Patent Description:
Aircraft typically comprise many sensors to monitor the state of associated aircraft components, with the sensor data either provided directly to aircraft crew, or processed and provided to aircraft crew, to provide an indication as to the state of the aircraft components. Aircraft crew can then take appropriate action based on the state of the aircraft components.

<CIT> discloses a wireless engine monitoring system for an aircraft engine includes a housing and wireless transceiver that receives engine data, including engine data relating to environmental engine emissions. The collected engine data is provided to a ground based receiver and processor that is configured to correlate the engine data to a phase of flight and determine a maintenance schedule on the basis of an analysis.

<CIT> discloses a method for maintaining an onboard reasoner for diagnosing failures on an aircraft that includes aircraft systems configured to report faults to the onboard reasoner. The method includes accessing diagnostic data received from an onboard computer of the aircraft that includes the onboard reasoner. An off-board reasoner builds an off-board diagnostic causal model that describes causal relationships between the failed tests and the diagnosed failure modes. <CIT> discloses a system and method for operating an aircraft. The system includes a health and usage monitoring system (HUMS) system for sensing health and usage data during flight of the aircraft, and a data transmission unit. The data transmission unit retrieves HUMS data from the HUMS system and generates a trigger signal when the retrieved HUMS data meets a selected criterion, the trigger signal being indicative of a condition of the aircraft. In response to the trigger signal, the data transmission unit transmits the retrieved HUMS data to a remote location.

<CIT> discloses methods of predicting a speed brake fault in an aircraft having a speed brake system including multiple control surfaces, a handle for setting the position of the multiple control surfaces, and at least one control surface position sensor. The methods include receiving a position signal from the at least one position sensor, determining a variation in the position signal and predicting a fault in the speed brake system.

<CIT> discloses a system and method of identifying a fault in an aircraft having at least one monitored system, including receiving operational data for the at least one monitored system during at least a portion of a flight, receiving user input data from a user input corresponding to the operation of the at least one monitored system, and identifying an actual fault condition, by a controller, when the user input data is determined to be symptomatic of the identified possible fault condition.

A first aspect of the present invention provides a system comprising: an aircraft comprising a sensor, an aircraft component associated with the sensor, a first transmitter, and a first receiver; and a computing system remote from the aircraft, the computing system comprising one or more processors, a second transmitter, and a second receiver: wherein: the aircraft is configured to transmit, via the first transmitter, sensor data sensed by the sensor, to the computing system; the computing system is configured to: receive, via the second receiver, sensor data transmitted from the aircraft; process, using the one or more processors, the received sensor data to generate status data indicative of an operational mode of the aircraft component; transmit, when the status data is indicative of an altered operational mode of the aircraft component, the status data to the aircraft via the second transmitter; and the aircraft is configured to indicate, based at least partially on the status data received by the first receiver, the altered operational mode of the aircraft component, wherein the computing system is configured to indicate, based at least in part on the status data, a further altered operational mode of the aircraft component, the further altered operational mode comprising a lower priority than the altered operational mode.

Optionally, the sensor, the first transmitter, and the first receiver are located in a first safety environment on-board the aircraft, the first safety environment comprising a first development assurance level, and the second transmitter, the second receiver, and the one or more processors are located in a second safety environment of the computing system, the second safety environment comprising a second development assurance level the same as the first development assurance level.

Optionally, the sensor, the first transmitter and the first receiver, are located in a first data security environment on-board the aircraft, the first data security environment comprising a first security assurance level, and the second transmitter, the second receiver, and the one or more processors are located in a second data security environment of the computing system, the second data security environment comprising a second security assurance level the same as the first security assurance level.

Optionally, the sensor, the first transmitter, and the first receiver are located in a first safety environment on-board the aircraft, the first safety environment comprising a first development assurance level, and the second transmitter, the second receiver, and the one or more processors are located in a second safety environment of the computing system, the second safety environment comprising a second development assurance level different to the first development assurance level.

Optionally, the second development assurance level is lower than the first development assurance level.

Optionally, the first transmitter and the first receiver are located in a first data security environment on-board the aircraft, the first data security environment comprising a first security assurance level, and the second transmitter, the second receiver, and the one or more processors are located in a second data security environment of the computing system, the second data security environment comprising a second security assurance level different to the first security assurance level.

Optionally, the second security assurance level is lower than the first security assurance level.

Optionally, the aircraft is configured to encrypt the sensor data prior to transmitting the sensor data to the off-board computing system via the first transmitter; and the computing system is configured to decrypt, via the one or more processors of the computing system the sensor data received by the second receiver.

Optionally, the aircraft comprises one or more on-board processors configured to process sensor data of the aircraft component to obtain on-board status data indicative of a operational mode of the aircraft component associated with the sensor, and the aircraft is configured to, based at least in part on the on-board status data, and when the on-board status data is indicative of an altered operational mode of the aircraft component, indicate the altered operational mode of the aircraft component.

Optionally, the aircraft comprises a plurality of sensors each sensor configured to obtain respective sensor data associated with the aircraft component; the aircraft is configured to transmit, via the first transmitter, sensor data from each of the plurality of sensors to the computing system; the computing system is configured to receive, via the second receiver, the transmitted sensor data from each of the plurality of sensors; and the computing system is configured to process, via the one or more processors of the computing system, the received sensor data from each of the plurality of sensors to determine the status data indicative of the altered operational mode of the aircraft component.

Optionally, the sensor comprises at least one of a tire pressure monitoring sensor, a brake wear sensor, a tire tread sensor, a tire temperature sensor, a brake temperature sensor, an oleo strut pressure sensor, an oleo strut temperature sensor, an oleo strut compression angle sensor, an oleo strut compression speed sensor, and an oleo strut compression distance sensor.

Also disclosed is an aircraft comprising a sensor, an aircraft component associated with the sensor, a transmitter, and a receiver, wherein the aircraft is configured to: transmit sensor data from the sensor, via the first transmitter, to a computing system remote from the aircraft; receive, from the computing system and via the receiver, status data derived from the sensor data by one or more processors of the computing system, the status data indicative of an altered operational mode of the aircraft component; and indicate, based at least partially on the status data received by the first receiver, the altered operational mode of the aircraft component.

Also disclosed is an off-board computing system comprising one or more processors, a transmitter, and a receiver, wherein the off-board computing system is configured to: receive, via the receiver, sensor data from an aircraft, the sensor data associated with an aircraft component of the aircraft; process, using the one or more processors, the received sensor data to generate status data indicative of an operational mode of the aircraft component; and transmit, when the status data is indicative of an altered operational mode of the aircraft component and via the transmitter, the status data to the aircraft.

A second aspect of the present invention provides a method comprising: obtaining, via a sensor on-board an aircraft, sensor data associated with an aircraft component of the aircraft; transmitting the sensor data to an off-board computing system; processing, via one or more processors of the off-board computing system, the received sensor data to determine status data indicative of an operational mode of the aircraft component; transmitting, from the off-board computing system to the aircraft, and when the status data is indicative of an altered operational mode of the aircraft, the status data; and indicating, by the aircraft, the altered operational mode of the aircraft component, wherein the method comprises, processing, via one or more processors of the off-board computing system, the received sensor data to determine further status data indicative of a further operational mode of the aircraft component, and indicating, where the further operational mode of the aircraft component comprises a further altered operational mode of the aircraft component, and at the off-board computing system, the further altered operational mode of the aircraft component, the further altered operational mode comprising a lower priority than the altered operational mode.

Optionally, the method comprises scheduling, based at least in part on the status data, a maintenance action to be performed on the aircraft component.

Optionally, the method comprises scheduling, based at least in part on the further status data, a further maintenance action to be performed on the aircraft component.

Also disclosed is a system comprising: an aircraft comprising an on-board sensor, and an aircraft component associated with the sensor; and an off-board computing system: wherein the off-board computing system is configured to: receive sensor data transmitted from the aircraft; process the received sensor data to determine an altered operational mode of the aircraft component; and transmit a message indicative of the altered operational mode of the aircraft component to the aircraft; and the aircraft is configured to indicate, based at least in part on the message, the altered operational mode of the aircraft component.

A first embodiment of a system <NUM> is illustrated schematically in <FIG>. The system <NUM> comprises an aircraft <NUM> and a computing system <NUM> remote from the aircraft <NUM>, also referred to as an off-board computing system <NUM>.

The aircraft <NUM> comprises an aircraft component <NUM>, a sensor <NUM>, a first transmitter <NUM>, a first receiver <NUM> and a first indicator <NUM>.

The aircraft component <NUM> in some examples is a tire of a wheel of the aircraft <NUM>, although other aircraft components, for example brakes or the like, are also envisaged as part of the system <NUM>. In some examples the sensor <NUM> is a pressure sensor configured to monitor a pressure of the tire. It will be appreciated that the form the sensor <NUM> is largely dependent on the associated aircraft component <NUM>, and that sensors other than pressure sensors are envisaged. For example, the sensor <NUM> can also comprise a temperature sensor configured to directly and/or indirectly measure an internal gas temperature of the tire. Other forms of sensor <NUM> can include one or more of, a tire temperature sensor, a brake temperature sensor, an oleo strut pressure sensor, an oleo strut temperature sensor, an oleo strut compression angle sensor, an oleo strut compression speed sensor, and an oleo strut compression distance sensor. Arrays of more than one sensor <NUM> per aircraft component are also envisaged.

The first transmitter <NUM> is configured to communicate with the computing system <NUM>, and in particular is configured to transmit sensor data <NUM> sensed by the sensor <NUM> to the computing system <NUM>. Such transmission can occur in-flight of the aircraft <NUM>, and/or when the aircraft <NUM> is on the ground. The first transmitter <NUM> can communicate wirelessly with the computing system <NUM> through any appropriate communications protocol, for example via a cellular, satellite and/or internet-based connection that enables long distance communication. In some examples the first transmitter <NUM> can communicate wirelessly with the computing system <NUM> via any of GateLink®, WIFi®, <NUM>, <NUM>, ACARS, or other satellite and/or cellular links. In some examples, the first transmitter <NUM> and the sensor <NUM> can be integrated as part of a sensing device.

The first receiver <NUM> is configured to communicate with the computing system <NUM>, and in particular is configured to receive status data <NUM> from the computing system <NUM>, as will be described in more detail hereafter. Such transmission can occur in-flight of the aircraft <NUM>, and/or when the aircraft <NUM> is on the ground. The first receiver <NUM> can communicate wirelessly with the computing system <NUM> through any appropriate communications protocol, for example via a cellular, satellite and/ or internet-based connection that enables long distance communication.

Although illustrated here separately as first transmitter <NUM> and first receiver <NUM>, it will be appreciated that in practice the first transmitter and the first receiver <NUM> may be combined as a transceiver. It will further be appreciated that the aircraft <NUM> may comprise a plurality of transmitters, receivers, and/or transceivers in practice.

The first indicator <NUM> is configured to be operable based on the status data <NUM> received by the first receiver <NUM> to provide an indication to aircraft crew. The first indicator <NUM> can take many forms, and in some examples can comprise one or more of a display, a light, and an audio emitter.

The sensor <NUM>, the first transmitter <NUM>, the first receiver <NUM>, and the first indicator are located within a first safety environment <NUM> on-board the aircraft <NUM>, and are also located in a first data security environment <NUM> on-board the aircraft <NUM>. In some examples the first safety environment <NUM> comprises a development assurance level (DAL) of DAL B. DAL may be defined as in <NPL>. In some examples, the first data security environment <NUM> comprises a security assurance level (SAL) of SAL <NUM>. SAL may be defined as in Section <NUM> of document<NPL>.

The computing system <NUM> comprises a second receiver <NUM>, a processor <NUM>, a second transmitter <NUM>, and a second indicator <NUM>. As mentioned above, the computing system <NUM> is located remotely from the aircraft <NUM>, and in some examples may be located in an aircraft maintenance hub or the like.

The second receiver <NUM> is configured to communicate with the aircraft <NUM>, and in particular is configured to receive sensor data <NUM> from the aircraft <NUM>, as will be described in more detail hereafter. Such transmission can occur in-flight of the aircraft <NUM>, and/or when the aircraft <NUM> is on the ground. The second receiver <NUM> can communicate wirelessly with the aircraft <NUM> through any appropriate communications protocol, for example via a cellular, satellite and/or internet-based connection that enables long distance communication. The second receiver <NUM> is further configured to pass received sensor data <NUM> to the processor <NUM>.

The processor <NUM> comprises at least one processor that is configured to process received sensor data <NUM> to determine the status data <NUM> which is indicative of an operational mode of the aircraft component <NUM>. For example, the aircraft component <NUM> may comprise a normal operational mode in which the aircraft component <NUM> operates within normal or expected operating parameters, and one or more altered operational modes in which the aircraft component <NUM> operates outside the normal or expected operating parameters. Exemplary processing techniques to determine the operational mode are discussed in more detail hereinafter.

The second transmitter <NUM> is configured to communicate with the aircraft <NUM>, and in particular is configured to transmit status data <NUM> determined by the processor <NUM> to the aircraft <NUM>. Such transmission can occur in-flight of the aircraft <NUM>, and/or when the aircraft <NUM> is on the ground. The second transmitter <NUM> can communicate wirelessly with the aircraft through any appropriate communications protocol, for example via a cellular, satellite and/or internet-based connection that enables long distance communication. In some examples the second transmitter <NUM> can communicate wirelessly with the aircraft <NUM> via any of GateLink®, WIFi®, <NUM>, <NUM>, ACARS, or other satellite and/or cellular links.

In some examples, the second transmitter <NUM> is configured to transmit the status data <NUM> to the aircraft where the status data <NUM> is indicative of an altered operational mode of the aircraft component <NUM>. In some examples, the second transmitter <NUM> is configured to transmit the status data <NUM> to the aircraft where the status data <NUM> is indicative of a normal operational mode of the aircraft component <NUM>.

The second indicator <NUM> is configured to be operable based on the status data <NUM> generated by the processor <NUM> to provide an indication to ground crew. The second indicator <NUM> can take many forms, and in some examples can comprise one or more of a display, a light, or an audio emitter.

The second receiver <NUM>, the processor <NUM>, the second transmitter <NUM>, and the second indicator <NUM> are located within a second safety environment <NUM>, and are also located in a second data security environment <NUM>. In some examples the second safety environment <NUM> comprises a development assurance level (DAL) of DAL B. In some examples, the second data security environment <NUM> comprises a security assurance level (SAL) of SAL <NUM>.

In use, the sensor <NUM> is configured to obtain sensor data <NUM> related to the aircraft component <NUM>. For example, where the aircraft component <NUM> comprises a tire, and the sensor <NUM> comprises a pressure sensor configured to monitor a pressure of the tire, the pressure sensor can monitor a pressure of the tire when the aircraft <NUM> is either in-flight or on the ground, with the monitored pressure forming the sensor data <NUM>.

The sensor data <NUM> is then transmitted, via the first transmitter <NUM>, from the aircraft <NUM> to the computing system <NUM>, and in particular to the second receiver <NUM>. As mentioned above, any appropriate communication protocol can be utilised for the transmission of the sensor data <NUM>. The received sensor data <NUM> is passed from the second receiver <NUM> to the processor <NUM> of the computing system <NUM>.

The processor <NUM> can process the received sensor data <NUM> to generate status data <NUM> which is indicative of an operational mode of the aircraft <NUM>. As mentioned above, the processing of the received sensor data <NUM> to generate the status data <NUM> can take several forms.

As one example, the processing of the received sensor data <NUM> can take the form of a comparison between the received sensor data <NUM> to a reference or expected value. For example, where the sensor data <NUM> comprises pressure measurements associated with a tire of the aircraft, the pressure measurements can be compared to a reference or expected pressure value to determine an operational mode of the tire, i.e. either a normal operational mode of the tire where the pressure matches or is within reference or expected tire pressure values for a given aircraft status, or an altered operational mode where the pressure does not match or is outside reference or expected tire pressure values for the given aircraft status.

As another example, the processing of the received sensor data <NUM> can utilise a model of the aircraft <NUM>, or an aircraft subsystem associated with the aircraft component <NUM>, to determine an operational mode of the aircraft component <NUM>, with the received sensor data <NUM> forming an input for the model. Such a model can comprise variables associated with a number of aircraft components, including the aircraft component <NUM>, and connections between the variables. In some examples, such connections can take the form of equations or the like. The model can be determined via appropriate experimentation and/or simulation. It will be appreciated that the nature of the model will depend on the aircraft components and sensors utilised, and so particular model details are not provided herein, but will be apparent without undue limitation to a person skilled in the art. To provide more detailed modelling it will be appreciated that in some examples sensor data from a number of aircraft components may be transmitted via the first transmitter <NUM> to the processor <NUM> via the second receiver <NUM>.

As another example, the processing of the received sensor data <NUM> can utilise a machine learning model that takes the received sensor data <NUM> as an input and outputs an operational mode of the aircraft component <NUM> as an output. As with the model of the aircraft <NUM> or the aircraft subsystem discussed above, a number of sensor inputs associated with corresponding aircraft components may be utilised as inputs for such a machine learning model. The machine learning model can be trained using an appropriate training data set of sensor data parameters and ground truth labelled operational modes. In some examples, the machine learning model can comprise a neural network or the like.

In each of the examples mentioned above, the received sensor data <NUM> can be processed by the processor <NUM> to generate status data <NUM> which is indicative of an operational mode of the aircraft component <NUM>. Where the status data <NUM> is indicative of an altered operational mode of the aircraft component <NUM>, the status data <NUM> is transmitted from the computing system <NUM> to the aircraft <NUM>, via the second transmitter <NUM> and the first receiver <NUM>.

The first indicator <NUM> can then indicate, based at least in part on the status data <NUM>, the altered operational mode of the aircraft component <NUM> to aircraft crew. In some examples the altered operational mode can comprise a relatively high priority, and transmitting the status data <NUM> to the aircraft <NUM> in such examples can enable aircraft crew to be alerted to relatively high priority altered operational modes of the aircraft component <NUM> and take appropriate remedial action. In some examples, aircraft crew can modify one or more operational parameters of the aircraft component <NUM> or other aircraft components to account for the altered operational mode of the aircraft component <NUM>. For example, where the aircraft component <NUM> comprises a primary aircraft component, aircraft crew can revert to operation of a secondary aircraft component to perform the function previously provided by the primary aircraft component where an altered operational mode of the primary aircraft component has been indicated.

In some examples, such as where the altered operational mode of the aircraft component <NUM> is of a relatively low priority, aircraft crew can schedule a maintenance action, e.g. a future maintenance action, for the aircraft component <NUM> based on the indication by the first indicator <NUM>.

In some examples, where the status data <NUM> is indicative of a relatively low priority altered operational mode of the aircraft component <NUM>, the second indicator <NUM> can alternatively or additionally provide an indication of the altered operational mode of the aircraft component <NUM> to ground crew. Ground crew can then take appropriate remedial action, for example by scheduling a maintenance action to be performed on the aircraft component <NUM> to revert the aircraft component <NUM> to a normal operational mode.

In some examples, the computing system <NUM> can automatically schedule a maintenance action for the aircraft component <NUM> based at least in part on the status data <NUM> indicative of an altered operational mode of the aircraft component <NUM> and/or based at least in part on the indication provided by the second indicator <NUM>.

In some examples, relatively high priority altered operational modes of the aircraft component <NUM> can comprise current altered operational modes of the aircraft component <NUM>, for example operational modes that require imminent or immediate remedial action to correct. In some examples, relatively low priority altered operational modes of the aircraft component <NUM> can comprise future altered operational modes of the aircraft component <NUM>, for example operational modes that may require future remedial action to correct.

In the manner described above, sensor data <NUM> from the sensor <NUM> is processed by the off-board computing system <NUM> to generate status data <NUM> which indicates an altered operational mode of the aircraft component <NUM>. The status data <NUM> is transmitted to the aircraft <NUM>, with an indication provided by the first indicator <NUM> which can enable aircraft crew to take appropriate remedial action. By conducting processing of the sensor data <NUM> using the off-board computing system <NUM>, use of sensors that do not need to integrate or interface with existing on-board avionics may be enabled. This may enable new sensors with additional, improved and/or alternative functionality to existing sensors to be added to an aircraft in a relatively cost-effective and efficient manner, with minimal impact at an aircraft level. Given that the processing takes place at the off-board computing system <NUM>, increased flexibility and ease of updating of the off-board computing system may be provided relative to having to update existing on-board avionics. By reducing the need for on-board avionics, aircraft weight and cost may be reduced.

As illustrated in the embodiment of <FIG> and as discussed above, the sensor <NUM>, the first transmitter <NUM>, the first receiver <NUM>, and the first indicator are located within a first safety environment <NUM> of DAL B on-board the aircraft <NUM>, and are also located in a first data security environment <NUM> of SAL <NUM> on-board the aircraft <NUM>. The second receiver <NUM>, the processor <NUM>, the second transmitter <NUM>, and the second indicator <NUM> are located within a second safety environment <NUM> of DAL B, and are also located in a second data security environment <NUM> of SAL <NUM>. Here the DAL of the first <NUM> and second <NUM> safety environments are the same, and SAL of the first data security environment <NUM> and the second data security environment <NUM> are the same. Maintaining a relatively high DAL and SAL level both at the aircraft <NUM> and the computing system <NUM> may facilitate transfer of sensor data <NUM> and status data <NUM> between the aircraft <NUM> and the computing system <NUM>, and provide an assurance of the operation at the computing system <NUM>. The sensor data <NUM> and status data <NUM> may also be encrypted via an appropriate security mechanism.

As mentioned briefly above, in some examples a plurality of aircraft components <NUM> and a number of sensors <NUM> can be provided, with sensor data from each sensor <NUM> being transmitted from the aircraft <NUM> to the computer system <NUM> via one or more transmitters, before being processed by the processor <NUM> to generate status data indicative of an operational mode of one or more of the aircraft components <NUM>. One example of an aircraft component <NUM> mentioned above is a tire, with a corresponding sensor <NUM> being a tire pressure sensor. Other aircraft components can include brakes or the like, with other sensors <NUM> including brake wear sensors and/or tire tread sensors.

A second embodiment of a system <NUM> is illustrated schematically in <FIG>. Some components of the system <NUM> of <FIG> are substantially similar to those of <FIG>.

The system <NUM> of <FIG> comprises an aircraft <NUM> and a computing system <NUM> remote from the aircraft <NUM>, also referred to as an off-board computing system <NUM>.

The aircraft <NUM> comprises a first aircraft component <NUM>, a second aircraft component <NUM>, a first sensor <NUM>, a second sensor <NUM>, a first transmitter <NUM>, a first receiver <NUM>, processing avionics <NUM> and a first indicator <NUM>.

In some examples, the first aircraft component <NUM> comprises a relatively low priority aircraft component, for example an aircraft component which is deemed noncritical to operation of the aircraft <NUM> if it were to operate in an altered operational mode, such as outside normal or expected operational parameters. In some examples, the second aircraft component <NUM> comprises a relatively high priority aircraft component, for example an aircraft component which is deemed critical to operation of the aircraft <NUM> if it were to operate in an altered operational mode, such as outside normal or expected operational parameters.

The first sensor <NUM> is associated with the first aircraft component <NUM>, and is configured to sense one or more parameters associated with the first aircraft component <NUM> to provide first sensor data <NUM>. The second sensor <NUM> is associated with the second aircraft component <NUM>, and is configured to sense one or more parameters associated with the second aircraft component <NUM> to provide second sensor data <NUM>.

The first transmitter <NUM> is configured to communicate with the computing system <NUM>, and in particular is configured to transmit the first sensor data <NUM> sensed by the first sensor <NUM> to the computing system <NUM>. Such transmission can occur in-flight of the aircraft <NUM>, and/or when the aircraft <NUM> is on the ground. The first transmitter <NUM> can communicate wirelessly with the computing system <NUM> through any appropriate communications protocol, for example via a cellular, satellite and/or internet-based connection that enables long distance communication. In some examples, the first transmitter <NUM> and the first sensor <NUM> can be integrated as part of a sensing device.

The first receiver <NUM> is configured to communicate with the computing system <NUM>, and in particular is configured to receive first status data <NUM> from the computing system <NUM>, as will be described in more detail hereafter. Such transmission can occur in-flight of the aircraft <NUM>, and/or when the aircraft <NUM> is on the ground. The first receiver <NUM> can communicate wirelessly with the computing system <NUM> through any appropriate communications protocol, for example via a cellular, satellite and/or internet-based connection that enables long distance communication.

Although illustrated here separately as first transmitter <NUM> and first receiver <NUM>, it will be appreciated that in practice the first transmitter <NUM> and the first receiver <NUM> may be combined as a transceiver. It will further be appreciated that the aircraft <NUM> may comprise a number of transmitters, receivers, or transceivers in practice.

The processing avionics <NUM> comprises one or more processors which are configured to process received second sensor data <NUM> to determine second status data <NUM> which is indicative of an operational mode of the second aircraft component <NUM>. For example, the second aircraft component <NUM> may comprise a normal operational mode in which the second aircraft component <NUM> operates within normal or expected operating parameters, and one or more altered operational modes in which the second aircraft component <NUM> operates outside the normal or expected operating parameters. Exemplary processing techniques to determine the operational mode can, in some examples, be similar to those discussed above in relation to the processor <NUM> of the computing system <NUM> of the system <NUM> of <FIG>.

In some examples, the processing avionics <NUM> can send the second status data <NUM> to the computing system <NUM> for further processing via the first transmitter <NUM>, and/or can receive the first status data <NUM> for further processing from the computing system <NUM> via the first receiver <NUM>.

The first indicator <NUM> is configured to be operable based on the first status data <NUM> and/or the second status data <NUM> to provide an indication to aircraft crew. The first indicator <NUM> can take many forms, and in some examples can comprise one or more of a display, a light, or an audio emitter. It will be appreciated that there may be a number of first indicators in practice, and indeed in some examples there may be a first indicator corresponding to each of the first <NUM> and second <NUM> aircraft components.

The first sensor <NUM>, the second sensor <NUM>, the first transmitter <NUM>, the first receiver <NUM>, the processing avionics <NUM> and the first indicator <NUM> are located within a first safety environment <NUM> on-board the aircraft <NUM>, and are also located in a first data security environment <NUM> on-board the aircraft <NUM>. In some examples the first safety environment <NUM> comprises a development assurance level (DAL) of DAL B. In some examples, the first data security environment <NUM> comprises a security assurance level (SAL) of SAL <NUM>.

The second receiver <NUM> is configured to communicate with the aircraft <NUM>, and in particular is configured to receive the first sensor data <NUM> from the aircraft <NUM>, as will be described in more detail hereafter. Such transmission can occur in-flight of the aircraft <NUM>, and/or when the aircraft <NUM> is on the ground. The second receiver <NUM> can communicate wirelessly with the aircraft <NUM> through any appropriate communications protocol, for example via a cellular, satellite and/or internet-based connection that enables long distance communication. The second receiver <NUM> is further configured to pass received first sensor data <NUM> to the processor <NUM>.

The processor <NUM> comprises at least one processor that is configured to process received first sensor data <NUM> to determine the first status data <NUM> which is indicative of an operational mode of the first aircraft component <NUM>. For example, the first aircraft component <NUM> may comprise a normal operational mode in which the first aircraft component <NUM> operates within normal or expected operating parameters, and one or more altered operational modes in which the first aircraft component <NUM> operates outside the normal or expected operating parameters. Exemplary processing techniques to determine the operational mode can, in some examples, be similar to those discussed above in relation to the processor <NUM> of the computing system <NUM> of the system <NUM> of <FIG>.

The second transmitter <NUM> is configured to communicate with the aircraft <NUM>, and in particular is configured to transmit the first status data <NUM> determined by the processor <NUM> to the aircraft <NUM>. Such transmission can occur in-flight of the aircraft <NUM>, and/or when the aircraft <NUM> is on the ground. The second transmitter <NUM> can communicate wirelessly with the aircraft through any appropriate communications protocol, for example via a cellular, satellite and/or internet-based connection that enables long distance communication.

In some examples, the second transmitter <NUM> is configured to transmit the first status data <NUM> to the aircraft where the first status data <NUM> is indicative of an altered operational mode of the first aircraft component <NUM>. In some examples, the second transmitter <NUM> is configured to transmit the first status data <NUM> to the aircraft <NUM> where the first status data <NUM> is indicative of a normal operational mode of the first aircraft component <NUM>.

The second indicator <NUM> is configured to be operable based on the first status data <NUM> generated by the processor <NUM> to provide an indication to ground crew. The second indicator <NUM> can take many forms, and in some examples can comprise one or more of a display, a light, or an audio emitter. As indicated above, in some examples second status data <NUM> can be received by the computing system from the processing avionics <NUM> of the aircraft <NUM>. In such examples, the second indicator <NUM> is configured to be operable based on the second status data <NUM> generated by the processing avionics <NUM> to provide an indication to ground crew.

The second receiver <NUM>, the processor <NUM>, the second transmitter <NUM>, and the second indicator <NUM> are located within a second safety environment <NUM>, and are also located in a second data security environment <NUM>. In some examples the second safety environment <NUM> comprises a development assurance level (DAL) lower than that of the first safety environment <NUM> on-board the aircraft <NUM>. In some examples the second safety environment <NUM> comprises a DAL of DAL C or DAL E. In some examples, the second data security environment <NUM> comprises a security assurance level (SAL) ) lower than that of the first data security environment <NUM> on-board the aircraft <NUM>. In some examples the second data security environment <NUM> comprises a SAL of SAL <NUM> or lower. A lower DAL and/or SAL level in the computing system <NUM> may be useful by reducing the certification requirements of the computing system <NUM>, a high assurance environment is still provided in the aircraft including the processing avionics <NUM>.

Such a difference between the first <NUM> and second <NUM> safety environments and/or between the first <NUM> and second <NUM> data security environments may be facilitated by encryption and decryption of data, such as the first sensor data <NUM> and the first status data <NUM>, prior to and post transmission of such data between the aircraft <NUM> and the computing system <NUM>. It will be appreciated that many encryption/decryption protocols may be suitable, and so details of such encryption/decryption is not provided here for the sake of brevity, but will be immediately apparent to a person skilled in the art without undue limitation.

In use, the first sensor <NUM> is configured to obtain first sensor data <NUM> related to the first aircraft component <NUM>, and the second sensor <NUM> is configured to obtain second sensor data <NUM> related to the second aircraft component <NUM>. As indicated above, the first aircraft component <NUM> can comprise a relatively low priority aircraft component, and the second aircraft component <NUM> can comprise a relatively high priority aircraft component. Thus the first sensor data <NUM> can comprise relatively low priority sensor data, whilst the second sensor data <NUM> can comprise relatively high priority sensor data.

For relatively low priority sensor data, such as the first sensor data <NUM>, latency in data processing and/or interruptions in providing the data may be considered to be acceptable in certain circumstances. This may enable the first sensor data <NUM> to be transmitted, via the first transmitter <NUM>, from the aircraft <NUM> to the computing system <NUM>, and in particular to the second receiver <NUM>. The received first sensor data <NUM> can then be processed by the processor <NUM> in a similar manner to that described above in relation to the processor <NUM> of the computing system <NUM> of the first embodiment of the system <NUM>, to generate the first status data <NUM> which is indicative of an operational mode of the first aircraft component <NUM>.

Where the first status data <NUM> is indicative of an altered operational mode of the first aircraft component <NUM>, the first status data is transmitted from the computing system <NUM> to the aircraft <NUM>, via the second transmitter <NUM> and the first receiver <NUM>.

The first indicator <NUM> can then indicate, based at least in part on the first status data <NUM>, the altered operational mode of the first aircraft component <NUM> to aircraft crew. As mentioned in relation to the system <NUM> of the first embodiment of <FIG>, aircraft crew can then take appropriate remedial action based on the indication of the altered operational mode of the first aircraft component <NUM>, for example by scheduling an appropriate maintenance action.

Similarly, the second indicator <NUM> can alternatively or additionally provide an indication of the altered operational mode of the first aircraft component <NUM> to ground crew. Ground crew can then take appropriate remedial action, for example by scheduling a maintenance action to be performed on the first aircraft component <NUM> to revert the aircraft component <NUM> to a normal operational mode.

For relatively high priority sensor data, such as the second sensor data <NUM>, latency in data processing and/or interruptions in providing the data may be considered to be unacceptable, for example where an altered operational state of the second aircraft component <NUM> is deemed to be critical to operation of the aircraft <NUM>.

Thus the second sensor data <NUM> is processed using the on-board processing avionics <NUM> to generate the second status data <NUM> indicative of an operational mode of the second aircraft component <NUM>. The first indicator <NUM> can then indicate, based at least in part on the second status data <NUM>, an altered operational mode of the second aircraft component <NUM> to aircraft crew. As mentioned in relation to the system <NUM> of the first embodiment of <FIG>, aircraft crew can then take appropriate remedial action based on the indication of the altered operational mode of the first aircraft component <NUM>. Such action can include, for example, aircraft crew reverting to operation of a further aircraft component to perform the function previously provided by the second aircraft component, or scheduling an appropriate maintenance action to take place.

It will be appreciated that the second embodiment of the system <NUM> of <FIG> may also enable use of sensors that do not need to integrate with existing on-board avionics, which may enable new sensors with additional and/or alternative functionality to existing sensors to be added to an aircraft in a relatively cost-effective and efficient manner, with minimal impact at an aircraft level. The system <NUM> of <FIG> also ensures that, for relatively high priority data and/or components, processing can remain on-board via the processing avionics <NUM>, which may ensure data continuity, and reduce latency.

A method <NUM> in accordance with the first <NUM> and second <NUM> embodiments of the system is illustrated in the flow diagram of <FIG>.

The method <NUM> comprises obtaining <NUM>, via a sensor on-board an aircraft, sensor data associated with an aircraft component of the aircraft.

The method <NUM> comprises transmitting <NUM> the sensor data to an off-board computing system.

The method <NUM> comprises processing <NUM>, via one or more processors of the off-board computing system, the received sensor data to determine status data indicative of an operational mode of the aircraft component.

The method <NUM> comprises transmitting <NUM>, from the off-board computing system to the aircraft, and when the status data is indicative of an altered operational mode of the aircraft, the status data.

The method comprises indicating <NUM>, by the aircraft, the altered operational mode of the aircraft component.

As with the first <NUM> and second <NUM> embodiments of the system <NUM>, the method <NUM> may enable use of sensors that do not need to integrate with existing on-board avionics, which may enable new sensors with additional and/or alternative functionality to existing sensors to be added to an aircraft in a relatively cost-effective and efficient manner, with minimal impact at an aircraft level.

Although the discussion above has focussed on monitoring aircraft components associated with the undercarriage, such as tires and brakes, it will be understood that it can be applied to any aircraft component and associated sensors. Examples include fuel tanks and associated fuel level sensors and/or fuel composition sensors. Further examples of aircraft components associated with the undercarriage, and associated sensors, include a landing gear extension/retraction mechanism, such as an oleo strut, and associated sensors such as an oleo strut pressure sensor, an oleo strut temperature sensor, an oleo strut compression angle sensor, an oleo strut compression speed sensor, and an oleo strut compression distance sensor.

An exemplary system <NUM> in which the first <NUM> and second <NUM> embodiments can be practiced is illustrated in <FIG>, which shows an aircraft <NUM> and a computing system <NUM>. The computing system <NUM> is off-board of the aircraft <NUM>, e.g. remote from the aircraft <NUM>.

Claim 1:
A system (<NUM>) comprising:
an aircraft (<NUM>) comprising a sensor (<NUM>), an aircraft component (<NUM>) associated with the sensor (<NUM>), a first transmitter (<NUM>), and a first receiver (<NUM>); and
a computing system (<NUM>) remote from the aircraft (<NUM>), the computing system (<NUM>) comprising one or more processors (<NUM>), a second transmitter (<NUM>), and a second receiver (<NUM>):
wherein:
the aircraft is configured to transmit, via the first transmitter, sensor data (<NUM>) sensed by the sensor, to the computing system;
the computing system is configured to:
receive, via the second receiver, sensor data transmitted from the aircraft;
process, using the one or more processors, the received sensor data to generate status data (<NUM>) indicative of an operational mode of the aircraft component; and
transmit, when the status data is indicative of an altered operational mode of the aircraft component, the status data to the aircraft via the second transmitter; and
the aircraft is configured to indicate, based at least partially on the status data received by the first receiver, the altered operational mode of the aircraft component,
characterised in that
the computing system is configured to indicate, based at least in part on the status data, a further altered operational mode of the aircraft component, the further altered operational mode comprising a lower priority than the altered operational mode.