System for customizing electronic services for delivery to a passenger in an airborne wireless cellular network

The Customized Electronic Services Delivery System provides customized electronic services to passengers who are located onboard an aircraft by storing data indicative of a plurality of electronic services that are available to passengers who are located onboard an aircraft, as well as data indicative of preferences of passengers for the plurality of electronic services. Once a correspondence is made between the electronic services and an identified passenger, the Customized Electronic Services Delivery System advises the passenger of the availability of the customized services and establishes wireless communications between the passenger's electronic device and the selected electronic service. The electronic services include in-flight entertainment services as well as destination-based services which link the passenger's existing travel plans with offers for additional services that are available to the passenger at their nominal destination and their planned travel schedule.

FIELD OF THE INVENTION

This invention relates to cellular communications and, in particular, to a system that enables a passenger's wireless device to receive customized electronic services in an airborne wireless cellular network.

BACKGROUND OF THE INVENTION

It is a problem in the field of wireless communications to manage the wireless services provided to passengers who are located in an aircraft as they roam among cell sites in the non-terrestrial cellular communication network.

In the field of terrestrial cellular communications, it is common for a wireless subscriber to move throughout the area served by the network of their home cellular service provider and maintain their desired subscriber feature set. Feature set availability throughout the home network is managed by the home cellular service provider's database, often termed a Home Location Register (HLR), with data connections to one or more switches (packet or circuit), and various ancillary equipment, such as voice mail and short message servers, to enable this seamless feature set management.

If the wireless subscriber were to transition inter-network, from the coverage area of their home cellular network to a network of the same or another cellular service provider (termed “roaming cellular service provider” herein), the wireless subscriber should have the ability to originate and receive calls in a unified manner, regardless of their location. In addition, it should be possible for a given wireless subscriber's feature set to move transparently with them. However, for this feature set transportability to occur, there needs to be database file sharing wherein the home cellular service Home Location Register (HLR) transfers the subscriber's authorized feature set profile to the roaming cellular service provider's database, often called a Visitor Location Register, or VLR. The VLR then recognizes that a given roaming wireless subscriber is authorized for a certain feature set and enables the roaming cellular service provider network to transparently offer these features to the wireless subscriber. In this manner, the roaming wireless subscriber retains the same authorized feature set, or “subscriber class”, as they had on their home cellular service provider network.

When wireless subscribers enter the non-terrestrial cellular communication network (that is, they fly in an aircraft as passengers), they encounter a unique environment that traditionally has been disconnected from the terrestrial cellular network, where the wireless network of the aircraft interfaces the subscriber (also termed “passenger” herein) to various services and content. The aircraft wireless network, therefore, can function as a content filter or can create unique types of content that are directed to the passengers who are on-board the aircraft. The management and generation of this content have yet to be addressed in existing wireless networks. In addition, various services which relate to the subscriber's travel plans and/or the flight on which the subscriber is travelling are presently not offered to the subscriber.

BRIEF SUMMARY OF THE INVENTION

The above-described problems are solved and a technical advance achieved in the field by the present System For Customizing Electronic Services For Delivery To A Subscriber In An Airborne Wireless Cellular Network (termed “Customized Electronic Services Delivery System” herein), which enables a passenger's wireless device, operating in an airborne wireless cellular network, to receive delivery of content which is customized for the particular subscriber.

The Customized Electronic Services Delivery System provides customized electronic services to passengers who are located onboard an aircraft by storing data indicative of a plurality of electronic services that are available to passengers who are located onboard the aircraft. The Customized Electronic Services Delivery System also stores data indicative of preferences of passengers for the plurality of electronic services and associates at least one of the plurality of electronic services with an identified passenger based on the stored data. Once a correspondence is made, the Customized Electronic Services Delivery System advises the passenger of the availability of the customized electronic services and is responsive to the passenger selecting a one of the plurality of electronic services for establishing wireless communications between the passenger's wireless device and the selected one electronic service.

The electronic services that are customized for the passenger include in-flight entertainment services, such as multi-media presentations, as well as destination-based services, which link the passenger's existing travel plans with offers for additional services that are available to the passenger at their nominal destination and their planned travel schedule. The passenger thereby is presented with opportunities during their flight to enhance their travel experience, both in-flight and at their destination.

This provision of the Customized Electronic Services Delivery System is accomplished in part by the use of an “Inner Network” that connects the two segments of the “Outer Network”, comprising the Air Subsystem and the ground-based portion of the non-terrestrial cellular communication network. The Inner Network transmits both the subscriber traffic (comprising voice and/or other data) and feature set data between the Air Subsystem and the ground-based portion of the non-terrestrial cellular communication network to thereby enable the passenger's wireless devices that are located in the aircraft to receive consistent wireless communication services in both the terrestrial ground-based) and non-terrestrial regions.

DETAILED DESCRIPTION OF THE INVENTION

Overall System Architecture

FIG. 1illustrates, in block diagram form, the overall architecture of a typical non-terrestrial cellular communication network, which includes an Air-To-Ground Network2(Inner Network) that interconnects the two elements of an Outer Network, comprising an Air Subsystem3and Ground Subsystem1. This diagram illustrates the basic concepts of the non-terrestrial cellular communication network and, for the purpose of simplicity of illustration, does not comprise all of the elements found in a typical non-terrestrial cellular communication network. The fundamental elements disclosed inFIG. 1provide a teaching of the interrelationship of the various elements which are used to implement a non-terrestrial cellular communication network to provide content to passengers' wireless devices which are located in an aircraft.

The overall concept illustrated inFIG. 1is the provision of an “Inner Network” that connects the two segments of the “Outer Network”, comprising the Air Subsystem3and the Ground Subsystem1. This is accomplished by the Air-To-Ground Network2transmitting both the passenger communication traffic (comprising voice and/or other data) and control information and feature set data between the Air Subsystem3and the Ground Subsystem1thereby to enable the passengers' wireless devices that are located in the aircraft to receive services in the aircraft.

Air Subsystem

The “Air Subsystem” is the communications environment that is implemented in the aircraft, and these communications can be based on various technologies, including but not limited to: wired, wireless, optical, acoustic (ultrasonic), and the like. An example of such a network is disclosed in U.S. Pat. No. 6,788,935, titled “Aircraft-Based Network For Wireless Subscriber Stations”.

The preferred embodiment for the Air Subsystem3is the use of wireless technology and for the wireless technology to be native to the passengers' wireless devices that passengers and crew carry on the aircraft. Thus, a laptop computer can communicate via a WiFi or WiMax wireless mode (or via a wired connection, such as a LAN), or a PDA could communicate telephony voice traffic via VoIP (Voice over IP). Likewise, a handheld cell phone that uses the GSM protocol communicates via GSM when inside the aircraft to the Air Subsystem. A CDMA cell phone would use CDMA and an analog AMPS phone would use analog AMPS when inside the aircraft to the Air Subsystem3. The connection states could be packet switched or circuit switched or both. Overall, the objective on the Air Subsystem3is to enable seamless and ubiquitous access to the Air Subsystem3for the passengers' wireless devices that are carried by passengers and crew, regardless of the technology used by these wireless devices.

The Air Subsystem3also provides the mechanism to manage the provision of services to the passengers' wireless devices that are operating in the aircraft cabin. This management includes not only providing the passenger traffic connectivity but also the availability of non-terrestrial specific feature sets which each passenger is authorized to receive. These features include in-flight entertainment services, such as multi-media presentations, as well as destination-based services which link the passenger's existing travel plans with offers for additional services that are available to the passenger at their nominal destination and their planned travel schedule. The passenger thereby is presented with opportunities during their flight to enhance their travel experience, both in-flight and at their destination.

The passengers' wireless devices101used in the aircraft can be identical to those used on the cellular/PCS ground-based communication network1; however, these passengers' wireless devices101are pre-registered with the carrier serving the aircraft and/or users have PIN numbers for authentication. In addition, an antenna interconnects the passengers' wireless devices101with the in-cabin Base Transceiver Stations (BTS)111-114, which are typically pico-cells with BSC/MSC functions integrated. BTS/BSC/MSC modules are added for each air-interface technology supported. The Switch/Router122acts as the bridging function (for media/content and signaling to a limited extent) between the Air Subsystem3and the ground-based communication network1, since the Switch/Router122places a call using the Modem123to the ground-based communication network1via the Air-To-Ground Network2.

The Air-to-Ground Network2shown inFIG. 1is clearly one that is based on wireless communications (radio frequency or optical) between the ground-based communications network1and the passengers' wireless devices that are located in the aircraft, with the preferred approach being that of a radio frequency connection. This radio frequency connection takes on the form of a cellular topology where typically more than one cell describes the geographic footprint or coverage area of the composite Air-To-Ground Network2. The air-to-ground connection carries both passenger communications traffic and native network signaling traffic.

Alternatively, the Air-To-Ground Network2could be achieved through a wireless satellite connection where radio frequency links are established between the aircraft and a satellite and between the satellite and the ground-based communications network1, respectively. These satellites could be geosynchronous (appears to be stationary from an earth reference point) or moving, as is the case for Medium Earth Orbit (MEO) and Low Earth Orbit LEO). Examples of satellites include, but are not limited to: Geosynchronous Ku Band satellites, DBS satellites (Direct Broadcast Satellite), the Iridium system, the Globalstar system, and the Inmarsat system. In the case of specialized satellites, such as those used for Direct Broadcast Satellite, the link typically is unidirectional, that is, from the satellite to the receiving platform, in this case an aircraft. In such a system, a link transmitting unidirectionally from the aircraft is needed to make the communication bidirectional. This link could be satellite or ground-based wireless in nature as previously described. Last, other means for communicating to aircraft include broad or wide area links such as High Frequency (HF) radio and more unique systems such as troposcatter architectures.

The Air-To-Ground Network2can be viewed as the conduit through which the passenger communications traffic as well as the control and network feature set data is transported between the Ground Subsystem1and the Air Subsystem3. The Air-To-Ground Network2can be implemented as a single radio frequency link or multiple radio frequency links, with a portion of the signals being routed over different types of links, such as the Air-To-Ground Link and the Satellite Link. Thus, there is a significant amount of flexibility in the implementation of this system, using the various components and architectural concepts disclosed herein in various combinations.

Ground Subsystem

The Ground Subsystem1consists of Edge Router140which connects the voice traffic of the Air-To-Ground Network2with the traditional cellular communication network elements, including a Base Station Controller141and its associated Mobile Switching Center142with its Visited Location Register, Home Location Register to interconnect the voice traffic to the Public Switched Telephone Network144, and other such functionalities. In addition, the Base Station Controller141is connected to the Internet147via Public Switched Data Network143for call completions. Edge Router140also provides interconnection of the data traffic to the Internet147, Public Switched Data Network144via Voice Over IP Server146, and other such functionalities. These include the Authentication Server, Operating Subsystems, CALEA, and BSS servers145.

Thus, the communications between the passengers' wireless devices101located in an aircraft and the Ground Subsystem1of the ground-based communication network are transported via the Air Subsystem3and the Air-To-Ground Network2to the ground-based Base Station Controllers141of the non-terrestrial cellular communication network. The enhanced functionality described below and provided by the Air Subsystem3, the Air-To-Ground Network2, and the ground-based Base Station Controllers141renders the provision of services to the passengers' wireless devices101located in an aircraft transparent to the passengers.

Typical Aircraft-Based Network

FIG. 2illustrates the architecture of a typical aircraft-based network for passengers' wireless devices as embodied in a multi-passenger commercial aircraft200. This system comprises a plurality of elements used to implement a communication backbone that is used to enable wireless communication for a plurality of wireless communication devices of diverse nature. The aircraft-based network for passengers' wireless devices comprises a Local Area Network206that includes a radio frequency communication system201that uses a spread spectrum paradigm and having a short range of operation. This network206supports both circuit-switched and packet-switched connections from passengers' wireless devices221-224and interconnects the communications of these passengers' wireless devices221-224via a gateway transceiver or transceivers210to the Public Switched Telephone Network (PSTN)126and other destinations, such as the Internet127or Public Switched Data Network (PDSN). The wireless passengers thereby retain their single number identity as if they were directly connected to the Public Switched Telephone Network. The passengers' wireless devices221-224include a diversity of communication devices, such as laptop computers221, cellular telephones222, MP3 music players (not shown), Personal Digital Assistants (PDA) (not shown), WiFi-based devices223, WiMax-based devices224, and the like, and for simplicity of description are all collectively termed “passengers' wireless devices” herein, regardless of their implementation specific details.

The basic elements of the aircraft-based network for passengers' wireless devices comprises at least one antenna205or means of coupling electromagnetic energy to/from the Air Subsystem3located within the aircraft200which serves to communicate with the plurality of passengers' wireless devices221-224located within the aircraft200. The at least one antenna205is connected to a wireless controller201that encompasses a plurality of elements that serve to regulate the wireless communications with the plurality of passengers' wireless devices221-224. The wireless controller201includes at least one low power radio frequency transceiver202for providing a circuit switched communication space using a wireless communication paradigm, such as PCS, CDMA, or GSM, for example. In addition, the wireless controller201includes a low power radio frequency transceiver203for providing a data-based packet switched communication space using a wireless communication paradigm, such as WiFi (which could also convey packet switched Voice over Internet Protocol (VoIP)).

Finally, the wireless controller201includes a power control segment204that serves to regulate the power output of the plurality of passengers' wireless devices. It also serves to, by RF noise or jamming means, prevent In-Cabin passengers' wireless devices from directly and errantly accessing the ground network when in a non-terrestrial mode. The ultra-low airborne transmit power levels feature represents a control by the Power Control element204of the wireless controller201of the aircraft-based network for passengers' wireless devices to regulate the output signal power produced by the passengers' wireless devices221-224to minimize the likelihood of receipt of a cellular signal by ground-based cell sites or ground-based passengers' wireless devices.

It is obvious that these above-noted segments of the wireless controller201can be combined or parsed in various ways to produce an implementation that differs from that disclosed herein. The particular implementation described is selected for the purpose of illustrating the concept of the invention and is not intended to limit the applicability of this concept to other implementations.

The wireless controller201is connected via a Local Area Network206to a plurality of other elements which serve to provide services to the passengers' wireless devices221-224. These other elements can include an Aircraft Interface209for providing management, switching, routing, and aggregation functions for the communication transmissions of the passengers' wireless devices. A data acquisition element207serves to interface with a plurality of flight system sensors211-214and a Global Positioning System element216to collect data from a plurality of sources as described below. Furthermore, pilot communication devices, such as the display217and headset218, are connected to this Local Area Network206either via a wired connection or a wireless connection.

Finally, a gateway transceiver(s)210is used to interconnect the Aircraft Interface209to an antenna215to enable signals to be transmitted via link108from the aircraft-based network for passenger wireless devices221-224to transceivers located on the ground. Included in these components is a communications router function to forward the communication signals to the proper destinations. Thus, signals that are destined for passengers on the aircraft are routed to these individuals, while signals routed to passengers located, for example, on the ground are routed to the Ground Subsystem. Aircraft antenna patterns that typically minimize nadir (Earth directed) effective radiated power (ERP) may be used in the implementation of the antenna(s)215on the aircraft to serve the aircraft-based network for passenger wireless devices221-224.

Passenger Login for System Access

On each aircraft, the passenger access to electronic communications typically is regulated via a passenger's wireless device registration process, where each electronic device must be identified, authenticated, and authorized to receive service. Since the aircraft is a self-contained environment with respect to the wireless communications between the passengers' wireless devices and the airborne wireless network extant in the aircraft, all communications are regulated by the network controller. Thus, when a passenger activates their passenger's wireless device, a communication session is initiated between the passenger's wireless device and the network controller to identify the type of device the passenger is using and, thus, its wireless protocol. A “splash screen” is delivered to the passenger on their wireless device to announce entry into the wireless network portal. Once this is established, the network controller transmits a set of login displays to the passenger's wireless device to enable the passenger to identify themselves and validate their identity (if the passenger's wireless device is not equipped to automatically perform these tasks via a smart client which automatically logs the passenger into the network). As a result of this process, the passenger's wireless device is provided with a unique electronic identification (IP address), and the network can respond to the passenger's wireless device without further administrative overhead. The authentication process may include the use of security processes, such as a password, scan of a passenger immutable characteristic (fingerprint, retina scan, etc.), and the like.

Once the passenger's wireless device is logged in, the passenger can access the free standard electronic services that are available from the network or customized electronic services for the particular passenger as is described below. The screens that are presented to the passengers can be customized to present the branding of the airline on which the passenger is traveling. The Customized Electronic Services Delivery System300can be located on the ground as shown inFIG. 3or can optionally be implemented in whole or in part on the individual aircraft320,321. For simplicity of description, the Customized Electronic Services Delivery System300is shown herein as implemented on the ground and is used to serve a plurality of aircraft320,321. The content sources351-35M onFIGS. 3 and 5, which are contained in the Customized Electronic Services Delivery System300, provide a multitude of entertainment and information, which are mapped into a plurality of data streams that are available to the passengers on the aircraft. As shown inFIG. 5, these can be categorized into typical category offerings of movies and videos531, live television532, live radio533, music and audio entertainment534, e-commerce and shopping535, video games536, gambling and other interactive services537, social networking538, “Flightgeist” (flight-related travel information)539, wherein each of these category offerings typically include multiple choices available to the passenger. In addition, content can include passenger generated content361, such as photographs of travel destinations, and community generated content361, such as a bulletin board where passengers can post comments and descriptions of various topics, such as ratings of restaurants at the destination to which the aircraft is traveling.

Customized Electronic Services Delivery System

FIG. 3illustrates, in block diagram form, the architecture of the Customized Electronic Services Delivery System300. A plurality of aircraft320,321, each having their respective set of passengers360, (including passengers330,331,335,336, for example) are shown as being connected via radio frequency links301,302to the Customized Electronic Services Delivery System300. Included in the Customized Electronic Services Delivery System300for each aircraft, such as aircraft321, is a set of databases341-34N which store data relating to the passengers360in aircraft321as well as their travel and entertainment preferences and travel itinerary (seeFIGS. 5,7, and8). In addition, the Customized Electronic Services Delivery System300has a Processor311which runs a plurality of programs, such as Destination-Based Services Management System312and Passenger-Based Content Management System313, as are described below, and the administration routines. A plurality of content sources351-35M optionally can be included in Customized Electronic Services Delivery System300or may be accessed via communication links (not shown) to remote sites where the content sources are located and managed either by the airline or third party vendors.

In operation, the communications apparatus (such as that shown inFIG. 2) located on an aircraft321establish wireless communications with the Customized Electronic Services Delivery System300, which in turn establishes communication sessions with the active ones of passengers' wireless devices located on the aircraft to offer and provide electronic services. The electronic services are customized for the passenger and may include in-flight entertainment services, such as multi-media presentations, as well as destination-based services which link the passenger's existing travel plans with offers for additional services that are available to the passenger at their nominal destination and their planned travel schedule. The initiation of communication sessions by the passenger's wireless device includes the passenger's wireless device being identified and authenticated by the network on board the aircraft (as described above) in conjunction with the Customized Electronic Services Delivery System300, so the passenger's wireless device is provided with a unique identification, and the Customized Electronic Services Delivery System300can respond to the passenger's wireless device without further administrative overhead. The authentication process may include the use of security processes, such as a password, scan of a passenger immutable characteristic (fingerprint, retina scan, etc.), and the like.

Passenger-Based Content Management System313provides the passengers with access to both standard content offerings and various levels of custom content offerings, which offerings can be customized on a per passenger basis. As shown inFIG. 6, there are a number of databases that are included in the Customized Electronic Services Delivery System300and which communicate with the Processor311. The database manager670includes software not only to manage the databases610-690, but also to formulate queries to the passengers to offer electronic services based on the passenger's past history of purchases and present authorizations for services.

These databases typically include an Airline/Aircraft database610that maintains a listing of the various airlines served by the Customized Electronic Services Delivery System300and the services that they offer to their passengers, as well as a listing of the aircraft of each airline that are presently in operation. Typical entries for the Aircraft portion700of this airline/aircraft database610is shown inFIG. 7, where the airline701, date of the flight as well as day of the week and present time702, and the airline assigned flight number704are listed. In conjunction with this data are the particulars for the flight that are associated with this flight, such as origin city/airport705, estimated time of departure706, and the departure gate707. The length of this flight708is also listed, as are the destination city/airport709, estimated time of arrival including an indication of the amount of time the flight is ahead or behind schedule710, and the arrival gate711. The database can be periodically updated to list the GPS coordinates712of this aircraft, and typically provides a listing713of the multi-media content resident on board the aircraft. Aircraft operational data can also be included, such as altitude714, vertical speed715, horizontal speed716and a listing of connecting flights717that are available at the destination airport. This data enables the Customized Electronic Services Delivery System300to formulate service offerings for the passengers on this flight as well as the delivery of content and offers to the passengers during the flight as is described below.

A Passenger database620maintains a listing of the passenger attributes, typically maintained for the frequent flyer passengers for the various airlines. A typical passenger-specific entry800for the Passenger database620as shown inFIG. 8, where the passenger name860, their demographic profile (including credit card information)850, list of frequent flyer programs865, and the type of travel855, are listed. Data indicative of the past activities of this passenger are listed, such as previous behavior (activities on flight)805, previous purchases810, likely purchases815as estimated by statistical prediction programs, movie preferences820, game preferences825, and audio preferences830are stored. Finally, the present trip for this passenger is characterized, with the destination lodging840, ground transportation835, and activity preferences845for this type of destination or for this particular destination being noted. The previous behavior database805can record information that is specific in terms of the past browsing history of the passenger, including sites visited and the time spent on each site. This enables the system to estimate the passenger's interest in various subjects and products in order to offer electronic services that are pertinent to this passenger. Finally, passenger generated content870can be provided, such as photographs of travel destinations.

The Marketing database630can make use of this data in the Passenger database620as well as data relating to destination services as stored in Destination Services database640(as described in more detail below) to generate offerings of additional services to the passenger based on their present travel plans. Additional databases650can be maintained to support additional services and feature offerings and a passenger generated content database690can provide information, such as photographs of travel destinations, which data is obtained from the passenger specific entry800in the Passenger database620.

Passenger-Based Content Management System

The Customized Electronic Services Delivery System300can offer a number of electronic services that are customized for the passenger and, for the sake of illustration, two such electronic services are disclosed herein. Destination-Based Services Management System312and Passenger-Based Content Management System313each provide a set of electronic services and makes use of the aircraft identification, passenger identification and authentication, and communication management capabilities provided by Processor311in Customized Electronic Services Delivery System300. These electronic services typically are activated for each aircraft when the aircraft is in flight.

FIG. 4illustrates, in flow diagram form, the typical operation of the Passenger-Based Content Management System313segment of the Customized Electronic Services Delivery System300for the delivery of content that is customized to the passenger, whileFIG. 6illustrates, in block diagram form, a typical configuration of databases used by the Customized Electronic Services Delivery System300. The Passenger-Based Content Management System313maintains a listing in its database of the various content that are available from a plurality of sources, which sources can be resident on the aircraft, on the ground at the Customized Electronic Services Delivery System300, or remotely located.

These content sources provide a multitude of entertainment and information, which are mapped by the Customized Electronic Services Delivery System300into a plurality of data streams that are available to the passengers on the aircraft. As shown inFIG. 5, these can be categorized into typical category offerings of movies and videos531, live television532, live radio533, music and audio entertainment534, e-commerce and shopping535, video games536, and gambling and other interactive services537, wherein each of these category offerings typically include multiple choices available to the passenger.

At step401, the Passenger-Based Content Management System313initiates its operation and either launches one of the two processes (402-405or412-416) illustrated inFIG. 4or simultaneously runs both of these processes. A first process is the passenger-generated request process (402-405), which is also termed “content request pull”, while the second process is the system-generated query (412-416), which is also termed “content request push”. For the sake of simplicity of description, the two processes are described as being executed sequentially, with the order of presentation of these two processes being arbitrary.

At step402, Passenger-Based Content Management System313responds to a passenger's wireless device generated content request, where the passenger requests a content delivery service from the set of content services available from Passenger-Based Content Management System313. In response to the receipt of a content request from the passenger's wireless device at step403, Passenger-Based Content Management System313verifies that the passenger's wireless device is subscribed to the requested content delivery service and the content is presently available. If the passenger is not pre-paid for the requested content delivery service, then the Passenger-Based Content Management System313executes a payment routine (not shown) where the passenger can pay for the requested content delivery service.

At step404, the Passenger-Based Content Management System313updates the Passenger Attributes Database entries for this passenger, to record the present content selection for the passenger and thereby to maintain a current history of the passenger preferences. At step405, the Passenger-Based Content Management System313executes the retrieval of the requested content and delivers the content to the passenger via the aircraft-based network described inFIG. 2.

At step406, Passenger-Based Content Management System313determines whether additional passenger requests remain to be served and, if so, returns to step401where the next one of these requests are served. If not, processing exits at step407. The Passenger-Based Content Management System313can serve all of the passenger requests in steps402-405or can alternate between this routine and the routine of steps412-416.

At step412, Passenger-Based Content Management System313initiates a query to a selected passenger's wireless device, where the Passenger-Based Content Management System313offers the selected passenger a content delivery service from the set of content services available from Passenger-Based Content Management System313. The passenger can view this query and then the passenger, at step413, can elect to receive a content service from the Passenger-Based Content Management System313. At step414, the Passenger-Based Content Management System313verifies that the passenger's wireless device is subscribed to the requested content delivery service and the content is presently available. If the passenger is not pre-paid for the requested content delivery service, then the Passenger-Based Content Management System313executes a payment routine (not shown) where the passenger can pay for the requested content delivery service.

At step415, the Passenger-Based Content Management System313updates the Passenger Attributes Database entries for this passenger, to record the present content selection for the passenger and thereby to maintain a current history of the passenger preferences. At step416, the Passenger-Based Content Management System313executes the retrieval of the requested content and delivers the content to the passenger via the aircraft-based network described inFIG. 2.

At step406, Passenger-Based Content Management System313determines whether additional passenger requests remain to be served and, if so, returns to step401where the next one of these requests are served. If not, processing exits at step407.

Destination-Based Services Management System

FIG. 9illustrates, in flow diagram form, the typical operation of the Destination-Based Services Management System312segment of the Customized Electronic Services Delivery System300.FIGS. 7-8illustrate typical sets of data used by the Customized Electronic Services Delivery System for the delivery of destination-based services. These differ from the content described above in that the offerings are passenger specific and modified to reflect the travel plans of the passenger; hence, they are termed “destination-based services”.

At step901, the Destination-Based Services Management System312initiates its operation and either launches one of the two processes (902-905or912-916) illustrated inFIG. 9or simultaneously runs both of these processes. A first process is the passenger-generated request process (902-905), which is also termed “services request pull”, while the second process is the system generated query (912-916), which is also termed “services request push”. For the sake of simplicity of description, the two processes are described as being executed sequentially.

At step902, Destination-Based Services Management System312responds to a passenger's wireless device generated destination-based services request, where the passenger requests a destination-based service from the set of standard destination-based services available from Destination-Based Services Management System312. In response to the receipt of a destination-based services request from the passenger's wireless device at step903, Destination-Based Services Management System312verifies that the passenger's wireless device is subscribed to the requested destination-based service and the destination-based service is presently available. If the passenger is not pre-paid for the requested destination-based service, then the Destination-Based Services Management System312executes a payment routine (not shown) where the passenger can pay for the requested destination based service.

At step904, the Destination-Based Services Management System312updates the Passenger Attributes Database entries for this passenger, to record the present destination-based service selection for the passenger and thereby to maintain a current history of the passenger preferences. At step905, the Destination-Based Services Management System312executes a reservation for the requested destination-based service and delivers a receipt for the destination-based service to the passenger via the aircraft-based network described inFIG. 2.

At step906, Destination-Based Services Management System312determines whether additional passenger requests remain to be served and, if so, returns to step901where the next one of these requests are served. If not, processing exits at step907.

At step912, Destination-Based Services Management System312initiates a query to a selected passenger's wireless device, where the Destination-Based Services Management System312offers the selected passenger a destination-based service from the set of destination-based services available from Destination-Based Services Management System312(as described in additional detail below). In response to the receipt of a destination-based services query, the passenger at step913can elect to order a destination-based service from the Destination-Based Services Management System312. At step914, the Destination-Based Services Management System312verifies that the passenger is subscribed to the requested destination-based service and the service is presently available. If the passenger is not pre-paid for the requested destination-based service, then the Destination-Based Services Management System312executes a payment routine (not shown) where the passenger can pay for the requested destination-based service, using a credit card or charging the service to their hotel room at the destination, or any other means of payment that can be used.

At step915, the Destination-Based Services Management System312updates the Passenger Attributes Database entries for this passenger, to record the present destination-based service selection for the passenger and thereby to maintain a current history of the passenger preferences. At step916, the Destination-Based Services Management System312executes the reservation for the requested destination-based service and delivers a receipt for the destination-based service to the passenger via the aircraft-based network described inFIG. 2.

At step916, Destination-Based Services Management System312determines whether additional passenger requests remain to be served and, if so, returns to step901where the next one of these requests are served. If not, processing exits at step907.

Destination-Based Services

As noted above, the Customized Electronic Services Delivery System300can offer passenger- and destination-specific offerings for the passenger traveling on a flight. Since the flight destination, the passenger identification (and seat number on the flight), and the passenger preferences are known, the Customized Electronic Services Delivery System300can use the data in the marketing database630to create travel package offerings for a selected passenger. For example, the Destination-Based Services Management System312can cycle through the passengers on a particular flight and determine which passengers are traveling for pleasure (for example). The Destination-Based Services Management System312can read the arrival time, destination resort, ground transportation, as well as the number of people in this travel party from the databases. The Destination-Based Services Management System312can then offer restaurant reservations for this passenger and their traveling companions, selecting the restaurant based on this passenger's past recorded preferences as well as restaurants at this location that are partner with the airline on which the passenger is traveling or the resort at which the passenger is staying. In addition, resort activities can be offered and reservations made using the Destination-Based Services Management System312, again since the passenger destination and preferences are known as well as possibly past activities engaged by the passenger.

The destination-based services can also be utilized in the case of bad weather and cancelled flights. The passengers scheduled for a particular flight that is delayed or cancelled can be offered ground transportation, lodging, and restaurant reservations as a package once the flight is cancelled. This would, in part, reduce the turmoil caused by such travel interruptions and gain a significant amount of goodwill toward the airline for anticipating and accommodating the needs of the passengers. This also enables the airline to route delayed passengers to partner hotels and restaurants, thereby providing additional benefits to the airline.

SUMMARY

The Customized Electronic Services Delivery System stores data indicative of a plurality of electronic services that are available to passengers who are located onboard an aircraft, as well as data indicative of preferences of passengers. The electronic services include in-flight entertainment services, as well as destination-based services which link the passenger's existing travel plans with offers for additional services that are available to the passenger at their nominal destination and their planned travel schedule.