Airplane monitoring system and method for collecting data in an airplane

Abstract

An aircraft system includes an aircraft and a detector assembly. The aircraft can include at least one data system coupled to at least one component. The at least one data system or the at least one component can output information via a wireless network communication. The output information is collected and communicated to the detector assembly. The detector assembly can include a receiver and at least one of a memory, a controller, or a communication link.

Description

[0001] This application is a continuation-in-part of the application filed on December 5, 2019, Application No. 201911234482.6, entitled “Airplane Monitoring System and Method of Collecting Data in an Airplane.”

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This application claims priority to and the benefit of U.S. Patent Application No. 16 / 212,118 filed on December 6, 2018, the entire contents of which are incorporated herein. TECHNICAL FIELD

[0004] The present disclosure relates to a method and apparatus for collecting data in an airplane that can communicate wirelessly. BACKGROUND

[0005] In modern airplanes, there is a need to monitor airplane components for operation and maintenance of the airplane. Traditionally, visual inspection and manual scanning of the components, displays, or outputs of the airplane are methods used to obtain data related to the airplane components. If any abnormalities are detected, the components or systems are fixed or replaced, which results in lengthy and expensive service treatments SUMMARY

[0006] In one aspect, the present disclosure relates to an airplane system comprising an airplane and a detector assembly. The airplane comprises: at least one data system located within the airplane and configured to assist in the operation of the airplane; at least one component operably coupled to the at least one data system and providing an output related thereto; a wireless network comprising a plurality of wireless remote nodes located within the airplane and operably coupled to the at least one component to receive the output therefrom, the plurality of wireless remote nodes being communicatively coupled to one another, and at least one of the plurality of wireless remote nodes defining a wireless central node, the wireless central node defining a wireless access point located in the airplane and defining a boundary of the wireless network, and wherein the wireless central node is configured to transmit data collected therein. The detector assembly comprises: a receiver configured for at least one-way communication of the collected data from the wireless central node on the airplane; at least one of a memory, a controller, or a communication link operably coupled to the receiver; wherein the collected data transmitted from the wireless central node is received by the receiver when the detector assembly is within the boundary, and the collected data is at least one of stored in the memory, processed via the controller, or relayed via the communication link. BRIEF DESCRIPTION OF DRAWINGS

[0007] In the drawings:

[0008] Figure 1 is a schematic illustration of an airplane system according to aspects of the present disclosure as described herein.

[0009] Figure 2 is a schematic diagram of various detectors of an aircraft system. Figure 1

[0010] Figure 3 is a schematic diagram of multiple wireless remote nodes of an aircraft system. Figure 1

[0011] Figure 4 is a schematic diagram of information communication collected within an aircraft system. Figure 2

[0012] Figure 5 is a flowchart illustrating a method of collecting data in an aircraft that can be performed at least in part by an aircraft system of Figure 1 or Figure 2 DETAILED DESCRIPTION

[0013] Contemporary aircraft include systems that often require data to be exchanged between systems on the aircraft and operators on the ground for maintenance, operation, and other purposes. WiFi and data link services are currently used to exchange such data. From an airport range perspective, these services are useful because they provide communication over a relatively large distance. However, this advantage is also a disadvantage because the communication can be more easily intercepted, whether or not the data is encrypted, which can not always be desirable. In addition, these communication services require relatively heavy, specialized hardware to be installed on the aircraft. Because both WiFi and data link services require devices and / or antennas to be placed in the aircraft, these services result in additional weight and increased operating costs.

[0014] Aspects of the present disclosure relate to an aircraft system and a method of collecting data from an aircraft. The aircraft system can include an aircraft and a detector assembly, where, as a non-limiting example, the detector is located outside the aircraft. The aircraft can include at least one data system coupled to at least one component. The at least one data system or the at least one component can output via a wireless network communication. The output from the at least one data system or the at least one component is collected at or communicated to a wireless central node. The wireless central node can then communicate with the detector assembly when the detector assembly is within a predetermined distance.

[0015] ​​​​As used herein, “a set” can include any number of individually described elements, including only one element. All directional references (e.g., radial, axial, proximal, distal, upper, lower, upward, downward, left, right, lateral, front, back, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, aft, etc.) are only used for identification purposes to aid the reader’s understanding of the present disclosure, and do not create limitations, particularly as to the position, orientation, or use of the disclosure. Connection references (e.g., attached, coupled, connected, and joined) are to be construed broadly and will be given their ordinary meanings to include intermediate members between the elements that enable connection and relative movement between the elements. As such, connection references do not necessarily infer that two elements are in direct connection with each other and are fixed relative to one another. The exemplary drawings are for purposes of illustration only and the dimensions, positions, order and relative sizes reflected in the attached drawings attached hereto can vary.

[0016] Figure 1 An aircraft system 6 is schematically depicted including a detector assembly 8 and an aircraft 10. The aircraft system 6 can include an asset tracking system or an aircraft monitoring system. One or more propulsion engines 12 can be included in the aircraft 10 coupled to a fuselage 14. A cockpit 16 can be positioned in the fuselage 14 and a wing assembly 18 can extend outwardly from the fuselage 14. The wing assembly 18 can include a leading edge 18a, a trailing edge 18b and a wingtip 18c defined therebetween.

[0017] While a commercial aircraft has been shown, it is contemplated that the aircraft system 6 can be used with any type of aircraft, such as, but not limited to, fixed-wing aircraft, rotary-wing aircraft, rockets, spacecraft, helicopters, personal aircraft, flying skiffs, and military aircraft. Further, while two propulsion engines 12 have been shown as gas turbine propulsion engines 12 and shown on the wing assembly 18, it should be understood that any number or type of propulsion engines 12 have been contemplated.

[0018] At least one data system 20 can be included in the aircraft 10 that can help enable the aircraft 10 to operate properly. It will be understood that the data system 20 can be located within the fuselage 14, the wing assembly 18, or any other suitable portion of the aircraft 10. The data system 20 can include, but is not limited to: electrical systems, oxygen systems, hydraulic and / or pneumatic systems, fuel systems, propulsion systems, navigation systems, flight controls, audio / video systems, integrated vehicle health management (IVHM) systems. It should be understood that the data system 20 can include components associated with the mechanical structure of the aircraft 10 including flaps. For exemplary purposes, a variety of aircraft data systems 20 have been shown and it should be understood that they are only a small fraction of the systems and components that can be included in the aircraft 10.

[0019] As a non-limiting example, at least one component 22 is a component operably coupled to at least one data system 20. Component 22 can be, but is not limited to, one or more of a temperature sensor, a humidity sensor, a vibration sensor, an accelerometer, a pressure sensor, a sound or acoustic sensor, an optical sensor, a magnetic or electric field detector, a structural strain detector, an environmental sensor, a control system detector, a fuselage structure detector, a wing structure detector, an engine monitor, an altimeter, an asset tag, or a landing gear monitor. In this manner, in non-limiting examples, the sensors can receive inputs and provide outputs related to temperature, altitude, pressure, magnetic field, electric field, humidity, vibration, speed, sound waves, or environmental measurements. As a further non-limiting example, an asset tag can include a system on a card (SoC) that stores health information of aircraft 10 or an asset.

[0020] Additionally or alternatively, component 22 can include one or more actuators. The one or more actuators can provide output signals related to the position or state of a portion of the one or more actuators. The output can be related to the portion of the actuator being open, closed, partially open, on, off, in contact, not in contact, partially in contact, or any other known output signal provided by the actuator. Still further, while one component 22 has been shown as being associated with each data system 20, it should be understood that any number of components 22, such as but not limited to multiple sensors or actuators, can be associated with each data system 20.

[0021] One or more computers or controllers 24 can be operably coupled to at least one data system 20 to control their operation. While only a single controller 24 is shown, it is contemplated that any number of controllers 24 can be included in aircraft 10. In this case, controller 24 can also be connected with other controllers of aircraft 10. Controller 24 can include or be associated with any suitable number of individual microprocessors, power supplies, storage devices, interface cards, autopilot systems, flight management computers, and other standard components. For example, controller 24 can include a memory 26, which can include random access memory (RAM), read only memory (ROM), flash memory, or one or more different types of portable electronic memory (e.g., disk, DVD, CD-ROM, etc.), or any suitable combination of these types of memory. Controller 24 can also include one or more processors 28 that can run any suitable programs. Controller 24 can include any number of software programs or instructions designed to perform various methods, processing tasks, calculations, and control / display functions required for operation of aircraft 10, or cooperate therewith. In addition, each data system 20 can include their own processors. Data systems 20 can be communicatively coupled to controller 24 via a wired or wireless communication.

[0022] Controller 24 can also be communicably coupled to at least one wireless central node 34 to transmit data to and from aircraft 10. Additionally, controller 24 can include or be operably coupled to a communication management module to provide alerts regarding intrusions into components and / or systems of the aircraft. It is contemplated that communication link 46 can be an additional wireless communication link to at least one wireless central node 34. Communication link 46 can be any kind of communication mechanism capable of wireless linking with other systems and devices and can include, but is not limited to, a packet radio, a satellite uplink, a wireless fidelity (WiFi), WiMax, Bluetooth, ZigBee, a 3G wireless signal, a code division multiple access (CDMA) wireless signal, a global system for mobile communications (GSM), a 4G wireless signal, a long term evolution (LTE) signal, an Ethernet, or any combination thereof. It will also be understood that the particular type or mode of wireless communication of communication link 46 is not critical to embodiments of the present application and that of course later developed wireless networks can be considered to be within the scope of embodiments of the present application. Further, communication link 46 can include one or more of a voice over radio, an aircraft communications addressing and reporting system (ACARS) analog, ACARS digital, satellite communications (SATCOM), cellular, etc. Communication link 46 can allow for communication with a ground controller or an airline operations center.

[0023] In the illustrated example, the communication network on aircraft 10 includes wireless network 30. Wireless network 30 can include a plurality of wireless remote nodes 32 fixedly located within fuselage 14 and wing assembly 18. The plurality of wireless remote nodes 32 can be operably coupled to components 22, which in turn are operably coupled to data system 20. The plurality of wireless remote nodes 32 are communicatively coupled to one another, and at least one of the plurality of wireless remote nodes 32 defines wireless central node 34. The plurality of wireless remote nodes 32 can operate as at least one wireless central node 34, a central-peripheral switching node, or a peripheral node.

[0024] Data can be collected, processed, relayed, or transmitted to at least one wireless central node 34 by data system 20, components 22, or controller 24 via the plurality of wireless remote nodes 32. Data can include, but is not limited to, numerical, categorical, status, activation, deactivation, location, detection, or flight history information.

[0025] The plurality of wireless remote nodes 32 operating as a central-peripheral switching node can operate as a wireless central node 34 that collects and communicates data. Alternatively, the plurality of wireless remote nodes 32 operating as a central-peripheral switching node can operate as a peripheral node, where the peripheral node provides information or data to wireless central node 34.

[0026] It is contemplated that the location of the at least one wireless central node 34 can be indicated on the exterior 35 of the aircraft 10 using indicia 37. As a non-limiting example, the at least one wireless central node 34 can be located at the wingtip 18c or the cockpit 16. It is further contemplated that the location of the plurality of wireless remote nodes 32 operating as central peripheral switching nodes can be indicated on the exterior 35. Additionally or alternatively, the location of the central peripheral switching nodes is known by accessing one or more databases using a model or other identifying characteristic of the aircraft 10. It is yet further contemplated that the location of the at least one wireless central node 34 or the plurality of wireless remote nodes 32 operating as central peripheral switching nodes can be fixed or mobile. Alternatively, at least one of the plurality of wireless remote nodes 32 operating as central peripheral switching nodes can be located on the exterior 35 of the aircraft 10.

[0027] The wireless access point 36 can be defined by the at least one wireless central node 34. The wireless access point 36 is located in the aircraft 10 and can define a boundary 38 of the wireless network 30. The at least one wireless central node 34 can be configured to transmit data to the detector assembly 8. The data transmitted from the at least one wireless central node 34 to the detector assembly 8 can include data provided to the at least one wireless central node 34 by the plurality of wireless remote nodes 32.

[0028] As shown in FIG. 1, the boundary 38 is not intended to indicate the relative size of the boundary 38. It should be understood that a finite area can be identified within the boundary 38 and signals provided to the finite area by the wireless access point 36 of the wireless network 30 can be used for communication. Figure 1 Figure 2 The receiver 40 included in the detector assembly 8 can be configured for at least one-way communication of data from the at least one wireless central node 34 on the aircraft 10. It is contemplated that the receiver 40 is a transceiver capable of two-way communication between the at least one wireless central node 34 and the detector assembly 8. It is further contemplated that the receiver 40 can be a Bluetooth 4 or Bluetooth 5 data collector.

[0029] The detector assembly 8 further includes at least one of a memory 42, a controller 44, or a communication link 46 operably coupled to the receiver 40.

[0030] The detector assembly 8 further includes at least one of a memory 42, a controller 44, or a communication link 46 operably coupled to the receiver 40.

[0031] Figure 2 ​A drone (UAV) 104 is shown as a non-limiting example of a carrier that can carry or otherwise house the detector assembly 108. The UAV 104 is a small UAV, such as but not limited to a commercial drone. The detector assembly 108 is substantially similar to the detector assembly 8. Accordingly, similar parts will be identified with like numerals increased by 100, and it is understood that the description of the similar parts of the detector assembly 8 apply to the detector assembly 108, unless otherwise noted.

[0032] The UAV 104 can enter the boundary 38 of the wireless access point 36 defined by the at least one wireless central node 34. As shown, the UAV 104 enters the boundary 38 in the vicinity of the cockpit 16 of the aircraft 10 as a non-limiting example. The UAV 104 can be automatically deployed and controlled. The deployment of the UAV 104 can be initiated by an optional additional sensor that detects the presence or aspects of the aircraft 10. As a non-limiting example, the aircraft 10 can be detected at a terminal or ground station via optical, weight, or speed. Further contemplated, the optional additional sensor can identify or access a database to identify the model of the aircraft 10, and based on the model, the UAV 104 will subsequently be able to properly position itself within the boundary 38 to communicate with the at least one wireless central node 34.

[0033] Alternatively, the UAV 104 can be manually deployed and controlled. For example, an authorized individual user can deploy and control the UAV 104 into the boundary 38 to establish the single communication channel 148 with the at least one wireless central node 34. Optionally, a symbol 37 on the exterior 35 of the aircraft 10 can be used as a visual indicator to assist the authorized individual user in controlling the UAV 104 into the boundary 38.

[0034] Further contemplated, the deployment or control of the UAV 104 can include both automatic and manual portions.

[0035] When the UAV 104 is within the boundary 38, a communication channel 148 can be established between the UAV 104 and the at least one wireless central node 34. As a non-limiting example, the controller 144 can initiate the receiver 140 on the UAV 104 to establish the communication channel 148 by first sending an identification signal to the at least one wireless central node 34 that activates the at least one wireless central node 34 and authenticates the UAV 104 as an approved communication device. The at least one wireless central node 34 can transmit data to the receiver 140 of the UAV 104 via the communication channel 148, which can be stored in the memory 142. The transmission of data from the aircraft 10 to the UAV 104 can be accomplished through the communication channel 148. It is contemplated that the transmission of data from the at least one wireless central node 34 will not occur unless the at least one wireless central node 34 receives a signal that can be authenticated, for example, by the one or more computers or controllers 24 on the aircraft 10.

[0036] In Figure 2 Also shown in FIG. 2 is an airport outpost 204, which is a non-limiting example of a structure that can include a detector assembly 208. The detector assembly 208 is substantially similar to the detector assembly 8. Accordingly, similar parts will be identified with like numerals increased by 200, and it is understood that the description of the similar parts of the detector assembly 8 apply to the detector assembly 208, unless otherwise indicated.

[0037] The aircraft 10 can be positioned such that the airport outpost 204 enters the boundary 38 of the wireless access point 36 defined by the at least one wireless central node 34. As shown, the airport outpost 204 enters the boundary 38 near the wingtip 18c of the aircraft 10, as a non-limiting example. The airport outpost 204 can establish a communication channel 248 with the at least one wireless central node 34. As a non-limiting example, the controller 244 can initiate the receiver 240 included in the airport outpost 204 to establish the communication channel 248 by first sending an identification signal to the at least one wireless central node 34 that activates the at least one wireless central node 34 and authenticates the airport outpost 204 as an approved communication device. The at least one wireless central node 34 can transmit data to the receiver 240 of the airport outpost 204 via the communication channel 248, which can be stored in the memory 242. The transmission of data from the aircraft 10 to the airport outpost 204 can be accomplished through the single communication channel 248. It is contemplated that the transmission of data from the at least one wireless central node 34 will not occur unless the at least one wireless central node 34 receives a signal that can be authenticated, for example, by the one or more computers or controllers 24 on the aircraft 10 to form the communication channel 248.

[0038] The airport outpost 204 can be located at, but is not limited to, a runway, a landing strip, a terminal, or a gate. It is contemplated that the airport outpost 104 can be integrated into any airport building or structure.

[0039] Alternatively, any manually or remotely movable carrier or fixed structure can be used to bring the detector assembly 8, 108, 208 into the boundary 38. Other non-limiting examples of carriers can include a fuel truck, a baggage cart, or a trained animal such as, but not limited to, a dog. Other non-limiting examples of structures can include a structure under a runway or within a jetway. Additionally, it is contemplated that the aircraft 10 can communicate with the detector assembly 8, 108, 208 during flight or while on the ground as shown in Figure 1 and Figure 2

[0040] As shown in the non-limiting example in Figure 3 , the plurality of wireless remote nodes 32 can establish a Bluetooth Low Energy mesh 66. The Bluetooth Low Energy mesh 66 enables the plurality of devices to securely communicate with each other (multi-to-multi communication) over Bluetooth radios. The Bluetooth Low Energy mesh 66 provides a low energy aspect. The low energy aspect is a result of the communication elements of the Bluetooth Low Energy mesh 66 remaining in a sleep mode except when initiating a connection. The communication elements can include any Bluetooth enabled device; including the Bluetooth Low Energy mesh network node 68. The actual connection time between the communication elements can be very short, thereby further reducing the energy consumption. As a non-limiting example, the connection time that the communication elements are in an active state can be a few milliseconds. The short connection can be obtained through a high data transfer rate such as, but not limited to, about 1 MB or higher per second.

[0041] The Bluetooth Low Energy mesh network node 68 can include a Bluetooth central node 74, a Bluetooth central-peripheral switching node 76, or a Bluetooth peripheral node 78. The Bluetooth peripheral node 78 acts as a slave and provides information to the Bluetooth central node 74. The Bluetooth central node 74 generally acts as the central node 34 for transmitting the collected data 60 to the receiver 40 within the boundary 38 formed by the Bluetooth central node 74. It is contemplated that the receiver 40 can be a Bluetooth 4 or Bluetooth 5 data collector configured to collect data from the Bluetooth central node 74.

[0042] The Bluetooth central-peripheral switching node 76 can switch between acting as a central node 34 (or Bluetooth central node 74) or a Bluetooth peripheral node 78. The inclusion of the Bluetooth central-peripheral switching node 76 in the Bluetooth Low Energy mesh 66 expands the range of the network. Additionally, when the Bluetooth central-peripheral switching node 76 is designated to act as the central node 34, the Bluetooth central-peripheral switching node 76 can transmit the collected data 60 to the receiver 40 within the boundary 38.

[0043] ​As a non-limiting example, the Bluetooth Low Energy mesh network nodes 33 can be grouped into separate Bluetooth network clusters. The first engine cluster 80 and the second engine cluster 82 can include Bluetooth Low Energy mesh network nodes 33 associated with the propulsion engines 12.

[0044] The fuselage cluster 84 can include Bluetooth Low Energy mesh network nodes 33 that are designated to collect information about the fuselage 14. Similarly, the tail cluster 86 can include Bluetooth Low Energy mesh network nodes 33 located within a certain range of the tail of the aircraft 10.

[0045] Although the first engine cluster 80, the second engine cluster 82, the fuselage cluster 84, and the tail cluster 86 are shown, it is contemplated that any number of clusters can be established by the Bluetooth Low Energy mesh network nodes 33.

[0046] The first engine cluster 80, the second engine cluster 82, the fuselage cluster 84, and the tail cluster 86 can communicate. As a non-limiting example, communication between the second engine cluster and the fuselage cluster 84 is shown by a connection line 88. The connection line 88 shows that the Bluetooth central-peripheral exchange node 76 of the second engine cluster 82 communicates with the Bluetooth central node 74 of the fuselage cluster 84. Additional communication lines are also shown by way of non-limiting example. The communication between the clusters 80, 82, 84, or 86 forms and fully integrates the Bluetooth Low Energy mesh 66.

[0047] As a non-limiting example, Figure 4 A ground system 70 is shown that can receive the collected data 60 obtained by the UAV 104 via the detector assembly 108. A communication link 146 can be used to transmit the collected data 60 or other information to the ground system 70. A destination server or computer 72 is also shown that can communicate indirectly with the aircraft 10 via the ground system 70 and the UAV 104. The computer 72 can be located at or in communication with the ground system 70. The ground system 70 can be any type of communication ground system, such as an airline operations center. Alternatively, the collected data 60 can be communicated directly to the computer 72 via the detector assembly 108 of the UAV 104. It will be understood that such information can be communicated securely to the computer 72. The detector assembly 108 can execute a program for transmitting the collected data 60 from the detector assembly 108 to the computer 72. It is contemplated that such processing can be initiated by a user, implemented automatically by the detector assembly 108, or queried by the computer 72.

[0048] Once the collected data 60 is transmitted or otherwise relayed to the computer 72, and the computer 72 can analyze the collected data 60 to determine a status of one or more data systems 20 of the aircraft 10. The computer 72 can include any suitable computer processor or computer program product, including a machine-readable medium for carrying or having stored thereon machine-executable instructions or data structures. The display 62 can be operably coupled to the computer 72, and the computer 72 can be structured to provide an indication or data output 64 to the display 62 that is representative of the collected data 60 or a portion thereof, including a processed portion of the collected data 60. As non-limiting examples, the indication or output can include component or data system faults or maintenance or error codes. It is contemplated that the indication or output can assist maintenance, repair, and overhaul operations teams in identifying faults.

[0049] Figure 5 is a flowchart illustrating a method 300 for collecting data in an aircraft 10. The method includes collecting information at 302. Collecting information at 302 can include collecting information from data systems 20. More specifically, the data systems 20 can obtain input from components 22 operably coupled thereto. The plurality of wireless remote nodes 32 can then collect information from the components 22 either by communicating directly with the components 22 or via the data systems 20. The plurality of wireless remote nodes 32 can communicate output from the at least one data system 20 or component to the at least one wireless central node 34 via the wireless network 30. The plurality of wireless remote nodes 32 can be Bluetooth Low Energy mesh network nodes 33. The at least one wireless central node 34 can collect the output from the plurality of wireless remote nodes 32 or Bluetooth Low Energy mesh network nodes 33 to define the collected data 60. The at least one wireless central node 34 can be a master Bluetooth node that also defines a Bluetooth access point within the aircraft 10. The Bluetooth access point can define the boundary 38 of the Bluetooth network. Additionally or alternatively, at least one of the output from the plurality of wireless remote nodes 32 or Bluetooth Low Energy mesh network nodes 33 can be collected by the controller 24 prior to being communicated to the at least one wireless central node 34 or master Bluetooth node to define the collected data 60.

[0050] The receiver 40, 140, 240 of the detector assembly 8, 108, 208 can collect information, such as the collected data 60, from the at least one wireless central node 34 at 302. Optionally, the receiver 40, 140, 240 can be a Bluetooth transceiver, such that the collection of information at 302 can be accomplished via the Bluetooth transceiver. It is contemplated that the Bluetooth transceiver is located at an airport outpost 204, such as a runway, landing strip, terminal, or gate. It is further contemplated that the Bluetooth transceiver can be carried by a UAV 104 or other remotely controlled or manually controlled vehicle.

[0051] Optionally, at 302, the receiver 40, 140, 240 as a Bluetooth transceiver is a Bluetooth 4 or Bluetooth 5 data collector configured to collect data from the Bluetooth low energy mesh network nodes 33 when the UAV 104 is proximate to the aircraft 10. As a non-limiting example, when the UAV 104 is within the boundary 38.

[0052] When the UAV 104 is within the boundary 38 and the collected data 60 is transmitted from the at least one wireless central node 34 to the receiver 140, at 304, the collected data 60 is stored in the memory 142, processed via the controller 144, or relayed via the communication link 146. Optionally, the communication link 146 can further transmit the collected data 60. It is contemplated that when the UAV 104 collects information related to the collected data 60, the UAV 104 can relay or transmit the collected data 60 to the ground system 70 at 304. Optionally, the collected data 60 can be further processed at the ground system 70. The processing can be accomplished using a target server or computer 72 communicatively coupled to the ground system 70. An indication or data output 64 related to the processed data can be communicated using the display 62.

[0053] It is contemplated that if the originally designated primary wireless central node is unable to communicate, is obstructed, or otherwise unable to perform its duties, another wireless central node can become the primary wireless central node that collects output from the plurality of wireless remote nodes 32 and communicates data to the detector assembly 8, 108, 208. Thus, it is contemplated that any number of nodes that can act as a central node can be located within or on the aircraft 10.

[0054] In operation, as a non-limiting example, a pilot can report a failure of an auxiliary power unit in the tail of the aircraft 10. The Bluetooth central node 74 or Bluetooth central-peripheral node 76 will be sent a wake-up signal when the aircraft 10 lands, for example when the wheels detect weight. Additionally or alternatively, the wake-up signal can be sent by recognizing an authorized signal from the UAV 104 or the airport outpost 204. The UAV 104 can intentionally approach the aircraft 10 within the boundary 38 of one of the Bluetooth central nodes 74 or Bluetooth central-peripheral nodes 76 in the tail cluster 86. If the Bluetooth central node 74 or Bluetooth central-peripheral node 76 of the tail cluster 86 does not respond to a request for a response or becomes inaccessible, the detector component 108 can establish communication, for example between the receiver 140 and the Bluetooth central node 74 or Bluetooth central-peripheral node 76 acting as the central node 34 of the second engine cluster 82. Information from the tail cluster 86 can then be communicated, for example via the connecting line 88, to the second engine cluster 82, and then to the UAV 104. The UAV 104 can then obtain at least the collected data 60 corresponding to the auxiliary power. Additionally or alternatively, all of the collected data 60 related to the at least one data system 20 or at least one component 22 can be communicated from the Bluetooth low energy network 66 to the UAV 104.

[0055] Once the collected data 60 is obtained by the UAV 104, the collected data 60 can be quickly forwarded to a maintenance team for further action. The collected data 60 can be processed using the controller 144, or by the destination server or computer 72 after communication to the ground system 70. The quick communication of the collected data 60 obtained before the aircraft 10 reaches the gate can significantly reduce the time involved in maintenance.

[0056] Aspects of the present disclosure provide a variety of benefits, including providing an effective asset performance management tracking system configured to track components and systems in real time. The technical effect of aspects of the present disclosure is to accelerate maintenance routines by providing an efficient and effective way to transmit data related to components and systems, thereby reducing downtime of the aircraft. Another benefit that can be realized includes weight savings found in utilizing a wireless sensor network with wireless connectivity. Moreover, unlike current Wi-Fi data link nodes, this Bluetooth network provides multiple levels of security to all authenticated, encrypted, and obfuscated communications, where data is not easily intercepted. Furthermore, the Bluetooth network has lower energy consumption than wired and Wi-Fi nodes.

[0057] Another benefit can be realized when compared to current methods of using radio frequency identification (RFID) tags. In order to obtain data using RFID tags, each tag must be scanned. Therefore, a person or carrier must avoid the entire aircraft. Using the structure or method of the present disclosure, data is obtained from a single location. If the single location is obstructed due to the nature of the mesh network, a second single point can be activated and used to transmit data. This also allows nodes in the present disclosure to be located in inaccessible areas within the fuselage.

[0058] An advantage of the Bluetooth Low Energy mesh network is that receivers (Bluetooth 5 data collectors) are able to connect to any central node or central-peripheral switching node in the Bluetooth Low Energy mesh network to obtain collected data. The decentralized architecture allows receivers to use a variety of different routes to access the aircraft. No longer limited to having a single central node, receivers can take the best route (based on energy consumption, bandwidth, speed, etc.) to connect with one or more central or central-peripheral nodes that span different areas of the aircraft.

[0059] Yet another benefit of the present disclosure is that information from the aircraft 10 can be obtained more quickly, thereby reducing any flight downtime. For example, information can be collected by a properly positioned airport sentry station upon landing or immediately after landing. Alternatively, a UAV or automated device can obtain information from a wireless central node prior to the aircraft landing or immediately after the aircraft lands without the need for the aircraft to go to a gate.

[0060] The various features and structures of the various embodiments can be used in combination with each other as desired, within the scope of what has not been described. The absence of a feature in all embodiments does not imply that it cannot be there, but rather for the sake of brevity of description. Thus, various features of different aspects can be mixed and matched as desired to form new aspects, whether or not those aspects have been explicitly described. All combinations or permutations of features described herein are covered by the present disclosure.

[0061] This written description uses examples to disclose the application, including the best mode, and also to enable any person skilled in the art to practice the application, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the application is defined by the claims, and can include other examples that occur to those skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements in common with the

[0062] Further aspects of the application are provided by the subject matter of the following clauses:

[0063] 1. An aircraft system comprising an aircraft and a detector assembly, the aircraft comprising: at least one data system located within the aircraft and configured to assist in the operation of the aircraft; at least one component operably coupled to the at least one data system and providing an output related thereto; a wireless network comprising a plurality of wireless remote nodes located within the aircraft and operably coupled to the at least one component to receive the output therefrom, the plurality of wireless remote nodes being communicatively coupled to one another, and at least one of the plurality of wireless remote nodes defining a wireless central node, the wireless central node defining a wireless access point located in the aircraft and defining a boundary of the wireless network, and wherein the wireless central node is configured to transmit data collected therein, the detector assembly comprising: a receiver configured for at least one-way communication of the collected data from the wireless central node on the aircraft; at least one of a memory, a controller, or a communication link operably coupled to the receiver; wherein, when the detector assembly is within the boundary, the collected data transmitted from the wireless central node is received by the receiver, and the collected data is at least one of stored in the memory, processed via the controller, or relayed via the communication link.

[0064] 2. The aircraft system of clause 1, wherein the plurality of wireless remote nodes are Bluetooth Low Energy mesh network nodes.

[0065] 3. The aircraft system of clause 2, wherein at least one of the Bluetooth Low Energy mesh network nodes is inaccessible within the aircraft.

[0066] 4. The aircraft system of any preceding clause, wherein the receiver is a Bluetooth 5 data collector configured to acquire the collected data from the Bluetooth Low Energy mesh network nodes when a drone is proximate to the aircraft.

[0067] 5. The aircraft system of any preceding clause, wherein the receiver is a transceiver configured for two-way communication.

[0068] 6. The aircraft system of any preceding clause, further comprising an airport outpost, and wherein the communication link transmits the collected data to the airport outpost.

[0069] 7. The aircraft system of any preceding clause, wherein the detector assembly is carried by a drone.

[0070] 8. The aircraft system of any preceding clause, wherein a predetermined location of the wireless central node is identified on an exterior of the aircraft.

[0071] 9. The aircraft system of any preceding clause, wherein the detector assembly is located at the airport outpost.

[0072] 10. The aircraft system of any preceding clause, wherein the receiver and the wireless central node are configured for two-way communication.

[0073] 11. A method of collecting data in an aircraft, comprising: collecting information from a wireless central node in an aircraft having at least one data system configured to assist in the operation of the aircraft through at least one component operably coupled thereto and providing output related thereto, wherein the at least one component is wirelessly communicatively coupled to a wireless network comprising the wireless central node and a plurality of wireless remote nodes located within the aircraft to define the data collected; at least one of storing the data collected, processing the data collected, relaying the data collected, or transmitting the data collected.

[0074] 12. The method of any preceding clause, wherein collecting information is accomplished via a Bluetooth transceiver.

[0075] 13. The method of any preceding clause, wherein the plurality of wireless remote nodes are Bluetooth Low Energy mesh network nodes.

[0076] 14. The method of any preceding clause, wherein the Bluetooth transceiver is carried by a drone.

[0077] 15. The method of any preceding clause, wherein the Bluetooth transceiver is a Bluetooth 5 data collector configured to collect data from the Bluetooth Low Energy mesh network nodes when the drone is proximate to the aircraft.

[0078] 16. The method of any preceding clause, wherein the collected information is at least one of relayed or transmitted to a ground system.

[0079] 17. The method of any preceding clause, further comprising processing the data collected at the ground system and providing an indication related to the processed data on a display.

[0080] 18. The method of any preceding clause, wherein the Bluetooth transceiver is located at an airport sentry station.

[0081] 19. An aircraft, comprising: at least one data system associated with the aircraft and configured to assist in the operation of the aircraft; at least one component operably coupled to the at least one data system and providing an output related thereto; a Bluetooth network comprising a plurality of Bluetooth Low Energy mesh network nodes and a wireless central node, the plurality of Bluetooth Low Energy mesh network nodes being located within a portion of the aircraft and operably coupled to the at least one component to receive the output therefrom, the wireless central node being operably coupled to and communicatively coupled to the plurality of Bluetooth Low Energy mesh network nodes and defining a Bluetooth access point, the Bluetooth access point being located in the aircraft and defining a boundary of the Bluetooth network, and wherein the wireless central node is configured to transmit data therein.

[0082] 20. The aircraft of any preceding clause, wherein the aircraft further comprises: a fuselage; a wing assembly extending from the fuselage and having a leading edge and a trailing edge; one or more propulsion engines mounted to the aircraft.

[0083] 21. The aircraft of any preceding clause, wherein the wireless central node is configured to transmit data to the detector assembly when the detector assembly is within the boundary of the Bluetooth network.

[0084] 22. The aircraft of any preceding clause, wherein the detector assembly is located externally of the aircraft.

[0085] 23. The aircraft of any preceding clause, wherein the detector assembly is carried by a drone.

[0086] 24. The aircraft of any preceding clause, wherein the detector assembly is coupled to a ground station.

Claims

1. A system for aircraft monitoring, characterized by, comprising: a wireless network arranged in an aircraft, the wireless network including a plurality of wireless remote nodes operably coupled to at least one component of the aircraft to receive output related to the at least one component, the plurality of wireless remote nodes communicatively coupled to each other, and at least one of the plurality of wireless remote nodes defining a wireless central node, the wireless central node defining a wireless access point and defining a boundary of the wireless network; and a detector assembly comprising: a receiver configured for at least one-way communication of data collected from the wireless central node; and a memory, a controller, and a communication link operably coupled to the receiver; wherein, when the detector assembly is within the boundary of the wireless network, the wireless central node transmits the collected data to the receiver, the receiver receives the collected data, and wherein the detector assembly is configured to at least one of store the received collected data in the memory, process the received collected data by the controller, or relay the received collected data by the communication link in response to receiving the collected data; and wherein, in response to the wireless central node failing to transmit the collected data, another one of the plurality of wireless remote nodes is defined as the wireless central node, wherein if the originally designated wireless central node is unable to communicate, is blocked, or otherwise unable to perform its duties, another wireless central node becomes the wireless central node that collects output from the plurality of wireless remote nodes and communicates the collected data to the detector assembly.

2. The system of claim 1, wherein, wherein the plurality of wireless remote nodes includes at least one wireless central node, a wireless central-peripheral switching node, and wireless peripheral nodes, wherein the wireless central-peripheral switching node switches between functioning as the central node or one of the wireless peripheral nodes.

3. The system of claim 1, wherein, including at least one data system, wherein the at least one component is operably coupled to the at least one data system.

4. The system of claim 3, wherein, wherein the collected data communicated by the wireless central node includes information from the data system.

5. The system of any one of claims 1-4, wherein, wherein the detector assembly is located at a manually or remotely movable vehicle or a fixed structure.

6. The system of any one of claims 1-4, wherein, wherein the plurality of wireless remote nodes are Bluetooth Low Energy mesh network nodes.

7. The system of claim 6, wherein, wherein at least one of the Bluetooth Low Energy mesh network nodes is inaccessible within the aircraft.

8. The system of claim 7, wherein, wherein the receiver is a Bluetooth 5 data collector configured to acquire the collected data from the Bluetooth Low Energy mesh network nodes when a drone is proximate to the aircraft.

9. The system of any one of claims 1-4, wherein, including an airport sentry station, and wherein the communication link transmits the collected data to the airport sentry station.

10. The system of any one of claims 1-4, wherein, including an airport sentry station, wherein the detector assembly is located at the airport sentry station.

11. The system of any one of claims 1-4, wherein, wherein the detector assembly is carried by a drone.

12. The system of claim 11, wherein, wherein, the drone is deployed when the aircraft is detected at a terminal or ground station.

13. A method of collecting data, characterized by, comprising: collecting information at an initially designated wireless central node, wherein at least one component of an aerial vehicle is wirelessly communicatively coupled to a wireless network disposed in the aerial vehicle, wherein the wireless network includes the initially designated wireless central node and a plurality of wireless remote nodes, and wherein the initially designated wireless central node collects output from the plurality of wireless remote nodes, including at least information related to the at least one component, to define collected data; communicating the collected data to a detector assembly by the designated wireless central node; and at least one of storing the collected data at the detector assembly, processing the collected data at the detector assembly, relaying the collected data, or transmitting the collected data by the detector assembly; wherein, in response to the initially designated wireless central node failing to transmit the collected data, another wireless central node is designated from the plurality of wireless remote nodes, wherein the other wireless central node becomes the collector of output from the plurality of wireless remote nodes and communicates the collected data to the detector assembly if the initially designated wireless central node is unable to communicate, is obstructed, or otherwise unable to perform its duties.

14. The method of claim 13, wherein, wherein the collection of information includes output from at least one data system, wherein the at least one data system is associated with the at least one component.

15. The method of claim 13, wherein, wherein the collected information is accomplished via a Bluetooth transceiver.

16. The method of claim 15, wherein, wherein the plurality of wireless remote nodes are Bluetooth Low Energy mesh network nodes.

17. The method of any one of claims 15-16, wherein, wherein, the Bluetooth transceiver is carried by a drone.

18. The method of claim 17, wherein, wherein the Bluetooth transceiver is a Bluetooth 5 data collector configured to collect data from the Bluetooth Low Energy mesh network nodes when the drone is proximate to the aerial vehicle.

19. The method according to any one of claims 13-16, characterized by, wherein the collected information is at least one of relayed or transmitted to a ground system.

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