-time fuel conservation and economy of flight information. The world wide communication up link advisory to the aircraft during flight for fuel conservation and economy of flight operation is based on the blending of the data sources in a ground based digital processor. Thus, for this additional function, there is no need for added equipment to be carried aboard the aircraft. It also allows for simpler, lower cost and lower power ATC radar. 
     In the event of a crash, the aircraft sensor data stored at the CGBS, which has a record of the opening condition of the aircraft at the time of the crash, provides the best estimate of the downed aircraft&#39;s location for timely recovery and potential rescue operations as well as the parameters that may have caused the crash. Furthermore, for operational aircraft experiencing an equipment failure or in a potentially over-congested area of operation, the real-time expert advisories communicated to the aircraft may well prevent the loss of life by giving the pilot the best crash avoidance information. In addition post-flight analysis of aircraft data may provide clues to the cause of a problem so as to prevent its recurrence in the future. Even for operational aircraft experiencing no current faults, the CGBS keeps a record of flight hours accumulated on the airframe and critical parts to assure that routine maintenance is timely performed and that the vehicle does not accumulate excessive stress build-up on flight critical assemblies. The CGBS sends out alerts for maintenance actions. 
     The system integrates voice, video and instrument data into a single aircraft telemetry system that provides two way, world wide communication with the aircraft, and ground based archival recording of the data. For maintenance actions, it also communicates, via a local computer terminal or visor display to the aircraft ground maintenance personnel, the problem specific, vehicle aircraft manual data that shows how best to service the vehicle. This eliminates much of the paper manuals and assures that the latest aircraft maintenance information is being utilized for repair. It also provides an expert fault isolation system that saves both time and money in getting a safe to fly aircraft back in service. 
     An appreciation of the other aims and objectives of the present invention and an understanding of it may be achieved by referring to the accompanying drawings and description of a preferred embodiment. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a block schematic of an aircraft&#39;s multiplexed flight sensors, sensor transmitter and advisory receiver according to the invention. 
         FIG. 2  illustrates worldwide communication via a satellite system and CGBS. 
         FIG. 3  is a block schematic of the CGBS according to the invention. 
         FIG. 4  is a block schematic of the Ground Based Distribution System according to the invention. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       FIG. 1  shows an aircraft  10  equipped with a Sensor Multiplexer Receiver &amp; Transmitter (SMART)  14  which is a line replaceable unit. The aircraft is also equipped with a GPS receiver system  16 . The GPS system  16  receives ultra high frequency (uhf) radio signals  36  from several GPS satellites  32  via its GPS antenna  40 , calculates the position and altitude of the aircraft  10  and reports this position and altitude data  44  to the SMART  14 . The SMART  14  also receives aircraft performance and control data  18 , acoustic data  22 , and video data  26 . The video data  26  comes from cameras which monitor the cockpit, the passenger compartment, and the cargo compartment. SMART  14  periodically samples the sensor signals  18 , 22 , 26 , 44  converts all non-digital sensor signals  18 , 22 , 26 , 44  into digital format, adds a sensor identification label to each signal  18 ,  22 ,  26 ,  44  plus an aircraft identification and configuration label. Then the SMART  14  ultra high frequency radio electronically modulates the combined data and sends them to the aircraft satellite telemetry antenna  30 . It should be noted that, to save weight, one antenna could serve the functions of the GPS antenna  40  and the aircraft satellite telemetry antenna  30 . Then this uhf signal is transmitted by the aircraft antenna  30  to an earth orbiting communication satellite  38  this is located in a direct, unobstructed, line of sight with the aircraft  10 . In addition to transmitting data, the SMART  14  receives data from the satellite  38 . As will be described more fully below, this data is mostly in the form of advisories and alerts. Such advisories and alerts are reported to the crew via an on-board advisory system  72 . While the aircraft  10  is on the ground, maintenance advisories can be requested and viewed via a plug-in terminal  76 . 
       FIG. 2  illustrates the communication satellite link  34 ,  46 ,  48  between the aircraft  10  and the CGBS  42 . It shows SMART  14  equipped aircraft  10  transmitting their sensor data over an uhf radio, unobstructed line of sight, transmission  34  to the closest communication satellite  38 . The satellite, world wide communication link then relays the data by line of sight transmission  46  to other communication satellites  38  followed by line of sight transmission  48  to the CGBS  42 . The transmission of aircraft advisories from the CGBS  42  to the aircraft  10  is accomplished by communicating along the same path but in the reverse direction.  FIG. 2  depicts a continuous, around the clock, world wide communication link  34 ,  46 ,  48  that provides two way communication with all of the aircraft  10  equipped with SMART  14  in the Remote Aircraft Flight Recorder And Advisory (RAFT) System  50 . The number of satellites  38  in the communication system depends on whether a geosynchronous or low earth orbit (LEO) satellite constellation is utilized. The system will work with either of the satellite constellations. The LEO constellation requires smaller, lighter and lower power equipment but a larger number of satellites. 
       FIG. 3  is a block diagram of the CGBS  42 . It shows the CGBS receiving and transmitting antenna  54 , and the antenna control and uhf interface  56  that converts the received satellite signal into an electrical signal. The received signal represents aircraft performance and control  18 , audio  22 , video  26 , and high accuracy position and altitude data  44 . These signals are then sent to: the CGBS processing station  62  for data analysis, and performance and problem simulation; the expert system module  64  for crash avoidance simulations; the archive  66  for data storage; the advisory module  70  for generating aircraft advisories; the aircraft manufacturer&#39;s module  74  for distribution to the aircraft manufacturer&#39;s ground based facilities for expert crash avoidance and maintenance advisories; and the ATC module  78  for distribution to airport and area ATC facilities. Since the CGBS  42  is on the ground its temperature, environment, humidity and air can be readily controlled so that the archive storage of the aircraft&#39;s sensor data  18 ,  22 ,  26 ,  44  is very reliable. In addition, the real-time analysis of the data will alert the operational aircraft  10  of problems. In some cases, this may occur prior to the pilot&#39;s recognition of a problem. Thus in addition to reducing the equipment aboard the aircraft it can lighten the pilot&#39;s work load. 
     Ground communication can be made over wide band-width, fiber optic cables, satellites or other rf communication links. In the continental United States the wide band-width, fiber optic communication link is preferred. The CGBS  42  acts as communication concentrator and it is through this facility  42  that world wide communication with the aircraft  10  occurs. At this facility  42  weather data is collected from the government weather bureau facilities. The weather data, map data, DTED and ATC data is also combined with other aircraft operational data  18 ,  22 ,  26 ,  44  to provide: emergency or safety of flight advisories, flight efficiency or fuel economy advisories, and flight separation advisories. 
       FIG. 2 and 3  show how the closest, unobstructed line-of sight satellite  38  receives the data  18 ,  22 ,  26 ,  44  from aircraft  10  equipped with SMART modules  14 . Data travels over the system to the satellite  38  closest to the CGBS  42 . This satellite  38  is in line of sight communication with the CGBS  42 , which transmits and receives data to and from the CGBS antenna  54 . The antenna  54  is controlled by antenna control and uhf interface module  56 . The uhf signals  18 ,  22 ,  26 ,  44  are also demodulated and sorted, by aircraft, in this module  56 . The data  18 ,  22 ,  26 ,  44  is then sent to the ground processor  62  for analysis. 
     One function of the ground processor  62  is to send the data  18 ,  22 ,  26 ,  44  to the archival data storage system  66  where it is safely stored in an air conditioned environment, for future retrieval, on magnetic disc or tape, or optical memory. Another function of the processor  62  is to coordinate its data with the aircraft simulation processor  64 . This processor  64  performs an expert system analysis based on past performance, i.e. archived, data, aircraft specific stress accumulation statistics and world wide weather and wind shear, DTED and ATC information. Based on this simulation, aircraft real-time advisories are generated by the advisory module  70 . Emergency advisories are also based on the aircraft manufacturer&#39;s simulations conducted at their facilities and communicated to the CGBS  42  via the wide band-width, fiber optic link  82 . The data can be viewed and controlled by the CGBS operators on the display and control system  86 . The position, altitude and aircraft velocity data is also sent to the ATC module  78  for real-time transmission to the airport and area flight controllers over the wide band-width, fiber optic communication link  92 . 
     Weather data from weather services are also communicated over this link  92 . This data when mixed with the aircraft sensor data  18 , 22 , 26 , 44  at the aircraft simulation module  64  provide world wide safety of flight trajectories, safe to take off and land, and fuel efficiency economy of flight advisories. These advisories are sent to the aircraft  10  over the world wide communication link illustrated in FIG.  2 . In addition, world wide advisories are sent to the aircraft  10  by the ATC based on their information for aircraft separation. In a similar manner, the aircraft data  18 ,  22 ,  26 ,  44  is sent to aircraft manufacturer personnel by the communication module  74  over the wide band-width, fiber optic link  82 . 
     Advisories can be sent by the manufacturers providing the best way to handle problems based on their expert knowledge of the aircraft  10 . These aid in safely flying the aircraft or efficiently servicing an aircraft that is experiencing equipment malfunctions on the ground. The in-air safety of flight advisories go to the advisory center  70  to be integrated with CGBS and air traffic controller generated information so as to provide a single emergency advisory, based on all of the data. This advisory is sent to the aircraft  10  via the global communication network. For aircraft experiencing problems on the ground, an aircraft manufacturer remotely samples the aircraft&#39;s performance and then sends advisories over the network to the aircraft&#39;s ground maintenance personnel. These advisories represent the latest diagnostic procedures and problem specific maintenance information. These maintenance advisories are sent to an aircraft maintenance terminal display  76  that interfaces with the SMART communication system  14  on board the aircraft. Thus the maintenance advisory provides efficient, safe and effective repair of the aircraft using the most up-to-date procedures. 
       FIG. 4  provides greater detail about CGBS  42  communication with the ground based flight control and manufacturing facilities. The CGBS ground processor  62  communicates with the ATC communication module  78 . Digital data is communicated serially over a wide band-width, fiber optic link  92  to the air traffic control facilities  100  and the area traffic control facilities  96 . There are a large number of civil and military airport and area ATCs in present use. These are indicated  100 a to  100 n for the airport air traffic controllers and  96 a to  96 n for the area air traffic controllers. Each of the air traffic controllers  96 ,  100  can tap the wide band-width, fiber optic communication link  92  for the specific aircraft data of interest to them. The air traffic controllers can also send, to specific or to all SMART  14  equipped aircraft  10  in the world, advisory data over the same communication link. 
     The CGBS  42  communicates these advisories, via the satellite  38  communication link  48 ,  46 ,  34 , to the aircraft  10 . In a similar fashion the CGBS  42  receives world wide weather data from the weather bureau  104  and world wide map and topographic data from the map  105  and topographic  106  databases. The CGBS  42  then, by its knowledge of the aircraft location, flight plans and operational characteristics, tailors this global weather data to weather data that is specific to each aircraft&#39;s area of operation for safety and economy of flight advisories. 
     Aircraft manufacturing facilities  108  communicate with the CGBS  42  ground processor  62  via the aircraft manufacturer communication module&#39;s  74 , wide band-width, fiber optic communication link  82 . Since there are a number of different aircraft manufacturers they are indicated by reference numbers  108 a to  108 n. Their concomitant emergency and maintenance advisory facilities are indicated by the reference numbers  116 a to  116 n. Each manufacturer maintains an historical log of the aircraft  10  in service for configuration, stress, maintenance service and end of life assembly data. The manufacturers also maintain aircraft simulation capability  112  to aid in providing safety of flight advisories to aircraft  10  that are experiencing a problem. The different simulation facilities are shown by the reference numbers  112 a to  112 n. These advisories occur whether the problem was first surfaced by the in-air aircraft personnel, or by the on the ground monitoring personnel or by simulations at the CGBS  42  or aircraft manufacturer&#39;s facility  108 . 
     The CGBS  42  and the aircraft manufacturer&#39;s facility  108  check the aircraft operational capability by remotely sampling the aircraft&#39;s operational status parameters  18 ,  22 ,  26 ,  44  and using other factors such as weather, ATC information, map, and DTED. The simulations utilize real-time analysis of the vehicle data and past performance to provide expert system advisories. For an aircraft that is experiencing a problem on the ground, the aircraft manufacturer&#39;s facilities  108  still sample the operational status of the aircraft&#39;s flight critical assemblies via the real-time, world wide, communication link  34 ,  46 ,  48 . The manufacturer&#39;s facility  108  transmits expert system repair advisories to the aircraft&#39;s  10  maintenance personnel. These include the latest approved, problem specific, service manual data to efficiently and safely correct the aircraft&#39;s problem. 
     Operation of this invention, Remote Aircraft Flight Recorder and Advisory System,  50  can be summarized as follows. The aircraft  10  is fitted with a SMART module  14 , that accepts sensor signals  18  depicting the performance of many of the flight safety critical assemblies. It converts any of the analog sensor data  18  into a digital format. These signals are the same as those that are presently sent to the existing flight crash recorders aboard aircraft which records vital flight information such as air speed, height, attitude, landing gear status, fuel status as well as the position of the aircraft controls and latitude and longitude, which is gleaned from radio navigation aids and the inertial navigation system (INS), when available. Unlike the existing crash recorder that must be recovered from a crash site to obtain an understanding of the cause of the crash, the system depicted in  FIGS. 1-4  has a telemetry system to radio these signals to a world wide communication system and to a final destination known as the CGBS  42 . 
     In addition to the standard flight sensors presently used in existing flight recorders, position and altitude  44  signals from the GPS or GLONASS receivers, acoustical sensors  22  that record cockpit sounds, and video camera data  26  that records the passengers entering the vehicle, the states of the cargo, hull and the cockpit during flight, aircraft identification and latest configuration are also sent to SMART  14  for telemetry to the CGBS  42 . The SMART module  14  accepts these signals  18 , 22 , 26 , 44  and then transmits them over the uhf radio link  34 ,  46 ,  48 . The preferred embodiment of this invention  50  utilizes a global satellite  38  communication system. The SMART module&#39;s  14  uhf output is sent to a satellite antenna  30  where the signal is radiated to a satellite  38  that is in a direct line of sight with the aircraft  10 . The combined signal is then relayed, either by LEO or a synchronous orbit world wide communication satellite chain, until it is transmitted to the CGBS  42  by the communication satellite  38  that is in a direct line of sight with the CGBS antenna  54 . 
     At the CGBS  42 , these signals are archived. Also, aircraft data  18  and signals  22 , 26 ,  44  are distributed, utilizing fiber optic ground or satellite links, to flight controller facilities  100 ,  96  and to the aircraft manufacturers  108 . It distributes the aircraft sensor data  18 ,  22 ,  26 ,  44  to them in real-time so as to solicit their expert analysis and help in generating the advisories. Real-time analysis of the pre-flight aircraft data along with other data such as weather  104 , airport and its local area map  105 , three dimensional topographical map information  106 , from data bases such as Digital Terrain Elevation Data (DTED), ATC data, wind shear, and aircraft configuration are also used in generating advisories. 
     The SMART  14  also accepts advisory signals sent from the CGBS  42  to the aircraft  10 . There are maintenance advisories and three types of in-flight advisories: emergency or safety of flight, flight efficiency or fuel economy, and flight separation. The SMART module  14  receives these signals and sends maintenance advisories to an on-board maintenance communication subsystem. In-flight advisories are sent to the pilot&#39;s audio system and to the pilot&#39;s warning panel. Thus SMART  14  concentrates the audio, video, digital discrete and sensor signals to minimize the weight, power expended, cost of equipment and uhf radio antennas carried aboard the aircraft. 
     Large, commercial, passenger aircraft will be fitted with systems  50  capable of monitoring an extensive number of their performance and control signals  18 . Small, private aircraft do not need such extensive monitoring and will have systems  50  capable of monitoring only a limited number of performance and control signals  18 . 
     The following reference numerals are used on  FIGS. 1-4 . 
       10  Aircraft 
       14  Sensor Multiplexer Receiver &amp; Transmitter 
       16  GPS or GLONASS receiver 
       18  Aircraft performance and control data 
       22  Acoustic data 
       26  Video data 
       30  Telemetry antenna 
       32  GPS or GLONASS satellite 
       34  UHF signal 
       36  GPS or GLONASS uhf signal 
       38  Satellite 
       40  GPS antenna 
       42  Central Ground Based Processing Station 
       44  Position and altitude data 
       46  Inter-satellite uhf communication link 
       48  Satellite/CGBS uhf link 
       50  Remote Aircraft Flight Recorder And Advisory (RAFT) System 
       54  Receiving antenna 
       56  Antenna and uhf interface module 
       62  Processing station 
       64  Simulation module 
       66  Archive module 
       70  Advisories module 
       72  On-board advisory system 
       74  Aircraft manufacturer&#39;s communication module 
       76  Plug-in maintenance system input, output and display terminal 
       78  ATC communication module 
       82  Wide band link to aircraft manufacturers 
       86  Display and control system 
       92  Wide band link to ATC system 
       96 a-n Air traffic control facilities 
       100 a-n Area traffic control facilities 
       104  Global weather bureau 
       105  Map database 
       106  Topographic and Digital Terrain Elevation Data (DTED) database 
       108 a-n Aircraft manufacturer&#39;s facilities 
       112 a-n Aircraft manufacturer&#39;s simulation facilities 
       116 a-n Aircraft safety advisories modules 
     The remote aircraft flight recorder and advisory system  50  has been described with reference to a particular embodiment. Other modifications and enhancements can be made without departing from the spirit and scope of the claims that follow.