Method and apparatus for actively monitoring personal cellular devices and controlling access to a celluar communications network with an airborne mobile platform

A method for monitoring and controlling operation of wireless personal electronic devices (PEDs) present on a mobile platform (MP). The method may involve defining at least one phase of operation of the MP where the use of wireless PEDs is prohibited. A wireless communications system on the MP may monitor and detect signals being transmitted by wireless PEDs present on the MP. The system may detect a transmission from a wireless PED located on the MP that occurs during the one phase of operation. An identification code associated with a specific one of the wireless PEDs that is detected as operating during the one phase of operation may be recorded in a file. The file may thereafter be checked during a second phase of operation where use of the wireless PEDs is permitted, and access may be denied to any wireless PED whose identification code is stored in the database.

TECHNICAL FIELD

The present disclosure relates to communication systems within mobile platforms, for example aircraft, and more particularly to a method and system which monitors the operation of personal electronic devices (“PEDs”) being carried on the mobile platform and restricts access to an on-board communications network to any such device found to be operating during certain operational phases of the mobile platform where use of such PEDs has been prohibited.

BACKGROUND

Present day mobile platforms, for example commercial aircraft, are being equipped with on-board communications systems that enable wireless personal electronic devices (“PEDs”) of crew and passengers to connect to off-board terrestrial communication networks. For example, such communication systems are often cellular systems that facilitate communication with cellular phones/devices of crew members and passengers. Cellular systems employed on commercial aircraft are expected to have one or more “picocells” within the aircraft to facilitate wireless communication with on-board cellular devices while the mobile platform is in operation. Such picocells thus allow cellular devices present on the aircraft to use an on-board cellular network of the aircraft to connect with an off-board cellular network. Thus, passengers and crew members will soon be able to use their own cellular devices while airborne in a commercial aircraft, in accordance with applicable rules and regulations set forth by various regulatory bodies and/or airlines operating the aircraft.

In view of this new communications capability with wireless PEDs, some form of control is required that detects use of wireless PEDs during critical phases of mobile platform operation, where such use is not permitted, and thereafter prevents use of the on-board wireless communication network by those PEDs that have violated the rules regulating their use. Such a system and method would also ideally be able to detect the presence of unattended PEDs, such as unattended cellular devices, for example cellular devices located in a cargo bay of an aircraft, if such devices are turned “on” during prohibited times of use during operation of the mobile platform. The system and method would ideally then prohibit those devices from communicating through the on-board cellular system of the aircraft to a terrestrial based cellular network. Such control may be implemented for many reasons, one of which is for security purposes.

Therefore, a need has arisen, particularly in the commercial passenger aircraft industry, to provide a means of monitoring and detecting when wireless PEDs are turned on, and enforcing a requirement to turn off PEDs during predetermined critical phases of mobile platform of operation.

SUMMARY

The present disclosure is directed to a method and system for monitoring the operation of personal electronic devices (“PEDs”) carried on a mobile platform, determining when such devices are operating during those times where use of such devices is not authorized, and thereafter prohibiting use of any such PED during those phases of mobile platform operation where the use of PEDs would be otherwise allowed.

In one implementation, the present disclosure is directed to detecting the use of personal cellular devices, such as cellular phones, carried on to commercial passenger aircraft by crew and passengers, or carried in checked bags or carry-on bags. The system makes use of an on-board cellular network that monitors and detects when each cellular device being carried on the aircraft, either by a passenger or in any other area of the aircraft (e.g., overhead stowage bins or cargo bay), is operating. The system also contemplates defining to passengers on the aircraft when operation of cellular devices is prohibited, and when operation is permitted. The cellular system is used to detect signals from the cellular devices, and to note those particular cellular devices that are operating during unauthorized times. Thereafter, any cellular device that has been identified as turned “on” during a time period in which personal cellular device use is prohibited, will thereafter be prohibited by the system from accessing and making use of the on-board cellular network on the aircraft during those times of operation where personal cellular device use would otherwise be permitted.

In one implementation, a first prohibited operational phase of the aircraft comprises the time when the aircraft on a ground surface taxiing to a runway preparing for take-off, to the time when the aircraft reaches a predetermined altitude during its ascent (i.e., “climb” phase of flight). A second operational phase or time period during which use of cellular devices is prohibited is defined as a landing phase of operation between when the aircraft descends below a predetermined altitude, until the aircraft has landed and has finished a taxiing operation. Alternatively, the aircraft captain or crew member can instruct passengers, once the aircraft has landed and is taxiing, that PED use is authorized.

In various implementations, the system records an identification code from each cellular device attempting to access the on-board cellular network. Those devices found to be operating during times when the use of PEDs are not permitted are logged into a “blacklist” cellular device file. All such cellular devices logged into the “blacklist” cellular device file are thereafter denied access to the cellular system on the aircraft, and thus prohibited from using the on-board cellular system of the aircraft during the remainder of a flight of the aircraft.

The system and method provides significant security benefits to aircraft operators by eliminating potential sources of interference with important avionics equipment on-board the aircraft, during various phases of operation of the aircraft (e.g., take-offs and landings). Importantly, the system and method can be used to restrict use of PEDs in the cargo bay of an aircraft that are unattended, and that are attempting to operate during prohibited times of operation, so that any such PED cannot access an off-board communications network. The present disclosure, however, is not limited to cellular PEDs, but rather could just as readily be applied to other RF technologies such as WiFi.

DETAILED DESCRIPTION

Overview of System

Referring toFIG. 1, a wireless communications system10in accordance with one embodiment of the present disclosure is illustrated. The system10is used to identify operating, wireless personal electronic devices (PEDs) present on a mobile platform and to prevent use of an on-board communications network on the mobile platform by those PEDs that are detected as being turned on during times at which operation of PEDs is prohibited. By the term “turned on”, as used throughout the following discussion, it is meant that the PED is powered on and in a mode of operation where it is transmitting (i.e., not in any form of “flight safe” mode, where the device is powered on but transmitting operations are inhibited).

While the present disclosure will be discussed in connection with reference to a “cellular” communications system on board an aircraft12, and the monitoring of “cellular devices” as the wireless PEDs of interest, it will be appreciated that the principles and teachings presented in the present disclosure are just as applicable to other electromagnetic wave based systems, for example WiFi systems, and virtually any other form of wireless PED that might be brought onto a mobile platform by a crew member or passenger. Also, while the following discussion andFIG. 1references a commercial passenger aircraft as the mobile platform on which the system10is implemented, it will be appreciated that the system10could just as readily be implemented in other forms of mobile platforms such as trains, busses, marine vessels, rotorcraft, etc. The system10could also just as readily be implemented in a fixed (non-movable) building or structure, where it is important to detect/control the use of cellular devices that may be attempting to connect to an available wireless network outside the structure.

FIG. 1illustrates three cellular devices14A,14B and14C that are present on-board the aircraft12. In this example, cellular device14C happens to be located in a cargo compartment of the aircraft12. Cellular devices14A and14B are present in a passenger cabin area of the aircraft12. The system10includes an on-board picocell16which forms a cellular access point for the cellular devices14inside the fuselage of the aircraft12. Typically, the picocell16is located in either a crew compartment area or a passenger cabin area of the aircraft12. The system10is in communication with an avionics system18of the aircraft12. The system10also includes an integrated cellular monitoring/control system20. The aircraft avionics system18may be able to receive “weight-on-wheels” information22(either directly from a sensor or derived from aircraft speed) for determining if the aircraft12is on the ground, as well as an altimeter24for providing altitude information to the system10during flight of the aircraft12.

The cellular monitoring/control system20of the system10is in communication with both the aircraft avionics system18and the picocell16. For convenience, the cellular monitoring/control system20will be referred to throughout the following discussion as simply the “control system”20, even though it will be understood that the control system20performs monitoring as well as control operations.

The system10also includes a cellular system control panel26and a display panel28. The cellular system control panel26is in communication with a file30containing a listing of all identified cellular devices that are operating in the aircraft12. The control panel26is further in communication with a file32containing a listing of all “blacklisted” cellular devices. Blacklisted cellular devices are those cellular devices14that have been found to be operating during phases of operation of the aircraft12where the use of cellular devices is not permitted (e.g., where a prior announcement, for example over a PA system in the aircraft12, has been made to passengers to clearly inform them when operation of PEDs is not permitted). In this regard, it will be appreciated that each cellular device14transmits a unique identification code (i.e., signal) when it is initially turned “on”, and often at periodic intervals thereafter, which code signal attempts to wirelessly identify and register with any available cellular network in its vicinity. These identification code signals are what are monitored for by the picocell16of the system10during a “listen only” operating mode. Any cellular device14that is identified and added to the blacklisted cellular devices file32will be denied access to the cellular system10during those subsequent phases of flight of the aircraft12where access to the system10and use of cellular devices to connect with terrestrial cellular networks would otherwise be permitted. Cellular devices14that are listed in the blacklisted cellular devices file32are effectively instructed by the system10into a “no service” state for the duration of the flight of the aircraft12. Such control over the cellular devices14is available with Second Generation (2G), Third Generation (3G) or later wireless telephone technologies (e.g., CDMA/GSM/UMTS/WCDMA/HSPA/WiFi, etc.) that support emission controls.

Operational Phases of the Aircraft

Initially, various operational phases of the aircraft12are defined during which operation of on-board cellular devices14is permitted, and during which operation of on-board cellular devices is not permitted. Typically, an aircraft crew member makes an announcement over an internal PA system of the aircraft12informing passengers of those times during which use of cellular devices is not permitted, and again informs passengers when use of cellular devices is permitted.FIG. 2is a chart illustrating system10behavior during various phases of operation of the aircraft12that occur while the aircraft12is on the ground at an airport.FIG. 3is a chart illustrating system10behavior during various operational phases of the aircraft12while the aircraft is airborne. InFIG. 2, trigger points34and36are noted where the weight-on-wheels information22may be used to determine when the aircraft12has left the ground and when the aircraft has touched down on the ground during a landing procedure. States2-6inFIG. 2may be used to alert crew members on the aircraft12of how many cellular devices have been left “on” during operational states where cellular device use is not authorized. This information may be displayed on the display panel28(FIG. 1). States2,3and6inFIG. 2may or may not represent cellular device use violations depending on specific guidelines set forth by an airline company operating the aircraft12. In this instance, airline crew members may decide what action to take based on the information being reported by the system10. The operation of “listening and reporting” cellular devices involves the system10listening for cellular devices14that are turned “on” and transmitting identification code signals, and reporting all such devices to the control system20. State number4inFIG. 2, for example, provides for clearing the blacklisted cellular devices file32, and beginning to log new blacklisted cellular devices that have been identified as being turned on during a period where no cellular device use is allowed (i.e., violating a “no operation” condition). At states5and6inFIG. 2, the operation of “logging violations” is where cellular devices14that have been identified as violating a “no operation” condition are written into the blacklisted cellular devices file32.

InFIG. 3, information from the altimeter24(FIG. 1) is used to identify trigger points38and40that define a window therebetween during which use of cellular devices14is permitted. However, as explained above, those cellular devices14that had previously been found to be operating during times where no cellular operation is allowed are denied access to the system10by the control system20. Any cellular devices14that have not previously been in violation of a “no operation” condition, but which thereafter, during a landing approach, violate a “no operation” condition, may be added to the blacklisted cellular devices file32. InFIG. 3, during states5,6and7, the crew of the aircraft12can be alerted via the display panel28as to how many cellular devices14have been left “on” during the previous take-off and climb phases of operation, where cellular device use is not permitted. The 10,000 foot (3033 meters) altitude figure denoted in states2and5inFIG. 3is merely exemplary, and could be set at other appropriate altitudes. However, if the 10,000 foot altitude is used, an ARINC 429 altitude message could be used to indicate when the 10,000 foot altitude is reached and to automatically enable the system10for two-way communications with on-board cellular devices. Alternatively, a manual turn-on/turn-off of the system10could be performed by a crew member, via the control panel26, once the crew member is notified that the 10,000 foot altitude has been reached. Additional exemplary definitions of various aircraft flight phases are provided in the table ofFIG. 4.

FIG. 5illustrates various actions and operations taken by the system10and by crew members during various phases of a typical flight. At point50, prior to boarding the aircraft12, gate agents of an airline may announce that passengers should verify that all PEDs must be turned off prior to departure, including devices in carry-on luggage. In operational phase52, boarding of the aircraft12is commencing. Passengers may be notified by airline personnel where the list of PEDs that may be used during later phases of flight can be found. Typically, airline personnel will request that all PEDs be turned off for departure. At point54, boarding has completed and the cabin doors of the aircraft12are closed. Crew members of the aircraft12may announce that all PEDs must be turned off, that the flight is ready to depart, and that all carry-on items including PEDs must be safely stowed. An announcement may be made as to when permitted PEDs may be used. At point55the aircraft is in its takeoff phase of operation. If the system10detects a cellular device14that is turned on thereafter, the device will be reported and logged into the blacklisted cellular devices file32.

At point56, the aircraft12is established in its climb. A crew member may announce that approved PEDs may be used and that all other devices must remain off. At this point any cellular device14that is turned “on” will be detected (because of its unique identification code), logged by the control system26into the cellular devices file30, and permitted to use the system10for two-way cellular communications. During a cruise operational phase indicated at point58, a crew member may announce that all permitted PEDs may be used. At point60, the aircraft12is beginning its descent in preparation for landing. At this point, a crew member may announce that all PEDs must be turned off and safely stowed for the remainder of the flight. Any cellular device14detected to be turned “on” after this point will be reported by the system10and logged into the blacklisted cellular device file32by the control system26. Alternatively, the crew member may announce that PEDs must be turned off and safely stowed for the remainder of the flight, with exception that specific types of PEDs not stowed in overhead bins may be used during taxi to a gate at the airport. Cellular devices14that are not turned off within a short predetermined time interval, for example one minute, will thereafter be logged into the blacklisted cellular devices file32by the control system20. Operational points60,62and64represent the approach and landing phases of operation of the aircraft12during which all PEDs typically must be turned off. At point66, the aircraft12has landed and is beginning a taxi-in operation to the gate at which de-planing will occur. At this point, a crew member may announce that all carry-on items must be remain safely stowed, with the exception of specific operator permitted PEDs. The crew member may also announce that all PEDs must remain off until the aircraft12has arrived at its gate and the captain has turned off the fasten seat belt sign inside the aircraft12. Alternatively, the crew member may announce that specific PEDs may now be used if expressly permitted by the captain, and that all other PEDs must remain off and stowed until arrival at the gate or until the captain has turned off the fasten seatbelt sign.

Thus, when the aircraft12is on the ground, the system10is not fully operational, but rather is placed in the “listen only” mode by the control system20. No cellular operation is allowed during taxiing operations, unless permitted by the captain of the aircraft12. An airline may allow full cellular operation to those cellular devices14that are not in the file of blacklisted cellular devices32when the aircraft12is parked, has a delayed departure, etc. When the aircraft12is airborne, the system10is in the “listen only” mode during take-off and landing operations. However, when the aircraft is operating above 10,000 feet, two-way communications via the system10is enabled for those cellular devices14that have not been logged in the blacklisted cellular devices file32.

It will be appreciated that the system10could readily provide crew members with the ability to manually control the system10via the control panel26to restrict cellular services in the event of in-flight emergencies or for other reasons. In such event, the system10could be turned completely off or placed in the “listen only” mode. Still further, a mode could be implemented from the control panel26by which only airline or approved government agency PEDs are allowed to access the system10. This would require such devices to include identification codes that would enable the control system20to recognize that such PEDs are associated with the airline or with a government agency, and therefore are permitted full use of the system10. Thus, this feature could be allowed to permit only Federal Air Marshalls to use the system10during in-flight emergencies.

FIG. 6illustrates a flowchart setting forth further basic operational procedures performed by the system10. Initially, when the system10is powered on, the weight-on-wheels information22is checked to determine if the aircraft12is on the ground, as indicated in operation100. If the answer to this inquiry is “no”, then the system10knows that the aircraft12is in an airborne state, as indicated at102. An inquiry is then made in operation104as to whether the aircraft is above 10,000 feet (3033 meters). If the answer to this inquiry is “no”, then the system10begins reporting any cellular devices14that have been found to be operating during prohibited times of operation, and the control system20logs such violating devices into the blacklisted cellular devices file32, as indicated at operation106. A check is then made of the weight-on-wheels information22to determine if the aircraft12has landed, as indicated in operation108, and if not, the inquiry in operation104is repeated. If the inquiry at operation100produces a “yes” answer, or if the inquiry at operation108produces a “yes” answer, then it is assumed that the aircraft12is on the ground as indicated at110. A check of the weight-on-wheels information22is then made at operation112to determine if the aircraft12has taken off from the ground. If the answer to this inquiry is “yes”, then the blacklisted cellular devices file32is cleared of any entries, and reporting and logging of violations is performed as indicated at operation114. If the answer to the inquiry at operation112is “no”, then a check is made at operation116to determine if the use of cellular devices14is authorized while the aircraft12is on the ground. If this inquiry produces a “yes” answer, then service is provided through a terrestrial cellular service as indicated at operation118. In operation120, reporting of those cellular devices14that are turned on begins, and operation112is repeated. All cellular devices14that are turned on have their respective identification codes reported and logged into the cellular devices file30inFIG. 1. If the answer at operation116is “no”, then the system10begins reporting and logging the identification codes of those cellular devices14that are turned on in violation of a previously made announcement that cellular devices must be turned off, as indicated at operation122, and operation112is then repeated.

With further reference toFIG. 6, if the determination in operation104indicates a “yes” answer that the aircraft12is operating above an altitude of 10,000 feet, then an airborne operating state124is entered. At operation126, the logging of cellular devices14into the blacklisted cellular devices file32is discontinued, but the operation of any cellular device14that is detected by the picocell16of the system10is reported and logged in the cellular devices file30. Any cellular devices14that have been logged into the blacklisted cellular devices file32are denied access to the system10by the control system20. All other cellular devices that are operating, but that are not identified in the blacklisted cellular devices file32, are allowed access to the system10. In operation128, an inquiry is made as to whether any cellular devices14are to be disabled because of violating a crew directed “no operation” condition. If the answer to this inquiry is “yes”, then violating cellular devices are reported and logged by the control system20, in operation130, into the blacklisted cellular devices file32, and operation104is repeated. If the answer is “no”, then operation104is repeated.

FIG. 7summarizes the basic operational steps performed by the system10during phases of operation of the aircraft12from the point at which the aircraft is at the gate of an airport, to the point at which the aircraft is performing a climb to its cruising altitude. When at a gate, as indicated at140, the picocell16of the system10is placed in a “listen only” mode by the control system20, as indicated in operation142. In operation144, the weight-on-wheels information22is checked. In operation146, a report of all operating cellular devices14on the aircraft12is sent to the cellular system control panel26. A crew member may then make announcements, at operation148, regarding emissions from PEDs. In operation150, the aircraft12begins a taxi-out/departure operation. At operation152, an inquiry is made if ground operation of cellular devices14has been authorized. If the answer to this inquiry is “yes”, then a report of all operating cellular devices14on the aircraft12may be provided to the cellular system control panel26, at operation154. In operation156an announcement may be made to turn off and stow all cellular devices. If the inquiry at operation152produces a “no” answer, then any one or more cellular devices14that are found to be in violation of a “no operation” condition are reported to the control panel26and logged into the blacklisted cellular devices file, as indicated at operation158. After either operation156or158, at operation160the weight-on-wheels information22is checked to see if it indicates that the aircraft12has left the ground and is in a climb phase of flight up to its cruise altitude. Thereafter, at operation162, the blacklisted cellular devices file32may be cleared of any preexisting entries and updating of the file32with new entries performed. Thus, operation162provides a means to clear the blacklisted cellular devices file32of those cellular devices that were previously found to be in violation of a “no operation” condition during a previous flight of the aircraft12. The “updating” performed at operation162is therefore directed only to those cellular devices14which have been found to be in violation of a previous “no operation” condition between the time that the aircraft12has left the gate and begun its climb phase of operation. At operation164, cellular devices12that are in violation of a “no operation” condition are logged by the control system20until the aircraft12passes through an altitude of 10,000 feet.

The flowchart ofFIG. 8continues the exemplary flight/operation of the aircraft12. In operation166, a check is made to determine if the aircraft12is still below an altitude of 10,000 feet. If the answer to this inquiry is “no”, then a determination is made if the use of cellular devices is prohibited, as indicated at operation168. If the answer to this inquiry is “yes”, then a report containing the identification codes of all the cellular devices14that are in violation of a “no operation” condition are reported to the cellular system control panel26, as indicated at operation170, and then operation166is repeated. If the answer at operation168is “no”, then the picocell16is used to enable wireless two-way communications with the system10, as indicated at operation172. In operation174, any cellular devices14that have been logged into the blacklisted cellular devices file32are denied cellular service by the control system20. In operation176, a device report is sent to the cellular control panel26of all cellular devices14attempting to access the system10, and then operation166is repeated.

With further reference toFIG. 8, when the descent of the aircraft12begins, as indicated at operation178(via the determination made at inquiry166), the picocell16is placed in the “listen only” mode by the control system20, as indicated at operation180. Any cellular devices that are detected as being turned “on” are then reported by the control system20to the control panel26at operation182. The weight-on-wheels information22is considered at operation184, and a landing/taxi-in operational state is reported to the system10at operation186when the weight-on-wheels information22indicates that the aircraft12has landed. A check is then made in operation190if operation of cellular devices is authorized at this point while the aircraft12is on the ground. If the answer is “yes”, then the system10may be powered off at operation192. If the answer at inquiry190is “no”, then a report of the violating cellular device14is sent to the control panel26.

Thus, by combining flight information from the aircraft avionics system18(FIG. 1) of the aircraft12, and the information detected by the picocell16of the system10, an automatic decision can be made by the system10as to whether or not to accept or deny service to particular cellular devices14. Advantageously, this is accomplished without crew member intervention. The system10also satisfies a security requirement by preventing cellular devices in the cargo bay of the aircraft12from being accessed terrestrially while the aircraft is in flight. This also prevents an on-board cellular device14, which is not in compliance with cellular operating rules, from accessing the terrestrial service provider's ground network. It also significantly reduces the possibility of using an on-board cellular device as a means to provide a remote form of “trigger” by a terrestrial based device. The system10also provides an automatic means of monitoring, controlling, and dissuading passengers from attempting to use cellular devices or leaving cellular devices in a transmit mode during critical phases of flight. Both of these restrictions are accomplished quickly and reliably with the same method of logging a particular cellular device's non-compliance in a blacklist (i.e., file32), which is created by the control system20from wireless signals detected by the listening picocell16during restricted phases of flight. Advantageously, the blacklisted cellular devices file32can be automatically cleared by the system10at a predetermined operational point, for example when aircraft12has left the ground and is in a climb phase of operation.

It is expected that the system10will be effective at dissuading passengers from attempting to use cellular devices during restricted phases of flight. The ability of the system10to prevent any off-board wireless communication from the aircraft12, once the aircraft reaches its cruise altitude, is expected to be a strong, motivating factor in inducing passengers to comply with rules and regulations concerning when cellular devices can be used on the aircraft12. The system10, since it provides monitoring, reporting and logging functions automatically, reduces the workload of the cabin crew with regard to monitoring the operation of cellular devices in the aircraft12while the aircraft is operating.