Data synchronisation for a flight information system

A method (49) for synchronizing flight information that comprises a step of connecting airborne components (21) of a flight information system (10) and ground-based components (24) of the flight information system (10), a step of comparing flight data stored with the airborne components (21) and content stored with the ground-based components (24), and a step of synchronising (66, 69) the airborne components (21) and the ground-based components (22).

The present application relates to a method of data synchronisation for a flight information system. The present application also relates to the flight information system that comprises an electronic flight bag.

BACKGROUND

In commercial aircraft applications, it is often necessary to collect, reconcile and update a wide variety of flight information, such as airworthiness data, weather data, fuel load data and flight plans. The flight information is stored in a plurality of peer-to-peer databases. These activities of collecting, reconciling and updating are collectively known as “synchronizing” the databases. In relation to an aircraft, the electronic flight bag of the aircraft, which is a part of the flight information system, needs to be synchronised with other components of the flight information system for flight operation. The synchronisation process can be improved for higher flight operation efficiency and lower operating costs for airlines.

BRIEF SUMMARY

The present application provides a method for synchronising flight information comprising a step of connecting airborne components of a flight in-formation system and ground-based components of the flight information system, a step of comparing flight data stored with the airborne components and content stored with the ground-based components, and a step of synchronising the airborne components and the ground-based components.

The method can further comprise a step of providing an aircraft master document list at the airborne components and a ground-based document list at the ground-based components for the comparing.

The step of synchronising comprises a step of updating one or both of the content and the flight data.

The method can further comprise a step of filtering received documents and amendments for relevance of a flight.

The method can further comprise a step of reporting errors and corrections between the air-borne components and the ground-based components.

The step of connecting can comprise a step of selecting means of communication between the airborne components and the ground-based components depending locations of the airborne components of an aircrafts.

The method can further comprise a step of receiving the flight information from any of external data sources and the airborne components related to the flight.

The method can further comprise a step of sending a document amendment package from the ground-based components to the airborne components for the synchronising.

The method can further comprise a step of receiving an aircraft data amendment package by a secure terminal on the ground for transmitting to the airborne components.

The method can further comprise a step of communicating the flight data with the ground-based components via secure web connections.

The step of synchronising can further comprise a step of updating the flight data between a data centre and external data sources.

The present application also provides a flight information system that comprises ground-based components, airborne components that are configured to communicate with the ground-based components. The ground-based components are configured to synchronise flight information with the airborne components of the airborne components.

The Electronic Flight Bag can comprise a main onboard computer loaded with onboard applications and flight data, a display connected to the main onboard main computer. The main onboard computer is configured to synchronise the flight data with a flight information service provider via communication connections of the main onboard computer.

The application also provides a data centre for providing flight information that comprises an airline communication channel for receiving flight information from customer airlines, computers for managing the flight information, and a transmission link for exporting sorted flight information.

The present application provides a communication gateway system for providing flight information that comprises a secure website connections for accessing the flight information.

DETAILED DESCRIPTION

In the following description, details are provided to describe embodiments of the application with references to the above-mentioned figures. It shall be apparent to one skilled in the art, however, that the embodiments may be practised without such details. These figures comprise parts that have same reference numbers. Description of these parts is hereby incorporated by reference.

In particular,FIG. 1illustrates an operation diagram of a flight information system10. The flight information system10comprises airborne components21and ground-based components22. The flight information system10also comprises an Iridium Satellite Network27and customer airlines40that communicate with the airborne components21and the ground-based components22.

The airborne components21comprise an electronic flight bag9that is installed on an aircraft11. The electronic flight bag9has a USB (universal serial bus) connection43. The airborne components21communicate with the ground-based components22for exchanging flight information related to a flight. The flight information includes flight data that is related to aircraft management, flight operation and crew administration. For example, weather conditions along a flight route, maintenance schedules of the aircraft11, fuel consumption and loading optimisation of the aircraft11are parts of the flight information that are collected and updated by the flight information system10.

The ground-based components22include a data centre33and an operation support centre34. The operation support centre34provides operational support to the data centre34for maintaining its routine operation. The data centre33is connected to a first antenna14and a second antenna25for Bluetooth communication. The first antenna14is located at an origination airport35, whilst the second antenna25is located at a destination airport36. The origination airport35refers to an airport of flight departure, whilst the destination airport36refers to an airport of flight arrival.

The data centre33is connected to the two antennas14,25via a first secure web connection38and a transmission link37. The data centre33is also connected to the customer airlines40via a second secure web connection41and an airline communication channel39.

The electronic flight bag9and the data centre33communicate with each other via two modes depending on the location of the aircraft11. In a first mode, the electronic flight bag9sends the flight information to the Iridium Satellite

Network27via a first data link31when the aircraft11is flying. The Iridium Satellite Network27further transmits the flight information to the data centre33via a second data link32.

In a second mode, when the aircraft11is landed in one of the airports35,36, the electronic flight bag9communicates with the data centre33via a Bluetooth communication channel13. The Bluetooth communication channel13provides secure long-range Bluetooth communications. In practice, the electronic flight bag9transmits flight data to the data centre33via one of the antennas14,25.

FIG. 2illustrates data flows between the aircraft11and the data centre33via satellite communication channels12,15. The data flows involve the electronic flight bag9, the Iridium Satellite Network27, the data centre33and an Iridium data centre45.

When the aircraft11is in the air, the electronic flight bag9creates data messages for distribution and encryption28. The electronic flight bag9sends the data messages in the form of SBD (short burst data) messages to the Iridium Satellite Network27via a first satellite communication channel12. The Iridium Satellite Network27then forwards the SBD messages to the Iridium data centre45via a second satellite communication channel15. The Iridium data centre45relays the SBD messages to the data centre33afterwards.

The electronic flight bag9talks to the data centre33via the Bluetooth communication channel13(seeFIG. 1) when the aircraft11is landed in one of the airports35,36. The

Bluetooth communication channel13enables a higher data transfer rate than the Iridium Satellite Network27. The Bluetooth communication channel13facilitates content management and synchronisation29between the electronic flight bag9and the data centre33.

In addition to the open communication link between the Iridium data centre45and the data centre33, which is described above, the Iridium data centre45and the data centre33also have a secure communication link between them. When using the secure communication link, the Iridium data centre45creates and distributes encrypted data message30at one end. At the other end, the data centre33filters the encrypted data message for relevance24, which is based on location and area of operations, time of operation, and aircraft type in relation to the flight. In the meantime, the data centre33gets other data inputs20, including weather data and NOTAM (Notice To Airmen) from State authorities, flight information from airline operations, and airport information from air traffic controls.

FIG. 3illustrates connections and data flows between the ground-based components22and the electronic flight bag9. The ground-based components22and the electronic flight bag9are connected to each other via a communication gateway81. The communication gateway81is part of the ground-based components22that further include the data centre33and the operation support centre34(seeFIG. 1). The communication gateway81comprises the transmission link37, the first secure web connection38, and the antennas14,25that are shown inFIG. 1.

According toFIG. 3, the electronic flight bag9comprises onboard applications79, communication connections78and onboard static data load77, which form an airborne system71. The onboard applications79and the onboard static data load77are installed in an electronic database of the electronic flight bag9.

The onboard static data load77comprises route manual, maps, charts and airline manuals. Examples of the airline manuals include SOP (standard operation procedure) and AOM (airport operations manual). The onboard applications79includes flight planning engine, document reader, OFP presentation, NAV (navigation)/WX/NOTAM display, performance calculations, in-flight reporting, post-flight reporting, QAR (quick access recorder) data collection, and OOOI (out, off, on, in signals generated from the aircraft during different phases of the flight) reports.

The onboard applications79and the onboard static data load77enable pilots to carry, read, and search electronic documents, manuals and charts for generating and transmitting enroute reports, crew briefing packages and flight plans. The communication connections78allows the electronic flight bag9to communicate with the ground based components22via the communication connections78, which include the USB connection43, the Iridium Satellite Network27and the Bluetooth communication channel13.

The onboard static data load77is continuously updated. An onboard flight planning engine, which is one of the onboard applications79, constructs and dispatches flight plans to air traffic services. The electronic flight bag9also dispatches flight crew briefing packages.

The electronic flight bag9is connected to AFTN (aeronautical fixed telecommunication network), ATN (aeronautical telecommunication network) and the aircraft's weather radar. The electronic flight bag9is integrated with ADS-B (Automatic dependent surveillance-broadcast) for aircraft positional information and with associated warning systems, such as TCAS (Traffic alert and Collision Avoidance System).

The electronic flight bag9is data driven. The maps and charts are dynamically updated and linked to an ARINC (Aeronautical Radio, Incorporated) bus on the aircraft11for providing positional information from the aircraft's navigation system.

The electronic flight bag9interacts with the data centre33for automatic synchronisation such that the electronic flight bag9and the data centre33update each other with the latest flight information.

According toFIG. 3, the data centre33receives and process flight information including Navdata (navigation data)98, NOTAM82, weather data83, airline data84and FPL (flight plan). The data centre33receives the FPL via AFTN/ATN85(aeronautical fixed telecommunications network/air traffic control). The FPL is also communicated to ATS (air traffic services), CFMU (Central Flow Management Unit of EUROCONTRO), and other organisations. The data centre33presents processed data as the flight information for synchronisation with other parties, including the electronic flight bag9.

FIG. 3further shows that the ground-based components22comprise an airline operation unit23, which includes the customer airlines40(seeFIG. 1). The airline operation unit23is connected to both the communication gateway system81and the data centre33. Some of the flight information are collected by the airline operation unit23for generating flight data70, which is related to flight operations, operations control, engineering maintenance, back office management, crew management, accounts and billing, document management, and records and archiving.

The data centre33communicates with the airline operation unit23either directly or via the communication gateway system81. In particular, the data centre33distributes load sheets72, the NOTAM82and WX (weather data)83via the communication gateway system81. The data centre33also distributes flight plans75to the airline operation unit23directly.

The onboard applications79interact with the data centre33for synchronising the flight information continually. In contrast, the onboard static data load77is updated periodically. For example, the electronic flight bag9receives 28-day AIRNIC cycle updates on route manuals and other information74from the data centre33.

FIG. 4illustrates a diagram of a data synchronization process49between the electronic flight bag9and the data centre33. The data centre33is connected to the electronic flight bag9via a secure terminal48or via an aircraft communication channel46. The aircraft communication channel46includes the communication connections78(seeFIG. 3). The secure terminal48includes the first secure web connection38and the transmission link37(seeFIG. 1). The secure terminal48allows authorised personnel to communicate with the airborne components21at one of the airports35,36.

According toFIG. 4, the electronic flight bag9comprises a first display unit62, a second display unit63and an onboard main computer58. The onboard main compute58is connected to both of the display units62,63. The onboard main computer58works inter-dependently from other computers installed the aircraft11(seeFIG. 1). The first display unit62is provided for showing a first content inventory60whilst the second display unit63is provided for showing a second content inventory61. The main onboard computer58hosts an aircraft master document list59that is periodically updated.

TheFIG. 4also shows a first external data source50and a second external data source51that are parts of the flight information system10. The first external data source50includes the customer airlines40(seeFIG. 1) that send the flight information52of crew management, engineering data, maintenance data and flight operation in the form of a data amendment package53to the data centre33. The second external data source51provides the flight information that is received from official bodies, such as Bureaus of Meteorology and Federal Aviation Administration. The second external data source51sends the flight information in the form of advance notification bulletin54to the data centre33.

In the data synchronisation process49, the data centre33firstly receives the flight information52that includes the data amendment package53and the advanced notification bulletin54from the external data sources50,51. In a filtering step, the data centre33compares the received flight data52with previously stored flight information for identifying differences between them. In a following step, the data centre33provides an aircraft list55and each entry of the aircraft list55contains a corresponding reference to a ground master document list56. The ground master document list56contains entries that show names and contents of the documents in the electronic flight bag9.

In a data processing step, the flight information is sorted according to the ground master document list56. If discrepancies are identified between the flight information of the electronic flight bag9and the data centre33, the data centre33generates an aircraft data amendment package57which contains the changes and amendments. If there is no previous flight information held by the data centre33but new flight information has been received, the ground master document list56is changed in response to directions from the customer airlines40, a data package that contains new and amended flight information is created at the data centre33. For example, if the aircraft11is scheduled to fly a new route, flight information of the new route is added to the ground master document list56and the flight information of the new route is compiled for distribution to the electronic flight bag9on the aircraft11.

In another situation, a new document is received by the data centre33that is required to be carried onboard the aircraft11. The ground master document list56at the data centre33is updated on direction from the customer airlines40. The new document is then included into the aircraft data amendment package57for delivering to the electronic flight bag9.

In a transferring step, the aircraft data amendment package57is transmitted to the aircraft11via the communication connections78(seeFIG. 3).

In a receiving step, the onboard main computer58receives the aircraft data amendment package57via the secure terminal48. The onboard main computer58uses the received aircraft data amendment package57update its aircraft master document list59.

Upon the completion of the updating the aircraft master document list59, the electronic flight bag9sends a confirming list of changes to the data centre33. A data processing unit at the data centres33checks if the flight information in the electronic flight bag9has been correctly updated. The data centre33keeps a record of all of changes that have been applied.

If the data synchronisation process49has not been completed successfully, an error message47is generated by the data centre33and sent to the electronic flight bag9for the pilot's decision.

FIG. 5illustrates a flow chart of how the flight information is updated, which is an example of the data synchronisation process49.

In a collecting step, documents and amendments, which are in the forms of documents and amendments53,54, are compiled at the data centre33. In a filtering step7, the data center33examines the documents and amendments53,54for relevance according to the aircraft list55.

The aircraft list55is a compilation of electronic documentation and aeronautical data84for assigned aircrafts. A flight information service provider is held responsible for providing and maintaining the aircraft list55at the data centre33. The aircraft list55includes changes of the flight information in relation to aircrafts of predetermined parameters, such as types of aircrafts, types of flight, departure and destination points, routes and timings of a flight. Other factors of operational significance are also parts of the aircraft list55, including a time at which the flight information becomes current for use and a time at which the flight information expires.

In the filtering step7, the data centre33also uses an aircraft master document list59, which lists airline data84held at the ground-based components22. The airline data84holds a record of all documents and data held by the airborne components21of the aircraft11.

The flight information of the aircraft11that is held in the aircraft list55is compared65with the aircraft master document list56(seeFIG. 4) for identifying differences. If no difference is found, the synchronisation process terminates at a first process end64. If the differences are found and they affect the flight information of the aircraft11, the aircraft master document list56is amended66. An aircraft data amendment package57(seeFIG. 4) is prepared67by the data centre33. Afterwards, the aircraft data amendment package57is transported68to the electronic flight bag9. The transportation68is performed via the Bluetooth communication channel13(seeFIG. 1) when the aircraft11is at the origination airport35. The aircraft master document list59is subsequently updated69to be the same as a latest copy of the ground master document list56. Hence, the flight information system10is synchronised8and the data synchronisation process49terminates at a second process end44.

The pilots report to the data centre33on the error message47(seeFIG. 4) after updating69the aircraft master document lists59. The error message47is reported when there is a change to a route manual. The route manual is a composition of documents on maps and charts that the pilots use during a flight for operating of the aircraft11. The route manual is subject to review and update every 28 days in accordance with a published schedule of predetermined dates known as the Aero-nautical Information Regulation and Control or AIRAC Cycle. The schedule is published regularly by the International Civil Aviation Organisation (ICAO).

In the present change to the route manual, a country changes a departure track when the aircraft11departs from a runway at the origination airport35. The change is made firstly in the AIP (Aeronautical Information Publication) of the country. The flight information service provider of the route manual monitors the change and introduces the change to contents of the route manual. The changes to the route manual are considered as a part of the documents and amendments53,54for the synchronisation.

After receiving the change, the data centre33identifies that the change of the route manual affects a departure chart of the origination airport35. The data centre33filters7the aircraft list55and identifies that the aircraft11is affected by the changes. The data centre33amends66its database66according to the changes in relation to the aircraft11and prepares aircraft document amendments67in the form of the aircraft data amendment package57. The aircraft data amendment package57is also created in recognition of the date/time that the changes will take place. The data centre33sends the aircraft data amendment package57to the aircraft11when the change is imminent for flight operation. The aircraft data amendment package57is transported to the aircraft11via the Bluetooth communications channel13. The airborne components21accept the aircraft data amendment package57and updates the aircraft master document list59. The airborne components21then determine dates when the change takes effect and when the change expires. The aircraft master document list56is updated59and the flight information system10is synchronised8.

FIG. 5also illustrates how the ground-based components22are updated when the electronic flight bag9initiates changes. In this case, an operational flight plan (OFP) and a flight crew briefing package (FCBP) are created by the onboard applications76using the onboard applications76(seeFIG. 3). The onboard applications76include the flight planning engine that draws data and information from a mission data subset to create the OFP and the FCBP. The mission data subset derives from an advance notification bulletin54in the onboard main computer58. The advance notification bulletin54is received from the external data sources50,51that provide the NOTAM82, the weather data83, the navigation data98, and other operational data with relevancy to the flight.

Completed OFP and FCBP are sent to the data centre33via the communication connections78. The data centre33further communicates the OFP and the FCBP with external agencies69. In the mean time, the data centre33updates its recorded flight information with regard to the OFP and FCBP.

In the above-mentioned the step7of filtering for relevance, the data centre33validates received documents and amendments53,54according to their reasonableness, completeness and accuracy. Validated documents and amendments53,54are analysed in relation to the aircraft list55, which enumerates all aircrafts under operational surveillance by the operator of the data centre33. The aircraft list55provides the changes with respect to a number of predetermined parameters, such as type of aircraft, type of flight, departure and destination points, route of the flight, timing that the flight, and effectives dates of the flight information. If the changes to the flight information are likely to affect continuing operations of the flight65, the changed flight information is passed to the aircraft11.

The pilots usually send en route reports to the data centre33and to the customer airlines40for providing updates the flight. The updates include a present position of the aircraft11, fuel remaining and an airborne weather report. The pilots use the onboard applications79to construct the en route report. After construction of the en route report, the pilots transmit the en report from the electronic flight bag9to the data centre33via the communication gateway81(seeFIG. 3).

Upon a demand for additional reports, the pilots use the onboard applications79to generate automatic en route reports for flight following and operational monitoring of the flight. The automatically generated en route reports are produced at predetermined times with description on geographical locations of the aircraft11as coordinate values. These coordinate values are transmitted from the aircraft11to the data centre33via the Iridium Satellite Network27. These coordinate values are used to plot the progress of the flight from the origination airport35to the destination airport36.

The data centre33analyses the position of the aircraft11and correlates this positions with the flight information to ensure that the latest update is available at the data centre33for operational surveillance and information updating to the flight. After the analysis at the data centre33, the updates are sent back to the aircraft11upon request.

After dispatching a flight plan (FPL) to air traffic services and other flight information service providers via the AFTN and/or ATN44, the ground-based components22monitors the progress of the flight in relation to the estimated time of departure (ETD) shown in the flight plan. The onboard applications79monitor the ETD in terms of adherence to the ETD and determine requirements for the flight planning application to create a delay (DLA), a cancellation (CNL) or other types of message. The message includes a change message (CHG) if there are alterations to the previous flight plan in accordance with the standards and recommended practices prescribed by the ICAO. For example, if the flight is delayed more than30minutes beyond the ETD shown in the FPL, the onboard applications79create a DLA message and send it to the data centre33via the communications connections78after confirmation by the pilots.

The onboard applications36provide similar functionality to create and dispatch a modification or a change message (CHG) when this is required by a change to parts of the dispatched FPL. In this case, if the airborne components21receives an update to the weather or the NOTAM information after the creation of FPL and a new flight plan, the flight planning engine creates the new FPL and OFP, presents these to the pilots and sends a CHG to the data centre33. A similar situation exists for the creation and dispatch of a cancellation message (CNL) if the flight is cancelled.

The DLA, CNL and CHG messages are also sent to the ground-based based components22as part of the synchronisation of messages and content inventory between the airborne and ground-based components21,22.

The operation support centre34manages communication links and interfaces for providing the flight information and transmitting flight plans (and related ATS messages) to air traffic services agencies. These communication links may include transmissions via TCP/IP, or the AFTN or the ATN.

In the case of the AFTN and ATN, a flow management unit has a specific address known to the AFTN and ATN. An AFTN address consists of eight alphabetical characters, which signify the flight information region, the location of the facility, and the department of the facility. For example, an AFTN address for Singapore Changi Airport control tower is WSSSZTZX, where WSSS is the indicator for Singapore Changi Airport and ZTZX is the suffix for the control tower.

The onboard applications79and the flight planning applications in the ground-based components22compile a list of the flight information region (FIR) boundaries and show these in a route section of the FPL when compiling a flight plan. The route of the flight is determined by the flight planning applications e with reference to aeronautical data and information held by the flight information system10. The flight planning applications uses this aeronautical data and information during the construction phase of the OFP and FPL. The flight planning applications consult the weather information42during the construction and optimisation phase of the flight planning process. At the end of construction and optimisation processes, OFP and FPL is produced. ICAO standards prescribe that FPL is required to be sent to a specific AFTN or ATN address for each flight.

The ground-based components22analyse the route of the flight after an FPL is received from the airborne components21and create the required AFTN/ATN addressees by referencing to the route structure. If additional addressees are required for a particular route, for example if an AFTN/ATN addressee is required for an en route military facility, these are held in the ground-based components22. After analysing the route structure and the application of the AFTN/ATN addressees, the ground-based components22send the FPL and other associated messages to the communication gateway system81for delivery via the AFTN or ATN to the message addressees.

FIG. 6illustrates a process of flight information synchronizing between the airborne components21and the ground-based components22.

In a first step101, the ground-based components22of the flight information system10receives the flight information52such as the navigation data98, the NOTAM82, the weather data83, the airline data84and flight information from the flow management unit (CFMU) or other input data.

In a second step102, the flight information52is processed by the ground-based components22of the flight information system10.

In a third step103, the ground-based components22store the processed flight information52in a main database of the data centre33.

In a fourth step104, the flight information52in the main database is sorted and grouped in accordance with relevance to the airline data84(seeFIG. 3) relating to commercial, technical, engineering, regulatory, and personnel areas of the airline.

In a fifth step105, the sorted and flight information52is checked against the master document list (MDL)59(seeFIG. 4) relating to flight data stored on the aircraft11. The onboard flight data has been synchronized with the ground master documents list56(seeFIG. 4) so as not to duplicate the flight data.

In a sixth step106, a flight or mission specific data subset is constructed at the data centre33. In a seventh step107, flight or mission specific data subset is stored in a data subset main assembly area. The mission data subset is created by taking data that is required by a particular flight.

In an eighth step108, the flight specific data is transferred to the airborne components21at a variable parameter time set by the customer airlines40(seeFIG. 1).

In a ninth step109, the flight specific data is either accepted or rejected by the electronic flight bag9for use depending on suitability.

In a tenth step110, the electronic flight bag9and the data centre33are synchronized using communications connections78(seeFIG. 3) so that the data centre33has a complete knowledge of the data52that is with the airborne components21.

The synchronization process terminates111when the flight information at the electronic flight bag9and at the data centre33are kept at the latest and tally with each other.

Although the above description contains much specificity, these should not be construed as limiting the scope of the embodiments but merely providing illustration of the foreseeable embodiments. Especially the above stated advantages of the embodiments should not be construed as limiting the scope of the embodiments but merely to explain possible achievements if the described embodiments are put into practise. Thus, scopes of the embodiments should be determined by the claims and their equivalents, not by the examples given.

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