Abstract:
To facilitate wireless, near real time, in-flight data collection this system and method presents a solution to universal aircraft data transmission and retrieval. The subject apparatus and corresponding system will be capable of universally integrating into thousands of aircraft globally regardless of type, model or series: an affordable alternative method of streaming critical flight data parameters in near real-time. This service will benefit maintenance providers, airports, aircraft lessors, airlines, airline operations centers, and government agencies such as the FAA, NTSB, and NWS, etc. The subject system, method and apparatus will not replace current aircraft flight data recorder systems, but rather integrate into them and enhance their capabilities while reducing the costs industry-wide.

Description:
CLAIM OF PRIORITY/CROSS REFERENCE TO RELATED APPLICATION 
       [0001]    The present application is based on and a claim to priority is made under 35 U.S.C. §119(e) to currently pending provisional patent application Ser. No. 62/271,080, having a filing date of Dec. 22, 2015, the contents of which are incorporated herein their entirety by reference. 
     
    
     FIELD OF THE INVENTION 
       [0002]    This disclosure generally pertains to the facilitation of, via an aircraft integrated apparatus, wireless in-flight aircraft data streaming through a primary means of crowd sourced receivers. More particularly, the present disclosure focuses on a physical device that in one aspect may be installed in an aircraft that will draw or otherwise receive critical and other flight data from the digital flight data recorder (DFDR) system, for example, and broadcast or transmit the data in near real time utilizing at least one, and in some cases, multiple means of transmission. This solution will enable the aviation industry a new ability to stream aircraft diagnostic data from aircraft during flight utilizing a cost efficient and effective means of communication. 
       BACKGROUND OF THE INVENTION 
       [0003]    Historically, information accumulated by the aircraft data acquisition equipment receives input from a variety of transducers and/or sensors throughout aircraft, which ultimately provide digital and analog data based on the outputs of the sensors. This stored information often goes unaccounted for and is deleted following the completion of a successful flight. If collected at all, it is often collected and analyzed post flight or post incident. The integrity of this data is at the mercy of the box in which it is stored. In the event of a catastrophic failure during flight, it is up to the geographical location of the plane where it crashed to find the digital flight data recorder (DFDR) in order to retrieve the critical information used for investigation purposes. Furthermore, it is reliant on the integrity of the box (DFDR) post-incident to provide the data for interrogation and analysis. This serves no purpose when providing initial life saving measures or search and rescue efforts in obscure locations around the world (e.g. north Atlantic, Pacific, etc.). 
         [0004]    In 1995, the Federal Aviation Administration (FAA), in an attempt to remedy this situation, recommended that collected flight data be reviewed in regular intervals. Another proposed solution was to download aircraft data at the gate via wireless ground link using a quick access recorder (QAR). The current avenues to stream flight data in real time are limited to only a few prohibitively expensive means; primarily via satellite communications (SATCOM) and/or very high frequency (VHF) radio frequency (RF) receivers using the aircraft communications addressing and reporting system (ACARS) messaging system. In the art, an enormous challenge to facilitate affordable in-flight streaming data has been the means by which to accumulate and disseminate the data in real time or near real time at a reasonable cost. The present application seeks to address one or all of the above issues. 
       SUMMARY OF THE INVENTION 
       [0005]    It has been recognized that it would be advantageous to receive aircraft data prior to catastrophic termination of flight allowing immediate life saving measures, search and rescue efforts, and accident investigations to take place. 
         [0006]    It has also been recognized that receiving aircraft diagnostic data while in flight will aid in a quicker identification of possible aircraft component malfunctions, allowing a more rapid response to finding the source of these malfunctions and ultimately the source of the issue(s). 
         [0007]    It has also been recognized that receiving the aircraft diagnostic data following normal termination of flight enables the industry to predictively provide maintenance to components prior to catastrophic failure, and further enable the growing aircraft health management (AHM) industry. 
         [0008]    It has also been recognized that receiving meteorological data derived from digital flight data recording (DFDR) systems will add value to the aviation community in terms of aircraft routing and improving aircraft efficiency and safety. 
         [0009]    It has also been recognized that receiving the aircraft diagnostic data at a relatively affordable cost will enable all of the aforementioned activities. 
         [0010]    In accordance with certain embodiments disclosed herein, the present invention facilitates a universal wireless in-flight data streaming system. The apparatus, for example, an On-board Communications Hub, may be installed in almost any type, model, or series (T/M/S) of aircraft. This device or hub will collect data the customer or end user deems critical, and transmit it to various receivers, primarily crowd sourced ground receivers, among others, to be further disseminated and scrutinized. The On-board Communications Hub (OCH) of some embodiments may require physical integration into the flight data recording system, the aircraft electronics system, and/or the addition of an ATC/L-B and or other like antenna. Some embodiments, however, may be implemented via wireless communication with the DFDR, aircraft electronics system, and/or an ATC/L-B and or other like antenna. 
         [0011]    The system and method of certain embodiments of the present invention may require the aircraft to be equipped with a standard flight data recorder system. Additionally, as described herein, the system and method of some embodiments may benefit from the presence of a SATCOM transmission capability on the aircraft. The compiled data may be broadcasted using various pre-assigned ultra-high frequency (UHF) channels in order to mitigate overwhelming congestion on a single frequency. 
         [0012]    In accordance with another aspect thereof, this device contains the ability for the unit to utilize the full spectrum of broadcast capability available in one single unit (e.g. UHF, SATCOM, Bluetooth, and/or Wi-Fi) to wirelessly broadcast aircraft data. 
         [0013]    In accordance with another aspect thereof, data will be routed to the servers or computer systems of an Operations Center (OC), and finally to end-user(s) to serve a variety of uses for the aviation industry as a whole. Ultimately this device will save the public costs for travel while increasing safety. 
         [0014]    In accordance with another aspect thereof, the primary means of receiving transmitted data communications will be crowd sourced aviation enthusiasts willing to utilize their provided receiver hardware and software to form a global network for an air to ground (ATG) communication infrastructure. 
         [0015]    In another embodiment, the OCH will integrate into the in-flight entertainment (IFE) system via WiFi. This will allow flight data to be transmitted utilizing the aircraft&#39;s in flight WiFi service, e.g., the WiFi service that may have been originally optimized for customer use. The means in which the aircraft will provide in flight WiFi may vary (e.g. SATCOM, or air to ground). The means in which the OCH will connect to the on board WiFi routers will largely remain the same. Following broadcast of parameters from the aircraft using this method, the data will be sent to the OC using standard Internet protocol. 
         [0016]    In another embodiment, the OCH will utilize SATCOM to transmit in the event of an emergency. This prompt to immediately broadcast bulk data will be given either from the OC, or from the device itself, e.g., the OCH, if incited by the exceedance of pre-specified sensors outputs. 
         [0017]    In another embodiment, the OCH will utilize SATCOM to transmit at the discretion of the end-user(s). 
         [0018]    In another embodiment, the OCH will integrate with the electronic flight bag (EFB) of aircrew and broadcast messages and/or data across the various means of communication available to the OCH as required. 
         [0019]    In yet another embodiment, following landing, taxi, and parking at the terminal/gate, the aircraft equipped with the OCH apparatus will automatically download, receive and/or transmit flight crew information and the remainder of the flight data not broadcasted during flight via Bluetooth/Wi-Fi receivers. 
         [0020]    These and other objects, features and advantages of the present invention will become more apparent when the drawings as well as the detailed description are taken into consideration. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0021]    Additional feature; and advantages of the invention will be apparent from the detailed description which follows, taken in conjunction with the accompanying drawings, which together illustrate, by way of example, features of the invention,d wherein: 
           [0022]      FIG. 1  illustrates a non-limiting structural diagram of aircraft including primary components of the subject apparatus, i.e., OCH LRU, integrated in accordance with at least one embodiment of the present disclosure. 
           [0023]      FIG. 2  is a block diagram of at least one embodiment of the OCH LRU as disclosed herein. 
           [0024]      FIG. 3  illustrates a non-limiting diagram outlining how the apparatus will receive, tailor, transmit, and disseminate the aircraft data. 
           [0025]      FIG. 4A  illustrates a non-limiting functional diagram of one embodiment of the present invention as a holistic system showing the temporal relationships of the individual components of the embodiment throughout the various phases of the flight sequence. 
           [0026]      FIG. 4B  is another non-limiting functional diagram of at least one embodiment as a holistic system showing the temporal relationships of the individual components of the embodiment throughout the various phases of the flight sequence. 
           [0027]      FIG. 5  is a block diagram illustrating the operations center (“OC”) in accordance with at least one embodiment of the present invention. 
           [0028]      FIG. 6  illustrates a non-limiting diagram of the subject apparatus schematic and its detailed incorporation into the aircraft and the system described in  FIG. 1  utilizing the various means of communications available. 
           [0029]      FIGS. 7A, 7B .  7 C and  7 D illustrate non-limiting examples of some various scenarios in which the OC (and in some embodiments, in coordination with a third party such as a flight tracker app (FTA)) may account for individual receivers within the crowd-sourced receiver network. This accountability will provide a mechanism for deconfliction while also enabling individual owners of the receivers an opportunity to collect rewards (monetary or other) for collecting data used for the purpose described in this art. 
           [0030]      FIG. 8  illustrates a non-limiting embodiment that demonstrates how the outbound portion of an Internet connection could be re-routed through the network of crowd-sourced receivers. 
           [0031]      FIG. 9  is a high level flow chart illustrating the method of at least one embodiment of the present invention. 
       
    
    
       [0032]    Like reference numerals refer to like parts throughout the several views of the drawings provided herein. 
       DETAILED DESCRIPTION OF THE INVENTION 
       [0033]    As shown in the accompanying drawings, certain embodiments of the present invention are directed to a system and method for crowd sourcing aircraft data communications. For instance, in the present disclosure provided herein are certain embodiments including a universal apparatus, such as an on-board communications hub (“OCH”) that can be integrated into existing aircraft to facilitate in-flight streaming data, which utilizes, primarily current global crowd sourcing receiver communities. 
         [0034]    The embodiments disclosed below are not intended to be exhaustive or limit the disclosure to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. Accordingly, the principle features of the invention can be disclosed in multiple embodiments without departing from the scope of the present invention. 
         [0035]    Furthermore, every feature and embodiment disclosed and claimed has the ability to be made without undue experimentation in light of what is disclosed herein. Substitutes, modifications or alternative arrangement of the invention is apparent to those skilled in the art are within the scope of the invention as defined by the claims. Some features and embodiments may be described as preferred, it is apparent to those skilled in the art that variations to certain embodiments may be applied without departing from the scope or concept of the invention. 
         [0036]    To assist in understanding the disclosed invention certain terms are defined below. The terms defined have common meanings understood by those of ordinary skill in the art. The terminology included illustrates specific embodiments, but does not delimit the invention, except as outline in the claims. 
         [0037]    The term “or combination thereof” is used refers to all permutations and combinations of the listed items preceding the term. For instance, “A, B, C, or combinations thereof” is intended to include at least one of the following: AB, BC, ABC, A, B, C, BA, CA, CB, CBA, BCA, ACB, BAC, or CAB. Furthermore, combinations that contain repeats of one or more item such as MB, BB AAA, BBC, CCABBBB, ACCBBB, ABCBAA, etc. A person skilled in the art will understand that typically there in no limit on the number of items or terms in any combination, unless specifically defined or from context. 
         [0038]    The words “having” (and any form of having: has, have, etc.), “including” (and any form of including: include, includes, etc.) or “containing” (and any form of containing: contains, contain, etc.) are open-ended or inclusive and do not exclude additional, method steps or elements not mentioned. 
         [0039]    Throughout the application “a” or “an” used in conjunction with the term “comprising” in the specification and/or claims may mean “one”, “one or more” “one or more than one” and “at least one”. The term “about” is used to indicate a value includes the method being employed to determine a value, the inherent variation or error for the device or the variation that exists among the when comparing subjects. Additionally, the term “or” in the claims is used to mean “and/or” unless explicitly indicated to refer to alternatives only or the alternatives are mutually exclusive, although the disclosure supports a definition that refers to alternatives only and “or/and”. 
         [0040]    The term “line replaceable unit” or “LRU” refers to a modular component of an aircraft designed to be replaced quickly at an operating or maintenance location. An LRU is usually a sealed unit such as a radio or other auxiliary equipment often found in the aircraft&#39;s equipment/avionics bay. 
         [0041]    The terms “On-board Communications Hub,” “OCH,” “On-Board Communications Hub LRU,” or OCH LRU,” generally referenced as  104  in  FIG. 1 , refers to the subject matter apparatus, which is many embodiments may be universal to any T/M/S aircraft and can be integrated into the existing avionic equipment/avionics bay to enhance the wireless data communication capabilities of that aircraft providing an affordable solution to real time or near real time flight data streaming. Further, the OCH  104  of at least one embodiment may include any one or more computer based systems structured to receive, store, communicate and/or process data in accordance with the present invention. As shown in the schematic of  FIG. 2 , the OCH  104  may therefore include a computer processor  202 , memory  2104 , one or more data storage devices  234 , and one or more communication devices or hardware  4104  (e.g., UHF transmission device, SATCOM, WiFi, Bluetooth, etc.) 
         [0042]    The term “Operation Center” or “OC,” generally referenced as  306  in  FIG. 4A , refers to a location where streaming flight data and ground bulk data is routed for scaling and tailoring prior to dissemination to end user(s). Further, the OC  306  of at least one embodiment may include any one or more computer systems structured to receive, store, communicate and/or process data in accordance with the present invention. As shown in the schematic of  FIG. 5 , the OC may therefore include a computer processor  1306 , memory  2306 , one or more data storage devices  3306 , and one or more communication devices or hardware  4306  (e.g., network device(s), web server(s), etc.) Accordingly, the OC  306  of at least one embodiment may comprise one or more web servers or data servers, including software and hardware configured to receive requests and to communicate data, information, media, web pages, applications, etc. in accordance with the present invention. 
         [0043]    The term “crowd sourcing” refers to the process of obtaining needed services, ideas, or content by soliciting contributions from a large group of people, and especially from an online community, rather than from traditional employees or suppliers. 
         [0044]    The term “flight tracker app,” or “FTA” refers to a crowd sourced aviation software entity, or application and services company enabling crowd sourced receiver communities. This could be an organic capability of the embodiment system, or provided by a third party partnership. This entity may service the aviation industry by providing aircraft telemetry information it collects from its infrastructure of crowd sourcing aviation enthusiasts. These enthusiasts collect this data by receiving aircraft data across the UHF spectrum using either homemade or a provided receiver antenna. In some embodiments, this service may be modified and optimized to receive data from the OCH LRU  104  in order to facilitate the new system embodiment disclosed herein. 
         [0045]    The term “end-user” refers to the customers served by the aircraft data communications system. These end users and their incentive for receiving the output, or service as a result of this system will vary according to their position. 
         [0046]    The term aircraft/airplane health monitoring “AHM” refers to the ability to help effectively assess aircraft component failure events in real-time. The structural health monitoring of an aircraft is a new concept, and is becoming one of the key enabling technologies used to ensure integrity of an aircraft fleet. 
         [0047]    The term “FAA” refers to the Federal Aviation Administration. 
         [0048]    The term “NTSB” refers to the National Transportation Safety Board. 
         [0049]    The term “NWS” refers to the National Weather Service. 
         [0050]    The term “NOAA” refers to the National Oceanic and Atmospheric Administration. 
         [0051]    The term “FCC” refers to the Federal Communications Commission. 
         [0052]    The term “DFDR” refers to the digital flight data recorder. This device records various performance parameters of an aircraft; especially one designed to survive an impact and thus help in finding the causes of an accident; along with the cockpit voice recorder (CVR), it is part of the flight recorder. The DFDR is often called a ‘black box’. 
         [0053]    The term “DFDAU” refers to the digital flight data acquisition unit. This device is the processor that feeds the DFDR. Commonly located in the front of the aircraft separate from the DFDR. 
         [0054]    The term “IFE” refers to the in-flight entertainment system. This system commonly includes passenger access to various media, in flight WiFi, and shopping options from the aircraft while in flight. 
         [0055]    The term “T/M/S” refers to the United States military aircraft designation system standard pertaining to type, model, and series of aircraft. For example, the Boeing 787-8 is a type: Boeing, model: 787, series: 8. 
         [0056]    The term “SATCOM” refers to “satellite communication”. SATCOM is a system comprised of an artificial satellite constellation and antenna dish ground receivers. This system is used to facilitate telecommunication by reflecting or relaying signals into space and back down to Earth. 
         [0057]    The term “ADS-B” refers to automatic dependent surveillance—broadcast. ADS-B is a passive system, which translates GNSS-based signal (GPS) of position data over the RF spectrum. This system is an integral part of the Next Generation Air Transportation System (NextGen). The NextGen system is planned to ultimately replace active radar as the primary means for aircraft tracking and accountability. 
         [0058]    The term “OOOI data” refers to times of the actual aircraft movements of Gate Out (O), Wheels Off (O), Wheels On (O), and Gate In (I). This information is critical in building various statistical databases of flights. This information helps in better anticipating scheduling between gates for specific aircraft in specific environments. 
         [0059]    The term “UHF” refers to ultra-high frequency. UHF is designated by the International Telecommunication Union (ITU) for radio frequencies in the range between 300 MHz and 3 GHz. 
         [0060]    The term “ATC/L-Band” refers to a type of aircraft antenna. This type of antenna is capable of transmitting across the UHF spectrum as defined by the ITU. 
         [0061]    The term “flight data” refers to the various parameters fed by multiple sensors across the aircraft from various components. These sensors track status and performance of these components during the course of flight. 
         [0062]    The term “VHF” refers to very high frequency (VHF). VHF is designated by the ITU for radio frequencies in the range between 30 MHz and 300 MHz. 
         [0063]    The term “electronic flight bag” (EFB) refers to a device that allows flight crews to perform a variety of functions that were traditionally accomplished by using paper references. In its simplest form, an EFB can perform basic flight planning calculations and display a variety of digital documentation, including navigational charts, operations manuals, and aircraft checklists. The most advanced EFBs are fully certified as part of the aircraft avionics system and are integrated with aircraft systems such as the FMS. These advanced systems are also able to display an aircraft&#39;s position on navigational charts, depict real-time weather, and perform many complex flight-planning tasks. 
         [0064]    The term “air to ground” refers to communication with ground-based receiver networks from an aircraft while in flight. 
         [0065]    The term “RF diplexer” refers to a unit that in one application can be used to enable more than one transmitter to operate on a single radio frequency (RF) antenna. The RF antenna diplexer would enable transmitters operating on different frequencies to use the same antenna. In another application, an antenna diplexer may be used to allow a single antenna to be used for transmissions on one band of frequencies and reception on another band. 
         [0066]    The term “near real time” refers to the time it takes to collect, broadcast, tailor, and disseminate aircraft data to user(s). This data will be sent to end-user(s) as soon as practical. Real time would presume this data will be retrieved by the end user(s) at the exact time it was created. This time will be slightly offset by the aforementioned. 
         [0067]    The term “streaming” refers to the broadcast or transmission of data from the aircraft using the various wireless transmission means available. 
         [0068]    Proposed flight data streaming solutions present several, and often-similar challenges. For example, some proposed solutions have focused on the replacement of the DFDR system. This presents a costly alternative and eliminates the redundancy of the already proven DFDR system. Additionally, other propositions include streaming the flight data along with the cockpit voice recorder (CVR) data. The combination of DFDR and CVR data is often too large in size to efficiently transmit over the RF spectrum. Furthermore, streaming in near real time all parameters that the DFDR and CVR collects during normal flight is unnecessary for most aviation industry applications. Lastly many propositions include streaming flight data parameters across costly infrastructure means either by exploiting SATCOM or the VHF spectrum. Both means are very effective means in which to communicate data, but do not offer a cost effective means to transmit data used to justify costs of infrastructure overhead. 
         [0069]    Advantageously, the growth and implementation of the NextGen system, which incorporates the use of publicly available ADS-B data broadcast, has inspired third-party entities, such as the flight tracker app (FTA), to create a crowd source-based global community of RF receivers. This development has empowered the spawn of one of the most proliferated infrastructure of aircraft RF communications means in existence. It is thus contemplated, that some embodiments of the present invention may take advantage of this network of in-flight data retrieval, wherein the OCH LRU may empower this community to have the ability to lower data streaming overhead to a point where the aviation industry can take full advantage of existing data broadcast capabilities. Other embodiments, however, may implement or otherwise use new or proprietary crowd sourced data receivers to communicate with the OCH  104  of the present invention. 
         [0070]    Reference will now be made to exemplary embodiments illustrated in the drawings, and specific language will be used herein to describe the same. In the description the drawing figures are not necessarily to scale and particular features may be exaggerated in scale, schematic form or generalized in the interest of clarity and conciseness. 
         [0071]    Shown in  FIG. 1  is a structural diagram of the system embodiment  100  illustrating its various components in relative relation to each other (not to scale) on board an OCH LRU equipped aircraft  102 . Primary components of the subject apparatus, the On-board Communications Hub line replaceable unit (OCH LRU)  104  will be integrated in accordance with the present disclosure. The subject OCH LRU  104  of certain embodiments may include a line replaceable unit (LRU) situated in the equipment bay of the equipped aircraft  102 . 
         [0072]    Many aircraft include Line Replaceable Units (LRU&#39;s), which are modular components designed to be replaced quickly without taking the aircraft  102  out of service. The OCH LRU  104  of at least one embodiment may be physically coupled with the digital flight data acquisition unit  106  (DFDAU), which provides a connectivity hub that collects many various inputs from sensors  108  around the equipped aircraft  102 . In other embodiments, the OCH LRU  104  may be communicatively interconnected or coupled to the DFDAU  106 , the digital flight data recorder  110 , and/or the various aircraft sensors  108 , in any number of different manners, including physical integration, wireless interconnection, Bluetooth, WiFi, etc. 
         [0073]    From the DFDAU  106 , avionics data takes two paths. First, during operation of the aircraft, avionics data is automatically and continuously transmitted to the flight data recorder, which is often a digital flight data recorder (DFDR)  110 . The DFDR&#39;s  110  near indestructability enables later retrieval of the flight data for analysis and investigation in case of a flight incident. The data that is recorded by the DFDR  110  can include parameters that are dictated by the aviation code of federal regulations (CFR) §121.344. 
         [0074]    The OCH LRU  104  will passively absorb data and sort with pre-loaded algorithms to automate the process. After the OCH LRU  104  has determined which parameters it will store for future transmission and use, it will broadcast the remainder of the encrypted data via the UHF/L-Band antenna  112  to enable crowd-sourcing retrieval. In the event the OCH LRU  104  senses an exceedance of normal flight or otherwise prompted by the Operations Center (OC)  306 , the entirety of bulk data will be broadcasted via either a previously existing, or OCH LRU  104  integrated SATCOM antenna  114 . 
         [0075]    Embodiment referenced by  200  in  FIG. 3  examines the processing of aircraft data, as it is transmitted from the various aircraft sensors  108  to the DFDAU  106 , and ultimately to the OCH CPU  202  for further interrogation and broadcast using the various means of transmission previously described in the art. The OCH CPU  202  of certain embodiments may be an independently manufactured printed circuit board (PCB) specifically optimized for the OCH LRU  104  and functions as described. The OCH CPU  202  along with certain software and/or hardware modules will perform all data processing. For example, this processing may include, but is not limited to interrogation of incoming signals, to include sorting, scaling, and tailoring of data for either broadcast or storage. Additionally, the OCH CPU  202  will have an organic data storage capability via a hard disk drive (HDD) or other data storage device  234  integrated on or otherwise communicative with the OCH CPU  202 . 
         [0076]      FIG. 3 . illustrates the basic logic of the On-board Communications Hub CPU  202  of the OCH LRU  104  apparatus as the OCH LRU receives, tailors, transmits, and disseminates the data. 
         [0077]    In accordance with one exemplary embodiment thereof, aircraft data  204  may be transmitted from the DFDAU  106  in the form of individual words  206 . These words  206  are assembled from 32-bit binary. The binary structure in each word  206  is further broken down into a label  208 , and the actual data  210 , or contents. The label  208  describes the aircraft specific sensor in which it is transmitting from, while the data  210  within the word  206  describes the function of that sensor. The data  210  is further broken down into specific parts irrelevant to the further understanding of this art. As the system operates today, the data  204  is then routed to the DFDR  110  with the possibility of further analysis upon landing and extraction on a limited basis. 
         [0078]    In another embodiment, the data  204  is also routed to the OCH CPU  202  and/or the OCH LRU  104 . In some embodiments, the OCH LRU  104  includes a data sorting module  212  which may be implemented in the form of software, hardware or a combination of software and hardware. Particularly, the data  204  is sorted using a pre-programmed multiplexer, or data sorting module  212  via the OCH CPU  202 . This data sorter  212  automatically determines whether or not the data  204  is critical data  214  or non-critical data  216 . 
         [0079]    In one embodiment, critical data  214  is that in which the end user(s) previously deems valuable during the time of flight, and thus streamed wirelessly from the aircraft using utilizing UHF/L-Band  112  or SATCOM  114  antenna for transmission. 
         [0080]    In another embodiment, non-critical data  216  is that, in which the end user(s) previously deems valuable, but not critical to retrieve until the end of flight using either a WiFi  218  or Bluetooth  220  antenna for wireless transmission. 
         [0081]    In another embodiment as illustrated by the example in  FIG. 3 , data binary words  206  ‘2’ and ‘4’ are deemed critical data  214  parameters by the data sorter  212 . This data  214  is then routed to the transmission packer  222 . The transmission packer  222  is another computer algorithm within the software suite of the OCH CPU  202 . The program in the transmission packer  222  receives the original data format  204  and reformats it, or packages it  224  in a way that optimizes transmission from the OCH CPU  202 , and broadcasts it from the aircraft  102  to be received by various means. This new packaged data  224 , in this example package  1   226 , will consist of a single label  228  followed by the remainder of the data content, or package  230 . The remainder of the package  230  following the corresponding label  228  will contain the actual usable critical  214  content to be later enjoyed by the end user(s). The transmission packer  222  will have the additional role of encrypting the data package  224  for security purposes. Lastly, the securely encrypted and optimized data package  224  will be transmitted off of the aircraft using the process illustrated in embodiments  300  and  400 . It should be noted that in some embodiments, since the original labels  208  from each of the words  206  may have been stripped or eliminated, for example, via the transmission packer  222 , the system and/or method of the present invention may be configured to identify the source of the data  230  by virtue of the order in which it is packaged or via newly created labels optimized for transmission. 
         [0082]    In yet another embodiment as illustrated by the example in  FIG. 3 , data binary words  206  ‘1’ and ‘3’ are deemed non-critical data  216  parameters by the data sorter  212 . This data  216  is then routed to the storage packer  232 . The storage packer  232 , much like the transmission packer  218  is another computer algorithm within the software suite of the OCH CPU  202 . The program loaded on the storage packer  232  receives the original data format  204  and reformats it, or packages it in a way that optimizes hard disk storage  234  which resides on the OCH CPU  202 . This non-critical data  216  will be later broadcasted from the aircraft following safe landing and taxi to the airport gate using various means of transmission illustrated in embodiments  300  and  400 . Furthermore, this data  216  may be used in the event of an emergency, or ‘SOS mode’ and dumped (mass transmitted) off of the OCH CPU hard drive  234 , and thus off of the aircraft completely prior to termination of signal when prompted. 
         [0083]    In yet another embodiment illustrated in  FIG. 3 , CVR data is stored on the OCH Hard Drive  234 . CVR data, similar to non-critical DFDAU data, is not transmitted off the aircraft except in the event of an emergency or other trigger as determined by the configuration of the OCH CPU  202 . The configuration of the OCH CPU  202  could also determine the number of minutes of CVR audio that should be stored in the hard drive  234 . 
         [0084]    The functional and temporal process diagram of the air-to-ground wireless avionics streaming method  300  taking advantage of the on-board system illustrated in  FIG. 1  is provided in  FIGS. 4A and 4B . The OCH LRU  104  will have four means of wireless communication (UHF  112 , SATCOM  114 , WiFi  218 , and Bluetooth  220 ), for example, by virtue of being communicatively interconnected to one or more data transmission device  114 ,  112 ,  218 . For instance, the data transmission device(s) may be provided by the aircraft itself, or the data transmission device(s) may be provided by the system and method of the present invention, for example, as being part of, integrated with, or communicative with the OCH LRU  104 . Each of these transmission capabilities will be best utilized depending which of the various phases of flight the aircraft resides, or a combination thereof. 
         [0085]    Prior to flight, and while the aircraft is still at the airport gate, the OCH LRU  104  will be wirelessly connected to the airport WiFi  302  often made available to passengers for personal use. This will be made possible by the WiFi transceiver antenna  218 , which is some embodiments may be organic to or otherwise part of the OCH LRU  104 . Via the Internet  304 , the OC  306  will have the means to communicate to the OCH LRU  104  in order to provide updates and/or change transmission channels in order to free up possible congested bandwidth. These issues may arise if too many aircraft  102  are in the same region equipped with OCH LRU&#39;s  104 . In order to mitigate this, the OC  306  will automatically ‘recognize’ congestion and change transmission frequencies as needed. All communications with the OCH LRU  104  will be encrypted and safe from public manipulation and visibility as required and specified by end user(s). 
         [0086]    Following departure from the airport gate, the OC  306  will document the exact time the aircraft is ‘OUT’  308  from the gate. This indication will be via aircraft sensors  108  responding to aircraft movement and parking brake release. This data will be sent to the DFDAU  106 , and then ultimately to the OCH LRU  104 . This data will then be immediately wirelessly transmitted to the OC  306  via WiFi  218  or Bluetooth  220 , and forwarded or transmitted to the end-user(s)  310  following data tailoring. This marks one of the four vital stages of the OOOI phases of flight; OUT, OFF, ON, and IN ( 308 ,  312 ,  314 , and  316  respectively). In many cases,  0001  data is provided hours, if not days, following completion of the flight. Providing this information in real time or near real time reduces operational costs for the end-user(s)  310 , and improves accuracy and timeliness of information flow regarding flight status to the end-user(s)  310  and their customers. 
         [0087]    The most likely locations for transmission gaps will be during taxi, takeoff (ascent)  318  and landing (descent)  320 . This data will be either wirelessly transmitted, if possible, during flight or when the aircraft  102  reaches its final destination gate  322 . 
         [0088]    The ascending aircraft  324  is expected to first be within range to wirelessly transmit to receivers approximately 1,000 feet (305 meters) above ground level (AGL). The first data to be transmitted via the OCH LRU  104  will be when the aircraft  102  takes off  324 . This represents the ‘OFF’  312  sequence of the OOOI data. This is made possible via a sensor on the landing gear assembly, which switches to ‘airborne state’ once the weight of the aircraft  102  has is transmitted from the ground to the wings. This transmission will either be facilitated using the SATCOM  326 ,  328  method, or the crowd sourced  330  (via UHF transmission  112 ) receiver method. The method(s) of wireless transmission in all phases of flight will be end-user(s)  310  dependent, and driven mostly by the end-user(s)  310  willingness to pay for the various data streaming methods available by the OCH LRU  104  apparatus and corresponding system. 
         [0089]    Normal mode  332  is defined when the aircraft  102  is technically able to establish constant radio contact with crowd-sourced receivers  330  during stable flight  334 . During normal mode  332 , the OCH LRU  104  is sorting data it receives from the DFDAU  106 , and separates it into critical, and non-critical parameters. Referencing  FIG. 3 , critical parameters  214  are those deemed by the end-user(s)  310  as packages of data  224 , which would serve most useful transmitted from the aircraft  334  in normal flight mode  332 . Non-critical parameters  216  are those deemed by the end-user(s)  310  as packages of data, which can wait to be received at a later time. This data holds no value in being retrieved in near real-time. In order to mitigate transmission costs, the primary means of broadcasting critical data parameters  214  will be via UHF  112  transmission of data  224  to the global crowd sourced infrastructure of antennas provided by enthusiasts  330 . Data broadcasted for collection by crowd-sourcing  330 , will be encrypted using various existing data encryption methodology. This will protect the integrity of end-user&#39;(s)  310  data. In some embodiments, the individual enthusiasts volunteering their antenna receivers  330  for this purpose will have limited access to some data  224  as approved by the end-user(s)  310 . 
         [0090]    In the embodiment illustrated in  FIG. 4A , following collection by the crowd-sourced receivers  330 , the data  224  may be automatically, and immediately transmitted to a third party entity, such as, for example, a flight tracker app (FTA)  336  provider. Like the crowd-sourced antenna  330  provider, the FTA provider&#39;s  336  computers will automatically, and immediately transmit this data  224  to the OC  306 . The OC  306  will then scale and tailor the data  224  into the format the end-user  310  pre-defines. 
         [0091]    In other embodiments, however, as shown in  FIG. 4B , following collection by the crowd-sourced receivers  330 , the data may be automatically and immediately transmitted to the OC  306 . In this embodiment, the third party entity is either bypassed or non-existent. 
         [0092]    In the event the aircraft  338  is not in range of a crowd-sourced receiver site  330 , nor are the end-users  310  willing to pay for SATCOM  326 ,  328  data transmission, the OCH LRU  104  in some embodiments may have a tethering capability using tether mode as referenced by  340 . This allows an aircraft  338  the capability to transmit from its OCH LRU  104  to the OCH LRU  104  on another aircraft  334 , for example, another aircraft  334  that is within RF line-of-sight. This wireless tether transmission capability would require the two aircraft ( 334 ,  338 ) to be within UHF RF range, and within physical line-of-sight with one another. The OCH LRU  104  on the receiving aircraft  334  would then either transmit this additional data  224  to the crowd-sourced ground receiver(s)  330 , or continue to tether its aircraft  334  data  224 , plus the additional data  224  of the initial aircraft  338 . This process would continue until the next aircraft  334  is in contact with a crowd-sourced ground receiving station  330 . The OCH LRU  104  on-board processor  202  will be capable of rationalizing the various environments and situations, or modes the aircraft  102  could possibly encounter. This algorithm within the OCH CPU  202  will enable the best possible solution for data streaming in every combination of modes thereof. 
         [0093]    SATCOM transmission ( 326 ,  328 ) from the OCH LRU  104  can occur in one of two ways: Either by the OCH LRU  104  using its own organic, integrated or provided SATCOM transceiver capability  114 , or by integrating into the on-board WiFi  218  service if available by the contracted airline (if utilizing SATCOM to enable WiFi service). The primary use of the OCH LRU  104  organic SATCOM  114  capabilities would be during SOS mode  342 . Either one of, or a combination of sensor exceedance on board the equipped aircraft  102 , or a prompt by the OC  306  will activate SOS mode  342 . For example, if the flight path or activities on board the aircraft are deemed ‘suspicious’ (e.g. flying off of its planned flight path, hijacking, etc.), the OCH LRU  104  will be prompted to activate SOS mode  342  from the OC  306  via SATCOM  328  communications. Additionally, if the OCH LRU  104  is receiving sensor outputs exceeding pre-programmed thresholds for ‘normal flight’  332 , the OCH LRU  104  will automatically begin broadcasting all information (bulk data) from the OCH LRU  104  to the available SATCOM satellite  328  until either termination of signal, or prompted to cease by a OC  306  command. SOS mode  342  will not be able to be interrupted, nor deactivated by anyone on board the aircraft  334 . 
         [0094]    Upon termination of normal flight, the aircraft will log the ‘ON’ phase  314  of  000 I and transmit this time stamp as soon as available. The ‘ON’ phase  314  will be defined when weight is sensed by the sensor on the landing gear assembly and the aircraft is in ‘ground state’  344 . This transmission will first become available once the aircraft  344  is at the gate and connected to the gate via Bluetooth  302  or WiFi  322 . Lastly, the OCH LRU  104  will log the activation of the parking brake by the flight crew defining the final phase of  0001 , ‘IN’  316 . Data  214 ,  216  accumulated and confirmed not transmitted by the OC  306  since termination of active communication during decent  320 , will be transmitted from the OCH LRU  104  via the Bluetooth/WiFi capability at the gate  322 . This encrypted data  224  will then be sent via the Internet  234  to the OC  306  for eventual routing to the end-user(s)  310 . 
         [0095]    Alternate streaming methods, again depending on the willingness of the end-user(s)  310  to pay a more premium cost, include SATCOM  324 ,  328  for normal flight, and WiFi  218  integration in into potential on-board WiFi services among others within the capability of the various communications methods of the OCH LRU  104 . 
         [0096]    In another embodiment, the OCH LRU  104  will require the installation of a connection cable from the DFDAU  106  to OCH LRU  104 , a cable connection from the OCH LRU  104  to an ATC UHF/L-Band antenna  112 , and possible RF diplexer(s) to integrate into existing aircraft  102  antenna, and a power supply wire for electrical supply. 
         [0097]    As previously described, the various aircraft sensors from around the aircraft  108  will feed both digital and analog sensor data to the DFDAU  106 . This data is then forwarded from the DFDAU  106  to the DFDR  110 . The OCH LRU  104  will integrate into the data feed transmitted from the DFDAU  106  using the appropriate cable and connection, whether physical or wireless, necessary for integration. This connection type will be pre-fabricated as the kit assembly associated with the specific T/M/S aircraft  102  in which the OCH LRU  104  will be installed. The data from the DFDAU  106  will directly feed into the OCH LRU  104   
         [0098]    The primary source of power for the OCH LRU  104  will be from the aircraft&#39;s  102  organic power source  402 . In addition to this power feed, the OCH LRU  104  will have the option of auxiliary power  402 , also organic to the aircraft  102  for power supply  402  in the event of aircraft  102  power disruption and/or failure. Power supply (24V DC)  402  will flow into the OCH LRU  104  and directly into the OCH LRU  104  power adapter  404 . From the power adapter  404 , various components required to enable the OCH LRU  104  to perform its duties within the aircraft  102  will be supplied necessary power. 
         [0099]    In one embodiment, in order for the OCH LRU  104  to accomplish wireless UHF transmission to the crowd-sourced community of receivers  330  as described in embodiment  300 , the OCH LRU  104  will require the integration of a UHF/L-Band antenna  112 . A UHF modulator  406 , within the OCH LRU  104  will enable modulation of digital inputs to RF outputs. 
         [0100]    In another embodiment, in order for the OCH LRU  104  to perform SATCOM transmission  114  as described in embodiment  300 , the OCH LRU  104  will also have within the enclosure  408  of the LRU, a SATCOM modulator  410 . In one embodiment, the SATCOM signal following modulation will be transmitted to either a committed SATCOM antenna  114 , or integrate into a pre-existing SATCOM antenna  114  is illustrated in embodiment  400  of  FIG. 6 . A SATCOM diplexer  412  will enable physical integration into said pre-existing aircraft SATCOM antenna  114 . The SATCOM diplexer  412  may be provided as an additional component of the OCH LRU  104  installation/assembly kit. 
         [0101]    In another embodiment, the OCH LRU  104  will have the capability to recognize its own position in three-dimensional space. This is accomplished by containing, in at least one embodiment within the OCH LRU  104  enclosure  408 , a telemetry-monitoring device (TMD)  414 . The TMD  414  will include, but not be limited to an electronic micro-accelerometer and gyroscope. Additionally, the TMD  414  will be fed geospatial position information from the pre-existing aircraft GPS antenna  416 . The integration into the GPS antenna  416  will be made possible via a GPS diplexer  418 , either already installed on the aircraft  102  or as part of the OCH LRU  104  installation kit. 
         [0102]    In another embodiment, the OCH LRU  104  will have the additional capability of both communicating to remote aircraft sensors such as aircraft engine(s)  420 . This capability will be facilitated by either a wireless connection via WiFi  218  and/or Bluetooth  218  antenna and associated modulators ( 422  and  424  respectively) within the OCH LRU  104 . 
         [0103]    In another embodiment, the OCH LRU&#39;s  104  organic WiFi antenna  218  and/or Bluetooth antenna  218  transmission capabilities ( 426 ,  428 ) will facilitate bulk wireless aircraft data transmission to receivers located at the airport departure/arrival gates ( 302 ,  316 ) and/or a hand held device by ground maintenance crew personnel. 
         [0104]    In another embodiment, the OCH LRU&#39;s  104  organic WiFi antenna  218  and/or Bluetooth antenna  218  transmission capabilities ( 426 ,  428 ) will facilitate integration into the flight crew EFB. This will enable transmission of flight crew-tailored data/information to be used for various applications. These applications include, but are not limited to air to ground messaging from the flight crew to the respective airline and/or aircraft controlling stations(s). 
         [0105]    In yet another embodiment, the OCH LRU&#39;s  104  organic WiFi antenna  218  and/or Bluetooth antenna  218  transmission capabilities ( 426 ,  428 ) will facilitate integration into IFE system. This integration could include, but not be limited to in flight shopping applications, and/or car rental and/or hotel rental reservation applications. 
         [0106]    As the aircraft  502  moves through space and time, receiver stations  330  will become increasingly stressed for bandwidth. Additionally, the system or method of certain embodiments of the present invention will be capable of rewarding the individual crowd sourced receiver stations operators  330  with a dividend of the profits gained from the selling of the data in which they provide. These two factors will require both control and accountability of the crowd-sourced  330  network of communications receivers as depicted in  FIGS. 7A through 7D . 
         [0107]      FIGS. 7A through 7D  depict four exemplary illustrations conceptualizing how the OC  306 , (and in some embodiments, along with a third party entity, including, for example, the FTA  336 ) will deconflict receiver stations while accounting for individual receiver&#39;s data rations over a given period in time. In order to make this deconfliction and subsequent synchronization possible, automated and pre-programmed commands will be transmitted to either the individual receivers and to the OCH CPU or OCH LRU  104  at the gate of debarkation  302 , for example, via WiFi  218  or Blue Tooth  220  from the OC  306 .  FIGS. 7A  though  7 D are not intended to capture all possible instances which may occur. These embodiments merely exemplify the fundamental logic the OC  306 , (and in some embodiments, in coordination with the FTA  336 ) will employ in order to account for and deconflict a global system of crowd sourced receiver units to efficiently receive OCH data while not interfering with the normal reception of ADS-B data. 
         [0108]    For example, the operations center (OC)  306  of at least one embodiment includes a transmission channel management module  5306 , which may be implemented in software (e.g., using pre-programmed algorithms), hardware, or any combination thereof. For instance, the transmission channel management module  5306  of at least one embodiment is structured to communicate with the OCH  104  in order to define a communication channel or UHF frequency upon which the flight data will be transmitted during in flight operations of the aircraft. In this manner, the transmission device  112  of at least one embodiment (e.g., the UHF/L-Band antenna) may operate over a plurality of frequencies and/or UHF channels, allowing the OC  306  to control or define which channel(s) or frequencies to use at a particular time or during a particular flight. 
         [0109]    Accordingly, the transmission channel management module  5306  of at least one embodiment may first analyze flight routes for any one or more aircraft at a given time. If, based upon this information or analysis, the transmission channel management module  5306  determines that there will be or may be congestion (e.g., there may be more aircraft in a particular area at a particular time than a single UHF frequency or channel can optimally handle with respect to the data transfer or transmission disclosed here), then the frequency or channel corresponding to one or more of those aircraft may be changed. In this manner, the OC  306  may send a command to the OCH LRU  104  of a particular aircraft in order to modify or define the UHF frequency or channel upon which to use during a particular flight, during a particular leg of a flight, or during a particular time in flight. 
         [0110]    Similarly, at least some of the crowd sourced receivers  330  that are positioned along the flight path must be synchronized to receive data on the changed or modified frequency or channel. Accordingly, in one embodiment the OC  306  may send a command to one or more of the crowd sourced data receivers disposed along the path of the flight in order to change the receiving frequency or channel to match the frequency or channel of the OCH LRU  104  (or the corresponding UHF transmission device  112 ). In other embodiments, a third party (e.g., FTA) may have control or may be able to send commands to the crowd sourced data receivers  330 . In such a case, the FTA or other third party may be the entity or system that sends commands to the individual crowd sourced data receivers  330  in order to synchronize the crowd sourced data receivers  330  with the transmission device or frequency/channel of one or more aircraft. 
         [0111]    In one example, as shown in  FIG. 7A , the hypothetical aircraft  502  travels from location A  504  to location B  506 . This illustrates an example of a simple flight route in order to demonstrate handover and accountability. The dashed circles  508  represent a one hypothetical UHF frequency carrier (968 MHz), while the solid circles  510  represent a second hypothetical frequency carrier (1115 MHz). It should be noted that the system and method of certain embodiments of the present invention may utilize one or more frequencies within the UHF frequency allocation for aeronautical radio navigation (e.g., 960 MHz-1215 MHz). The frequencies chosen for the following examples are for demonstration purposes only and are not indicative of the actual frequencies the system and method may use. 
         [0112]    In the illustrated example shown in  FIG. 7A , the OCH  104  on board the equipped aircraft  502 , is preprogrammed to transmit at the same frequency or channel (e.g., via 1115 MHz) throughout the entire journey from location A  504  to B  506 . This pre-programmed transmission frequency is validated and assigned to the OCH CPU or OCH LRU at the point of departure  504  via WiFi  332  (or other) connection to the OCH LRU, for example, from the OC. Additionally, the crowd-sourced receiver channel is assigned to receive on this same frequency in automated coordination with (ICW) both the OC  306  (and, in some embodiments, a third party, such as the FTA  336 , as described above). If the channels must be modified in order to synchronize with a passing aircraft, the OC  306  (and/or the FTA  336 ) will transmit a simultaneous demand to both the OCH CPU or OCH LRU and at least some of the crowd-sourced receivers en route  330  of the OCH equipped aircraft  502  to synchronize the same transmission and receiving channels respectively. 
         [0113]    As the OCH equipped aircraft  502  travels from one receiver to another (the communications handoff zone  512 ), the data will be duplicated. This duplicated data will be used in order to validate both data sets to the OC  306  (and in some cases, the FTA  336 ). IN some embodiments, following termination of active signal from the first receiver  514  to the second  516 , the first receiver  514  will be placed once again on OCH stand by mode (receiver normal mode) and continue to receive and transmit ADS-B telemetry data (for example, to the FTA  336 ). Following the completion of the flight, the FTA  336  will submit to the OC  306  the amount of data received and provided by each of the receivers en route ( 518  and  520  respectively). Otherwise, in the embodiments without use of the FTA, the OC  306  will simply compile or store the data for use or transmission to the end user. Data overlap during handoffs  522  will be accounted for the equal weighted fraction of data provided during this time  512  (e.g.  50 / 50  between 2 receivers, etc.). In some embodiments, the OC  306  will, at the end of a predetermined period, account for the proprietary gain by the company from that route and provide a dividend to each of the receiver owners whose receivers provided this data  514 ,  516  thus rewarding them with a pre-determined monetary ‘reward’ for their contribution. 
         [0114]    In yet another embodiment illustrated in  FIG. 7B , the OCH equipped aircraft  524  is flying a hypothetical two-leg route from point C  526  to D  528 , followed by E  530 . As the OCH equipped aircraft  524  proceeds from point C  526  to D  528 , accountability and handoff proceeds as described in the previous example. However, due to an identified point of confliction in either channel or bandwidth, it is determined within this example that the channel used on the first leg from C to D (e.g., channel 1115 MHz) will no longer support this data transfer during the second leg from point D  528  to E  530  for various reasons. Accordingly, this channel must be switched to another channel (e.g., from 1115 MHz to 968 MHz). This is shown in the Figure with different dashed lines. The command to change the frequency or channel will be transmitted to the aircraft from the OC  306  via the departure gate  302 , and eventually to the OCH CPU  202  or OCH LRU  104  on board the OCH enabled aircraft  532 . The OCH CPU  202  or OCH LRU  104  will then switch its transmission signal (e.g., from 1115 MHz to 969 MHz) for the second leg of the trip. Furthermore, a signal or command will be transmitted to some or all of the receivers that fall within the second leg (e.g., from D to E) of the OCH equipped aircraft  532  in order to switch and synchronize the receiving channels (e.g., switch to 968 MHz). Again, this command may originate from the OC  306 , a third party (e.g., the FTA) or another entity or location. This accuracy of exactly when the receivers should switch channels will be further validated by the  0001  data transmitted from said aircraft ( 524  and  532 ). 
         [0115]    In yet another example illustrated in  FIG. 7C , the route from hypothetical point of departure F  534  to arrival point G  536  demonstrates the automated system of receivers switching from receiver normal mode to OCH collection mode. ‘Normal receiver mode’ may be defined as the collection of ADS-B only information from aircraft not equipped with the OCH via the federally mandated frequency of 1090 MHz. In addition to 978 MHz, the FAA and other international aviation governing bodies mandate 1090 MHz  538  as the carrier channel exclusively to be used for the used ADS-B. As the aircraft departs the various receiver ranges, in some embodiments, the receivers may switch back to the original normal receiver mode channel of 1090 MHz  538  in order to continue to passively retrieve ADS-B transmissions from non-OCH equipped aircraft. The receivers forward of the flight path and within the range of the OCH equipped aircraft  540  will remain on the pre-designated channel  510  in preparation to receive OCH data. 
         [0116]    In order to enable a receiver, which has switched receiving channels from 1090 MHz  538  to another pre-designated optimized channel for OCH CPU reception to continue to collect ADS-B data, the ADS-B data will supplement the data transmitted from the OCH CPU bundling all data together. This will allow for zero-loss in the data collection capability of the individual receivers as they populate the FTA  336  common operating picture (COP), and the OCs  336  ability to accumulate data seamlessly for distribution to the various end-users  310 . 
         [0117]    In yet another example illustrated in  FIG. 7D , there may be an instance where the multiple OCH equipped aircraft  542   544  either depart a common point of origin  546 , or transverse through a common geographical region simultaneously. In order to mitigate this, OC  306 , for example, via the transmission channel management module  5306  described above (and in some cases the FTA) will anticipate the conflict automatically ahead of time. A command will be sent to the crowd sourced receivers in order to deconflict receiver channels, while the OC  306  will deconflict transmission channels via WiFi/Blue tooth  218 / 220  at the gate(s)  302  as previously described. For example, within a region of competing receiver priorities, a portion of the receivers in the area will receive on one channel (e.g. 1115 MHz  510 ), while the other portion will receive on another channel (e.g., 968 MHz  508 ). The OCH equipped aircraft ( 542  and  544  respectively) will synchronize to this system by transmitting on said frequencies. In the event an aircraft is completely out of range of ATG transmission options  548 , the OC  306  will send a command to the OCH equipped aircraft  544  to either prompt tether mode  340  or SATCOM mode  342 . Tether mode  340  and/or SATCOM mode  342  will terminate upon first contact with the next ATG receiver station  550  en route to its final location  552 . 
         [0118]    In yet another embodiment, if an OCH CPU  202  equipped aircraft declares an emergency, or if any other pre-defined manual or automated trigger occurs, as the define in the configuration of the OCH CPU  202 , the OCH CPU  202  will transition from its normal mode of operation and transmit all data received from the DFDAU on all communications channels available on the aircraft (SATCOM, Radio, WiFi). Furthermore, the OCH CPU  202  will reset the Data Sorter  212  to act as a pass-through device, and will start transmitting live CVR data. Additionally, the OCH CPU  202  will attempt, based on bandwidth availability, to transmit previously stored CVR data, as well as previously stored non-critical DFDAU. On the ground, in order to minimize interference and insure all data is received with integrity, the OC  306  will reconfigure receivers that are on the path of said aircraft to tune to its corresponding transmission frequency. Additionally, the OC  306  will send commands to all OCH CPU  202  available on aircrafts in the vicinity to cease their transmissions or switch to alternate frequencies, further easing congestion on the radio spectrum. 
         [0119]    In an embodiment illustrated in  FIG. 8 , outbound Internet traffic originated by a passenger is routed through the system of the present invention, providing a more affordable data pathway from the aircraft  602  to the Internet through the crowd sourced ground receivers  330 . This solution enables aircraft operators to significantly save on data traffic fees, especially when users initiate data-intensive outbound operations, such as sending emails with large attachments, uploading a file to the cloud, sending a message MMS, or posting a picture or video to a social media site, among others, as generally shown at  610 . 
         [0120]    For instance, the OCH CPU  202  and/or OCH LRU  104 will participate actively in executing such operations, where it the will detect a user request and reformat it to create a command that will be processed by the OC  306 . In such an embodiment, the OC  306  may include an Internet traffic routing module  6306  ( FIG. 5 ) for receiving Internet traffic communications from the crowd sourced data receivers  330  and for routing the Internet traffic communications to the appropriate source via the Internet, as shown at  610 . For instance, based on the nature of the request, the OC  306  will re-route the request, data or information to the appropriate service on the ground, essentially acting as a proxy. In the event where the request processed by the OC  306  requires feedback to the end-user, the OC  306  will intercept that feedback and forward it through a SATCOM operator  608 . This feedback will reach the user after going through the proper constellation satellite  612 , which will in turn forward it to the OCH CPU  202  or OCH LRU  104 . The OCH CPU or OCH LRU  104  is responsible to finally deliver the feedback to the passenger. 
         [0121]    In yet another embodiment, the passengers on the aircraft could be provided with a proprietary interface, in the form of a desktop application, mobile application or other, that will communicate directly with the OCH CPU  202  or OCH LRU  104  to send commands to the ground network of crowd-sourced receivers. For instance, in some embodiments, the OCH LRU  104  may include an on-board Internet traffic module  5104  ( FIG. 2 ), which may be software, hardware or a combination thereof, configured to receive an Internet request or communication, for example, from an interface (e.g., desktop interface, laptop interface, mobile application), and transmit that request, date or information to the OC  306  via the plurality of crowd sourced data receivers  330 . Such an interface would be designed specifically to expect no real-time feedback, therefore not requiring any real-time response from the service it targeted. This provides additional savings by eliminating the use of any SATCOM bandwidth. 
         [0122]    With reference to  FIG. 9 , the present disclosure further includes a method  800  for the collection and transmission of aircraft data using a plurality of crowd sourced data receivers, and in some instances, for implementing one or more of the various features of the system as described herein.  FIG. 9  illustrates an exemplary, high level flow chart for some of the features included in the method  800  of one embodiment, although  FIG. 9  should not be deemed limiting in that other features may be included in order to implement the system described herein, and some of the features included may be eliminated. 
         [0123]    In any event, as shown at  802  in  FIG. 9 , the method  800  of at least one embodiment include checking the flight path of a given aircraft in order to determine if there is or will be possible congestion during the flight. Congestion may be interpreted as too many flights in a given area at a given time such that data transmissions (e.g., UHF transmissions) may not be possible or may be strained if provided on a single channel or frequency. This check may be performed by the OC at regular intervals, prior to each flight, or periodically, and may be based upon predetermined flight information such as the time of flight and estimated or projected flight path. 
         [0124]    If congestion is present or estimated, then, as shown at  804 , the transmission frequencies for both the OCH and at least some of the crowd sourced receivers positioned along the flight path may be synchronized to operate at a different frequency or channel. For instance, as provided above, the OC may send a command to the OCH LRU or OCH CPU in order to change the transmission frequency for a given flight or during a particular time. Similarly, the OC may send a command to the crowd sourced data receivers positioned along the flight path to adjust or change the receiving frequency during a particular time, for instance, during the particular flight. In other embodiments, as described herein, a third party such as the FTA may send a command to the crowd sourced data receivers regarding the change of receiving transmission frequency. 
         [0125]    With the transmission and receiving frequencies synchronized, while the aircraft is in flight, the method  800  further includes receiving  806  aircraft data at an on-board communication hub (OCH), for example, from a digital flight data acquisition unit (DFDAU), digital flight data recorder (DFDR), and/or various sensors positioned throughout the aircraft. As provided above, as shown at  808 , the received data may be sorted (e.g., via a data sorting module) into critical and non-critical packets or groups. The non-critical data (e.g., information that is determined to be important but not needed in near real time) may be stored  810  for later retrieval, for example, in the data storage device of the OCH LRU  104  and/or via the DFDR. The information or data stored in the OCH LRU data storage device may then be subsequently transmitted  812  to the OC, for example, via WiFi, BlueTooth, SATCOM or other transmission means. Typically, the non-critical data may be transmitted via the Internet upon landing or when the OCH LRU can establish a WiFi connection with the gate. 
         [0126]    As provide herein, and as shown at  814  and  816 , the critical data is transmitted to the OC  306  via the plurality of crowd sourced data receivers  330  in near real time during in-flight operations of the aircraft, for example, via UHF transmission channels or frequencies. Once the OC  306  receives the data or information from the plurality of crowd sourced data receivers  330 , the OC  306  may compile the data, eliminate redundancies (if any), and format the data or information for transmission to the end user or customer, as shown at  818 . 
         [0127]    While this disclosure has been described as having an exemplary design, the present disclosure may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the disclosure using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this disclosure pertains. All features and embodiments disclosed and claimed herein can be prepared and executed without undue experimentation in light of the present disclosure. 
         [0128]    Since other modifications and changes varied to fit particular operating requirements and environments will be apparent to those skilled in the art, the invention is not considered limited to the example chosen for purposes of disclosure, and covers all changes and modifications which do not constitute departures from the true spirit and scope of this invention. This written description provides an illustrative explanation and/or account of the present invention. It may be possible to deliver equivalent benefits using variations of the specific embodiments, without departing from the inventive concept. This description and these drawings, therefore, are to be regarded as illustrative and not restrictive. 
         [0129]    Now that the invention has been described,