Copilot alternative systems and related methods

Abstract

This disclosure relates to a system and method for providing a co-pilot alternative system (CPRS) that enables a dual-pilot or multi-pilot aircraft to be operated by a single onboard pilot. In particular, the CPRS solution may include components that autonomously perform functions conventionally performed by an onboard co-pilot and / or establish connectivity with one or more co-pilot ground stations (GBS) that enable a ground-based co-pilot to remotely provide assistance in operating the aircraft.

Description

Technical Field

[0001] (Cross-Reference to Related Applications) The present application claims the benefit of U.S. Application No. 18 / 665,460, filed on May 15, 2024, and U.S. Application No. 18 / 665,465, filed on May 15, 2024, and also claims the benefit and priority of U.S. Provisional Patent Application No. 63 / 518,194, filed on August 8, 2023. The contents of the above-identified applications are hereby incorporated by reference in their entireties.

[0002] (Technical Field) The present disclosure describes improved systems, methods, and techniques for providing a co-pilot replacement system that specifically enables an aircraft to be operated by a single on-board pilot.

Background Art

[0003] (Background) Various types of aircraft are designed to be operated by a two-pilot crew, such as a pilot and a co-pilot. For example, in the United States, many commercial aircraft subject to certification rules set forth under Title 14, Part 25 of the Code of Federal Regulations (sometimes referred to as "Part 25 aircraft") are certified as requiring two pilots. Similarly, many types of military aircraft (e.g., military transport aircraft, etc.) are also designed to be operated by two pilots.

[0004] Traditionally, aircraft designed for dual-pilot operation cannot be operated by a single pilot for a variety of reasons, including safety concerns, cockpit layout constraints, and certification requirements. For example, in many scenarios, the physical layout or design of the cockpit can make it impractical for a single pilot to operate the aircraft. This is because certain components (e.g., circuit breakers, control switches, displays, etc.) may be accessible to one pilot but not easily accessible to the other. In addition, these dual-pilot aircraft typically operate in a manner that distinguishes or divides the duties of the pilot and co-pilot, allowing both pilots to engage in all phases of flight. For example, during a phase of flight, the co-pilot may be responsible for duties associated with voice instructions, managing checklists, and ensuring that proper procedures are followed, while the pilot performs the primary role in controlling, navigating, and piloting the aircraft. With respect to Part 25 aircraft, the pilot's role is typically designated as “pilot flight” (e.g., corresponding to roles performed by the pilot) and “pilot supervision” (e.g., corresponding to roles performed by the co-pilot). These physical and operational constraints can make it difficult for a single onboard pilot to operate a dual-pilot aircraft, and as a result, many certification bodies (e.g., the Federal Aviation Administration or FAA) will require a crew of at least two pilots to operate such aircraft. [Overview of the project] [Means for solving the problem]

[0005] To facilitate further description of the embodiments, the following drawings are provided, where similar references are intended to point to similar or corresponding parts. [Brief explanation of the drawing]

[0006] [Figure 1A]Figure 1A is a block diagram of a system according to one embodiment.

[0007] [Figure 1B] Figure 1B is a block diagram of an exemplary aircraft system, including a CPRS, according to one embodiment.

[0008] [Figure 2] Figure 2 is a block diagram of an exemplary aircraft system, excluding the CPRS.

[0009] [Figure 3A] Figure 3A is a block diagram of a copilot GBS according to one embodiment.

[0010] [Figure 3B] Figure 3B illustrates an exemplary configuration of a copilot GBS according to one embodiment.

[0011] [Figure 3C] Figure 3C shows a display that can be generated using a flight extension system according to one embodiment.

[0012] [Figure 4A] Figure 4A is a flowchart illustrating a method for operating CPRS according to one embodiment.

[0013] [Figure 4B] Figure 4B is a flowchart illustrating a method for operating a copilot GBS according to one embodiment. [Modes for carrying out the invention]

[0014] For the sake of simplification and clarity of illustration, the drawings illustrate general structural forms, and descriptions and details of well-known features and techniques may be omitted to avoid unnecessarily obscuring the invention. In addition, elements in the drawings are not necessarily drawn to scale. For example, the dimensions of some elements in the drawings may be exaggerated relative to others to help improve the understanding of embodiments of the invention. The same reference numeral in different drawings represents the same element.

[0015] Where applicable, the terms “first,” “second,” “third,” “fourth,” and equivalents in the description and claims are used to distinguish similar elements and not necessarily to describe a specific sequential or chronological order. It should be understood that the terms used in this manner are synonymous under appropriate circumstances, and therefore the embodiments described herein may operate in sequences other than those illustrated or otherwise described herein, for example.

[0016] Where applicable, the terms “left,” “right,” “front,” “rear,” “back,” “top,” “bottom,” “over,” “under,” and equivalents in the description and claims are used for descriptive purposes only and not necessarily to describe permanent relative positions. It should be understood that the terms used in this manner are synonymous under appropriate circumstances, and therefore embodiments of the apparatus, methods, and / or articles described herein may operate in orientations other than those illustrated or otherwise described herein.

[0017] The terms “connect,” “connected,” “connects,” “connecting,” “couple,” “coupled,” “couples,” “coupling,” and their equivalents should be understood broadly to refer to the linking of two or more elements or signals electrically, electronically, mechanically, and / or otherwise. A connection / coupling can be for any length of time, e.g., permanent, semi-permanent, or merely momentary. “Electrical connecting,” “electrical coupling,” and their equivalents should be understood broadly to include any connection / coupling involving any electrical signal, whether power signals, data signals, and / or other types or combinations of electrical signals. “Mechanical connecting,” “mechanical coupling,” and their equivalents should be understood broadly to include any type of physical or mechanical connection / coupling.

[0018] Where applicable, the term “primary” in descriptions and claims is used for descriptive purposes only and not necessarily to describe relative importance. For example, the term “primary” may be used to distinguish a primary component from an equivalent redundant component, but the term “primary” is not necessarily intended to imply any distinction in importance between so-called primary and redundant components. Unless otherwise explicitly stated, any redundant component should be treated as interchangeable with any primary component of the system, capable of working in conjunction with any primary component, and / or acting as a backup for any primary component (e.g., in the event of component / system failure).

[0019] The terms "pilot", "co-pilot", "pilots", "co-pilots", "operator", "operators", or equivalents should be broadly understood to refer to any individual or user, and do not necessarily refer to an individual certified to operate or fly an aircraft. In addition, the term "copilot" may in some instances be used to refer to an individual who assists the primary pilot, it should be understood that the copilot may perform the same or similar functions or roles as the pilot in some scenarios. Accordingly, the terms "pilot" and "copilot" may be used interchangeably in the present disclosure.

[0020] (Detailed Description of Exemplary Embodiments) The present disclosure relates to systems, methods, apparatuses, and techniques for providing a co-pilot replacement system (CPRS) that facilitates replacement of a co-pilot in conventional dual-pilot aircraft. Integration of CPRS into these dual-pilot aircraft allows the aircraft to be operated by a single on-board pilot. As described in further detail below, the CPRS solutions described herein can autonomously perform various functions conventionally performed by a co-pilot, and can enable a remote ground-based pilot to connect to the aircraft in various scenarios. In addition, these CPRS solutions can include a modified cockpit configuration that provides the pilot with direct access to components conventionally located in the area of the aircraft's co-pilot.

[0021] In some embodiments, the CPRS can autonomously perform various functionalities conventionally implemented by a copilot. In addition, in some embodiments, the CPRS can include a high-speed GND data link that establishes a connection with one or more copilot ground base stations (GBS) and enables a remotely located copilot to provide assistance in operating the aircraft. Examples of these autonomous and remotely-assisted functionalities are described throughout the present disclosure.

[0022] The CPRS may comprise components disposed in various parts of an aircraft, such as the cockpit, an electronic and equipment (EE) compartment, and the exterior of the aircraft, among others. In particular, the CPRS may include a monitoring, checklist, and warning system (MCWS), a cockpit monitoring system, a communication management system, a GND data link, a flight extension system, and an external vision system. In addition, the CPRS may be directly or indirectly coupled to various avionics components or devices such as the aircraft's MCDU (Multi-function Control and Display Unit), data concentrator, Flight Management System (FMS), Flight Guidance Computer (FGC), multi-mode radio, Flight and Safety Data Computer (FSDC), sensor system, and / or cockpit displays, actuators, switches, and controllers. Data received from these components may enable the CPRS to autonomously implement various functionalities, and / or may be relayed to the copilot GBS to provide a remote copilot with access to the data.

[0023] In many embodiments, the MCWS can be located within the aircraft cockpit and can be configured to perform checklist functions, instrument monitoring functions, voice instruction functions, warning functions, and other functions typically performed by an onboard co-pilot. The MCWS can output data or information associated with performing these and other functions on a display device positioned close to the pilot. The display device allows the pilot to monitor, access, and control all functions typically performed by a conventional onboard co-pilot, and to monitor all instruments, data, and information that would typically be presented to the onboard co-pilot. In addition, the MCWS can communicate with the pilot (via both audio and visual means) to provide information, warnings, and alerts, and to facilitate the performance of checklists, voice instructions, and other functions.

[0024] CPRS solutions can also enable pilots to easily access and control various components, devices, switches, or control devices that are conventionally located above the co-pilot's side of the cockpit. For example, any mechanical circuit breakers located within the co-pilot's area of ​​the cockpit can be replaced with electronic circuit breakers that can be controlled by displays, switches, or control devices located adjacent to the pilot. In line with a similar policy, any control switches, displays, and / or instrument readings located within the co-pilot's area of ​​the cockpit can be presented to and controlled by the pilot using displays, switches, or control devices located adjacent to the pilot.

[0025] The communication management system and / or GND data link establish a connection to the co-pilot GBS, thereby enabling a remote ground-based co-pilot to connect to the aircraft during some or all stages of flight. This connection allows the remote co-pilot to control various functions of the aircraft and assist the pilot in operating the aircraft. In addition, a cockpit monitoring system, located within the aircraft's cockpit, can provide the remote co-pilot with visibility of flight instruments, warning indicators, and other cockpit components, as well as a forward-looking view through the aircraft's windshield. The co-pilot's visibility can also be supplemented with information from external vision systems (such as LiDAR and cameras located on the exterior of the aircraft). A headset connected to the co-pilot GBS can enable the remote co-pilot to communicate audibly with the pilot when performing various functions (e.g., checklists, voice instructions, etc.) and to communicate with other entities (e.g., air traffic controllers, other aircraft) via the aircraft's multimode radio.

[0026] In the event that the onboard pilot becomes incapacitated (or unable to operate the aircraft otherwise), the flight extension system can perform functions to assist a remote co-pilot in landing the aircraft. In particular, the flight extension system can enable the aircraft to safely land on approved ground (e.g., runways) and, in emergency scenarios, on unapproved ground (e.g., fields, roads, bodies of water) when the instrument landing system (ILS) is unable to guide the aircraft's descent and landing. In these scenarios, the flight extension system can generate simulated ILS signals and provide these signals to the autopilot functions, flight guidance components, and / or flight management systems to navigate and land the aircraft on approved and / or unapproved ground. In addition, the flight extension system can generate an extended aircraft display, annotating camera views with various objects to assist the co-pilot in monitoring landing operations on these grounds. Further details of the flight extension system are provided below.

[0027] In one embodiment, the CPRS may further include an override control device that allows the onboard pilot to override control of the aircraft by any remote entity, such as a co-pilot GBS. In some scenarios, these override control devices can redistribute control of the aircraft to the onboard pilot if the data link is compromised by a malicious actor and / or if the pilot desires more complete control over a certain operation of the aircraft. In some cases, the override control device can completely sever or disable the communication link to the remote entity. In other scenarios, the override control device can be used to restrict or limit control of the aircraft by a co-pilot GBS.

[0028] The CPRS technologies described herein offer a variety of benefits and advantages. In particular, these technologies enable dual-pilot or multi-pilot aircraft to be operated by a single onboard pilot rather than by a team of two or more pilots. The technologies described herein can provide a cost-effective solution for upgrading or modifying these aircraft with equipment that enables them to be operated by a single onboard pilot, which can be particularly beneficial in scenarios where pilot availability is limited.

[0029] An additional benefit may stem from the CPRS configuration, which provides the pilot with full access and control to all instruments, devices, and functions typically provided to or performed by the onboard co-pilot. This can help overcome obstacles associated with conventional cockpit layouts or designs, such as those that prevent the pilot from accessing certain components.

[0030] Other advantages may stem from the CRPS's ability to autonomously perform various co-pilot functions and / or communicate with the pilot in connection with performing these functions. Configuring the CRPS to perform these functions can eliminate, or at least mitigate, the occurrence of human error when operating the aircraft.

[0031] Further advantages may stem from a configuration that allows a remote co-pilot to connect to the system during some or all stages of flight. A remotely connected co-pilot can provide assistance in various ways. In some scenarios, the remote co-pilot can connect to the aircraft and assist the pilot in reducing their workload and performing various tasks (e.g., checklists, voice instructions, etc.). In addition, if the pilot becomes incapacitated or unable to operate the aircraft otherwise, the remote co-pilot can take control of the aircraft and ensure it lands safely. These and other advantages are described throughout this disclosure.

[0032] The embodiments described herein can be combined in various ways. Any aspect or feature described in relation to one embodiment can be incorporated into any other embodiment referenced herein. Furthermore, any of the embodiments described herein may be hardware-based, software-based, or preferably a mixture of both hardware and software elements. Thus, while the descriptions herein may describe embodiments, features, or components as being implemented in software or hardware, it should be recognized that any embodiments, features, and / or components referenced herein may be implemented in hardware and / or software.

[0033] Figure 1A is a block diagram of an exemplary system 100A according to one embodiment. System 100A comprises one or more aircraft 105, each including a co-pilot substitute system (CPRS) 150. System 100A further includes one or more co-pilot ground stations (GBS) 170 and a network 190 connecting each of the one or more aircraft 105 to one or more of the co-pilot ground stations (GBS) 170.

[0034] As described throughout this disclosure, the CPRS150, installed within the aircraft 105, can be configured to perform various functions conventionally performed by a co-pilot, enabling the aircraft 105 to be operated by a single onboard pilot. In particular, the CPRS150 can communicate with the onboard pilot in connection with operating the aircraft 105 and can autonomously perform functions for conducting checklists, instrument monitoring, voice instructions, and warnings. In addition, the CPRS150 can be configured to activate control systems for autonomously navigating and landing the aircraft (for example, in an emergency scenario).

[0035] Each aircraft 105 can be coupled to or connected to one or more co-pilot ground stations (GBS) 170 via network 190. Network 190 can include various types of air-to-ground communication networks. In some cases, network 190 may comprise a SATCOM (satellite communication) network, a data link communication network, a VHF (very high frequency) communication network, an HF (high frequency) communication network, an ACARS (aircraft communications addressing and reporting system) network, an ATN (aircraft telecommunications network), a FANS (future air navigation systems) network, and / or other types of networks 190. Network 190 can further include, or be connected to, local area networks (e.g., Wi-Fi networks), personal area networks (e.g., Bluetooth® networks), wide area networks, intranets, the Internet, cellular networks, and / or other types of networks. In particular, network 190 enables bidirectional communication between each aircraft 105 and one or more co-pilot GBS 170.

[0036] Each co-pilot GBS 170 can be positioned on the ground or on the Earth's surface. Each co-pilot GBS 170 enables a remote co-pilot to connect to one or more aircraft 105. The co-pilot GBS 10 can connect to the aircraft 105 during any or all stages of flight (e.g., pre-flight, reverse towing and ground taxiing, takeoff, climb, cruise, descent, approach, landing, ground taxiing to the gate, engine shutdown, and disembarking) to assist the onboard pilot in operating the aircraft or performing related functions. The co-pilot GBS can enable a remote co-pilot to perform all actions or activities that would conventionally be performed by a co-pilot (or pilot) physically located on the aircraft 105. For example, the co-pilot GBS170 can communicate with the CPRS150 installed in the aircraft and perform functions such as scheduling, modifying, and executing flight plans, communicating with onboard pilots, performing checklist functions, monitoring flight systems and warning indicators, piloting the aircraft, landing the aircraft, coordinating radio or communication devices, communicating with air traffic controllers and / or other aircraft, and controlling the autopilot, autopropulsion, and / or autolanding functions.

[0037] In some scenarios (for example, when the onboard pilot is incapacitated or unable to operate the aircraft), the Co-Pilot GBS170 can be used to control and operate all of the aircraft's functionalities. In addition, in these scenarios, the Co-Pilot GBS170 can enable a remote co-pilot to activate and control the autopilot and autonomous landing functions. In other scenarios, the Co-Pilot GBS170 can play a more limited role, assisting the onboard pilot in operating the aircraft (for example, in scenarios involving heavy workloads). Further details of the Co-Pilot GBS170 are described in more detail below.

[0038] Figure 1B is a schematic diagram of an exemplary aircraft system 100B, including a CPRS 150, according to one embodiment. Generally, the aircraft system 100B may be installed in any type of airplane and / or other type of aircraft 105. In some embodiments, the aircraft system 100B may be installed in a commercial or military aircraft originally designed to be operated by at least two individuals (e.g., a pilot and a co-pilot), such as a commercial aircraft and / or military transport aircraft.

[0039] The aircraft system 100B includes a co-pilot substitute system (CPRS) 150 that enables the aircraft to be operated by a single pilot physically present within the aircraft. As will be described in more detail below, the CPRS 150 can be directly or indirectly networked and / or interfaced with various components of the aircraft system 100B and can perform or manage functions typically performed by a co-pilot during all stages of flight. In some embodiments, the CPRS 150 can operate independently to perform roles and functions conventionally performed by a co-pilot. In addition, or as an alternative, the CPRS 150 can enable a co-pilot located in a remotely positioned co-pilot GBS 170 to assist in operating the aircraft 105.

[0040] In some scenarios, the aircraft 105, originally designed to be operated by a crew of two pilots, may be updated or modified to include the CPRS150, thereby allowing the dual-pilot aircraft to be operated by only one pilot aboard the aircraft 105. In other scenarios, the original design of the aircraft 105 may be equipped with the CPRS150.

[0041] As shown in Figure 1B, various components (e.g., components labeled as 111-113, 121-125, 131, 151-159, and 161, etc.) that are directly or indirectly coupled to and interface with the CPRS 150 can be arranged within the aircraft 105. Components of the aircraft 105 can be arranged in various locations, such as within the cockpit 110, within the electronics and equipment (EE) storage bay 120, and / or on or near the exterior of the aircraft 130. Figure 1B illustrates exemplary arrangements for arranging components within the cockpit 110, the EE storage bay 120, and the exterior of the aircraft 130, but it should be noted that in some embodiments, these arrangements of components may vary, and the location of certain components may be changed or altered.

[0042] In addition, for the sake of simplification, Figure 1B illustrates the aircraft system 100B as including one of each of the components (e.g., components labeled as 111-113, 121-125, 131, 151-159, and 161), but it should be noted that the aircraft system 100B may include any number of each component. For example, in some embodiments, the aircraft system 100B may include only one of each component. In other embodiments, the aircraft system 100B may include two or more of each component (e.g., to provide redundancy for various subsystems). A brief description of each of these components, along with examples of where these components may be located within the aircraft 105, is provided below.

[0043] In one embodiment, the cockpit 110 of the aircraft 105 may include, in particular, a cockpit display and control device 111, an actuation switch and indicator 112, and / or one or more multifunction control and display units (MCDUs) 113. As will be described in more detail below, the cockpit 110 may also include some components of the CPRS 150, including at least one monitoring, checklist, and warning system (MCWS) 151, at least one cockpit monitoring system 152, at least one data transfer relay 153, and at least one override control device 161.

[0044] The cockpit displays and control devices 111 within the cockpit 110 may include a variety of instruments, screens, and / or control devices that provide the pilot with information about the aircraft's systems, flight parameters, and navigation, and enable the pilot to interact with and control various functions of the aircraft. These may include a primary flight display (PFD) and other displays (e.g., weather radar display, engine performance display, fuel status display, system status display, navigation chart, etc.), as well as flight control devices, power control devices, avionics control devices, etc. Exemplary cockpit displays and control devices 111 may include an airspeed indicator (ASI), attitude indicator (or artificial horizon), heading indicator (or heading indicator), turn coordinator (or turn and tilt indicator), altimeter, vertical speed indicator (VSI), and / or other flight instruments.

[0045] In addition, the cockpit display and control system 111 may be updated to include a display that enables the pilot to access and perform functions typically accessible only by the co-pilot. For example, in some conventional cockpit layouts, only instruments, screens, and / or control devices, such as those facilitating instrument comparison, voice instructions, and checklists for emergency, normal, and abnormal operation, may be accessible to the co-pilot (or not readily accessible to the pilot). To accommodate this, the cockpit display and control system 111 for the pilot may include a display (e.g., MCWS151) that enables the pilot to access and control these and other functions conventionally performed by the co-pilot. In some embodiments, the display enabling the performance of co-pilot functions may be a dedicated or additional display located within the cockpit 110. Alternatively, the corresponding functionality may be integrated into an existing display (e.g., MCDU113 located above the pilot side of the cockpit 110).

[0046] Any or all of the cockpit displays and control devices 111 can be coupled to the CPRS 150, enabling bidirectional exchange of information with the CPRS 150. This connection allows the CPRS 150 to access, monitor, and control the cockpit displays and control devices 111 and / or the actuation switches and indicators 112 in an automated or autonomous manner, and / or allows a ground-based co-pilot connected to the CPRS 150 to access, monitor, and control the cockpit displays and control devices 111 and / or the actuation switches and indicators 112. The cockpit displays and control devices 111 can also be coupled to other aircraft components, such as a data concentrator 121, to access various types of information, as described below.

[0047] Actuator switches and indicators 112 within the cockpit 110 can be used by the pilot to display and control various flight commands, systems, and functions of the aircraft. Exemplary actuator switches and indicators 112 can be used to control landing gear, flaps, engines, autopilot functions, autopropulsion functions, autonomous landing systems, lighting systems, communication systems, fuel selector systems, etc.

[0048] In addition, the actuation switches and indicators 112 also include control devices for operating physical equipment or components located on the co-pilot area of ​​the aircraft 105. For example, in a conventional cockpit layout, one or more mechanical circuit breakers may be located on the co-pilot side of the cockpit 110, which are not readily accessible to the pilot. In this scenario, the mechanical circuit breakers can be replaced with electronic circuit breakers that are monitored, managed, and / or controlled by the actuation switches and indicators 112 located on the pilot side of the aircraft. The actuation switches and indicators 112 can similarly enable the pilot to monitor, manage, and / or control other types of components located on the co-pilot side of the cockpit in a similar manner. In some cases, a display provided on the pilot side of the cockpit (e.g., provided by components 111, 113, or 151) may be configured, in addition to, or alternatively, to monitor, manage, and / or control circuit breakers and / or other physical components located on the co-pilot side of the aircraft 105.

[0049] The actuation switch and indicator 112 can also be coupled to the CPRS150, allowing the CPRS150 to monitor, manage, and / or control the physical components. This connection can allow the CPRS150 to access, monitor, and control the actuation switch and indicator 112 in an automated or autonomous manner, and / or allow a ground-based co-pilot connected to the CPRS150 to access, monitor, and control the actuation switch and indicator 112.

[0050] The MCDU 113 in the cockpit 110 can provide a computer interface that allows the pilot to input data and receive feedback on various aspects of the aircraft's operation, including fuel consumption, flight plan, and altitude, and can be used to perform functions associated with flight planning, navigation, and performance calculations. In some cases, the MCDU 113 can utilize data acquired from the FMS 122, FGC 124, and / or other navigator systems to perform these and other functions. In addition, in some embodiments, the MCDU 113 can be configured to perform some or all of the aforementioned functions associated with performing functions conventionally performed by the co-pilot and / or controlling physical components located on the co-pilot side of the cockpit 110 (e.g., instrument comparison, voice instructions, checklist monitoring, etc.).

[0051] In some conventional cockpit layouts, the cockpit 110 may be modified with a pair of MCDUs 113 (for example, a first MCDU 113 used by the pilot and a second MCDU 113 used by the co-pilot). In scenarios where the CPRS 150 is installed in the aircraft, the second MCDU 113 for the co-pilot can optionally be removed. In addition, as will be described in more detail below, an MCDU simulator may be installed in the co-pilot GBS 170 to provide a remote co-pilot located on the ground with the same information and functionality that would conventionally be provided to an onboard co-pilot located in the cockpit 110.

[0052] Each component contained within the cockpit 110 of the aircraft 105 (including the cockpit display and control device 111, the actuation switches and indicators 112, and / or the MCDU 113) can be directly or indirectly coupled to the CPRS 150, enabling bidirectional exchange of information between the CPRS 150s. For example, the CPRS 150 can be coupled to the cockpit display and control device 111 to acquire data related to the aircraft's systems, flight parameters, and navigation, and the CPRS 150 can operate the corresponding settings for the display and control device. Similarly, the CPRS 150 can be coupled to the MCDU 113 (either directly or indirectly via the FMS 122) to acquire data related to the aircraft's operation (e.g., fuel consumption, flight path, flight plan, altitude, attitude, etc.), and the CPRS 150 can provide various inputs (e.g., inputs to define flight plan parameters, navigation, performance parameters, etc.) to the MCDU 113. In addition, the connection between the CPRS150 and the activation switch and indicator 112 allows the CPRS150 to activate / deactivate and / or control the aircraft's landing gear, flaps, engines, autopilot function, autopropulsion function, lighting system, communication system, fuel selector system, circuit breaker, etc. Any of the components connected to the CPRS150 can be controlled by a remote copilot and / or autonomously controlled by the CPRS150.

[0053] In one embodiment, the EE storage unit 120 may include, in particular, one or more data concentrators 121, one or more flight management systems (FMS) 122, one or more flight and safety data computers (FSDC) 123, one or more flight guidance computers (FGC) 124, and / or one or more multimode radios 125. Each component contained within the EE storage unit 120 of the aircraft 105 (including the data concentrators 121, FMS 122, FSDC 123, FGC 124, and multimode radio 125) can be directly or indirectly coupled to the CPRS 150 to enable bidirectional exchange of information. In addition, as will be described in more detail below, the EE storage unit 120 may also include certain components of the CPRS 150, including one or more communication management systems 154, one or more GND (ground) data links 155, one or more flight extension systems 156, and / or one or more data transfer relays 157.

[0054] Each data concentrator 121 includes a centralized computing device that collects, processes, and distributes data from various systems and components throughout the aircraft, thereby streamlining data flow and facilitating efficient communication between different avionics systems. In particular, the data concentrator 121 collects data from a wide range of sources (including, for example, FMS 122, FGC 124, FSDC 123, flight instruments, engine sensors, navigation systems, communication systems, and other avionics subsystems), processes the data, and ensures its integrity, accuracy, and compatibility. The data concentrator 121 can act as a central hub for distributing the processed data to relevant systems, displays, or avionics units requesting the information. The data concentrator 121 can be coupled to the CPRS 150, enabling the CPRS 150 to acquire the aforementioned data collected from various aircraft sources (along with corresponding integrity and accuracy information), and the data concentrator 121 can receive, process, and monitor the data from the CPRS 150.

[0055] Each FMS122 may include an onboard computer system that assists the flight crew in managing various aspects of flight planning, navigation, and guidance. In particular, the FMS122 allows the flight crew to input and optimize the aircraft's flight plan (taking into account factors such as waypoints, air routes, altitude constraints, weather conditions, performance characteristics, and fuel consumption). In many cases, the FMS122 receives data from various sources such as GPS (Global Positioning System), VOR (VHF Omnidirectional Radio Beacon), and / or IRS (Inertial Reference System) to determine the aircraft's position, trajectory, and altitude, which helps to navigate the aircraft accurately along the planned route, including waypoint tracking, obstacle avoidance, and instrument approach execution, while providing the flight crew with precise lateral and vertical guidance throughout the flight. In addition, the FMS122 may also interface with the aircraft's autopilot and automatic propulsion systems to automatically manage and / or control the aircraft's engine propulsion and navigation.

[0056] The FMS122 can be coupled to the CPRS150, thereby enabling the CPRS150 to access any or all of the aforementioned data generated by the FMS122, and enabling the CPRS150 to provide commands or inputs (e.g., related to flight plans, autopilot / autopropulsion systems, etc.) to control the FMS122. The FMS122 can also be coupled to various other aircraft components such as the MCDU113, data concentrator 121, FSDC123, and multimode radio 125.

[0057] Each FSDC123 may include an onboard computer system configured to collect, process, and analyze flight data for safety and operational purposes. In particular, the FSDC123 can monitor and improve flight safety by recording and analyzing various parameters related to aircraft performance, systems, and crew actions, and can detect alerts related to various types of safety events (e.g., excessive speed, altitude deviation, abnormal engine parameters, or other anomalies that may require immediate attention or action).

[0058] The FSDC123 can be coupled to the CPRS150, which can then acquire any or all of the aforementioned data, and the FSDC123 can record and analyze the actions taken by the FSDC123. The FSDC123 can also be coupled to the data concentrator 121, the aircraft sensor system 131, and / or other components of the aircraft 105.

[0059] Each FGC124 can provide automated control and guidance functions to assist the pilot when flying the aircraft. In particular, the FGC124 can execute the flight plan generated by the FMS122 and autonomously steer or direct the aircraft along a desired trajectory, including following waypoints, airways, and instrument approaches. In addition, the FGC124 can implement functions that enable the pilot to engage and control the autopilot and automatic propulsion systems when controlling the aircraft and can provide visual guidance cues on a display included in the aircraft cockpit 110.

[0060] The FGC124 can be coupled to the CPRS150, which can then acquire data from the FGC124 (e.g., heading, flight plan, attitude, altitude, etc.) and / or operate or control the functions performed by the FGC124. In addition, the FGC124 can be coupled to the FMS122, the aircraft sensor system 131, and / or other components of the aircraft 105.

[0061] Each multimode radio 125 may include a radio communication system capable of operating in multiple frequency bands or modes and supporting both data and voice communications. The multimode radio 125 provides the flight crew with the ability to communicate with various ground-based and air-based entities (e.g., air traffic controllers, other aircraft, and ground-based base stations) using various communication protocols. The specific functions and capabilities of the multimode radio may vary depending on the aircraft and its avionics system. In some cases, the multimode radio 125 may include VHF (very high frequency) communication capabilities, HF (high frequency) communication capabilities, data link communication capabilities, mode S transponder capabilities, and / or other communication capabilities.

[0062] The multimode radio 125 can be coupled to the CPRS 150, enabling the CPRS 150 to communicate with and / or monitor communications with ground-based and air-based entities. In addition, the multimode radio 125 can be coupled to the FMS 122, the aircraft sensor system 131, and / or other components of the aircraft 105.

[0063] In one embodiment, the aircraft exterior 130 may include various aircraft sensor systems 131, each including one or more sensors and / or one or more actuators. An exemplary aircraft sensor system 131 may include an angle of attack (AoA) sensor, a pitot tube or sensor, a static pressure tube, a temperature sensor, a Global Positioning System (GPS), a radar system, a radar altimeter, a LiDAR (Light Detection and Ranging) system, a camera system, an antenna, a wingtip device, and / or other related components. As will be described in more detail below, the aircraft exterior 130 may also be equipped with components of the CPRS 150 such as an external vision system 159, which includes one or more camera systems and / or one or more LiDAR systems (and / or alternative types of vision systems).

[0064] Each aircraft sensor system 131 (and / or corresponding actuator) can be coupled to a CPRS 150, which can acquire data generated by these systems and / or control the operation of these systems. In addition, the aircraft sensor system 131 can be coupled to an FSDC 123, a multimode radio 125, and / or other components of the aircraft 105.

[0065] As shown in Figure 1B, the CPRS 150 can comprise various components arranged throughout the cockpit 110, the EE storage area 120, and the aircraft exterior 130. In one embodiment, the cockpit 110 may include at least one MCWS 151, a cockpit monitoring system 152, one or more data transfer relays 153, and / or one or more override control devices 161. The EE storage area 120 may include a communications management system 154, one or more GND (ground) data links 155, a flight extension system 156, and one or more data transfer relays 157. The aircraft exterior 130 may also be equipped with one or more external vision systems 159. The CPRS 150 may include any number of the aforementioned components (e.g., one of each component, or two or more of each component to provide redundancy, etc.). A brief description of each of these components is provided below.

[0066] The CPRS150 includes at least one MCWS151, and in many embodiments, a pair of MCWS151s may be included for redundancy purposes. Each MCWS151 can be directly or indirectly connected to any or all of the aircraft components (including any or all of the components in Figure 1B) and can receive various types of data, information, and parameters from each of the components. In particular, the MCWS151 can utilize the data obtained from these components (e.g., data concentrator 121, FMS122, FGC124, etc.) to perform checklist functions, instrument monitoring functions, and warning functions. These functions can be provided via an output device accessible to the pilot (e.g., a two-way display provided by the cockpit display and control unit 111, MCDU113, and / or another device). These functions are typically performed by the onboard co-pilot, but the MCWS151 can be positioned close to the pilot and can communicate with the pilot (e.g., via audio means, display means, and / or GUI) to perform these functions.

[0067] In some embodiments, the MCWS151 can be configured to transition between onboard control operation mode, autonomous operation mode, and remote control operation mode. In onboard control operation mode, the pilot may manually interact with and control the MCWS151 to perform checklist, instrument monitoring, and warning functions. In autonomous operation mode, the MCWS can perform checklist, instrument monitoring, and warning functions independently or autonomously and can communicate directly with the onboard pilot to ensure that all corresponding flight procedures are followed and that the aircraft's instruments are within their operating parameters. In some embodiments, the autonomous operation mode can utilize algorithms and sensor integration to autonomously detect any anomalies or safety-critical information and alert the pilot, effectively acting as a co-pilot. In remote control operation mode, the MCWS interfaces with a co-pilot ground station (GBS), allowing a remotely positioned co-pilot to access and control the MCWS functionality. This mode allows the remote co-pilot to assist the onboard pilot by managing checklists, monitoring instruments, and issuing warnings. The MCWS's multi-mode capability helps ensure that aircraft can operate safely and efficiently, whether autonomously or with remote assistance, and adapts to the diverse requirements of each flight scenario.

[0068] In some cases, the MCWS151 may be configured by default in onboard control operation mode or autonomous operation mode. When the pilot desires assistance from a remote co-pilot, the MCWS151 may transition to remote control operation mode. Similarly, after checklist functions, instrument monitoring functions, and warning functions have been performed (or when the connection to the remote co-pilot has been terminated), the MCWS151 may transition from remote control operation mode back to onboard control operation mode or autonomous operation mode.

[0069] The checklist function performed by the MCWS151 can provide a structured set of procedures used by the flight crew during various stages of flight. These checklists help ensure that critical tasks are completed in a systematic and thorough manner, reducing the risk of human error. Exemplary checklist functions can provide checklists covering a wide range of activities, such as pre-flight checks, pre-takeoff checks, in-flight checks, pre-landing checks, abnormal checks (e.g., in scenarios of equipment, component, or aircraft malfunction), normal checks, and emergency procedure checks. In some embodiments, the checklists can be displayed electronically on a dedicated screen and / or output display of the MCWS151 (or on other screens and / or output devices located in the cockpit).

[0070] Traditionally, checklists are displayed on an output device typically located above the co-pilot's side in the cockpit. In aircraft system 100B, the MCWS151 can enable the pilot to access a checklist function, which can then be displayed on an output device located above the pilot's side in the cockpit.

[0071] In one embodiment, during aircraft operation, the MCWS151 can autonomously perform checklist functions that are conventionally performed manually by the co-pilot. For example, for each checklist, the MCWS151 can be configured to output step-by-step checklist instructions to the pilot (e.g., via speakers on the MCWS151 or in the cockpit) and receive confirmation (e.g., via a microphone or display device) that each checklist instruction has been completed in the appropriate manner. In addition, or alternatively, a ground-based co-pilot remotely connected to the aircraft 105 via the CPRS150 can access the MCWS151, communicate with the pilot, and ensure that the checklist is completed. For example, the ground-based co-pilot can communicate verbally with the pilot via a communication link (e.g., GND data link 155) to read out and confirm the checklist instructions.

[0072] The instrument monitoring function performed by the MCWS151 can acquire data from various aircraft instruments, sensors, and displays to provide real-time or near-real-time information on the aircraft's status and performance. This information helps the flight crew make informed decisions and ensure that the aircraft operates within safe parameters. In particular, the monitoring function can monitor and / or display parameters or readings from flight instruments (e.g., flight parameters such as airspeed, altitude, vertical speed, attitude (pitch and roll), heading, and navigation data), engine instruments (e.g., parameters such as engine speed, temperature, pressure, and fuel consumption), fuel management systems (e.g., parameters such as volume, distribution, and fuel flow rate), electrical system monitors (e.g., parameters indicating the status of various electrical components), and / or hydraulic system monitors (e.g., parameters indicating hydraulics and hydraulic system health), compare these parameters to benchmark values ​​or ranges, and determine whether the parameters are within an acceptable operating range. Traditionally, the co-pilot performs the function of monitoring the aircraft's instruments and ensuring that instrument readings are normal, but these functions can be performed automatically or autonomously by the MCWS151 and / or by a ground-based co-pilot communicating with the aircraft 105.

[0073] The warning and monitoring functions performed by the MCWS151 can provide the pilot with visual and / or audio-based warnings, messages, voice instructions, and alerts, as well as in the same way they would be communicated verbally from the co-pilot to the pilot. For example, in some embodiments, the MCWS151 can analyze and / or compare instrument readings to identify abnormal operating parameters, and in response to detecting abnormal operating parameters, the MCWS151 can output warnings, messages, voice instructions, and alerts to the pilot and / or a ground-based co-pilot remotely connected to the aircraft 105 (e.g., via a speaker or display device).

[0074] The cockpit monitoring system 152 may include any type of system or device capable of monitoring one or more displays (e.g., instrument panels, display devices, etc.) located within the aircraft cockpit. The configuration of the cockpit monitoring system 152 may vary.

[0075] In some embodiments, the cockpit monitoring system 152 may include one or more camera devices that capture views of the inside of the cockpit and / or the forward-facing exterior of the aircraft 105. In some embodiments, the cockpit monitoring system 152 may include at least two forward-facing cockpit cameras, one of which is focused on the instrument panel inside the cockpit and the other is focused on the external view through the windshield of the aircraft 105.

[0076] In addition, or alternatively, the cockpit monitoring system 152 may include data connections and / or devices that receive data directly or indirectly from one or more displays located within the aircraft cockpit (e.g., instrument panel displays and / or other displays) and relay the data from one or more displays to the CPRS 150.

[0077] An additional cockpit monitoring system 152 may be provided for redundancy purposes (for example, it may include a second set of cameras to be used in the event of failure of the primary cockpit monitoring system, and / or it may include a second set of data connections to the CPRS 150).

[0078] In one embodiment, the cockpit monitoring system 152 may also include image recognition software configured to detect various obstacles, hazards, and / or flight conditions affecting safety. In one embodiment, the image recognition software may analyze video or image data collected by a camera focused on the windshield view to identify external hazards such as approaching aircraft, birds, severe weather conditions, and / or other hazards outside the aircraft. In another embodiment, the image recognition software may analyze video or image data collected by a camera focused on the aircraft's instrument panel to detect internal warnings, abnormal instrument conditions, warning indications, and / or equivalents. In addition, the cockpit monitoring system 152 (or other components) may provide warnings or alerts to the pilot (e.g., audibly via speakers and / or visually via display devices) based on the detection of these obstacles, hazards, and / or flight conditions affecting safety.

[0079] Any suitable image recognition software can be used for the purposes described herein. In some embodiments, the image recognition software may utilize one or more neural network models and / or one or more deep learning models to detect obstacles, hazards, and / or flight conditions affecting safety. These learning models may comprise a convolutional neural network (CNN) or multiple convolutional neural networks configured to perform object detection functions associated with identifying the aforementioned obstacles, hazards, and / or flight conditions affecting safety. For example, the object detection function may be performed on video or image data and may identify external obstacles (e.g., aircraft, birds, weather conditions, etc.) and internal instrument settings indicating warnings, abnormal instrument conditions, alert indications, and / or equivalents. In some embodiments, the CNN (or other computer vision model) may be pre-trained in a supervised manner using a training set of images labeled to identify obstacles, hazards, and / or flight conditions affecting safety.

[0080] In addition, in embodiments in which the cockpit monitoring system 152 comprises one or more cameras, video and / or images captured by the cameras of the cockpit monitoring system 152 can be transmitted to a ground-based co-pilot base station (for example, via a GND data link 155). The video or image feed captured by the cockpit monitoring system 152 can be output on one or more display devices located within the ground-based co-pilot base station, enabling a remotely positioned co-pilot to view the aircraft 105's instrument panel and / or external view.

[0081] In addition, in embodiments in which the cockpit monitoring system 152 has data connections that are directly coupled to instruments or displays in the cockpit, data acquired through these connections can be transmitted to a ground-based co-pilot base station (e.g., via a GND data link 155). The data can be output on one or more display devices located within the ground-based co-pilot base station (e.g., one or more simulated display devices, etc.), enabling a remotely positioned co-pilot to access data related to the aircraft 105's instrument panel and / or external view.

[0082] A data transfer relay 153 located within the cockpit 110 of the aircraft 105 can enable a ground-based co-pilot to operate various switches and control devices located within the cockpit 110 (e.g., activation / deactivation, adjustment, modification, alteration, etc.). In some embodiments, the data transfer relay 153 enables a ground-based pilot to remotely operate switches or control devices located within the cockpit, such as actuation switches and indicators 112 for controlling landing gear, flaps, engines, autopilot functions, autopropulsion functions, autonomous landing systems, lighting systems, communication systems, fuel selector systems, electronic circuit breakers, etc. In further embodiments, the data transfer relay 153 can enable a ground-based pilot to remotely operate the MCWS 151 and / or cockpit monitoring system 152.

[0083] The communication management system 154 enables bidirectional communication between the aircraft 105 and one or more ground-based co-pilot base stations 170. The communication management system 154 includes, or is coupled to, at least one GND data link 155, which may include a high-speed satellite communication device and / or other suitable communication device. In one embodiment, the aircraft system 100B may include two communication management systems 154 (each having a separate GND data link 155) for redundancy purposes.

[0084] In one embodiment, the communication management system 154 is coupled to the data concentrator 121 and receives all data generated by it, as well as video or image data from the cockpit monitoring system 152. The communication management system 154 can utilize one or more GND data links 155 to transmit video / image data from the cockpit monitoring system 152 (or other data obtained directly from instruments and displays) and data from the data concentrator 121 to a ground-based co-pilot base station. In addition, any data generated by other components of the aircraft system 100B (e.g., cockpit display and control unit 111, actuation switches and indicators 112, MCDS 113, FMS 122, FSDC 123, FGC 124, multimode radio 125, aircraft sensor system 131, MCWS 151, flight extension system 156, data transfer relay, etc.) can also be provided to the communication management system 154 and transmitted to a ground-based co-pilot base station via one of the GND data links 155.

[0085] The communication management system 154 is also configured to receive various communication and control commands from a ground-based co-pilot base station communicating with the aircraft 105. Various types of communication and control commands are received from the co-pilot GBS 170, enabling the remote co-pilot to seamlessly perform the functions of a conventional co-pilot located in the cockpit 110. Generally, control commands received from the co-pilot GBS 170 can be used to communicate with and control any of the aircraft components illustrated in Figure 1B (e.g., components 111-113, 121-125, 131, and 151-159, etc.).

[0086] In some embodiments, the GND data link 155 can receive audio data from a ground pilot and facilitate verbal or audio communication with the pilot in the cockpit 110, air traffic controllers, and / or other aircraft located near the aircraft 105. In further embodiments, the GND data link 155 can receive control commands (e.g., MCDU commands that enable a remote co-pilot to control the FMS 122, FGC 124, and / or other aircraft components) from an MCDU or simulated MCDU located in the co-pilot GBS 170. In further embodiments, the GND data link 155 can receive control commands that enable the co-pilot to adjust or operate the cockpit displays and control devices 111 and the actuation switches and indicators 112 in the cockpit 110. In addition, one or more data transfer relays 153 located in the cockpit can enable the co-pilot to remotely control these components. Many other types of communication and control commands can also be received from a ground-based co-pilot.

[0087] For redundancy purposes, the communications management system 154 may include two high-speed satellite communications devices, as well as an HF radio device and / or a high-orbit satellite communications device. The backup HF radio may provide the co-pilot GBS170 pilot with low-resolution image or video data (for example, due to limited bandwidth and slower communication), but the data from the backup HF radio can be merged with the primary feed and can also be used as the primary communications device in the event of a complete failure of both high-speed satellite feeds.

[0088] CPRS150 may further include an external vision system 159 that complements the aircraft sensor system 131 located outside the aircraft 105. In particular, the external vision system 159 may include one or more additional cameras and / or one or more LiDAR (light detection and ranging) systems. In one embodiment, the external vision system 159 may include an infrared (IR) camera, a high-resolution video camera, and a LiDAR system. A second IR camera, a second high-resolution camera, and a second LiDAR system may be provided for redundancy. Any data captured by the external vision system 159 may be output on a display device for the co-pilot located in the co-pilot GBS 170 and / or on a display device located in the cockpit 110. The external vision system 159 may be configured to capture various external environmental data outside the aircraft 105, such as data identifying obstacles (e.g., other aircraft or objects) within the aircraft's flight path and / or in the vicinity of the aircraft.

[0089] In particular, visual data acquired by the external vision system 159 can be used to perform a distance measurement function to determine the distance to objects captured in the vision data (e.g., other aircraft, obstacles, etc.). In one embodiment, visual data captured by a pair of cameras can be used to determine reference dimensions of objects captured in the vision data. In addition, or alternatively, visual data captured by a LiDAR system can be used to determine reference dimensions. This reference dimension information can then be used to calculate the distance between the aircraft 105 and the object.

[0090] In addition, sensor or visual information data acquired by the external vision system 159 can be combined or fused and transmitted to the co-pilot GBS 170 via the GND data link 155, enabling a ground-based co-pilot to determine the location and distance of any object captured by the camera. For example, in one embodiment, the co-pilot GBS 170 can output image or video data captured by any of the aircraft cameras having an external view (e.g., including any cameras included in the cockpit monitoring system 152 and / or the external vision system 159) onto a display device. Once the image or video data is displayed, the co-pilot can select a location or object in the image or video data (e.g., using a mouse, touchscreen, or other input device) and obtain the distance of the aircraft 105 to the selected location or object. Reference information collected by the external vision system 159 can be used to calculate the distance to the location or object. In this way, the remote co-pilot can easily determine and assess the distance between the aircraft 105 and other objects or locations.

[0091] In some embodiments, the CPRS 150 may further include a flight extension system 156 that performs functions to assist a ground-based co-pilot, particularly when landing the aircraft 105. In some embodiments, the aircraft 105 may be equipped with two flight extension systems 156 for redundancy purposes. The flight extension systems 156 can be activated and deactivated by a co-pilot GBS 170 that communicates with the aircraft 105. In addition, control of the flight extension systems 156 (and any other components accessible by the co-pilot GBS 170) can be overridden (or denied by the pilot) using onboard control devices available in the cockpit 110 (for example, this may be useful if data link security is compromised).

[0092] When activated, the flight extension system 156 allows a remotely positioned co-pilot to control and deploy various aircraft surfaces, instruments, and equipment (e.g., landing gear, flaps, slats, air brakes, engine thrust reversers, ground brakes, steering gear, etc.) to safely land the aircraft and, after landing, to taxi the aircraft off the runway. In one embodiment, one or more data transfer relays 157 located within the EE storage compartment 120 can facilitate the activation / deactivation of the flight extension system 156, transferring control of the aircraft surfaces, instruments, and equipment to a ground-based co-pilot. This can be beneficial in various scenarios, such as when the pilot is incapacitated or unable to operate the aircraft 105 in any other way.

[0093] In many scenarios, the flight extension system 156 may allow a remotely positioned co-pilot to identify and select an approved ground surface (e.g., a runway) for landing the aircraft 105.

[0094] In some scenarios (for example, when an aircraft component fails or an emergency occurs), the co-pilot may determine that the safest option for landing aircraft 105 is to select an unapproved surface for landing aircraft 105 (for example, a random plot of land, a highway, or a body of water). As described below, the flight extension system 156 provides several enhanced functionalities that enable the aircraft to land safely on an unapproved surface.

[0095] Some aircraft may be equipped with an automated landing system (ILS) configured to land autonomously in certain circumstances. In a conventional configuration, the automated landing system uses instrument landing system (ILS) signals received from a ground-based navigation system located at an airport or approved runway to guide the aircraft during the final approach and landing phases. Typically, a ground-based ILS generates localizer (LOC) signals for lateral guidance of the aircraft (e.g., to align the aircraft with the runway centerline) and glideslope (GS) signals for vertical guidance (e.g., to facilitate a stable descent path towards the landing area on the runway). These signals are received by an ILS receiver on the aircraft and used by the automated landing system to autonomously guide and land the aircraft. For example, an automated landing system may utilize the aircraft's onboard autopilot system to control the aircraft's flight path using ILS signals (e.g., to adjust the aircraft's heading and pitch to align with the runway centerline and establish the correct glide path for landing), while the FMS122 and / or FGC124 use ILS signals to calculate and manage the aircraft's approach, descent, and landing profiles. In addition, in scenarios where the aircraft is approaching the ground, the automated landing system may also utilize the aircraft's onboard radar altimeter to facilitate or perform aircraft flare maneuvers during the autonomous landing process.

[0096] In various scenarios (for example, when the pilot becomes incapacitated or unable to operate aircraft 105), a ground-based co-pilot can activate and control the aircraft's automatic landing system to safely land the aircraft on an approved ground surface or runway. Once activated, the automatic landing system can use the ILS signals described above to navigate the aircraft to an approved ground surface and safely land aircraft 105.

[0097] In a scenario where an aircraft is landing on an unapproved surface or runway, there is no ILS system (or corresponding signal) available to safely guide the aircraft for landing. To account for this, the flight extension system 156 can be configured to generate simulated ILS control signals that emulate the ILS control signals generated by a ground-based ILS. These simulated ILS control signals are then transmitted from the flight extension system 156 to the autopilot system, FMS 122, and / or FGC 124 (and other aircraft components) and can be used by the automatic landing system to navigate the aircraft to a designated landing location and land the aircraft on the unapproved surface. In this way, the automatic landing system utilizes the simulated ILS control signals to safely navigate the aircraft toward the landing area and land the aircraft on the unapproved surface, even though the ground-based ILS is not located within the range of the unapproved surface.

[0098] The simulated ILS control signals generated by the flight extension system 156 may include, in particular, a simulated glideslope signal that provides vertical guidance for navigating the aircraft 105, and a simulated localizer signal that provides lateral guidance for navigating the aircraft 105. In one embodiment, the flight extension system 156 may continuously generate and output simulated glideslope and simulated localizer signals for use by the automatic landing system, FMS 122, FGC 124, and / or other aircraft components during the approach and landing phases of the flight. Other types of simulated control signals may also be generated by the flight extension system 156 to control the automatic landing system, FMS 122, FGC 124, and / or other components used to land the aircraft 105.

[0099] In some embodiments, simulated ILS control signals can be generated, at least in part, using information derived from the aircraft's sensing systems, such as the sensor system 131 and / or the external vision system 159. As described above, these sensing devices may include various types of devices (e.g., LiDAR systems, cameras, GPS, etc.), and data from these devices can be used to determine and track the three-dimensional (3D) coordinates or location of the aircraft 105, as well as the location of an unapproved landing area on the ground. Subsequently, the location and reference information derived from the sensing systems can be used to generate simulated ILS control signals used to navigate and land the aircraft.

[0100] In some embodiments, the flight extension system 156 may also generate a simulated radar altimeter signal when the aircraft is approaching the ground, and this simulated radar altimeter signal can be used by the automatic landing system to perform various types of aircraft flare maneuvers. Aircraft flare maneuvers can reduce the rate of descent of the aircraft and help the aircraft land smoothly, and different aircraft flare maneuvers can be performed or executed based on the type of landing surface at the landing site (for example, based on whether the aircraft is landing on grass, water, etc.). In scenarios where the aircraft is landing on an unapproved surface, the simulated radar altimeter signal (and corresponding flare maneuver) can be adjusted by the flight extension system 156 to adapt to the type of landing surface at the landing site.

[0101] In one embodiment, an aircraft 105 may not be pre-equipped with an automatic landing system. In this scenario, the flight extension system 156 may be configured with an automatic landing function that can be used to navigate and land the aircraft in the same manner as described above. In addition, or alternatively, the flight extension system 156 may utilize simulated ILS control signals to directly control the FMS 122, FGC 124, and / or other aircraft components in the same manner as would be done by the automatic landing system.

[0102] In addition, the flight augmentation system 156 can also generate an enhanced aircraft display to assist a remote co-pilot positioned in the co-pilot GBS 170 when monitoring and controlling the landing of an aircraft on an unauthorized surface or runway. For example, in some scenarios, the flight augmentation system 156 can generate an augmented reality (AR) display that emulates or simulates the landing of an aircraft on an approved runway (e.g., by augmenting the camera feed or display with a runway object overlay) despite the fact that the aircraft is being made to land on an unauthorized surface or runway. Figure 3C, which is described in more detail below, illustrates an exemplary aircraft display that can be generated by the flight augmentation system 156.

[0103] The configuration of the extended display generated by the flight extension system 156 may vary. In some embodiments, the flight extension system 156 can generate a display that extends the camera view with runway objects on the ground that are not authorized for the aircraft to land on. In addition, or alternatively, the camera view may be extended with objects that identify the contour or perimeter of a runway on the ground that is not authorized for the aircraft to land on. The camera view may also be extended with other indicators and / or parameters that identify a designated landing point on the ground, obstacles located on or near the landing area, and aircraft parameters (e.g., altitude, speed, angle of attack, attitude, etc.).

[0104] In some cases, one or more of the objects extended into the camera view may be provided in a manner that allows the remote co-pilot to view (and identify obstacles such as holes, trees, or animals on the ground) any unapproved ground intended for landing. For example, if a runway object is added to the camera view, the runway object may be semi-transparent to allow the remote co-pilot to view the ground. If the remote co-pilot identifies an obstacle on the ground that would increase safety concerns during landing, the co-pilot may transmit a command to CPRS150 (e.g., flight extension system 156) to cancel the landing on the unapproved ground and / or select a new, safer ground for landing.

[0105] In some embodiments, the CPRS may further include an override control device 161 that enables the onboard pilot to override control of the aircraft by any remote entity, such as a malicious actor who has intercepted or compromised one or more of the co-pilot GBS 170 and / or GND data link 155. These override control devices can redistribute control of the aircraft 105 to the onboard pilot and / or prevent the remote entity from accessing or controlling the aircraft 105. In some cases, the override control device 161 may disable or deactivate the GND data link 155 to completely sever the link to any remote entity.

[0106] In addition, override control devices can be used to restrict or limit the control of the aircraft by the co-pilot GBS170. In one embodiment, the override control device may enable the pilot to provide selective access to any aircraft component (including, but not limited to, any aircraft component illustrated in Figure 1B or referred to herein) and / or restrict access to any desired aircraft component (including, but not limited to, any aircraft component illustrated in Figure 1B or referred to herein). In one embodiment, the override control device may enable the onboard pilot to limit the role of the remote co-pilot to certain functions, such as instrument monitoring, checklists, and / or warning functions, while restricting the remote co-pilot's access to other aircraft components and avionics systems that enable control of the aircraft, flight planning, and / or flight path. In another embodiment, the override control device may enable the onboard pilot to control and access aircraft components and avionics systems during certain phases of flight, but restrict or eliminate such control or access during other phases of flight.

[0107] Figure 2 illustrates system 100C for aircraft 105, without the CPRS150. This alternative system 100C demonstrates how various avionics or aircraft components can be coupled or connected to several other typical arrays. The array of avionics or aircraft components does not enable a single onboard pilot to safely operate the aircraft, nor does it enable a remote ground-based co-pilot to assist in operating the aircraft. By viewing Figures 1B and 2 together, those skilled in the art will understand how the various components of the CPRS150 can be arranged and coupled to existing avionics or aircraft components to provide the enhanced functionality described herein.

[0108] Figure 3A is a block diagram illustrating exemplary features of a co-pilot GBS 170 according to one embodiment. In particular, the co-pilot GBS 170 may include one or more computing devices, one or more GBS data links 171, one or more output display devices 172, one or more data converter units (DCUs) 173, one or more GBS communication management systems 174, one or more remote yokes 175, and / or one or more headsets 176. It should be understood that any of these components may be omitted from the co-pilot GBS 170, and / or additional components may be added to complement the functionality of the co-pilot GBS 170.

[0109] The GBS data link 171 and the GBS communication management system 174 can enable the co-pilot GBS 170 to communicate with various aircraft 105 (for example, with a data link 155 located on the aircraft and a communication management system 154 on the aircraft). For example, as described above, the GBS data link 171 and the GBS communication management system 174 can enable bidirectional communication between the co-pilot GBS 170 and the aircraft via a network 190 such as a SATCOM network, a data link communication network, a VHF communication network, an HF communication network, an ACARS network, an ATN, a FANS network, a local area network, a personal area network, a wide area network, an intranet, the Internet, a cellular network, and / or other types of networks. In one embodiment, the GBS data link 171 and the aircraft data link 155 may be equipped with high-speed satellite communication devices that communicate with each other via the network 190.

[0110] The GBS communication management system 174 can perform the same or similar functions as the communication management system 154 located on the aircraft, but can operate in reverse to transmit data to and receive data from the aircraft 105. In particular, the GBS communication management system 174 can be coupled to an output display device 172 (and / or a computing device connected to the output display device 172) and receive control commands input or defined by the co-pilot located at the co-pilot GBS. The GBS communication management system 174 can also receive audio communications from the co-pilot (e.g., via a headset 176 and / or microphone). The GBS communication management system 174 can relay these commands and audio communications to the GBS data link 171 for transmission to the aircraft 105 coupled to the co-pilot GBS 170 via the network 190.

[0111] The co-pilot GBS 170 further includes one or more output display devices 172 (for example, this may include a computer monitor, a display screen, and / or any other device capable of displaying data or information). The output display devices 172 can generate various aircraft displays 180 which can be displayed to the co-pilot located in the co-pilot GBS 170, enabling the co-pilot to remotely monitor the aircraft's operation, communicate with the pilot on the aircraft 105, transmit commands to the aircraft 105, and perform various functions related to operating the aircraft 105. In some embodiments, these aircraft displays 180 can be presented on a graphical user interface (GUI), and the co-pilot can interact with the GUI and transmit communications, control commands, and / or other data to the aircraft 105.

[0112] In some embodiments, the co-pilot GBS 170 may include one or more computing devices (e.g., desktop computing devices, laptops, etc.). These one or more computing devices may perform some or all of the functions performed by the co-pilot GBS 170 (e.g., generating aircraft displays 180, receiving commands from the pilot, receiving and transmitting data to and from the aircraft 105, etc.). The output display device 172 (and DCU 173) may be connected to and / or integrated with one or more computing devices. These one or more computing devices may be connected to the Internet, which may be part of the network 190. In some embodiments, communication between the co-pilot GBS 170 and the aircraft 105 may be routed via the Internet and one or more connected SATCOM networks. In some scenarios, communication between the aircraft 105 and the co-pilot GBS 170 may be protected using a virtual private network (VPN), including a secure Internet hardware protocol. All communications passing through network 190 can be protected using various encryption and cybersecurity protocols (for example, to protect against interception, tampering, or denial of service).

[0113] The co-pilot GBS 170 further includes one or more DCUs 173, and in some cases, a pair of DCUs for redundancy purposes. Each DCU 173 can be configured to receive some or all of the data transmitted from the aircraft 105 to the co-pilot GBS 170 via the network 190. The DCU 173 can parse the data into different segments to generate an aircraft display 180, and / or convert the data into a format that can be processed by the co-pilot GBS 170 and / or used to generate an aircraft display 180 on the output display device 172.

[0114] In some embodiments, the DCU 173 may include an aircraft display symbol generator 173A configured to receive data from the aircraft's sensor systems, avionics, instruments, and / or other components and generate a visual representation of that data in the form of symbols, graphs, and / or text relating to the aircraft display 180 (e.g., displays that visualize the aircraft's primary flight display (PFD), MCDU, and / or other cockpit instruments). In further embodiments, the DCU 173 may be configured to perform the same or similar operations as a data concentrator 121 located on the aircraft 105 (e.g., collecting, processing, and distributing data from various systems, components, and aircraft displays). In addition, in some embodiments, the DCU 173 may operate in reverse to convert data generated from the copilot GBS 170 for transmission to the aircraft 105 in a format usable by the aircraft's systems.

[0115] In one embodiment, each DCU 173 may also include data input means 173B (e.g., a keypad and / or other input device) that enables the remote co-pilot to identify aircraft 105 (e.g., by entering the tail number of aircraft 105). The remote co-pilot can utilize the data input means to select aircraft 105 and establish a connection between the selected aircraft 105 and the co-pilot GBS 170 via the network 190. In addition, or alternatively, the data input means 173B may include one or more GUIs presented on an output display device 172 that can enable the remote co-pilot to select aircraft 105 and establish a connection between the selected aircraft 105 and the co-pilot GBS 170.

[0116] The co-pilot GBS170 can control the operation or flight path of the aircraft 105 in various ways. In some cases, the co-pilot GBS170 may not have direct access to control the aircraft's power levers, yokes, and / or rudders, but can operate them by sending control commands to the FGC124 and / or FMS122 (e.g., using a simulated MCDU display). In other scenarios, the co-pilot GBS170 may include a remote yoke 175, remote power levers, and remote rudder control devices that enable the co-pilot to control the aircraft 105.

[0117] The co-pilot GBS 170 may further include a headset 176 comprising one or more audio output devices (e.g., speakers or earphones) and one or more audio input devices (e.g., microphones). In some embodiments, the headset 176 may be coupled to the DCU 173 and / or other components of the co-pilot GBS 170. The headset 176 enables the co-pilot to communicate audibly with the pilot located on the aircraft 105. The headset 176 may further enable the co-pilot to engage in voice or audio-based communications with various ground-based and air-based entities (e.g., air traffic controllers, other aircraft, and / or other ground-based base stations) via a multimode radio 125 located on the aircraft 105. The headset 176 may further receive communications from the aircraft 105 for output to the co-pilot (e.g., communications from the pilot, communications received via the multimode radio 125, and / or communications generated by the CPRS 150).

[0118] Figure 3B illustrates an exemplary configuration of a co-pilot GBS 170 according to one embodiment. In particular, the co-pilot GBS 170 includes an output display device 172 that presents a GUI with multiple aircraft displays 180. In this exemplary scenario, the output display device 172 includes a windshield display 181, an instrument display 182, a flight instrument control panel 183, a flight control display 184, a simulated MCDU display 185, an instrument surveillance camera display 186, an external aircraft display 187, and a flight extension display 188.

[0119] It should be noted that the output display device 172 may include additional displays not explicitly shown. In addition, one or more of the illustrated displays may be omitted in some embodiments. Furthermore, the aircraft displays 180 may be arranged in different configurations on a GUI presented on the output display device 172. In some embodiments, the copilot GBS 170 may include multiple output display devices 172, and one or more of the aircraft displays 180 may be presented on separate output display devices 172 and / or on separate GUIs. A copilot operating in the copilot GBS 170 may interact with each of the aircraft displays 180 using various types of input devices (e.g., mouse devices, keyboards, joysticks, etc.).

[0120] The windshield display 181 can be configured to display images and / or video data captured by one or more windshield-facing cameras included within the cockpit monitoring system 152 of the aircraft 105. In some embodiments, the windshield display 181 can provide real-time or near real-time video feeds from one or more windshield-facing cameras. The windshield display 181 provides a remotely positioned pilot with visibility through the aircraft's windshield, as well as the view that would be provided to an onboard co-pilot.

[0121] The instrument display 182 can electronically display and visualize various flight instruments for the aircraft 105. For example, the instrument display 182 can electronically emulate major flight instruments that are physically located within the aircraft 105 (e.g., ASI, attitude indicator (or artificial horizon), heading indicator (or heading indicator), turn coordinator (or turn and tilt indicator), altimeter, VSI, engine status indicator, etc.). Other types of flight instruments can also be electronically presented to the copilot via the instrument display 182.

[0122] The flight instrument control panel 183 can electronically display and activate control devices that enable the co-pilot to operate various avionics or aircraft components, such as control devices for operating the autopilot function, autopropulsion function, autolanding function, engine reverse thrust function, event recording, etc. The co-pilot can provide inputs via the flight instrument control panel 183 to activate / deactivate these functions and / or adjust the settings associated with these functions.

[0123] The flight control display 184 can electronically display control devices that enable the co-pilot to operate the landing gear, wing engines, de-icing equipment, and / or other aircraft components. The co-pilot can provide input via the flight control display 184 to activate / deactivate these components and / or adjust the settings associated with these functions.

[0124] The simulated MCDU display 185 can electronically emulate, simulate, and / or display a conventional or physical MCDU (e.g., an MCDU 113 physically located in the cockpit of aircraft 105). The simulated MCDU display 185 can perform functions identical or similar to those of the MCDU 113 physically located in the cockpit of aircraft 105. For example, a co-pilot can interact with the simulated MCDU display 185, input commands, and receive feedback on various aspects of aircraft operation, including fuel consumption, flight path, and altitude, and can be used to perform functions associated with flight planning, navigation, and performance calculations. In particular, the simulated MCDU display 185 allows the co-pilot to directly control the FMS 122, FGC 124, and / or other navigation systems in connection with generating and / or modifying a flight plan for aircraft 105. The simulated MCDU display 185 can also enable the copilot to receive data from and send commands to various subsystems or components that are directly or indirectly coupled to the CPRS 150, MCDU 113, and / or simulated MCDU 185.

[0125] The instrument monitoring camera display 186 can be configured to display images and / or video data captured by one or more instrument-facing cameras included in the cockpit monitoring system 152 of the aircraft 105. In some embodiments, the instrument monitoring camera display 186 can provide real-time or near real-time video feeds from one or more windshield-facing cameras. The instrument monitoring camera display 186 provides a remotely positioned pilot with visibility of the physical cockpit instruments located on the aircraft.

[0126] The external aircraft display 187 may be configured to display images and / or video data captured by one or more external vision systems, which may include a LiDAR system and / or one or more cameras (e.g., one or more high-resolution cameras and / or one or more infrared cameras). In some embodiments, the instrument surveillance camera display 186 may provide a real-time or near real-time video feed generated or captured using data from one or more cameras and / or LiDAR systems positioned on the outside of the aircraft 105. The external aircraft display 187 provides a remotely positioned pilot with visibility around the aircraft (e.g., a forward view that can identify aircraft or other obstacles in or near the aircraft's flight path).

[0127] As mentioned above, the co-pilot can use an input device (e.g., mouse, touchscreen, joystick, etc.) to interact with the aircraft display 180 and transmit commands to the aircraft 105 connected to the co-pilot GBS 170.

[0128] Figure 3C illustrates another exemplary aircraft display 180, which may be presented by an output display device 172 and / or other display devices of the copilot GBS 170 according to one embodiment. This flight extension display 188 can be generated at least in part using the output of a flight extension system 156 disposed on the aircraft. In some embodiments, the flight extension system 156 may be disposed or located in the copilot GBS 170, in addition to or alternatively.

[0129] The flight augmentation display 188 can be configured to display a video feed from a camera augmented with various types of objects 189 (e.g., objects corresponding to runways, landing location indicators, distance measurement parameters, alert indicators, text, flight parameters, etc.). The video feed can represent a real-time or near real-time video feed captured by one or more cameras on the aircraft 105 (e.g., cameras or equipment included in the external vision system 159 and / or cockpit monitoring system 152, etc.). In some embodiments, the video feed can be generated at least in part by a LiDAR system and / or cameras included in the external vision system 159. A flight augmentation system 156 mounted on the aircraft 105 can augment the video feed with various objects, and the augmented video can be transmitted to the co-pilot GBS 170 via the network 190 and output via the flight augmentation display 188. In some embodiments, the flight extension system 156 (or some functionality implemented by this component) may be located on the co-pilot GBS 170, and the video feed can be extended after it has been transmitted via the network 190 and received by the co-pilot GBS 170.

[0130] In various scenarios, the flight augmentation system 156 can extend the video feed with visual cues to assist a remote co-pilot in landing the aircraft 105 on an approved ground surface or runway. In addition, in some particularly useful scenarios, the flight augmentation system 156 and the flight augmentation display 188 can be used to enable a remote co-pilot to safely land the aircraft on an unapproved ground surface. The exemplary interface shown in Figure 3C illustrates runway objects to be added to the video feed to simulate landing on a ground surface without a runway (e.g., a field). The video feed can also be extended with other objects corresponding to flight parameters (e.g., distance to landing, airspeed, angle of attack, etc.) that may assist a co-pilot in landing the aircraft.

[0131] As mentioned above, in a scenario involving an emergency landing on an unapproved surface, a ground-based co-pilot can provide a command to identify the landing site on the unapproved surface (e.g., a field, body of water, etc.). This information can be transmitted to the flight extension system 156 via network 190. Upon receiving the command, the flight extension system 156 can instruct the autopilot functions, FMS 122, and / or FGC 124 that the unapproved surface is an approved landing surface, and / or generate simulated sensor information and guidance commands that enable the FGC 124 to generate flight information or parameters for landing the aircraft on the unapproved surface in a manner similar to how the aircraft would be landed on an approved runway. For example, in some cases, the flight extension system 156 can calculate simulated signals regarding glideslope, localizer, glide path, attitude, heading, altitude, and / or other flight information, and use these simulated signals to control the aircraft 105 during landing. Throughout the entire process of landing aircraft 105 on an unapproved surface, the flight extension display 188 can extend the video feed from the aircraft with runway objects (and / or other objects) to realistically simulate landing on an approved surface.

[0132] In the embodiment shown in Figure 3C, the runway object is presented as an overlay on the video feed, but is generated in a semi-transparent manner. This allows the co-pilot to view the actual ground surface beneath the runway object and assess whether any obstacles are present on the ground surface.

[0133] Returning to Figure 3A, an aircraft display 180 presenting a video feed can be configured in a manner that allows the co-pilot to easily determine distance measurements to objects captured in the video feed. For example, if the co-pilot wishes to understand the distance between the aircraft 105 and an object captured in the video feed (e.g., another aircraft, a flock of birds, a road, a building, etc.), the co-pilot can simply select the object on the output display device 172 (or associated GUI), and the distance to that object will be displayed to the co-pilot. As described above, an external vision system 159 can be used to perform a distance measurement function that determines the distance to an object captured in the video feed. For example, a LiDAR system and / or camera included in the external vision system 159 can be used to determine a reference dimension for the selected captured object, and the output of the distance measurement function can be displayed to the co-pilot (e.g., via one or more of the aircraft displays 180).

[0134] As mentioned above, the CPRS150 may include image recognition software configured to detect various objects captured within the camera view (e.g., obstacles, hazards, and / or flight conditions affecting safety). The image recognition software can be applied to identify and / or detect objects within any camera view provided by the aircraft (e.g., video feeds generated by the cockpit monitoring system 152, the aircraft sensor system 131, and / or the external vision system 159). When these views are presented to the co-pilot located in the co-pilot GBS170 on the aircraft display 180 (e.g., the windshield display 181, the external aircraft display 187, the flight extension display 188, etc.), the image recognition software can detect objects presented within the aircraft display 180, and the co-pilot can select the object of interest. In this scenario, the aforementioned distance measurement function can output the distance between the aircraft and the selected object.

[0135] Figure 4A illustrates a flowchart relating to an exemplary method 400A for operating a CPRS according to one embodiment. Method 400A is merely illustrative and is not limited to the embodiments presented herein. Method 400A can be employed in many different embodiments or examples not specifically described or explained herein. In some embodiments, the steps of Method 400A may be performed in the order presented. In other embodiments, the steps of Method 400A may be performed in any preferred order. In yet another embodiment, one or more of the steps of Method 400A may be combined or skipped. In many embodiments, the CPRS 150, aircraft system 100B, system 100A, and / or aircraft 105 may be configured to perform Method 400A and / or one or more of the steps of Method 400A. In these or other embodiments, one or more of the steps of Method 400A may be implemented as one or more computer instructions configured to be invoked in one or more processing devices and stored in one or more non-transient computer storage devices. Such non-transient memory storage and processing devices may be part of the avionics or aircraft systems such as CPRS150, aircraft system 100B, system 100A, and / or aircraft 105.

[0136] In step 410A, at least one cockpit monitoring system, located within the aircraft's cockpit, monitors one or more displays located within it and generates monitoring data.

[0137] In step 420A, at least one monitoring, checklist, and warning system (MCWS) located in the aircraft cockpit communicates with the pilot in connection with performing checklist, instrument monitoring, and warning functions.

[0138] In step 430A, at least one communications management system, configured to facilitate communication with at least one co-pilot ground station (GBS), transmits, via at least one data link, surveillance data generated by at least one cockpit monitoring system and outputs received or derived from at least one data concentrator located within the aircraft to at least one co-pilot GBS.

[0139] In step 440A, at least one communication management system receives communications from at least one co-pilot GBS via at least one data link.

[0140] In some embodiments, the step of monitoring one or more displays by at least one cockpit monitoring system located in the cockpit of an aircraft may include one or more of the following: generating video data for monitoring one or more instrument panel displays located in the cockpit using one or more camera devices located in the cockpit of an aircraft; or receiving outputs generated by one or more instrument panel displays by one or more data connections that connect one or more instrument panel displays to at least one cockpit monitoring system.

[0141] In some embodiments, the MCWS can be configured to autonomously monitor checklist functions, instrument monitoring functions, and warning functions, and to autonomously communicate with the pilot in connection with performing checklist functions, instrument monitoring functions, and warning functions.

[0142] In some embodiments, Method 400A may further include one or more steps of capturing external vision data by at least one external vision system located on or near the outside of the aircraft; providing the external vision data to at least one communications management system; and transmitting the external vision data captured by at least one external vision system to at least one co-pilot GBS via at least one data link by at least one communications management system.

[0143] In some embodiments, the step of receiving communications from at least one co-pilot GBS via at least one data link by at least one communications management system is as follows: (i) receiving communications via at least one data link for remotely controlling or using one or more radio devices disposed on the aircraft for communicating with one or more air-based entities or one or more ground-based entities; (ii) receiving communications via at least one data link for remotely interacting with the pilot in connection with performing checklist functions, instrument monitoring functions, and warning functions; and (iii) receiving communications via at least one data link for distributing, (iv) receiving communications for remotely controlling the operation of an autopilot system, via at least one data link, for remotely controlling the operation of an autopropulsion system installed in the aircraft, (v) receiving communications for remotely controlling the operation of an autolanding system installed in the aircraft, via at least one data link, (vi) receiving communications for remotely controlling the navigation or piloting of the aircraft, via at least one data link, and (vii) receiving communications for remotely controlling a flight plan or flight path relating to the aircraft, via at least one data link.

[0144] In some embodiments, Method 400A may further include the step of receiving a command by one or more onboard control devices of the CPRS to override or restrict control of the aircraft by at least one co-pilot GBS or other remote entity.

[0145] In some embodiments, Method 400A may further include the step of receiving one or more control commands from at least one co-pilot GBS to operate one or more aircraft components located within the aircraft, via at least one data transfer relay located within the aircraft. In some embodiments, at least one data transfer relay enables at least one co-pilot GBS to operate an actuation switch or indicator to control at least two of the following: landing gear, flaps, engines, autopilot functions, autopropulsion functions, autonomous landing systems, lighting systems, communication systems, fuel selector systems, or electronic circuit breakers.

[0146] Figure 4B illustrates a flowchart relating to an exemplary method 400B for operating the copilot GBS 170 according to one embodiment. Method 400B is merely illustrative and is not limited to the embodiments presented herein. Method 400B can be employed in many different embodiments or examples not specifically described or explained herein. In some embodiments, the steps of Method 400B may be carried out in the order presented. In other embodiments, the steps of Method 400B may be carried out in any preferred order. In yet another embodiment, one or more steps of Method 400B may be combined or skipped. In many embodiments, the copilot GBS 170, CPRS 150, aircraft system 100B, system 100A, and / or aircraft 105 may be configured to carry out Method 400A and / or one or more steps of Method 400A. In these or other embodiments, one or more steps of Method 400B may be implemented as one or more computer instructions configured to be invoked in one or more processing devices and stored in one or more non-transient computer memory devices. Such non-transient memory storage devices and processing devices may be part of a computing system such as the Co-Pilot GBS170, CPRS150, Aircraft System 100B, System 100A, and / or Aircraft 105.

[0147] In step 410B, a connection is established via at least one data link that enables bidirectional communication between the co-pilot GBS170 and the CPRS150 located on the aircraft 105.

[0148] In step 420B, aircraft data from the CPRS 150, which is installed on the aircraft 105, is received by at least one GBS communication management system 174, which is coupled to at least one data link.

[0149] In step 430B, the aircraft data is converted into one or more outputs adapted for display by at least one DCU 173, which is coupled to at least one GBS communication management system 174.

[0150] In step 440B, multiple aircraft displays 180 are rendered on at least one output display device 172 using one or more outputs generated by at least one DCU.

[0151] In one embodiment, a connection established between a co-pilot GBS 170 and a CPRS 150 installed on the aircraft allows a ground-based pilot to remotely monitor the aircraft's operation on at least one output display device 172, communicate with an onboard pilot located in the aircraft's cockpit, and / or transmit commands to control one or more functions of the aircraft.

[0152] In some embodiments, Method 400B may further include one or more steps, including: presenting a simulated MCDU interface configured to receive input from a ground-based pilot to display feedback related to the aircraft's operation and to control the aircraft's operation via at least one display device of the copilot GBS; and transmitting one or more commands via at least one data link to adjust the settings of a flight management system (FMS) or flight guidance computer (FGC) located on the aircraft, based on the input received via the simulated MCDU interface.

[0153] In some embodiments, Method 400B may further include one or more steps, including receiving monitoring data generated by a cockpit monitoring system located on the aircraft via at least one data link located in the copilot GBS, and rendering one or more aircraft displays comprising the monitoring data using at least one output display device; receiving outputs generated or derived therefrom by at least one data concentrator located on the aircraft via at least one data link located in the copilot GBS, and generating one or more aircraft displays at least partially based on outputs generated or derived therefrom by at least one data concentrator located on the aircraft using at least one output display device; receiving external vision data captured by at least one external vision system located on or near the outside of the aircraft via at least one data link located in the copilot GBS, and rendering one or more aircraft displays comprising the external vision data using at least one output display device.

[0154] In some embodiments, Method 400B may further include one or more steps of receiving data from a monitoring, checklist, and warning system (MCWS) located in the cockpit of an aircraft via at least one data link located in the copilot GBS, and transmitting commands to an aircraft via at least one data link located in the copilot GBS, enabling a ground-based pilot to remotely interact with the MCWS on the aircraft to perform checklist, instrument monitoring, and warning functions.

[0155] In some embodiments, Method 400B may further include one or more steps, including transmitting commands via at least one data link to remotely control or use one or more radio devices disposed on an aircraft for communication with one or more airborne or ground-based entities; transmitting commands via at least one data link to remotely control the operation of an autopilot system disposed on an aircraft; transmitting commands via at least one data link to remotely control the operation of an autopropulsion system disposed on an aircraft; transmitting commands via at least one data link to remotely control the operation of an autolanding system disposed on an aircraft; transmitting commands via at least one data link to remotely control the navigation or maneuvering of an aircraft; and / or transmitting commands via at least one data link to remotely control a flight plan or flight path relating to an aircraft.

[0156] In some embodiments, Method 400B may further include one or more steps of receiving external vision data, which is captured by an external vision system disposed on the aircraft, via at least one data link, and rendering a flight-enhanced display at least partially based on the external vision data by at least one output display device, wherein the flight-enhanced display extends the external vision data with overlays or objects that provide information to assist a ground-based pilot in landing the aircraft.

[0157] In some embodiments, method 400B may further include a step of terminating the connection between the copilot GBS and the aircraft in response to an override command.

[0158] Embodiments disclosed herein include a co-pilot substitute system (CPRS) installed in an aircraft, the co-pilot substitute system comprising: at least one cockpit monitoring system installed in the cockpit of the aircraft, configured to generate monitoring data for monitoring one or more displays installed in the cockpit of the aircraft; at least one monitoring, checklist, and warning system (MCWS) installed in the cockpit of the aircraft, configured to communicate with a pilot in connection with performing checklist, instrument monitoring, and warning functions; at least one data link; and at least one communication management system configured to facilitate communication with at least one co-pilot ground station (GBS), the at least one The communication management system is configured to be coupled to at least one data concentrator located within the aircraft and to receive output from at least one data concentrator; the communication management system is configured to be coupled to at least one cockpit monitoring system and to receive monitoring data from at least one cockpit monitoring system; the communication management system is configured to be coupled to at least one data link and to transmit output received from or derived from at least one data concentrator and monitoring data generated by at least one cockpit monitoring system to at least one co-pilot GBS via at least one data link; and the communication management system is configured to receive communications from at least one co-pilot GBS via at least one data link.

[0159] Embodiments disclosed herein include a method for operating a co-pilot substitute system (CPRS) installed in an aircraft, the method comprising: monitoring one or more displays installed in the cockpit and generating monitoring data by at least one cockpit monitoring system installed in the cockpit of the aircraft; communicating with a pilot in connection with performing checklist, instrument monitoring, and warning functions by at least one monitoring, checklist, and warning system (MCWS) installed in the cockpit of the aircraft; transmitting monitoring data generated by the at least one cockpit monitoring system and outputs received or derived from at least one data concentrator installed in the aircraft to at least one co-pilot GBS via at least one data link by at least one communication management system configured to facilitate communication with at least one co-pilot ground station (GBS); and receiving communications from at least one co-pilot GBS via at least one data link by at least one communication management system.

[0160] Embodiments disclosed herein include an aircraft system installed in an aircraft, the aircraft system comprising a co-pilot alternative system (CPRS) including at least one cockpit monitoring system, at least one monitoring, checklist, and warning system (MCWS), at least one communications management system, at least one data link, and at least one data concentrator, wherein the at least one communications management system is configured to facilitate communication with at least one co-pilot ground station (GBS) via at least one data link, the at least one communications management system is configured to be coupled to at least one data concentrator installed in an aircraft and to transmit outputs received from at least one data concentrator to at least one co-pilot GBS via at least one data link, the at least one communications management system is configured to be coupled to at least one cockpit monitoring system and to transmit monitoring data received from at least one cockpit monitoring system to at least one co-pilot GBS via at least one data link, and the at least one communications management system is configured to receive communications from at least one co-pilot GBS via at least one data link.

[0161] Embodiments disclosed herein include a co-pilot ground station (GBS), the co-pilot GBS comprising at least one GBS communication management system configured to manage bidirectional communication between the co-pilot GBS and a co-pilot alternative system (CPRS) deployed on an aircraft, and at least one data converter unit (DCU) coupled to the at least one GBS communication management system, the at least one DCU configured to receive aircraft data from the CPRS and convert the aircraft data into one or more outputs adapted for display, and at least partially generated by the at least one DCU The system comprises at least one output display device configured to render multiple aircraft displays using one or more outputs, and at least one data link coupled to at least one GBS communication management system, the at least one data link configured to establish a connection that facilitates bidirectional communication with the aircraft, the connection established between the copilot GBS and the aircraft, enabling a ground-based pilot to remotely monitor the aircraft's movements on at least one output display device, communicate with an onboard pilot located in the aircraft's cockpit, and transmit commands to control one or more functions of the aircraft.

[0162] Embodiments disclosed herein include a method for operating a co-pilot ground station (GBS), the method comprising: establishing a connection that enables bidirectional communication between the co-pilot GBS and a co-pilot alternative system (CPRS) deployed on an aircraft via at least one data link; receiving aircraft data from the CPRS deployed on an aircraft by at least one GBS communication management system coupled to at least one data link; converting the aircraft data into one or more outputs adapted for display by at least one data converter unit (DCU) coupled to at least one GBS communication management system; and rendering a plurality of aircraft displays by at least one output display device using one or more outputs generated by at least one DCU, wherein the connection established between the co-pilot GBS and the CPRS deployed on an aircraft enables a ground-based pilot to remotely monitor the aircraft's operation on at least one output display device, communicate with an onboard pilot located in the aircraft's cockpit, and transmit commands to control one or more functions of the aircraft.

[0163] Embodiments disclosed herein include a co-pilot ground station (GBS) comprising at least one data link configured to establish a connection with an aircraft, at least one GBS communication management system coupled to the at least one data link, at least one data converter unit (DCU) coupled to the at least one GBS communication management system, and at least one output display device coupled to the at least one DCU, wherein the at least one GBS communication management system is configured to manage bidirectional communication between the co-pilot GBS and a co-pilot alternative system (CPRS) deployed on the aircraft, the at least one DCU is configured to receive aircraft data from the CPRS deployed on the aircraft and to convert the aircraft data for display on at least one output display device, the at least one output display device is configured to render one or more aircraft displays, and a ground-based pilot may utilize one or more aircraft displays to remotely monitor the aircraft's movements and transmit commands to control one or more of the aircraft's functions.

[0164] As demonstrated by the disclosure herein, the techniques of the present invention described herein are rooted in aeronautical technology that overcome existing problems in dual-pilot or multi-pilot aircraft, including the problem of requiring two or more onboard pilots to safely operate the aircraft. The techniques described herein provide technical solutions to overcome limitations associated with known techniques (e.g., utilizing improved CPRS with autonomous capabilities and / or remote co-pilot connectivity capabilities). The techniques based hereon stand out as improvements over existing capabilities and functionalities by enabling a single onboard pilot to safely control and navigate the aircraft.

[0165] The techniques and solutions described herein can be applied to navigation systems for any type of aircraft (e.g., commercial aircraft, military aircraft, helicopters, airships, drones, autonomous aircraft, etc.). Appropriate adaptations or modifications may be incorporated to adjust these techniques and solutions to specific types of aircraft.

[0166] The components illustrated in Figures 1B, 3A, and 3B (including components 111-113, 121-125, 131-139, 171-176, and 181-187) may each include one or more processing devices for performing their respective individual functions as described herein. Each of these components may also include one or more computer storage devices for storing instructions to facilitate these and other functions, and these instructions may be executed by one or more processing devices.

[0167] One or more processing devices may include one or more central processing units (CPUs), one or more microprocessors, one or more microcontrollers, one or more controllers, one or more composite instruction set computing (CISC) microprocessors, one or more reduced instruction set computing (RISC) microprocessors, one or more very long instruction word (VLIW) microprocessors, one or more graphics processing units (GPUs), one or more digital signal processors, one or more application-specific integrated circuits (ASICs), and / or any other type of processor or processing circuit capable of performing the desired function.

[0168] One or more computer storage devices may include (i) non-volatile memory such as read-only memory (ROM) and / or (ii) volatile memory such as random access memory (RAM). Non-volatile memory may be removable and / or non-removable non-volatile memory. RAM may include dynamic RAM (DRAM), static RAM (SRAM), etc. Furthermore, ROM may include mask program ROM, programmable ROM (PROM), one-time programmable ROM (OTP), erasable programmable read-only memory (EPROM), electrically erasable programmable ROM (EEPROM) (e.g., electrically modifiable ROM (EAROM) and / or flash memory), etc.

[0169] Embodiments may include a computer program product accessible from a computer-enabled or computer-readable medium that provides program code for use by or associated with a computer or any instruction execution system. The computer program product may store instructions for implementing the functionality of a navigation system and / or other components described herein. The computer-enabled or computer-readable medium may include any device that stores, communicates, propagates, or transports programs for use by or associated with an instruction execution system, apparatus, or device. The medium may be a magnetic, optical, electronic, electromagnetic, infrared, or semiconductor system (or apparatus or device) or propagation medium. The medium may include computer-readable storage media such as semiconductor or solid-state memory, magnetic tape, removable computer diskette, random-access memory (RAM), read-only memory (ROM), rigid magnetic disk, and optical disk.

[0170] A data processing system suitable for storing and / or executing program code may include at least one processor, directly or indirectly coupled to a memory element via a system bus. The memory element may include local memory, bulk storage, and cache memory, which are used during the actual execution of the program code, providing temporary storage for at least some of the program code to reduce the number of times the code is read from bulk storage during execution. Input / output or I / O devices (including, but not limited to, keyboards, displays, pointing devices, etc.) may be coupled to the system either directly or through an intermediary I / O controller.

[0171] Network adapters may also be coupled to this system to enable the data processing system to be coupled to other data processing systems or storage devices through an intervening private or public network. Satellite transceivers, wireless transceivers, modems, and Ethernet® cards are just some of the types of network adapters currently available.

[0172] While various novel features of the present invention are shown, described, and pointed out as applicable to specific embodiments thereof, it should be understood that various omissions, substitutions, and modifications in the form and details of the systems and methods described and illustrated may be made by those skilled in the art without departing from the spirit of the invention. In particular, the steps in this method may be performed in a different order, in many cases where such may be appropriate. Based on an understanding of the above disclosure and the teachings of the invention, those skilled in the art will recognize that certain hardware and devices that are part of the systems described herein, and the general functionality provided and incorporated therein, may vary in different embodiments of the invention. Thus, the descriptions of system components are for illustrative purposes only to facilitate a full and complete understanding and recognition of the various aspects and functionality of specific embodiments of the invention as realized in their system and method embodiments. Those skilled in the art will recognize that the invention may be practiced in embodiments other than those described, which are presented, not limitingly, for illustrative purposes. Variations, modifications, and other implementations of the contents described herein may be conceived by those skilled in the art without departing from the spirit and scope of the invention and its claims.

Claims

1. A co-pilot replacement system (CPRS) installed inside an aircraft, A cockpit monitoring system comprising at least one cockpit monitoring system installed in the cockpit of the aircraft, wherein the at least one cockpit monitoring system is configured to generate monitoring data for monitoring one or more displays installed in the cockpit of the aircraft, A monitoring, checklist, and warning system (MCWS) installed in the cockpit of the aircraft, wherein the at least one MCWS is configured to communicate with the pilot in connection with performing checklist functions, instrument monitoring functions, and warning functions, At least one data link, A communications management system configured to facilitate communication with at least one co-pilot ground station (GBS) and Equipped with, The at least one communication management system is coupled to at least one data concentrator installed in the aircraft and is configured to receive output from the at least one data concentrator. The at least one communication management system is coupled to the at least one cockpit monitoring system and configured to receive the monitoring data from the at least one cockpit monitoring system. The at least one communication management system is coupled to the at least one data link and is configured to transmit the output received from or derived from the at least one data concentrator and the monitoring data generated by the at least one cockpit monitoring system to the at least one copilot GBS via the at least one data link. The at least one communication management system is configured to receive communications from the at least one co-pilot GBS via the at least one data link, and is a co-pilot alternative system.

2. The at least one cockpit monitoring system is One or more camera devices disposed within the cockpit of the aircraft, wherein the monitoring data includes video data generated by the one or more camera devices for monitoring one or more instrument panel displays disposed within the cockpit of the aircraft, or One or more data connections that connect the output of one or more instrument panel displays to the at least one cockpit monitoring system, enabling the at least one cockpit monitoring system to receive the output generated by the one or more instrument panel displays. A co-pilot alternative system according to claim 1, including the above.

3. The co-pilot replacement system according to claim 1, wherein the MCWS is configured to autonomously monitor the checklist function, the instrument monitoring function, and the warning function, and to autonomously communicate with the pilot in connection with performing the checklist function, the instrument monitoring function, and the warning function.

4. The CPRS further includes at least one external vision system disposed on or near the outside of the aircraft, the at least one external vision system being The at least one external vision system comprises one or more LiDAR (Light Detection and Ranging) systems, one or more IR (Infrared) cameras, or one or more camera devices configured to capture vision data outside the aircraft, The co-pilot alternative system according to claim 1, wherein the at least one communication management system is coupled to the at least one external vision system and configured to transmit the captured external vision data to the at least one co-pilot GBS via the at least one data link.

5. The co-pilot alternative system according to claim 4, wherein the external vision data is used by the at least one co-pilot GBS to perform a distance measurement function that determines the distance from the aircraft to one or more objects captured in the external vision data.

6. The communication received by the at least one communication management system from the at least one co-pilot GBS via the at least one data link is, Remotely controlling or using one or more radio devices installed on the aircraft to communicate with one or more airborne entities or one or more ground-based entities, Interacting remotely with the pilot in connection with performing the checklist function, the instrument monitoring function, and the warning function, Remotely controlling the operation of the aforementioned aircraft and A co-pilot alternative system according to claim 1, which enables the following:

7. The communication received by the at least one communication management system from the at least one co-pilot GBS via the at least one data link is at least partially, Remotely controlling the operation of the autopilot system installed inside the aircraft, Remotely controlling the operation of the automatic propulsion system installed inside the aircraft, To remotely control the operation of the automatic landing system installed inside the aircraft. The co-pilot replacement system according to claim 6, which enables remote control of the aircraft's movements.

8. The communication received by the at least one communication management system from the at least one co-pilot GBS via the at least one data link is at least partially, Remotely controlling the navigation or piloting of the aforementioned aircraft, Remotely controlling the flight plan for the aforementioned aircraft and The co-pilot replacement system according to claim 6, which enables remote control of the aircraft's movements.

9. The co-pilot alternative system according to claim 1, further comprising one or more onboard control devices that enable the pilot to override or limit the control of the aircraft by at least one co-pilot GBS or another remote entity connected to the aircraft.

10. The copilot alternative system according to claim 1, wherein the CPRS further includes at least one data transfer relay, the at least one data transfer relay configured to receive control commands from the at least one copilot GBS to operate one or more aircraft components.

11. The copilot alternative system according to claim 10, wherein the at least one data transfer relay enables the at least one copilot GBS to operate an actuation switch or indicator to control at least two of the following: landing gear, flaps, engines, autopilot function, autopropulsion function, autonomous landing system, lighting system, communication system, fuel selector system, or electronic circuit breaker.

12. A method for operating a co-pilot replacement system (CPRS) installed inside an aircraft, wherein the method is: At least one cockpit monitoring system installed in the cockpit of the aircraft monitors one or more displays installed in the cockpit and generates monitoring data. A monitoring, checklist, and warning system (MCWS) installed in the cockpit of the aircraft communicates with the pilot in connection with performing checklist functions, instrument monitoring functions, and warning functions. A communication management system configured to facilitate communication with at least one co-pilot ground station (GBS) transmits, via at least one data link, the monitoring data generated by the at least one cockpit monitoring system and the output received or derived from at least one data concentrator installed in the aircraft to the at least one co-pilot GBS, The at least one communication management system receives communications from the at least one co-pilot GBS via the at least one data link. Methods that include...

13. Monitoring one or more displays by at least one cockpit monitoring system installed in the cockpit of the aforementioned aircraft is: One or more camera devices installed in the cockpit of the aircraft generate video data for monitoring one or more instrument panel displays installed in the cockpit of the aircraft, or The output generated by the one or more instrument panel displays is received by one or more data connections that connect one or more instrument panel displays to the at least one cockpit monitoring system. The method according to claim 12, including the method described in claim 12.

14. The method according to claim 12, wherein the MCWS is configured to autonomously monitor the checklist function, the instrument monitoring function, and the warning function, and to autonomously communicate with the pilot in connection with performing the checklist function, the instrument monitoring function, and the warning function.

15. The above method further, The aircraft is equipped with at least one external vision system located on or near the exterior of the aircraft to capture external vision data. To provide the aforementioned external vision data to the at least one communication management system, The at least one communication management system transmits the external vision data captured by the at least one external vision system to the at least one co-pilot GBS via the at least one data link. The method according to claim 12, including the method described in claim 12.

16. Receiving communications from the at least one co-pilot GBS via the at least one data link by the at least one communication management system means the following: Receiving communications for remotely controlling or using one or more radio devices deployed on the aircraft to communicate with one or more airborne entities or one or more ground-based entities via the at least one data link, Receiving communications via at least one data link for remotely interacting with the pilot in connection with performing the checklist function, the instrument monitoring function, and the warning function, Receiving communications via at least one data link for remotely controlling the operation of an autopilot system installed in the aircraft, Receiving communications via at least one data link for remotely controlling the operation of an automatic propulsion system installed within the aircraft, The aircraft receives communications via at least one data link for remotely controlling the operation of an automatic landing system installed within the aircraft. Receiving communications for remotely controlling the navigation or operation of the aircraft via at least one of the aforementioned data links, Receiving communications via at least one data link for remotely controlling the flight plan or flight path of the aircraft. The method according to claim 12, comprising at least two of the above.

17. The method according to claim 12, further comprising: receiving a command by one or more onboard control devices of the CPRS to override or restrict control of the aircraft by at least one copilot GBS or another remote entity connected to the aircraft.

18. The method further includes receiving one or more control commands from the at least one co-pilot GBS to operate one or more aircraft components located within the aircraft, via at least one data transfer relay installed within the aircraft. The method according to claim 12, wherein the at least one data transfer relay enables the at least one co-pilot GBS to operate an actuation switch or indicator to control at least two of the following: landing gear, flaps, engines, autopilot function, autopropulsion function, autonomous landing system, lighting system, communication system, fuel selector system, or electronic circuit breaker.

19. An aircraft system installed inside an aircraft, A co-pilot replacement system (CPRS) including at least one cockpit monitoring system, at least one monitoring, checklist, and warning system (MCWS), at least one communications management system, and at least one data link, At least one data concentrator and Equipped with, The at least one communication management system is configured to facilitate communication with at least one co-pilot ground station (GBS) via the at least one data link. The at least one communication management system is coupled to the at least one data concentrator installed in the aircraft and is configured to transmit the output received from the at least one data concentrator to the at least one co-pilot GBS via the at least one data link. The at least one communication management system is coupled to the at least one cockpit monitoring system and is configured to transmit monitoring data received from the at least one cockpit monitoring system to the at least one co-pilot GBS via the at least one data link. An aircraft system wherein the at least one communication management system is configured to receive communications from the at least one co-pilot GBS via the at least one data link.

20. The aircraft system according to claim 19, further comprising at least one monitoring, checklist, and warning system (MCWS) located in the cockpit of the aircraft, wherein the at least one MCWS is configured to communicate with a pilot in connection with performing checklist functions, instrument monitoring functions, and warning functions.

21. The aforementioned MCWS is, The MCWS autonomously monitors the checklist function, the instrument monitoring function, and the warning function, and autonomously communicates with the pilot in connection with performing the checklist function, the instrument monitoring function, and the warning function, in an autonomous operating mode. The MCWS is accessed by the at least one co-pilot GBS, and the at least one co-pilot GBS controls the checklist function, the instrument monitoring function, and the warning function in a remote control operating mode. The aircraft system according to claim 20, including the aircraft system according to claim 20.

22. The communication received by the at least one communication management system from the at least one co-pilot GBS via the at least one data link is, in other words, the at least one co-pilot GBS is, Remotely controlling or using one or more radio devices installed on the aircraft to communicate with one or more airborne entities or one or more ground-based entities, Remotely interacting with the onboard pilot in connection with performing checklist functions, instrument monitoring functions, and warning functions, Remotely controlling the operation of the autopilot system installed inside the aircraft, Remotely controlling the operation of the automatic propulsion system installed inside the aircraft, Remotely controlling the operation of the automatic landing system installed inside the aircraft, Remotely controlling the navigation or piloting of the aforementioned aircraft, Remotely controlling the flight plan or flight path of the aforementioned aircraft The aircraft system according to claim 19, which enables the implementation of at least two of the following.

23. Co-pilot ground station (GBS), At least one GBS communication management system configured to manage bidirectional communication between the co-pilot GBS and a co-pilot alternative system (CPRS) installed on the aircraft, At least one data converter unit (DCU) coupled to the at least one GBS communication management system, wherein the at least one DCU is configured to receive aircraft data from the CPRS installed on the aircraft and to convert the aircraft data into one or more outputs adapted for display, At least one output display device configured to render multiple aircraft displays using at least one output generated by the at least one DCU, At least one data link coupled to the at least one GBS communication management system, wherein the at least one data link is configured to establish a connection that facilitates the bidirectional communication with the aircraft, and Equipped with, The connection established between the co-pilot GBS and the aircraft enables a ground-based pilot to remotely monitor the aircraft's operation on the at least one output display device, communicate with an onboard pilot located in the aircraft's cockpit, and transmit commands to control one or more functions of the aircraft.

24. The copilot GBS according to claim 23, comprising a multifunction control and display unit (MCDU) configured to provide feedback relating to the operation of the aircraft, receive input from the ground-based pilot, and transmit one or more commands for controlling the operation of the aircraft via the at least one data link based on the input received from the ground-based pilot.

25. The MCDU includes a simulated MCDU interface, which is included on one of the plurality of aircraft displays presented on the at least one output display device. The simulated MCDU interface is configured to emulate the functionality of a separate MCDU located in the cockpit of the aircraft. The copilot GBS according to claim 24, wherein the simulated MCDU interface is configured to present the feedback relating to the operation of the aircraft via the at least one output display device and to receive the input from the ground-based pilot based on the interaction between the ground-based pilot and the simulated MCDU interface.

26. The copilot GBS according to claim 25, wherein the simulated MCDU interface presents a flight plan, navigation, and performance calculations corresponding to the operation of the aircraft, and the one or more commands transmitted by the simulated MCDU interface via the at least one data link include one or more commands for adjusting the settings of a flight management system (FMS) or flight guidance computer (FGC) installed on the aircraft.

27. The co-pilot GBS according to claim 23, wherein the at least one GBS communication management system is configured to communicate with the onboard communication management system of the CPRS installed in the aircraft, and communication between the at least one GBS communication management system and the onboard communication management system enables a ground-based pilot to remotely monitor the operation of the aircraft on the at least one output display and to transmit commands to control one or more functions of the aircraft.

28. The copilot GBS according to claim 23, wherein the aircraft data received from the CPRS installed on the aircraft via the at least one data link comprises monitoring data generated by a cockpit monitoring system installed on the aircraft, and the at least one output display device is configured to render at least a portion of the monitoring data on one or more of the plurality of aircraft displays.

29. The copilot GBS according to claim 23, wherein the aircraft data received from the CPRS installed on the aircraft via the at least one data link comprises an output generated by or derived from at least one data concentrator installed on the aircraft, and one or more of the plurality of aircraft displays are generated at least partially using the output.

30. The copilot GBS according to claim 23, wherein the aircraft data received from the CPRS disposed on the aircraft via the at least one data link comprises external vision data captured by at least one external vision system disposed on or near the outside of the aircraft, and the at least one output display device is configured to render at least a portion of the external vision data on one or more of the plurality of aircraft displays.

31. The copilot GBS according to claim 30, wherein the external vision data enables the copilot GBS to perform a distance measurement function that determines the distance from the aircraft to one or more objects captured in the external vision data.

32. The copilot GBS according to claim 23, wherein the connection established between the copilot GBS and the aircraft enables a ground-based pilot to remotely interact with a monitoring, checklist, and warning system (MCWS) located in the cockpit of the aircraft, and to remotely perform checklist, instrument monitoring, and warning functions.

33. Transmitting the command for controlling one or more functions of the aircraft is Transmitting commands for remotely controlling or using one or more radio devices installed on the aircraft for communication with one or more airborne entities or one or more ground-based entities via the at least one data link, The transmission of commands for remotely controlling the operation of an autopilot system installed in the aircraft via at least one of the aforementioned data links, The transmission of commands for remotely controlling the operation of an automatic propulsion system installed in the aircraft via at least one data link, The transmission of commands for remotely controlling the operation of an automatic landing system installed in the aircraft via at least one of the aforementioned data links, Transmitting commands for remotely controlling the navigation or operation of the aircraft via at least one of the aforementioned data links, The transmission of commands for remotely controlling the flight plan or flight path of the aircraft via at least one of the aforementioned data links. The copilot GBS according to claim 23, comprising at least two of the above.

34. The copilot GBS according to claim 23, wherein the at least one output display device is configured at least in part to output a flight enhancement display based on external vision data captured by an external vision system disposed on the aircraft, the flight enhancement display being configured to extend the external vision data captured by the external vision system with an overlay or object that provides information to assist the ground-based pilot in landing the aircraft.

35. The flight extension display enables the ground-based pilot to identify a landing location for landing the aircraft. The copilot GBS according to claim 34, wherein, in response to identifying the landing location, the flight extension system is configured to generate simulated sensor information and guidance commands that instruct an autopilot function, flight management system, or flight guidance computer, which is installed on the aircraft, to generate flight information for landing the aircraft at or near the landing location identified by the ground-based pilot.

36. The copilot GBS according to claim 23, wherein the at least one DCU comprises an aircraft display symbol generator configured to generate a visual representation of the aircraft data received via the at least one data link in the form of a symbol for incorporation into one or more of the plurality of aircraft displays presented on the at least one output display device.

37. The copilot GBS according to claim 23, further comprising data input means configured to select the aircraft and receive identification information for establishing the connection with the aircraft, wherein the data input means is included on at least one of the at least one DCU or aircraft display presented on the at least one output display device.

38. The copilot GBS according to claim 23, wherein transmitting commands to control one or more functions of the aircraft includes transmitting commands to operate at least one data transfer relay located within the aircraft, the at least one data transfer relay enabling the ground-based pilot to remotely operate an actuation switch or indicator to control at least two of the following: landing gear, flaps, engines, autopilot functions, autopropulsion functions, autonomous landing systems, lighting systems, communication systems, fuel selector systems, or electronic circuit breakers.

39. A method for operating a copilot ground station (GBS), wherein the method is To establish a connection that enables bidirectional communication between the co-pilot GBS and the co-pilot alternative system (CPRS) installed on the aircraft via at least one data link, The at least one GBS communication management system coupled to the at least one data link receives aircraft data from the CPRS installed on the aircraft, The aircraft data is converted into one or more outputs suitable for display by at least one data converter unit (DCU) coupled to the at least one GBS communication management system, Rendering multiple aircraft displays using one or more outputs generated by the at least one DCU by at least one output display device Includes, A method in which the connection established between the co-pilot GBS and the CPRS installed on the aircraft enables a ground-based pilot to remotely monitor the aircraft's operation on the at least one output display device, communicate with an onboard pilot located in the aircraft's cockpit, and transmit commands to control one or more functions of the aircraft.

40. The co-pilot GBS presents a simulated multifunction control and display unit (MCDU) interface configured to display feedback related to the aircraft's operation and to receive input from the ground-based pilot to control the aircraft's operation, Based on the input received via the simulated MCDU interface, one or more commands for adjusting the settings of a flight management system (FMS) or flight guidance computer (FGC) installed on the aircraft are transmitted via the at least one data link. The method according to claim 39, further comprising:

41. The co-pilot GBS receives monitoring data generated by a cockpit monitoring system installed on the aircraft via the at least one data link provided in the co-pilot GBS, The at least one output display device renders one or more aircraft displays containing the monitoring data, Receiving, via the at least one data link provided in the co-pilot GBS, an output generated by or derived from at least one data concentrator provided on the aircraft, The at least one output display device generates one or more aircraft displays, at least in part, based on the output generated by or derived from at least one data concentrator disposed on the aircraft, The co-pilot GBS receives external vision data captured by at least one external vision system located on or near the outside of the aircraft via the at least one data link provided in the co-pilot GBS, The at least one output display device renders one or more aircraft displays comprising the external vision data. The method according to claim 39, further comprising:

42. The co-pilot GBS receives data from a monitoring, checklist, and warning system (MCWS) located in the cockpit of the aircraft via the at least one data link provided in the co-pilot GBS, The transmission of commands to the aircraft via the at least one data link provided in the co-pilot GBS enables the ground-based pilot to remotely interact with the MCWS on the aircraft in order to perform checklist functions, instrument monitoring functions, and warning functions. The method according to claim 39, further comprising:

43. Transmitting the command for controlling one or more functions of the aircraft is Transmitting commands for remotely controlling or using one or more radio devices installed on the aircraft for communication with one or more airborne entities or one or more ground-based entities via the at least one data link, The transmission of commands for remotely controlling the operation of an autopilot system installed in the aircraft via at least one of the aforementioned data links, The transmission of commands for remotely controlling the operation of an automatic propulsion system installed in the aircraft via at least one data link, The transmission of commands for remotely controlling the operation of an automatic landing system installed in the aircraft via at least one of the aforementioned data links, Transmitting commands for remotely controlling the navigation or operation of the aircraft via at least one of the aforementioned data links, The transmission of commands for remotely controlling the flight plan or flight path of the aircraft via at least one of the aforementioned data links. The method according to claim 39, comprising at least two of the above.

44. Receiving external vision data captured by an external vision system installed on the aircraft via at least one of the aforementioned data links, The at least one output display device renders a flight augmentation display at least partially based on external vision data, wherein the flight augmentation display extends the external vision data with overlays or objects that provide information to assist the ground-based pilot in landing the aircraft. The method according to claim 39, further comprising:

45. The method according to claim 39, further comprising terminating the connection between the copilot GBS and the aircraft in response to an override command.

46. Co-pilot ground station (GBS), At least one data link configured to establish a connection with an aircraft, At least one GBS communication management system coupled to the at least one data link, At least one data converter unit (DCU) coupled to the at least one GBS communication management system, At least one output display device coupled to the at least one DCU and Equipped with, At least one GBS communication management system is configured to manage bidirectional communication between the co-pilot GBS and the co-pilot alternative system (CPRS) installed on the aircraft. The at least one DCU is configured to receive aircraft data from the CPRS installed on the aircraft and to convert the aircraft data for display on the at least one output display device. The at least one output display device is configured to render one or more aircraft displays, and a ground-based pilot may utilize the one or more aircraft displays to remotely monitor the aircraft's movements and transmit commands to control one or more of the aircraft's functions, in a co-pilot GBS.

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