Patent Publication Number: US-10764753-B2

Title: Flight crew connectivity systems and methods

Description:
TECHNICAL FIELD 
     One or more embodiments relate generally to aircraft systems, and more particularly, for example, to secure flight crew communication connectivity. 
     BACKGROUND 
     In the field of aircraft flight crew secure communication, there is an ongoing effort to improve flight crew access to multiple levels of network communication security within the aircraft flight deck. For example, different data domains on an aircraft require different levels of network access security and existing solutions that provide secure network access require complex, multiunit systems to meet network security demands. Thus, there is a need to provide improved access to multiple secure and unsecure data domains by the flight crew within an aircraft flight deck. 
     SUMMARY 
     Systems and methods are disclosed herein in accordance with one or more embodiments that provide flight crew connectivity to multiple data domains within an aircraft flight deck. In various embodiments, at least one of one or more data interface devices, each coupled to a different data domain, is selectively powered and a dedicated data communication path is formed between the powered data interface device and a data transceiver for communication with a flight crew communication device. Communication is possible with only the data domain coupled to the selectively powered data interface device. Network security is provided in that other data domains coupled to unpowered data interface devices are not capable of communication on the data communication path. 
     In one example, a first data interface device is coupled to avionics equipment where the avionics equipment provides aircraft control and aircraft information data. The selectively first powered data interface device provides for physically isolating the aircraft control and aircraft information data on the data communication path between the powered first data interface device and the data transceiver for communication with the flight crew communication device. 
     In another example, a second data interface device is coupled to non-avionics equipment where the non-avionics equipment provides passenger information and entertainment data. The selectively second powered data interface device provides for physically isolating the passenger information and entertainment data, and broadband internee access on the data communication path between the powered second data interface device and the data transceiver for communication with the flight crew communication device. 
     In one embodiment, a system includes one or more data interface devices configured to communicate data; a power module configured to provide power to the one or more data interface devices; a switch coupled between the power module and each of the one or more data interface devices and configured to selectively provide power from the power module to at least one of the one or more data interface devices; a data transceiver configured to couple to an external communication device; and a controller coupled between the one or more data interface devices and the data transceiver and configured to provide a data communication path between the selectively powered data interface device and the data transceiver for the external communication device. 
     In another embodiment, a method includes selectively switching power from a power module to at least one of one or more data interface devices to selectively power the at least one data interface device; forming a data communication path between the selectively powered data interface device and a data transceiver; and communicating data between the at least one selectively powered data interface device and the data transceiver for an external communication device. 
     The scope of the invention is defined by the claims, which are incorporated into this section by reference. A more complete understanding of embodiments of the invention will be afforded to those skilled in the art, as well as a realization of additional advantages thereof, by a consideration of the following detailed description of one or more embodiments. Reference will be made to the appended sheets of drawings that will first be described briefly. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  illustrates a diagram of an aircraft including various aircraft data domains and network interfaces, along with a flight crew connectivity system, in accordance with one or more embodiments of the disclosure. 
         FIG. 2  illustrates a block diagram of a flight crew connectivity system in accordance with an embodiment of the disclosure. 
         FIG. 3  illustrates various data domains within an aircraft fuselage in accordance with an embodiment of the disclosure. 
         FIG. 4  illustrates various functions of a flight crew connectivity system in accordance with embodiments of the disclosure. 
         FIG. 5  illustrates a panel concept display for a flight crew connectivity system in accordance with embodiments of the disclosure. 
         FIGS. 6A-B  illustrate flow diagrams describing a method for using a flight crew connectivity system in accordance with an embodiment of the disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Systems and methods are provided in accordance with one or more embodiments that provides for a flight crew personal electronic device with a secure wireless data communication connection to various data domains integrated within an aircraft. In this regard, a flight crew connectivity system provides for the flight crew personal electronic device to seamlessly connect to various aircraft data domains with differing levels of network access security without compromising security level requirements. 
       FIG. 1  illustrates a diagram of an aircraft  101  including a flight crew connectivity system  100 , various aircraft data domains, multiple aircraft network interfaces, and aircraft equipment connected to the network interfaces in accordance with one or more embodiments of the disclosure. Flight crew connectivity system  100  provides for a secure wireless data communication path between a flight deck  110  of aircraft  101  and various wired and wireless network protocols both onboard and outside of aircraft  101 . For example, flight crew connectivity system  100  communicates with avionics equipment  102  onboard aircraft  101  through wired communication interface  113 , preferably via a secure aircraft protocol data bus such as ARINC  429  or ARINC  717 . In some embodiments, flight crew connectivity system  100  communicates with non-avionics equipment  104  through an Ethernet interface  115 . In various embodiments, flight crew connectivity system  100  wirelessly and securely connects components of avionics equipment  102  and non-avionics equipment  104  with flight deck  110  via a secure wireless Wi-Fi network  103 A-C. In some embodiments, wireless Wi-Fi network  103 A-C is a dedicated and secure IEEE 802.11 service set identifier (SSID) airline proprietary login for flight crew personal electronic device use (e.g., such as flight crew personal electronic device  203  of  FIG. 2 ) within flight deck  110 . Aircraft  101  includes an aircraft power module  106  (e.g., power source) to provide power to flight crew connectivity system  100 . 
     In some embodiments, flight crew connectivity system  100  is in wireless communication with ground electronics  108  to provide for secure wireless communications between ground electronics  108  and flight deck  110 . In some embodiments, ground electronics  108  wirelessly interfaces to aircraft  101  through airline proprietary secure IEEE 802.11 wireless network connection  103 C, however other wireless network interfaces are possible, such as an airline proprietary secure IEEE WiMAX 802.16 wireless network connection. Flight crew personnel may download predictive maintenance reports, and other data reports pertaining to aircraft  101  onto flight crew personal electronic device  203  from ground electronics  108 , for example. In some embodiments, flight crew connectivity system  100  provides for a second secure wireless network  119  for secure communication between personal electronic device  203  and an external cellular device (e.g., such as external cellular device  237 A of  FIG. 2 ). 
     In various embodiments, avionics equipment  102  includes electronics for an aircraft information system and an aircraft control system. In some embodiments, electronics and circuitry for avionics equipment  102  is distributed throughout aircraft  101 . In some embodiments, avionics equipment  102  provides for flight information and aircraft control data. In various embodiments, non-avionics equipment  104  includes electronics for passenger information systems and electronics and networks to interface to passenger personal electronic devices. In some embodiments, non-avionics equipment  104  provides for aircraft maintenance data, aircraft operational performance data and other less secure flight crew applications. 
     Aircraft  101  includes multiple connectivity protocols for connecting components of avionics equipment  102  and non-avionic equipment  104 . In some embodiments, components of non-avionics equipment  104  utilize a Wi-Fi communication network  105 A-D to provide passengers within aircraft cabin  107  with broadband internet access. Passengers wirelessly connect their personal electronic devices (e.g., smartphones, tablets, laptop computers, for example) to the broadband internet through a broadband Ku/Ka band SATCOM antenna  109 . Flight crew connectivity system  100  provides for a secure data link between Wi-Fi communication network  105 A-D and flight deck  110  for flight crew personal electronic device  203  to access broadband internet without compromising high level security requirements of aircraft  101  avionics equipment  102 , as discussed herein. 
       FIG. 2  illustrates a block diagram of a flight crew connectivity system  100  in accordance with an embodiment of the disclosure. Flight crew connectivity system  100  includes a controller  201  (e.g., a media access controller (MAC)/baseband processor), input data transceivers  211 A-B (e.g., data interface devices), a wireless data transceiver  213  (e.g., a data transceiver, such as Wi-Fi, Bluetooth and NFC transceivers and antennas), a power module  217 , and a domain switch  223 . 
     Flight crew connectivity system  100  includes a power switch  219  (e.g., power source switch) connected to aircraft power module  106 . In some embodiments, power switch  219  is implemented as a single-pole, single-throw power switch connected to aircraft power module  106  at a first terminal  219 A and power module  217  at a second terminal  219 B. In some embodiments, power switch  219  is manually controlled at a display panel (e.g., such as display panel  500  of  FIG. 5 ) to provide 115 volts AC, 400 Hz to power module  217  connected to terminal  219 B. However, in other embodiments, other aircraft power module  106  voltages and frequencies are possible. In other embodiments, power switch  219  is a solid-state switch electrically controlled by an electrical signal provided at display panel  500 . In some embodiments, an indicator  225  is installed on display panel, and is implemented as a light emitting diode (LED). Indicator  225  is illuminated when power module  217  is powered on and providing power. In other embodiments, indicator  225  is implemented as an audible signal or other type of indicator to inform an operator that power module  217  is providing power. In some embodiments, power module  217  provides power directly to controller  201 , wireless data transceiver  213 , a cellular transceiver  215  (e.g., cellular transceiver, SIM card and antenna), a Universal Serial Bus (USB) controller  231 , and a secure digital (SD) card controller  232 . 
     In various embodiments, power module  217  provides power to domain switch  223 . Domain switch  223  is implemented as a single-pole, double-throw switch where an input terminal  223 C is connected to power module  217 . A first output terminal  223 A is connected to a first input data transceiver  211 A (e.g., a first data interface device) at input connection  221 A to provide power to first input data transceiver  211 A. A second output terminal  223 B is connected to a second input data transceiver  211 B (e.g., a second data interface device) at input connection  221 B to provide power to second input data transceiver  211 B. In other embodiments, domain switch  223  includes fewer or more output terminals connected to fewer or more input data transceivers  211 . In yet another embodiment, domain switch  223  is implemented as a solid-state switch controlled by electrical  2 Q signals provided at display panel  500 . The configuration of domain switch  223  (e.g., single-pole, double-throw) prevents first input data transceiver  211 A and second input data transceiver  211 B from being powered on at the same time in order to provide for a physical isolation of data communicated from first input data transceiver  211 A and second input data transceiver  211 B on data buses  228 A-F 
     First input data transceiver  211 A is connected to avionics equipment  102  by wired communication interface  113  and data bus  2210 . In some embodiments, data bus  221 C is implemented as an aircraft proprietary ARINC  429  data bus to complement wired communication interface  113 . In other embodiments, data bus  221 C is implemented as an aircraft proprietary ARINC  717  data bus to complement wired communication interface  113 . In yet another embodiment, data bus  221 C is implemented as an Ethernet data bus to complement wired communication interface  113 . In still another embodiment, data bus  221 C is implemented as analog discrete signals to complement wired communication interface  113 . In some embodiments, components of avionics equipment  102  share one or more types of wired communication interface  113  implementations. In some embodiments, components of avionics equipment  102  include a flight management computer, a display processor computer, a proximity sensor electronics unit, a flight data acquisition unit, and an on-board network system. In other embodiments, fewer or more aircraft units are included in avionics equipment  102 . 
     In some embodiments, second input data transceiver  211 B is connected to non-avionics equipment  104  (e.g., passenger Wi-Fi on/offboard connectivity system) by Ethernet interface  115  and data bus  221 D implemented as an Ethernet data bus to complement Ethernet interface  115 . In some embodiments, various components of non-avionics equipment  104  share Ethernet interface  115 . In some embodiments, non-avionics equipment  104  includes components of a passenger information and entertainment system including an on-board Wi-Fi network  105 A-D (see  FIG. 1 ) to provide broadband internet connectivity for passenger personal electronic devices (e.g., smartphones, tablets, laptop computers, etc.) through broadband Ku/Ka band SATCOM antenna  109 , for example. 
     Flight crew connectivity system  100  provides the ability for a secure data connection to aircraft information systems (e.g., as part of avionics equipment  102 ), while also being able to provide a broadband internet connection via non-avionics equipment  104  over a common data communication path. This is due to domain switch  223 , which provides physical power isolation for avionics equipment  102  and non-avionics equipment  104  when input data transceiver  211 A or input data transceiver  211 B are selectively powered on. For example, when domain switch  223  is controlled to power-on first input data transceiver  211 A, first input data transceiver  211 A communicates with avionics equipment  102  to securely receive aircraft control and aircraft information data. First input data transceiver  211 A provides aircraft control and aircraft information data to controller  201  over data bus  228 A. 
     In some embodiments, controller  201  is implemented to provide a data communication path between powered first input data transceiver  211 A and wireless data transceiver  213  over data buses  228 A and  228 C. In other embodiments, controller  201  is implemented to provide a data communication path between powered first input data transceiver  211 A and USB controller  231  over data buses  228 A and  228 E. 
     In some embodiments, when domain switch  223  is controlled to power on second input data transceiver  211 B, second input data transceiver  211 B communicates with non-avionics equipment  104  to receive passenger information and entertainment data. Second input data transceiver  211 B provides passenger information and entertainment data to controller  201  over data bus  228 B. 
     In some embodiments, controller  201  is implemented to provide a data communication path between powered second input data transceiver  211 B and wireless data transceiver  213  over data buses  228 B and  228 C. In other embodiments, controller  201  is implemented to provide a data communication path between powered second input data transceiver  211 B and USB controller  231  over data buses  228 B and  228 E. 
     Aircraft control and aircraft information data is physically isolated on data communication path  228 A/ 228 C and  228 A/ 228 E when first input data transceiver  211 A device is powered on and second input data transceiver  211 B is unpowered. In addition, broadband internet access and/or passenger information and entertainment data is physically isolated on data communication path  228 B/ 228 C and  228 B/ 228 E when second input data transceiver  211 B is powered on and first input data transceiver  211 A is unpowered. In some embodiments, controller  201  is configured to identify the selectively powered input data transceiver  211 A/ 211 B and communicate the identification to the personal electronic device  203  (e.g., external communication device). In various embodiments, a security level of the personal electronic device  203  comprises a single or multi-layered level of security such as biometrics, pin, security badge, or other similar security features and controller  201  is configured to validate the security level of personal electronic device  203  (e.g., external communication device). 
     In one embodiment, wireless data transceiver  213  is implemented with a secure Wi-Fi wireless network interface  213 A to communicate between flight crew connectivity system  100  and flight crew personal electronic device  203 . However, other secure wireless communication network interfaces are possible, such as a secure near-field wireless communication protocol  213 B and/or a secure Bluetooth wireless communication protocol  213 C, or other secure wireless communication interfaces. In one embodiment, flight crew personal electronic device  203  is a wireless smart device, such as a tablet computer, a cellular device or other portable smart device capable of secure wireless communication. Flight crew connectivity system  100  includes a dedicated and secure IEEE 802.11 service set identifier for airline proprietary login for flight crew use only. 
     In one embodiment, USB controller  231  provides for a wired universal serial bus interface between controller  201  and personal electronic device  203 . For example, USB controller  231  is connected to controller  201  via data bus  228 E and to personal electronic device  203  at a USB communication adapter port  239  (e.g., a wired data communication port). Personal electronic device  203  includes a universal serial bus interface adapter (e.g., a wired communication adapter) to connect to adapter port  239 . In this regard, personal electronic device  203  communicates with data transceiver  211 A and/or data transceiver  211 B over a wired data communication path including controller  201  and USB controller  231 . In some embodiments, USB controller  231  includes an electrical charging adapter to electrically charge personal electronic device  203  when connected to adapter port  239 . The USB communication interface discussed herein presents one non-limiting embodiment of a wired data communication interface, and it is understood other wired data communication interfaces between personal electronic device  203  and flight crew connectivity system  100  may be contemplated. 
     In one embodiment, flight crew connectivity system  100  includes secure digital (SD) card controller  232  to provide for a secure digital (SD) card  235  (e.g., secure data memory card) interface. SD card controller  232  provides for a data communication between flight crew personal electronic device  203  and SD card  235 . In this regard, SD card controller  232  provides a communication interface to transmit and/or receive data between personal electronic device  203  and SD card  235 . 
     In one embodiment, cellular transceiver  215  provides for a secure wireless communication interface between personal electronic device  203  and a cellular communication tower  237 . In some embodiments, cellular transceiver  215  includes a subscriber identification module (SIM)  241  to securely store personal electronic device  203  subscriber identity. In this regard, cellular transceiver  215  provides a second secure wireless network  119  for secure communication between personal electronic device  203  and external cellular device  237 A. In some embodiments, applications software is provided from an operator at a remote location via the second secure wireless network  119  to upload flight operations software (e.g., such as updates to existing flight operations software) to one or more of the avionics equipment  102  LRUs, such as the Flight Management Computer (FMC), for example. In this regard, the flight operations software includes a unique identifier within the software header to identify the particular LRU associated with the software, and the software is either manually or automatically loaded into the LRU. In various embodiments, avionics equipment  102  provides a discreet signal to cellular transceiver  215  to disable communication between personal electronic device  203  and external cellular device  237 A when aircraft  101  is airborne. 
       FIG. 3  illustrates various data domains within an aircraft fuselage  301  in accordance with an embodiment of the disclosure. As illustrated in  FIG. 3 , aircraft fuselage  301  includes multiple aircraft data domains. For example, in some embodiments, fuselage  301  includes an aircraft control domain  312 , an aircraft information systems domain  314 , a passenger information and entertainment system domain  316 , and a passenger owned devices domain  318 A-B. 
     In various embodiments, aircraft regulations require separation of direct access between one or more of the above domains. For example, aircraft control domain  312  and aircraft information systems domain  314  require direct Ethernet connections be isolated from passenger information and entertainment system domain  316  and passenger owned devices domain  318 A-B. In various embodiments, flight crew connectivity system  100  provides flight crew members dedicated and secure wireless access to one or more of these domains in flight deck  110  by physically isolating aircraft control domain  312  and/or aircraft information systems domain  314  from passenger information and entertainment system domain  316  and/or passenger owned devices domain  318 A-B. 
     In some embodiments, avionics equipment  102  includes a Flight Management Computer (FMC), a Flight Data Acquisition Unit (DFDAU), a Display Process Computer (DPC), a Proximity Sensor Electronics Unit (PSEU), an Electronic Flight Bag (EFB), a Cabin Connectivity System (CCS), and an On-board Network System (ONS). The list is not exhaustive and, in other embodiments, fewer or more units (e.g., line replaceable units (LRUs)) may be included in avionics equipment  102 . In some embodiments, non-avionics equipment  104  includes an In-Flight Entertainment and Connectivity System (IFEC) in communication with passenger owned devices domain  318  via less secure wireless access points (WAPs)  105 A-D within aircraft cabin  107 . The list of non-avionics equipment  104  and/or non-avionics features is not exhaustive and, in other embodiments, fewer or more units and/or features may be included. 
       FIG. 4  illustrates various functions of a flight crew connectivity system  100  in accordance with embodiments of the disclosure. As illustrated, flight crew connectivity system  100  provides flight crew members with dedicated and secure wireless access to many functions included within domains  312 ,  314 ,  316 , and  318  of aircraft  101 . 
     For example, in some embodiments, a crew wireless function  422  provides for a dedicated Wi-Fi network for data access by personal electronic device  203  within aircraft  101  for flight crew use only. A wireless maintenance function  424  provides flight crew members with maintenance and troubleshooting data of aircraft systems over the flight crew dedicated Wi-Fi network  103 A-C. A wireless data download function  426  provides for download of airplane and maintenance data from avionics equipment  102 , such as ONS and DFDAU, to flight crew member&#39;s personal electronic device  203 . In some embodiments, a wireless data upload function  428  provides for upload of flight plan information to the FMC and other data or information to various avionics equipment  102  from flight crew member&#39;s personal electronic device  203 . 
     In some embodiments, a wired data up/down function  430  provides for a high speed wired USB connection to flight crew member&#39;s personal electronic device  203  for both upload and download tasks, and provides fast charging of personal electronic device  203  connected to adapter port  239  of USB controller  231 . In some embodiments, a secure high speed/broadband link  432  provides flight crew member&#39;s personal electronic device  203  with a dedicated and secure high speed off-board link for download and upload of business and/or operational data. For example, flight crew member&#39;s personal electronic device  203  may be utilized for accessing weather data in anticipation of optimizing aircraft  101  flight route. 
     In some embodiments, a cellular data function  434  provides flight crew members with an alternate secure high speed off-board link for download and upload of operational and business data and loadable software, such as application software for business and/or flight operations loadable to personal electronic device  203 . The cellular link is disabled while the aircraft is airborne to comply with regulatory agency requirements. A Wi-Fi data function  436  provides flight crew member&#39;s personal electronic device  203  with an alternate secure high speed offboard link for download and upload of business and operational data. A network security function  438  is implicit through the mutually exclusive access to aircraft control domain  312 , aircraft information systems domain  314 , passenger information and entertainment system domain  316  via domain switch  223 . A secure memory module  440  provides for localized storage of operational data via secure digital card  235 . Additional features may include, in some embodiments, near-field  213 B and/or Bluetooth  213 C wireless communication protocols used for communication between flight crew connectivity system  100  and personal electronic device  203 . 
       FIG. 5  illustrates a panel concept display (or display panel)  500  for a flight crew connectivity system  100  in accordance with embodiments of the disclosure. In some embodiments, flight crew connectivity system  100  is a form fit for installation in a panel within flight deck  110 , for example. In this regard, flight crew connectivity system  100  is intended to meet criteria specific to flight deck requirements, such as: switch types, switch positions, lights, colors, font, and symbols. Flight crew connectivity system  100  integrated control and operation are initiated via an ON/OFF switch  540  to enable or disable the system to broadcast its secure wireless signal, such as a Wi-Fi wireless signal from wireless data transceiver  213 , for example. In some embodiments, display panel  500  includes an indicator light  225 , implemented as a light emitting diode (LED), for visual indication that the system is turned on and transmitting. In other embodiments, indicator  225  is implemented as an audible signal or other type of indicator to inform an operator the system is turned on and transmitting. Another feature includes a multi-position switch to choose between avionics switch position  542  and IFEC switch position  544 . The first switch position  540  would turn off flight crew connectivity system  100  to comply with regulations that may require non-flight critical devices to be turned off in the event of an emergency. Avionics switch position  542  (highest level of security), enables a link to aircraft avionics equipment  102  data, but does not allow the flight crew to access non-avionics equipment  104 , such as the broadband SATCOM system. IFEC switch position  544  (lowest level of security), enables flight crew to access the IFEC for connection to broadband internet applications, and does not allow the flight crew to access avionics equipment  102 . 
     In some embodiments, a fourth switch position is installed and is implemented by a rotary type switch, for example. The fourth switch position is used for loading aircraft control computers, such as wirelessly uploading a flight plan to the FMC from personal electronic device  203 . In various embodiments, the fourth switch position is isolated from the other switch positions (e.g., switch positions  542  and/or  544 ) that link to avionics equipment  102  data and IFEC. In some embodiments, a USB adapter port  239  is installed with a wired data connection to provide a wired connection between flight crew connectivity system  100  and personal electronic device  203 . In some embodiments, adapter port  239  is used to electrically charge personal electronic device  203 . In some embodiments, flight crew connectivity system  100  includes cellular transceiver  215  including, for example, a  3   g / 4   g  cellular modem and SIM card  241 , to allow personal electronic device  203  to communicate with a cellular mobile device via cellular tower  237 , when aircraft  101  is on the ground. 
       FIGS. 6A-B  illustrate flow diagrams describing a method for using a flight crew connectivity system  100  in accordance with an embodiment of the disclosure. 
     In block  601 , flight crew connectivity system  100  is powered on. In this regard, switch  540  on display panel  500  is used to switch power to flight crew connectivity system  100 . Switch  540  on display panel  500  controls power switch  219  connected between aircraft power module  106  and flight crew connectivity system  100  to power on and power off flight crew connectivity system  100 . 
     In block  603 , after powering on, flight crew connectivity system  100  forms a wireless communication connection between data transceiver  213  and personal electronic device  203  (e.g., external communication device). In some embodiments, a secure Wi-Fi wireless interface  213 A is used as a wireless connection between flight crew connectivity system  100  and flight crew personal electronic device  203 . However, other secure wireless communication connections are possible, such as a secure near-field wireless communication connection  213 B and/or a secure Bluetooth wireless communication connection  213 C. In some embodiments, flight crew connectivity system  100  includes a dedicated and secure IEEE 802.11 service set identifier for airline proprietary login for flight crew use only. 
     In block  605 , flight crew member determines whether to communicate with avionics equipment  102  or non-avionics equipment  104 . In this regard, flight crew member selects avionics switch position  542  on display panel  500  to communicate with avionics equipment  102  or IFEC switch position  544  to communicate with non-avionics equipment  104 . 
     In block  607 , if flight crew member chooses avionics switch position  542 , domain switch  223  is moved to first output terminal  223 A to switch power to first data transceiver  211 A (e.g., first data interface device) coupled to avionics equipment  102 . Powered on data transceiver  211 A receives data from avionics equipment  102  via data bus  221 C implemented as an aircraft proprietary ARINC  429  data bus, an aircraft proprietary ARINC  717  data bus and/or an Ethernet interface. Data transceiver  211 A may communicate with one or more units associated with avionics equipment  102 , as discussed herein. 
     In block  609 , controller  201  forms a secure data communication path between data transceiver  211 A (e.g., first data interface device) and data transceiver  213  via data buses  228 A and  228 C. For example, domain switch  223  isolates power to data transceiver  211 A only, while maintaining data transceiver  211 B in an off state. Thus, communication between data transceiver  211 A and avionics equipment  102  is isolated on data buses within flight crew connectivity system  100 . 
     In block  611 , flight crew connectivity system  100  provides for one or more units associated with avionics equipment  102  to securely communicate avionics data between data transceiver  211 A (e.g., first data interface device) and data transceiver  213  for personal electronic device  203  (e.g., external communication device). In this regard, avionics equipment  102  is physically isolated on data buses  228 A and  228 C, and wireless communication connection between data transceiver  211 A and personal electronic device  203  is a dedicated and secure IEEE 802.11 service set identifier (SSID) airline proprietary login for flight crew personal electronic device  203  use only. 
     In block  613 , flight crew member selects IFEC switch position  544  on display panel  500  to communicate with non-avionics equipment  104 . 
     In block  615 , if flight crew member chooses IFEC switch position  544 , domain switch  223  is moved to second output terminal  223 B to switch power to data transceiver  211 B (e.g., second data interface device) coupled to non-avionics equipment  104 . Powered on data transceiver  211 B receives data from non-avionics equipment  104  via data bus  221 D implemented as an Ethernet data bus to complement Ethernet interface  115 . 
     In block  617 , controller  201  forms a secure data communication path between data transceiver  211 B (e.g., second data interface device) and data transceiver  213  via data buses  228 B and  228 C. As discussed herein, domain switch  223  isolates power to data transceiver  211 B only, while maintaining data transceiver  211 A in an off state. Thus, communication between data transceiver  211 B and non-avionics equipment  104  is isolated on data buses within flight crew connectivity system  100 . In this regard, security is maintained for avionics equipment  102  within flight crew connectivity system  100 . 
     In block  619 , flight crew connectivity system  100  provides for one or more units associated with non-avionics equipment  104  to securely communicate non-avionics data between data transceiver  211 B (e.g., second data interface device) and data transceiver  213  for personal electronic device  203  (e.g., external communication device). In this regard, non-avionics equipment  104  is physically isolated on data buses  228 B and  228 C, and wireless communication connection between data transceiver  211 B and personal electronic device  203  is a dedicated and secure IEEE 802.11 service set identifier (SSID) airline proprietary login for flight crew personal electronic device  203  use only. Communication with non-avionics equipment  104  provides for flight crew members to access broadband internet on their personal electronic device  203  and/or communicate with external cellular users, for example. 
     Where applicable, various embodiments provided by the present disclosure can be implemented using hardware, software, or combinations of hardware and software. Also where applicable, the various hardware components and/or software components set forth herein can be combined into composite components comprising software, hardware, and/or both without departing from the spirit of the present disclosure. Where applicable, the various hardware components and/or software components set forth herein can be separated into sub-components comprising software, hardware, or both without departing from the spirit of the present disclosure. In addition, where applicable, it is contemplated that software components can be implemented as hardware components, and vice-versa. 
     Software in accordance with the present disclosure, such as program code and/or data, can be stored on one or more computer readable media. It is also contemplated that software identified herein can be implemented using one or more general purpose or specific purpose computers and/or computer systems, networked and/or otherwise. Where applicable, the ordering of various steps described herein can be changed, combined into composite steps, and/or separated into sub-steps to provide features described herein. 
     Embodiments described above illustrate but do not limit the invention. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the present invention. Accordingly, the scope of the invention is defined only by the following claims.