Method and system for synchronizing a flight management system with a receiving unit

Abstract

An avionics system includes a flight management system and a receiving unit. The receiving unit has a processor and a communication link. The receiving unit is configured to generate at least one dedicated message, transmit at least one dedicated header frame to a data network, generate a set of qualifying data frames, and transmit at least a subset of the qualifying data frames to the data network. The flight management system is configured to receive the transmissions from the receiving unit.

Description

[0001] This application is a divisional application of the invention patent application filed on November 10, 2020, with application number 202011246568.3 and invention title "Method and System for Synchronous Flight Management System and External Equipment". Technical Field

[0002] This disclosure generally relates to a synchronization system for a flight management system, and more specifically, to a system in which the flight management system and the electronic flight bag can have two-way communication. Background Technology

[0003] In the effort to modernize airspace, air traffic management is being modernized to take advantage of emerging technologies and aircraft navigation capabilities. Aircraft navigation can utilize high-precision Global Navigation Satellite Systems (GNSS) (such as Global Positioning System (GPS) or Galileo) or modern Flight Management Systems (FMS) and Flight Control Systems (FCS).

[0004] During flight operations, the crew can perform flight management tasks using the Electronic Flight Bag (EFB). The EFB allows the crew to input and automatically update or monitor information about aircraft operations, such as, but not limited to, flight plans, weather conditions, flight delays, fuel status, route changes, operating manuals, surveillance, or incident / accident reports. Summary of the Invention

[0005] This disclosure relates to a method for synchronizing information between a flight management system (FMS) and a receiving unit, the method comprising receiving uplink transmission data from the FMS at the receiving unit, the uplink transmission data including a sequence number; attempting to load a portion of the uplink transmission data into a flight plan of the receiving unit; determining whether the loading attempt was successful; generating a status message associated with the determination, wherein the status message is associated with the sequence number; outputting the sequence number and the status message associated with the sequence number; and piloting an aircraft according to the flight plan.

[0006] In another aspect, this disclosure relates to an avionics system including an Electronic Flight Bag (EFB) having a processor and a communication link, configured to generate at least one dedicated message including multiple tags within the dedicated message, send at least one dedicated header frame to a data network, generate a set of conforming data frames, wherein each of the set of conforming data frames is indicated as one of the conforming data frames by a single-bit indicator, and a Flight Management System (FMS) configured to receive data transmissions from the EFB, attempt to load a portion of the transmissions into the FMS's flight plan, determine whether the loading was successful, generate associated status messages, and periodically output a data set including a sequence number and a status message associated with the sequence number. Attached Figure Description

[0007] In the attached image:

[0008] Figure 1 This is a schematic diagram of an aircraft that may include an EFB and an FMS, according to aspects described in this disclosure.

[0009] Figure 2 This is a block diagram of a communication link between the EFB and FMS according to aspects described in this disclosure, which can be used... Figure 1 The aircraft in the middle.

[0010] Figure 3 This is a schematic diagram of an instruction message indicating execution failure displayed from the EFB according to the aspects described in this disclosure.

[0011] Figure 4 This is a flowchart illustrating a method for synchronizing information in an FMS according to aspects described in this disclosure. Detailed Implementation

[0012] This disclosure relates to providing a method for synchronizing information between the Flight Management System (FMS) and a receiving unit. The receiving unit can be defined as one or more of an Air Traffic Controller (EFB), an Air Traffic Control (ATC), or an Air Operations Center (AOC). Furthermore, communication between the FMS and the receiving unit is bidirectional, allowing the crew to directly input information (e.g., flight path) into the FMS, and the synchronization status remains intact. Uplink transmissions from the receiving unit may attempt to load a portion of the flight plan into the FMS and further determine whether the loading was successful. The FMS can then generate a state method based at least on the portion of the uplink transmission that was attempted to load. The FMS can generate outputs that are transmitted to a computer on the aircraft. The computer can then use the information from the FMS to pilot the aircraft according to a predetermined or input flight plan.

[0013] All directional references (e.g., radial, axial, upper, lower, upward, downward, left, right, lateral, front, rear, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise) are used for identification purposes only to aid the reader's understanding of this disclosure and do not impose limitations, particularly on the location, orientation, or use thereof. Connection references (e.g., attachment, coupling, connection, and combination) are to be interpreted broadly and may include intermediate elements between sets of elements and relative movement between elements, unless otherwise indicated. Therefore, a connection reference does not necessarily imply that two elements are directly connected and interdependently linked in a fixed relationship. In non-limiting examples, connections may be optionally configured to provide, enable, disable, or similar electrical or communication connections between the respective elements. Furthermore, as used herein, the term "group" or "set" of elements can refer to any number of elements.

[0014] As used herein, a “controller” or “controller module” can include components configured or adapted to provide instructions, control, operation, or any form of communication to influence the operation of operable components. A controller module can include any known processor, microcontroller, or logic device, including but not limited to: field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), fully licensed digital engine controllers (FADECs), proportional controllers (P), proportional-integral controllers (PI), proportional-derivative controllers (PD), proportional-integral-derivative controllers (PID), hardware-accelerated logic controllers (e.g., for encoding, decoding, transcoding, etc.), and combinations thereof. Non-limiting examples of controller modules may be configured or adapted to run, operate, or otherwise execute program code to achieve operational or functional results, including performing various methods, functions, processing tasks, calculations, comparisons, sensing or measuring values, etc., to implement or achieve the technical operations or actions described herein. Operational or functional results may be based on one or more inputs, stored data values, sensed or measured values, yes or no indications, etc. While described as "program code," non-limiting examples of operable or executable instruction sets may include routines, programs, objects, components, data structures, algorithms, etc., that have the technical effect of performing a specific task or implementing a specific abstract data type. In another non-limiting example, the controller module may also include processor-accessible data storage components, including memory, volatile memory, or non-volatile memory. Other non-limiting examples of memory may include random access memory (RAM), read-only memory (ROM), flash memory, or one or more different types of portable electronic memory, such as optical discs, DVDs, CD-ROMs, flash drives, universal serial bus (USB) drives, etc., or any suitable combination of these types of memory. In one example, program code may be stored in memory in a processor-accessible, machine-readable format. Furthermore, memory may store various types of data, sensed or measured data values, input, generated or processed data, etc., which the processor can access when providing instructions, control, or operation to affect functional or operational outcomes, as described herein.

[0015] The exemplary drawings are for illustrative purposes only, and the dimensions, positions, order, and relative dimensions reflected in the drawings attached herein may vary.

[0016] Figure 1This is a schematic diagram of an aircraft 10, which may include an EFB 30 and an FMS 8. The aircraft 10 may include one or more propulsion engines 12 coupled to a fuselage 14. A cockpit 16 may be located within the fuselage 14, and wing assemblies 18 may extend outward from the fuselage 14. Furthermore, a set of aircraft systems 20 capable of properly operating the aircraft 10, as well as one or more controllers or computers 22 and a communication system with a communication link 24, may be included. Although a commercial aircraft has been shown, it is contemplated that the aircraft 10 can be any type of aircraft, such as, but not limited to, fixed-wing, rotary-wing, personal aircraft, etc.

[0017] The group of aircraft systems 20 may be located within the cockpit 16, within the electronics and equipment bay (not shown), or in other locations within the aircraft 10, including locations where they may be associated with the propulsion engine 12. Such aircraft systems 20 may include, but are not limited to, electrical systems, oxygen systems, hydraulic or pneumatic systems, fuel systems, propulsion systems, flight control, audio / video systems, integrated vehicle health management (IVHM) systems, and systems associated with the mechanical structure of the aircraft 10.

[0018] Computer 22 is operatively connected to the group of aircraft systems 20. Computer 22 can assist in operating the group of aircraft systems 20 and can receive information from the group of aircraft systems 20 and communication link 24. Computer 22 can automatically perform tasks of piloting and tracking the flight plan of aircraft 10. Computer 22 can also be connected to other controllers or computers of aircraft 10, such as, but not limited to, FMS 8 (not shown).

[0019] Any number of sensors (not shown) or other aircraft systems 20 can be communicatively or operatively coupled to computer 22. Sensors can provide information to computer 22 or receive information from computer 22.

[0020] EFB 30 can be a handheld user interface, such as a tablet, telephone, personal digital assistant (PDA), or pager. Alternatively, EFB 30 can be a fixed interface built into a part of aircraft 10 for use by the crew. EFB 30 may be pre-loaded with flight process information, such as, but not limited to, flight plans, weather patterns, fuel levels, or any other information regarding the operation of aircraft 10. During the operation of aircraft 10, the crew can link EFB 30 to computer 22 via communication link 24 to transfer information between EFB 30 and computer 22.

[0021] Communication link 24 can be communicatively connected to the aircraft's computer 22 or other processor to transmit and receive information to and from the aircraft 10. It is contemplated that communication link 24 can be a wireless communication link and can be any of a variety of communication mechanisms capable of wirelessly linking with other systems and devices, including but not limited to satellite uplink, satellite communication Internet, VHF data link (VDL), Aircraft Communications Addressing and Reporting System (ACARS network), Aeronautical Telecommunications Network (ATN), Automatic Dependent Surveillance-Broadcast (ADS-B), WiFi, WiMax, 3G wireless signals, Code Division Multiple Access (CDMA) wireless signals, Global System for Mobile Communications (GSM), 4G wireless signals, Long Term Evolution (LTE) signals, or any combination thereof. It will also be understood that the specific type or mode of wireless communication is not critical, and wireless networks developed in the future are certainly conceivable. Furthermore, communication link 24 can be communicatively connected to computer 22 via a wired link. Although only one communication link 24 is shown, it is contemplated that the aircraft 10 can have multiple communication links communicatively connected to computer 22. Such multiple communication links can provide the aircraft 10 with the ability to transmit or receive information from the aircraft 10 in various ways.

[0022] As shown in the figure, computer 22 can communicate with AOC 32 or ATC 33 via communication link 24. AOC 32 can be a ground facility that can communicate directly with FMS 8 or indirectly with EFB 30 of aircraft 10. ATC 33 can be any type of ATC 33, such as an ATC 33 operated by an Air Service Navigation Provider (ANSP) and / or ATC 33. Computer 22 can request and receive information from a designated AOC 32, or a designated ATC 33 can send transmissions to aircraft 10.

[0023] Figure 2 This is a schematic diagram of the communication link 24 between EFB 30 and computer 22. Computer 22 is operatively connected to FMS 8 of aircraft 10. Computer 22 may be part of FMS 8, or FMS 8 may be part of computer 22. FMS 8 may be equipped with computer 22. Alternatively, FMS 8 may be a separate component operatively operable to communicate with computer 22 via an FMS communication link (not shown) similar to communication link 24.

[0024] The computer 22 may also include a memory 26. The memory 26 may be RAM, ROM, flash memory, or one or more different types of portable electronic storage, such as optical discs, DVDs, CD-ROMs, etc., or any suitable combination of these types of storage.

[0025] Computer 22 may include one or more processors 28 capable of running any suitable program. Computer 22 may include various components described herein (not shown). Computer 22 may include or be associated with any suitable number of individual microprocessors, power supplies, storage devices, interface cards, automatic flight systems, flight management computers, and other standard components, and computer 22 may include or cooperate with any number of software programs (e.g., flight management programs) or instructions designed to perform various methods, processing tasks, calculations, and control / display functions necessary for the operation of aircraft 10. By way of non-limiting example, a navigation system including a GNSS receiver may be coupled to computer 22, the GNSS receiver being configured to provide data typical of a GPS system, such as the coordinates of aircraft 10. The position estimate provided by the GNSS receiver may be replaced or augmented to enhance accuracy and stability through input from other sensors, such as inertial systems, cameras and optical sensors, and radio frequency (RF) systems (not shown for clarity). This navigation data may be used by FMS 8 for various functions, such as navigation to a target location.

[0026] Database component 42 may be provided in memory 26. Database component 42 may be an internal component of computer 22 containing various sets of data. It should be understood that database component 42 may be any suitable database, including a single database with multiple sets of data, multiple discrete databases linked together, or even a simple data table. It is conceivable that database component 42 may merge multiple databases, or the database may actually be multiple separate databases. Database component 42 may be a navigation database (NDB) containing information, including but not limited to airports, runways, routes, waypoints, navigation aids, airline / company-specific routes, and procedures such as Standard Instrument Departure (SID), Standard Terminal Approach Routes (STAR), and approach procedures. Database component 42 may alternatively include memory containing flight plans in FMS 8.

[0027] Flight plans and other flight process information can be provided to aircraft 10 via EFB 30. EFB 30 may include various components, such as controller module 36 and user interface (UI) 40. Controller module 36 can be configured to automatically perform calculations, determinations, executions, and transmissions of FMS8. Controller module 36 can be configured to run any suitable program or executable instructions designed to perform various methods, functions, processing tasks, calculations, etc., to achieve or be able to achieve the technical operations or actions described herein.

[0028] UI 40 is expected to include a screen. However, the UI may include indicator lights, a buzzer, or any one or more of any other known interfaces. Crew members may alternatively use UI 40 to enter data via input 38. Input 38 may be a set of data or a password that the crew member wants to enter. UI 40 may alternatively indicate the crew synchronization status between EFB 30 and FMS 8.

[0029] Data from FMS 8 can be displayed via a second UI 44. The second UI 44 can be any one or more of a screen, indicator lights, audio, a buzzer, or any other known interface. The second UI 44 can display processing data from FMS 8 to the crew, or notify the crew of any potentially non-compliant commands or error codes.

[0030] During operation, the crew can link EFB 30 to FMS 8 via communication link 24. EFB 30 can upload flight plan information to FMS 8 via AOC 32. AOC 32 and EFB 30 can use two-way communication to exchange one or more performance parameters or flight plans. As used herein, performance parameters can be defined as various operating parameters of aircraft 10, which can be used to determine flight paths based on flight plans.

[0031] Alternatively, ATC 33 may be used in conjunction with AOC 32 to communicate with aircraft 10. In some cases, communication with ATC 33 may be preferred over AOC 32. For example, EFB 30 may send a permission request to ATC 33. The permission request may be a request from EFB 30 to execute or input a flight plan.

[0032] EFB 30 can generate uplink transmissions of data to be received by FMS 8. Uplink transmissions may include flight process information as described herein or any crew input. Uplink transmissions may be encapsulated at a data source defined by one or more sensors, EFB 30, or FMS 8. An uplink transmission includes at least a dedicated header frame (not shown), an acknowledgment data frame (not shown), or a Single-Bit Indicator (SBI) (not shown). Each of the dedicated header frame, acknowledgment data frame, or SBI may be sent and encapsulated in uplink transmissions over a data network (not shown).

[0033] The data network can be any transmission line between FMS 8 and EFB 30, on which data packets are transmitted. A dedicated header frame can include identification information for the encapsulated data, allowing a data destination such as FMS 8 to identify the source and encapsulated data. A compliant data frame can be defined by the data identified at the data destination by the corresponding dedicated header frame. When data has previously been identified by a dedicated header frame, it is considered compliant and is received or transmitted during the corresponding time slot. A time slot can be any actual time range that FMS 8 or any other data destination or source can allocate for a single frame of data to be sent or received. Time slots can be limited by system size and ratings. For example, the system could be an ARINC 429 (A429) system, which can be rated to use 32-bit frames, with each frame utilizing a 100ms time slot. Alternatively, the system can be any ARINC specification or a known aviation system. In cases where multiple frames of data are transmitted across multiple time slots, it may be beneficial to utilize the SBI to easily identify whether a data frame is compliant or non-compliant. The simplest SBI can be a binary identifier.

[0034] CMU 34 can automatically select the transmission medium, which may include VHF, HF, or STACOM satellite communication systems. CMU 34 can be used for timing purposes of a set of periodic data defined by data sent or received by FMS 8 or other processing components of spacecraft 10 during predetermined time slots. For example, multiple uplink transmissions may be sent to FMS 8 for processing; however, FMS 8 may request to receive each uplink transmission only in a specific time slot. CMU 34 can receive incoming data transmissions and ensure they are delivered to FMS 8 within the appropriate time slot. Furthermore, CMU 34 ensures that FMS 8 only sends or receives compliant data frames. Compliant data frames can be defined by data that matches the current request or expectation of FMS 8. Alternatively, data can be transmitted between a data source or between EFB 30 and FMS 8 without using CMU 34. It is understood that in this case, functions of CMU 34 such as consistency, timing, or transmission frequency can be performed by EFB 30 or FMS 8.

[0035] It is understood that the aforementioned communication between FMS 8 and EFB 30 can be bidirectional. FMS 8 can request one or more uplink transmissions from EFB 30. Alternatively, FMS 8 can receive transmissions from EFB 30. FMS 8 can request uplink transmissions from EFB 30 by sending a request transmission to EFB 30. Additionally, in some cases, FMS 8 can send downlink transmissions to EFB 30 based on uplink transmissions. The downlink transmission can be a transmission from FMS 8 that provides EFB 30 with an edit of the uplink transmissions received by FMS 8.

[0036] Figure 3 A schematic diagram is shown of a status message 80 that can be sent from FMS 8 in response to a corresponding uplink transmission from EFB 30. Status message 80 may include a sequence number 82, a status identifier 84, or a description 86.

[0037] Sequence number 82 can be assigned to uplink transmissions from EFB 30 to easily identify them. Sequence number 82 can be alphanumeric, for example, SN 123. Alternatively, sequence number 82 can be either alphanumeric or real number.

[0038] Status identifier 84 of status message 80 can indicate various conditions of uplink transmission. Status identifier 84 can be based on previous status message 80 or uplink transmission received by FMS 8. FMS 8 can send status message 80 with status identifier 84 to EFB 30 to indicate the status of uplink transmission. For example, uplink transmission can be rejected or fail. In this case, FMS 8 can indicate the failure in status identifier 84. In this way, EFB 30 or the crew can read status identifier 84 and respond accordingly. One such response could be, for example, a request to retransmit the uplink transmission to FMS 8. Alternatively, status identifier 84 can indicate that the uplink transmission was accepted and correctly executed. As used herein, the term "execution" can be defined as a portion of an uplink transmission or other input properly executed or performed by FMS 8.

[0039] It is anticipated that uplink transmissions may be partially rejected. In this case, FMS 8 will execute the unfailed portion of the uplink transmission and indicate the execution of the unfailed portion in status message 80. However, the partially rejected portion of the uplink transmission will not be executed, and FMS 8 will indicate and summarize the partial rejection in the same or subsequent status message 80.

[0040] A retransmission request for an uplink transmission can be made in response to an input destination that is outside the boundary reachable by aircraft 10 at the current fuel level. In this case, status identifier 84 can read "Insufficient fuel level". Status identifier 84 can read one or more error messages. Error messages can indicate errors in the input (e.g., a defective command / input / data from the flight crew), insufficient time to process the input, input failure to load, retransmission request, invalid reference point, process incompatibility, aircraft 10 not being able to cruise at the input altitude, presence of a vertical sight disk, no exit point for the identified route, presence of non-compliant data, or invalid waypoint or destination in the input. Alternatively, status identifier 84 can notify EFB 30 that the previous status message 80 has been accepted and that the necessary processing is carried out. In the case of an accepted uplink transmission, a positive transmission signal can be generated to notify the flight crew of the accepted uplink transmission. For example, in an instance of a positive transmission signal following an input reference point from EFB 30, status message 80, more specifically, status identifier 84, can read "Valid reference point". Both the status identifier 84 for accepted uplink transmissions and the status identifier 84 for rejected uplink transmissions can be used by the crew and EFB 30 to ensure that periodic and non-periodic data of EFB 30 have been executed correctly, and if not, appropriate action can be taken by the crew or EFB. It should be understood that many status messages 80 with different status identifiers 84 may exist, depending on the uplink transmission and the data contained therein.

[0041] Status message 80 may also include a description 86 associated with sequence number 82. Description 86 may include specific information related to status message 80 and uplink transmissions, such as, but not limited to, waypoint, route, or flight process information.

[0042] The description 86 of status message 80 can provide a detailed description of the status identifier 84. For example, if status identifier 84 indicates an uplink transmission failure, FMS 8 can automatically send status message 80 to EFB 30, which can include description 86 indicating the cause of the transmission failure. Alternatively, EFB 30 can request FMS 8 to send description 86 along with status message 80 to provide a detailed description of the cause of the uplink transmission failure. It is understood that status identifier 84 can further indicate the uplink transmission accepted by FMS 8. Thus, when an uplink transmission is accepted, FMS 8 can send status message 80 without sending description 86. However, if EFB 30 requires description 86, EFB 30 can request that description 86 be sent in a subsequent or separate status message 80.

[0043] FMS 8 can periodically send the same status message 80 to FMS 8 to indicate continuous synchronization between FMS 8 and EFB 30. A positive transmission signal can indicate synchronization between FMS 8 and EFB 30. Synchronization can be indicated in status message 80 by including a sequence number 82 indicating an accepted uplink transmission and a status identifier 84. Conversely, FMS 8 can periodically indicate an asynchronous state by periodically sending status messages 80 indicating that uplink transmissions have not been accepted. In this case, EFB 30 can read description 86, or request description 86 from FMS 8, to determine the cause of the uplink transmission failure. Additionally or alternatively, an uplink transmission can initially be accepted by FMS 8 to indicate synchronization with EFB 30. However, a subsequent status message 80 can indicate that FMS 8 no longer accepts uplink transmissions and indicates an asynchronous state to EFB 30.

[0044] FMS 8 can also periodically send status messages 80 for two or more uplink transmissions within a set time frame (e.g., 1 second) in a single status packet. For example, FMS 8 can send status packets via the downlink during a set time frame, where the status packets include the status of up to 10 different uplink transmissions. Each status packet can include at least a sequence number 82 and a status identifier 84 currently belonging to the uplink transmission. EFB 30 can store the sequence number 82, status identifier 84, and description 86 of the status messages 80 it receives in memory 26. When EFB 30 receives a status packet, it can compare the sequence number 82 with the status message 80 in memory 26. It can then determine which status identifier 84 in the status packet applies to which status message 80 in EFB 30's memory 26. Then, EFB 30 can overwrite portions of the exit status message 80 based on the changes it notices (e.g., if the previous status identifier 84 was "failure" and the new status identifier 84 indicated in the status packet is "acceptance," then EFB 30 can replace the status identifier 84 of the status message 80 in memory 26 with "acceptance" instead of "failure"). In other words, EFB 30 can read the entire status packet and use sequence number 82 to determine which status identifier 84 corresponds to which uplink transmission. EFB 30 can then ensure proper synchronization with FMS 8 by knowing the status of each uplink transmission. It is conceivable that FMS 8 will only be able to send 10 different statuses within a single status packet's set-time frame. In this way, FMS 8 can overwrite older status messages 80 of previously sent uplink transmissions in the status packet to clear space for other or newer status messages 80. If EFB 30 determines that it still needs the status of previously sent and subsequently overwritten uplink transmissions, EFB 30 may send a request to FMS 8 for the transmission of the status message 80 of the overwritten uplink transmissions.

[0045] A version counter (not shown) may be sent periodically by FMS 8 or upon request from EFB 30. The version counter may be a log of changes transmitted directly through FMS 8 in the uplink. A version counter can be defined as a data packet from FMS 8 to EFB 30 indicating any changes made to the flight plan via FMS 8. The version counter may log information such as, but not limited to, the time of the change, the change itself, or the number of changes. As a non-limiting example, a change may be made directly to the flight plan by one or more crew members, AOC 32, or ATC 33. These changes are made by directly entering the changes into FMS 8. These changes may be logged in the version counter and sent periodically or non-periodically to EFB 30 (e.g., EFB 30 requests the sending of a version counter).

[0046] Version counters can be used to ensure proper synchronization between FMS 8 and EFB 30. For example, in some cases, EFB 30 may run in the background and not actively listen for transmissions from FMS 8. Thus, EFB 30 might miss transmissions from FMS 8 that indicate changes to the flight plan. However, EFB 30 needs to be aware of these changes to ensure synchronization. Therefore, EFB 30 can send a request to FMS 8 to transmit the version counter, or EFB 30 can actively listen for the version counter at times consistent with the periodic schedules during which FMS 8 will transmit it. The use of version counters allows EFB 30 to monitor changes made through FMS 8 without requiring FMS 8 to actively listen for transmissions from EFB 30 at all times.

[0047] Figure 4 This is a flowchart illustrating a method 100 for synchronizing information between FMS 8 and EFB 30. At 102, FMS 8 can receive an uplink transmission from EFB 30 that may include sequence number 82. Then, at 104, FMS 8 may attempt to load at least a portion of the uplink transmission. At 106, FMS 8 may determine whether the attempt to load at least a portion of the uplink transmission was successful. At 108, FMS 8 may generate a status message associated with sequence number 82. Then, at 110, the uplink transmission including status message 80 and sequence number 82 may be output to the corresponding aircraft system 20. At 112, according to the flight plan, the data output to the aircraft system can assist the flight of aircraft 10.

[0048] The described sequence is for illustrative purposes only and is not intended to limit method 100 in any way, as it should be understood that parts of the method may be in a different logical order, may include additional or intervening parts, or may divide the description of the method into multiple parts, or may omit parts of the description of the method without diminishing the described method.

[0049] As an example, when an uplink transmission includes waypoints with duplicate identifiers in the NBD and the uplink transmission does not include location information defining which duplicate identifier is requested, status message 80 will indicate that the identifier cannot be resolved, and EFB 30 should retransmit using new waypoints or location information to define which duplicate identifier is requested. This example could require method 100 to include a request for a new waypoint from FMS 8 to EFB 30, or a request for information to identify a specific instance of the duplicate identifier. Additionally, status message 80 may include an ordered list of flight plan information based on potential instances of duplicate identifiers for waypoints in the NBD that EFB 30 needs to resolve.

[0050] As another example, when an uplink transmission is targeted at a specific route, it is necessary to specify waypoints to connect to the route. In this case, status message 80 from FMS 8 may indicate that a route cannot be determined and EFB 30 should retransmit with the necessary waypoint information to connect to the route. This example could require method 100 to include requesting from FMS 8 to EFB 30 to retransmit an uplink transmission with the necessary waypoint information to connect to the route. Additionally, status message 80 may include an ordered list of possible waypoints to enter the route based on the departure process or the end position of the previous route.

[0051] As another example, when EFB 30 sends an uplink transmission where the waypoint references another designated point (e.g., an unfound waypoint, a navigation aid, or an airport). The reference to the other designated point can be either bearing or distance. When no reference is found, status message 80 to EFB 30 can indicate that the reference point cannot be found in the NDB and a valid reference point should be defined via input 38 of EFB 30. This may require several additional steps in method 100, such as a request from FMS8 for retransmission of the uplink transmission, and a step of entering aperiodic data from the crew via input 38.

[0052] As another example, EFB 30 can generate an uplink transmission with a specific departure procedure leaving the departure airport or a specific arrival procedure arriving at the destination airport. The specific departure or arrival procedure may no longer exist after generation, or it may be discovered that it is incompatible with the provided airport information. Status message 80 in this example can indicate that the procedure was not found or that the procedure is incompatible. EFB 30 can then be used to correct the situation. This could require method 100 to further include an indication step to activate an audible or visual indicator of UI 40 or UI 44, thereby informing the crew of the compatibility or incompatibility of the departure or arrival procedure.

[0053] As another example, EFB 30 can generate an uplink transmission that includes a specified "TO" waypoint or "NEXT" route without a terminal or exit point. In this case, FMS 8 can indicate in status message 80 that the route is identified as flying from the route without an exit point, and EFB 30 should provide additional necessary terminal information. This example could require method 100 to include a request from FMS 8 to EFB 30 to retransmit information including the terminal point.

[0054] As another example, FMS 8 can provide EFB 30 with a response containing a predicted flight plan. FMS 8 can provide a predicted flight plan if an attempt to load a flight plan fails. In this way, FMS 8 can use the aircraft's performance parameters provided by EFB 30 to create a predicted flight path. Performance parameters can be provided in unloaded data transmitted over the uplink. Status message 80 can then include various prediction results, such as, but not limited to, conditions detected by FMS 8, such as inability to cruise altitude, insufficient fuel reserves, or a vertical interruption (continuity). FMS 8 can return the predicted conditions to EFB 30, and EFB 30 can use this information to adjust the flight plan or its performance parameters accordingly. This example could require method 100 to include several additional steps, such as a prediction step to determine the predicted flight path and an additional generation step to determine the updated conditions. Alternatively, the crew can manually enter the updated flight plan. In this scenario, FMS 8 can request an updated flight plan from EFB 30, and FMS 8 can use UI 40 or UI 44 to indicate when it has updated the projected flight plan based on the updated flight plan from the crew. In this example, method 100 may also include a request step for FMS 8 to request an updated flight plan from EFB 30.

[0055] As another example, in an instance where FMS 8 can send a predicted or edited flight plan based on performance parameters, method 100 may further include a downlink step. During this step, FMS 8 may use the downlink to send the edited flight plan and / or predicted flight path to EFB 30. From there, EFB 30 may automatically accept the edit to the flight plan. Alternatively, the crew may manually take over the process to accept, reject, or further edit the flight plan.

[0056] The method steps described herein can be implemented by a program product including machine-executable instructions, for example, program code in the form of a program module executed by a machine in a networked environment. Typically, program modules include routines, programs, objects, components, data structures, etc., which have the technical effect of performing a specific task or implementing a specific abstract data type. Machine-executable instructions, associated data structures, and program modules represent examples of program code for performing the steps of the methods disclosed herein. A specific sequence of such executable instructions or associated data structures represents examples of corresponding actions for implementing the functionality described in such steps.

[0057] As disclosed herein, the synchronization method between FMS 8 and EFB 30 is intended to be a non-limiting example of a method for synchronizing FMS 8 with a receiving unit. It should be understood that EFB 30 can be one or more receiving units. It is conceivable that a receiving unit can be defined as one or more of EFB 30, AOC 32, or ATC 33. It is understood that the same method described herein for synchronization between FMS 8 and EFB 30 can be applied to synchronization between FMS 8 and AOC 32, or between FMS 8 and ATC 33.

[0058] The advantages of this disclosure include the convenience of continuous synchronization between the FMS and EFB. Importantly, the FMS and EFB must be closely linked, as either one is always aware of the other's status. In the event of a desynchronization between the FMS and EFB, the crew or aircraft systems can be quickly and easily notified of the desynchronization. Therefore, the crew or aircraft systems can continue to correct the desynchronization between the FMS and EFB and ensure synchronization occurs. Alternatively, the crew or aircraft systems can adjust other parameters, such as the flight path, to correct the desynchronization.

[0059] Furthermore, continuous synchronization between the FMS and EFB reduces the workload required for flight crew to change flight plan parameters. For example, crew members can manually enter changes to the flight plan into the FMS. The FMS then sends a version counter to the EFB so that the EFB can detect the changes. Without synchronization, crew members would need to manually enter changes to the flight plan into both the EFB and FMS. Moreover, the elimination of the need for manual synchronization between the EFB and FMS further reduces the workload for crew members.

[0060] Furthermore, synchronization between the FMS and EFB allows the EFB to listen to or receive only the FMS during a set time frame. During periods when the EFB is not listening to or receiving the FMS, it can run optimization software. This optimization software ensures the aircraft operates at maximum efficiency. For example, the optimization software could be fuel / time optimization software that analyzes various performance parameters and flight plans to determine the most fuel-efficient way to operate the aircraft. Moreover, continuous synchronization between the FMS and EFB ensures that the optimization software can be continuously updated. For example, if the flight plan is changed in the FMS as disclosed herein, the optimization software will need to be aware of that change to operate correctly. Because the FMS and EFB are continuously synchronized, and the EFB can communicate with the optimization software, the optimization software will be able to be aware of any changes to the flight plan.

[0061] A logical connection to one or more remote computers with processors can be used. Logical connections can include local area networks (LANs) and wide area networks (WANs), which are presented herein by way of example rather than limitation. Such network environments are common in office-wide or enterprise-wide computer networks, intranets, and the Internet, and can use a variety of different communication protocols. Those skilled in the art will understand that such network computing environments will typically include many types of computer system configurations, including EFBs, personal computers, handheld devices, multiprocessor systems, microprocessor-based or programmable consumer electronics devices, network PCs, minicomputers, mainframes, etc.

[0062] In a distributed computing environment, tasks can be further performed by local and remote processing devices linked via a communication network (via hardwired links, wireless links, or a combination of hardwired and wireless links). In a distributed computing environment, program modules can reside in local and remote memory storage devices.

[0063] This description uses examples to disclose aspects of this disclosure, including best practices, and also enables those skilled in the art to practice this disclosure, including making and using any apparatus or system and performing any incorporated methods. The scope of the disclosed patentable information is defined by the claims and may include other examples that are apparent to those skilled in the art. These other examples also fall within the scope of the claims if they have structural elements that are not different from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

[0064] Other aspects of the invention are provided by the subject matter of the following provisions:

[0065] 1. A method for synchronizing information between a flight management system (FMS) and a receiving unit, the method comprising receiving uplink transmission data from the FMS at the receiving unit, the uplink transmission data including a sequence number; attempting to load a portion of the uplink transmission into a flight plan of the receiving unit; determining whether the loading attempt was successful; generating a status message associated with the determination, wherein the status message is associated with the sequence number; and outputting the sequence number and the status message associated with the sequence number; and piloting the aircraft according to the flight plan.

[0066] 2. The method according to any of the foregoing clauses, wherein the receiving unit is an electronic flight bag (EFB).

[0067] 3. The method according to any of the foregoing clauses, wherein the uplink transmission data includes a description included together with the sequence number.

[0068] 4. The method according to any of the preceding clauses, wherein the description includes waypoint, route, or process information.

[0069] 5. The method according to any of the preceding clauses, wherein when the waypoint has a duplicate identifier, the status message includes a retransmission request or an ordered list of potential duplicates.

[0070] 6. The status message may include one or more error messages according to any of the foregoing provisions.

[0071] 7. The method according to any of the preceding clauses, wherein the uplink transmission data further includes a status identifier.

[0072] 8. The method of claim 7, wherein the state identifier is based on a previous state message.

[0073] 9. The method according to any of the foregoing clauses, wherein when the loading attempt is unsuccessful, the FMS uses unloaded data to predict the flight plan, and the status message includes the result of the predicted flight plan.

[0074] 10. The status message may include one or more error messages according to any of the foregoing provisions.

[0075] 11. The method according to any of the preceding clauses, wherein the uplink transmission data is routed via a communication management unit (CMU) before reaching the FMS.

[0076] 12. The method according to any of the foregoing clauses, wherein the output sequence number and the status message may be transmitted based on periodic scheduling.

[0077] 13. The method according to any of the foregoing clauses further includes providing an indication of the synchronization status between the FMS and EFB, based on a positive transmission signal determining that the loading was successful, or based on a positive transmission signal of the status message.

[0078] 14. The method according to any of the foregoing provisions further includes the receiving unit periodically or upon request from the receiving unit sending a version counter.

[0079] 15. The method according to any of the foregoing clauses, wherein the version counter may include a log of changes made to the flight plan by the receiving unit, and indicate the changes made to the receiving unit.

[0080] 16. An avionics system comprising an electronic flight bag (EFB) having a processor and a communication link, and configured to generate at least one dedicated message including a plurality of tags within the dedicated message; transmit at least one dedicated header frame to a data network; generate a set of conforming data frames, wherein each of the set of conforming data frames is indicated by a single bit indicator as one of the set of conforming data frames; and transmit at least one subset of the conforming data frames to the data network; and a flight management system (FMS) configured to receive data transmissions from the EFB; attempt to load a portion of the transmissions into a flight plan of the FMS; determine whether the loading was successful; generate associated status messages; and periodically output a data set including a sequence number and a status message associated with the sequence number.

[0081] 17. An avionics system according to any of the foregoing clauses, wherein the FMS also outputs a description of a fault.

[0082] 18. An avionics system according to any of the foregoing provisions, wherein the FMS periodically or upon request from the EFB outputs the description.

[0083] 19. An avionics system according to any of the foregoing provisions further includes a communication management unit (CMU) operatively coupled to the FMS and communicatively coupled to the EFB, wherein the CMU transmits the data via an uplink and provides it to the FMS.

[0084] 20. An avionics system according to any of the foregoing provisions, wherein the FMS is further configured to receive an edit of the flight plan and provide a downlink to the EFB based on the edit.

Claims

1. An avionics system, characterized in that, include: Flight Management System (FMS); and A receiving unit, having a processor and a communication link, is configured to: Generate at least one dedicated message, the at least one dedicated message including multiple tags within the dedicated message; Transmit at least one dedicated header frame to the data network; Generate a set of compliant data frames, wherein each of the compliant data frames is indicated by a single bit indicator as one of the compliant data frames in the set; and Transmit at least a subset of the compliant data frames to the data network; and The FMS is configured as follows: Receive data from the receiving unit; An attempt was made to load a portion of the aforementioned transmissions into the flight plan of the FMS; Determine whether the loading was successful; Generate relevant status messages; and A data set including a serial number and a status message associated with the serial number is periodically output, wherein the data transmission from the receiving unit includes a description included together with the serial number.

2. The avionics system according to claim 1, characterized in that, in, The FMS further outputs a description of the fault.

3. The avionics system according to claim 2, characterized in that, in, The FMS outputs the description periodically or in response to a request from the receiving unit.

4. The avionics system according to claim 1, characterized in that, in, The receiving unit is an electronic flight bag.

5. The avionics system according to claim 1, characterized in that, in, The description includes waypoints, routes, or process information.

6. The avionics system according to claim 5, characterized in that, in, The waypoints have duplicate identifiers, and the status messages include retransmission requests or an ordered list of potential duplicates.

7. The avionics system according to claim 6, characterized in that, in, The status message includes one or more error messages.

8. The avionics system according to claim 1, characterized in that, in, The data transmission further includes a status identifier.

9. The avionics system according to any one of claims 1-8, characterized in that, in, The receiving unit is configured to transmit the version counter periodically or upon receiving a request.

10. The avionics system according to claim 9, characterized in that, in, The version counter includes a log of changes made to the flight plan via the FMS and indicates the changes made to the receiving unit.

11. The avionics system according to any one of claims 1-8, characterized in that, It further includes a communication management unit (CMU) operatively connected to the FMS and communicatively connected to the receiving unit, wherein the CMU uploads the data and provides it to the FMS.

12. The avionics system according to claim 11, characterized in that, in, Before reaching the FMS, the transmitted data from the receiving unit is routed by the Communication Management Unit (CMU).

13. The avionics system according to claim 12, characterized in that, in, The receiving unit is configured to transmit the version counter periodically or upon receiving a request.

14. The avionics system according to claim 13, characterized in that, in, The version counter includes a log of changes made to the flight plan via the FMS and indicates the changes made to the receiving unit.

15. An avionics system, characterized in that, include: Flight Management System (FMS); and A receiving unit, having a processor and a communication link, is configured to: Generate at least one dedicated message, the at least one dedicated message including multiple tags within the dedicated message; Transmit at least one dedicated header frame to the data network; Generate a set of compliant data frames, wherein each of the compliant data frames is indicated by a single bit indicator as one of the compliant data frames in the set; and Transmit at least a subset of the compliant data frames to the data network; and The FMS is configured as follows: Receive data from the receiving unit; An attempt was made to load a portion of the aforementioned transmissions into the flight plan of the FMS; Determine whether the loading was successful; Generate relevant status messages; and A data set including a sequence number and a status message associated with the sequence number is periodically output, wherein the data transmission from the receiving unit includes a description included along with the sequence number; and The system receives edits to the flight plan and provides a downlink to the receiving unit based on the edits.

16. The avionics system according to claim 15, characterized in that, in, The receiving unit is an electronic flight bag.

17. The avionics system according to any one of claims 15-16, characterized in that, in, The FMS further outputs a description of the fault.

18. An avionics system, characterized in that, include: Flight Management System (FMS); and A receiving unit, having a processor and a communication link, is configured to: Generate at least one dedicated message, the at least one dedicated message including multiple tags within the dedicated message; Transmit at least one dedicated header frame to the data network, the at least one dedicated header frame including identification information related to the upcoming transmission of a set of compliant data frames; Generate the set of compliant data frames, wherein each of the set of compliant data frames is indicated as one of the compliant data frames by a single bit indicator that associates the respective compliant data frame with the special header frame; and Transmit at least a subset of the compliant data frames to the data network; and The FMS is configured as follows: Receive data from the receiving unit; An attempt was made to load a portion of the aforementioned transmissions into the flight plan of the FMS; Determine whether the loading was successful; Generate relevant status messages; and A data set including a serial number and a status message associated with the serial number is periodically output.

19. The avionics system according to claim 18, characterized in that, in, The receiving unit is an electronic flight bag.

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