Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft
  • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
  • G08G5/21—Arrangements for acquiring, generating, sharing or displaying traffic information located onboard the aircraft
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft
  • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
  • G08G5/26—Transmission of traffic-related information between aircraft and ground stations
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft
  • G08G5/50—Navigation or guidance aids
  • G08G5/51—Navigation or guidance aids for control when on the ground, e.g. taxiing or rolling

Definitions

• the present invention generally relates to traffic control systems for aircraft, and more specifically for traffic control when on the ground.
• Aircraft ground movements and taxi procedures are performed by Pilot based on voice/text instructions enabled by Aeronautical Telecommunication Network - Baseline 2 (ATN B2) standards. Pilot must rely on voice/text instructions. Non-English-speaking Pilots or those who are not fluent in English must deal with understanding the instructions. Pilots who are not familiar with an airport have to deal with identifying the taxiway markers and corelate the instructions. This increases Pilot workload and leaves room for error during ground navigation operations. Therefore, it would be advantageous to provide a device, system, and method that cures the shortcomings described above.
• an aircraft including: a communication system configured to transmit and receive a plurality of Controller Pilot Data Link Communications (CPDLC) messages; wherein the communication system is configured to execute a CPDLC application; a memory maintaining program instructions; and one or more processors configured to execute the program instructions causing the one or more processors to execute: a datalink message transformer apparatus (DMTA); wherein the datalink message transformer apparatus includes a message queue, a message sequence look-up table, a sequence identifier, an identified sequence, and an action generator; wherein the datalink message transformer apparatus is configured to receive the plurality of CPDLC messages from the CPDLC application and store the plurality of CPDLC messages in the message queue; wherein the sequence identifier is configured to look-up the plurality of CPDLC messages which are stored in the message queue in the message sequence look-up table to identify the identified sequence; wherein the action generator is configured to generate at least one of a graphical information, an application information, or an actuation command from the identified sequence.
• CPDLC Controller Pilot Data Link Communications
• the techniques described herein relate to an aircraft, wherein the plurality of CPDLC messages include at least one of a plurality of CPDLC departure clearance messages or a plurality of Data Link Taxi messages.
• the techniques described herein relate to an aircraft, wherein the sequence identifier is configured to identify a beginning and an end of the identified sequence based on a start of transaction and an end of transaction of the plurality of CPDLC messages.
• the techniques described herein relate to an aircraft, wherein the CPDLC application is configured to decode the plurality of CPDLC messages.
• the techniques described herein relate to an aircraft, wherein the CPDLC application is configured to decode the plurality of CPDLC messages from an Abstract Syntax Notation One (ASN.1) format.
• ASN.1 Abstract Syntax Notation One
• the techniques described herein relate to an aircraft, wherein the predefined sequence includes a pushback request and response sequence.
• the techniques described herein relate to an aircraft, including a flight display, wherein the flight display is configured to display an airport moving map; wherein the action generator is configured to generate the graphical information from the identified sequence; the program instructions causing the one or more processors to execute an airport moving map overlay; wherein the airport moving map overlay is configured to cause the flight display to overlay the graphical information on the airport moving map.
• the techniques described herein relate to an aircraft, including an electronic flight bag; the program instructions causing the one or more processors to execute an application interface; wherein the action generator is configured to generate the application information from the identified sequence; wherein the electronic flight bag is configured to receive the application information via the application interface and display the application information.
• the techniques described herein relate to an aircraft, including an actuator; wherein the action generator is configured to generate the actuation command from the identified sequence; the program instructions causing the one or more processors to execute an actuation manager; wherein the actuation manager is configured to cause the actuator to locomote the aircraft based on the actuation command.
• a system including: an aircraft including: a communication system configured to transmit and receive a plurality of CPDLC messages; wherein the communication system is configured to execute a CPDLC application; a memory maintaining program instructions; and one or more processors configured to execute the program instructions causing the one or more processors to execute: a datalink message transformer apparatus; wherein the datalink message transformer apparatus includes a message queue, a message sequence look-up table, a sequence identifier, an identified sequence, and an action generator; wherein the datalink message transformer apparatus is configured to receive the plurality of CPDLC messages from the CPDLC application and store the plurality of CPDLC messages in the message queue; wherein the sequence identifier is configured to look-up the plurality of CPDLC messages which are stored in the message queue in the message sequence look-up table to identify the identified sequence; wherein the action generator is configured to generate at least one of a graphical information, an application information, or an actuation command from the identified sequence; and an air traffic service
• any reference to “one embodiment” or “some embodiments” means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment disclosed herein.
• the appearances of the phrase “in some embodiments” in various places in the specification are not necessarily all referring to the same embodiment, and embodiments may include one or more of the features expressly described or inherently present herein, or any combination or sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant disclosure.
• Patent Number US9202380B1 titled “System and method for electronically recording a taxi clearance on an aircraft display unit”; U.S. Patent Publication Number US20160379499A1 , titled “Aircraft systems and methods to improve airport traffic management”; U.S. Patent Publication Number US20180061243A1 , titled “System and methods for automated airport air traffic control services”; U.S. Patent Publication Number US20120253649A1 , titled “Systems and methods for presenting taxi instructions and reducing runway incursions”; U.S. Patent Number US10297159B2 , titled “Systems and methods for graphical visualization of communication transmissions received onboard an aircraft”; U.S.
• Patent Number US8965671B2 titled “Aircraft taxiing system”
• U.S. Patent Number US11688291B2 titled “Cockpit display systems and methods for displaying taxiing route on airport moving map”
• U.S. Patent Number US9666081B2 titled “Method and electronic device for managing, in the form of sequences, messages exchanged between an aircraft and a ground station, related computer program product”; are each incorporated herein by reference in the entirety.
• the air traffic service unit 104 may include one or more processors, memory configured to store one or more programs instructions and/or one or more databases, and/or one or more communication interfaces.
• Controller-Pilot Data Link Communication may refer a two-way datalink communication between the aircraft 102 and the air traffic service unit 104.
• the aircraft 102 and the air traffic service unit 104 may communicate CPDLC messages 105 via the data link 103.
• the communication system 112 may be configured to transmit and receive the CPDLC messages 105.
• the communication system 112 may be configured to transmit and receive the CPDLC messages 105 with the air traffic service unit 104.
• the CPDLC messages 105 may include digital information.
• the data link 103 may provide a means by which to transmit and receive digital information.
• the CPDLC messages 105 may include Downlink Messages (DM) and Uplink Message (UM).
• the air traffic service unit 104 may uplink the uplink messages via the data link 103 to the aircraft 102.
• the aircraft 102 may downlink the downlink messages via the data link 103 to the air traffic service unit 104.
• the CPDLC messages 105 may include one or more clearances from the air traffic service unit 104 to proceed from/to a gate/stand to/from the runway or between any two points on the airport surface.
• the CPDLC messages 105 may provide clearance for the aircraft 102 from pushback to takeoff and/or from landing to arrival.
• the CPDLC messages 105 may include instructions to take the aircraft 102 from a gate to a taxiway and/or from the taxiway to the gate.
• the CPDLC messages 105 may follow a standard format and/or may be free text.
• the downlink messages from the aircraft 102 to the air traffic service unit 104 may follow the standard format and/or may be free text.
• the uplink messages from the air traffic service unit 104 to the aircraft 102 may follow the standard format.
• the standard format may include, but is not limited to, Controller Pilot Data Link Communication (CPDLC) Uplink and Downlink Tables.
• the CPDLC messages 105 may include CPDLC departure clearance messages (CPDLC DCL messages), Data Link Taxi messages (D-Taxi messages), and the like.
• the CPDLC messages 105 may include one or more clearances to proceed from/to a gate, stand to/from the runway, or proceed between any two points on the airport surface.
• the CPDLC messages 105 may include requesting and delivering initial and revised departure clearances.
• the CPDLC messages 105 may include departure procedure, flight plan route, initial and requested altitude, beacon code, departure frequency, and other non-route information.
• the communication system 112 may be configured to execute a CPDLC application 114.
• the CPDLC application 114 may receive one or more of the CPDLC messages 105.
• the CPDLC application 114 may receive the CPDLC messages 105 as one or more packets.
• the packets may be encoded according to one or more protocols.
• the CPDLC application 114 may decode the CPDLC messages 105 from the packets.
• the CPDLC application 114 may exchange the CPDLC messages 105 with the air traffic service unit 104 using the air-ground communication services (VHF/HF/SATCOM) in Abstract Syntax Notation (ASN.1) format.
• the CPDLC application 114 may be configured to decode the CPDLC messages 105 from the ASN.1 format.
• the CPDLC application 114 may receive and send the CPDLC messages 105 with the air traffic service unit 104 over text.
• ATS Baseline 2 Air Traffic Services
• the CPDLC messages 105 may have a standard syntax (ASN.1) and have specified information (pushback, from / to points on airport surface, clearances, and the like).
• the CPDLC messages 105 may include Baseline 2 ATS data communication standards-based Departure Clearance (DCL) and/or Datalink Taxi (D-TAXI) messages.
• DCL Departure Clearance
• D-TAXI Datalink Taxi
• the memory 110 may include an AMM database 134, a checklist database 136, a message queue 202 and the like.
• the AMM database 134 may also be referred to as an airport surface database(s).
• the AMM database 134 may include airport surface data, which includes information of an airport surface.
• the AMM database 134 may include the Airport Surface Database (ASDB) and/or the Airport Surface Routing Network (ASRN).
• ASDB Airport Surface Database
• ASRN Airport Surface Routing Network
• the ASRN may be a data set containing "nodes” identifying the location and various other characteristics of navigable airport surface features (such as taxiway-taxiway intersections, runway-taxiway intersections, parking stands, etc.) and "edges" providing information how nodes are interconnected from a navigation standpoint. This information may be used to construct possible paths or routes from one location to another at a given airport.
• the AMM database 134 may include information about an airport movement surface (e.g., an exclusion zone around departure runways), information about a flight plan of the aircraft 102 (e.g., taxi route, flight plan progress, or the like), or the like.
• the AMM database 134 may contain records which provide runway data.
• the AMM database 134 may contain navigation reference data representative of information associated with, but not limited to, airport and airport surfaces including runways and taxiways.
• the AMM database 134 may be used to store airport data that may be comprised of, in part, airport surfaces and airport visual aids.
• Airport surfaces include, but are not limited to, locations and information delineating or defining locations of runways, taxiways, and apron areas, fixed based operators ("FBOs"), terminals, and other airport facilities.
• Airport visual aids include, but are not limited to, airport pavement markings, runway markings, taxiway markings, holding position markings, airport signs, mandatory instruction signs, location signs, direction signs, destination signs, information signs, and runway distance remaining signs.
• the AMM database 134 may include an aerodrome mapping database ("AMDB") as described in the following document published by RTCA, Incorporated: RTCA DO-272A entitled “User Requirements for Aerodrome Mapping Information.” RTCA DO-272A provides for aerodrome surface mapping requirements for aeronautical uses particularly on-board aircraft.
• the checklist database 136 may include required taxi phase checklist and other required pre taxi operations.
• the processors 108 may be configured to execute a datalink message transformer apparatus 116, an airport moving map overlay 118, an application interface 120, an actuation manager 122, and the like.
• the CPDLC application 114 may send the CPDLC messages 105 to the datalink message transformer apparatus 116.
• the datalink message transformer apparatus 116 may receive the CPDLC messages 105 from the CPDLC application 114.
• the datalink message transformer apparatus 116 and the CPDLC application 114 may communicate using one or more inter process communications.
• the datalink message transformer apparatus 116 and the CPDLC application 114 may communicate using message queues, pipes, shared memory, and the like.
• the datalink message transformer apparatus 116 and the CPDLC application 114 may communicate using applicable industry standards, such as, but not limited to, ARINC A664 (AFDX part 7), ARINC 429, RS232, RS422, and the like.
• the CPDLC application 114 may transfer the CPDLC messages 105 using one or more inter-process communication methods (e.g. Shared Memory Object (SMO)) or other appropriate inter-process communication method that can non-intrusively transfer the CPDLC messages 105 from CPDLC application 114 to the datalink message transformer apparatus 116 without affecting the integrity of the CPDLC application 114.
• inter-process communication methods e.g. Shared Memory Object (SMO)
• SMO Shared Memory Object
• the processors 108 may be configured to execute the datalink message transformer apparatus 116.
• the datalink message transformer apparatus 116 may convert the CPDLC messages 105 to one or more forms for intuitive human/machine consumption.
• the datalink message transformer apparatus 116 may convert the CPDLC messages 105 into graphical information 124, application information 126, and/or actuation commands 128.
• the datalink message transformer apparatus 116 may convert CPDLC ATN B2 DCL and D-Taxi messages into graphical information 124, application information 126, and/or actuation commands 128.
• the datalink message transformer apparatus 116 may convert the CPDLC messages 105 by extracting data from the CPDLC messages 105, as will be described further herein.
• the graphical information 124, the application information 126, and/or the actuation commands 128 may be transmitted over a defined software protocol (e.g. TCP) to the airport moving map overlay 118, the application interface 120, and actuation manager 122, respectively.
• a defined software protocol e.g. TCP
• the aircraft 102 may include the flight displays 106.
• the aircraft 102 may include any number of the flight displays 106, such as, but not limited to, one, two, three, or more flight displays.
• the flight displays 106 may include, but are not limited to, one or more head-down displays (HDDs), one or more head-up displays (HUDs), one or more multi-function displays (MFDs), or the like.
• the flight displays 106 may be implemented using any of a variety of display technologies, including CRT, LCD, organic LED, dot matrix display, and others.
• the flight displays 106 may be navigation (NAV) displays, primary flight displays, synthetic vision system displays, head up displays (HUDs) with or without a projector, and the like.
• the flight displays 106 may be used to provide information to the flight crew, thereby increasing visual range and enhancing decision-making abilities.
• One or more of the flight displays 106 may be configured to function as, for example, a primary flight display (PFD) used to display altitude, airspeed, vertical speed, and navigation and traffic collision avoidance system (TCAS) advisories.
• PFD primary flight display
• TCAS navigation and traffic collision avoidance system
• One or more of the flight displays 106 may also be configured to function as, for example, a multi-function display used to display navigation maps, weather radar, electronic charts, TCAS traffic, aircraft maintenance data and electronic checklists, manuals, and procedures.
• One or more of the flight displays 106 may also be configured to function as, for example, an engine indicating and crew-alerting system (EICAS) display used to display critical engine and system status data.
• EICAS engine indicating and crew-alerting system
• the flight displays 106 may be configured to provide a rendered display from the systems and methods of the present disclosure.
• the flight displays 106 may include an electronic display or a synthetic vision system (SVS).
• the flight displays 106 may include a display configured to display a two-dimensional (2-D) image, a three-dimensional (3-D) perspective image of terrain and/or weather information, or a four-dimensional (4-D) display of weather information or forecast information.
• Other views of terrain and/or weather information may also be provided (e.g., plan view, horizontal view, vertical view).
• the views may include monochrome or color graphical representations of the terrain and/or weather information.
• Graphical representations of weather or terrain may include an indication of altitude of the weather or terrain or the altitude relative to an aircraft.
• the flight displays 106 may display an airport moving map.
• the flight displays 106 may be configured to display three-dimensional images (e.g., as part of a Synthetic Vision System, or SVS) and/or two-dimensional images (e.g., a top-down airport moving map, or AMM).
• SVS Synthetic Vision System
• AMM top-down airport moving map
• the flight displays 106 may receive the graphical information 124 from the processors 108.
• the flight displays 106 may overlay the graphical information 124 on an Airport Moving Map (AMM).
• the graphical information 124 may visually indicate the instructions on the Airport moving map (AMM).
• the graphical information 124 may visually indicate a demarcation of where and when to stop the aircraft 102.
• the graphical information 124 may enable integrating Baseline 2 ATS data communication standards with Airport Moving Maps (AMM).
• the graphical information 124 may include visual cues that may be language independent.
• the graphical information 124 may include a virtual "follow me” vehicle. During surface movements, current aircraft position and virtual follow me vehicle (visual cue) may be displayed on the AMM. The aircraft 102 may be navigated by following the virtual "follow me” vehicle. Although the graphical information 124 is described as including the virtual "follow me” vehicle, this is not intended as a limitation of the present disclosure.
• the graphical information may include a visual Taxi plan on the Airport Moving Map.
• the visual taxi plan may include a visual path and instructions to stop and proceed on the Airport moving map based on Taxi phase (push back, Taxiing, clear to enter runway, and the like).
• the application information 126 may include computed vectors, curves, and time constraint (Time preposition).
• the application interface 120 may interface the application information 126 to one or more third-party applications hosted by the electronic flight bags 130 through a secured gateway connection.
• the third-party applications may include a web browser application, such as, but not limited to, Airport Traffic Software as a Service.
• the datalink message transformer apparatus 116 may include the identified sequences 208.
• the datalink message transformer apparatus 116 may include any number of the identified sequence 208-1 to 208-n, where n is an integer. The number n of the identified sequences 208 may depend on a storage capacity of the memory 110.
• the identified sequences 208 may include parameters such as, but not limited to, start-of-message (SOM), headers, pushback directions, from location, to location, clearance type, end-of-message (EOM), aircraft Id, departure location, runway number, runway location, taxi time, taxi routes, holding points, intersection clearances, apron, ramp to perform the aircraft surface operations (e.g., Pushback/Taxi), and the like.
• the datalink message transformer apparatus 116 may include the action generator 210.
• the action generator 210 may generate the graphical information 124, the application information 126, and/or the actuation commands 128 from the identified sequences 208.
• the action generator 210 may extract surface operations (e.g. Pushback, Taxiway points (from and to locations), from location and to location named identifiers). Based on surface operation and using from and to location, the action generator 210 may compute intermediate Taxi points (between from and to locations) using airport routing tables to connect from and to location in the identified sequences 208.
• the action generator 210 may sort these parameters (from location, intermediate location, to location) to create a route path in terms of vectors and curves to connect from and to location with specified details like latitude, longitude, distance, Time preposition and arc radius. For example, the action generator 210 may extract Taxi point A (from location) and Taxi point B (to location) from the identified sequences 208.
• the datalink message transformer apparatus 116 may provide feedback to the CPDLC application 114.
• the feedback may include a will-comply message (WILCO).
• WILCO will-comply message
• the actuation manager 122 may determine that the identified sequences 208 should end with the will-comply message and cause the CPDLC application 114 to generate the will-comply message and transmit the will-comply message from the communication system 112 to the air traffic service unit 104. Generating the will-comply message may enable auto-reply for Single Pilot Operation (SPO).
• SPO Single Pilot Operation
• the actuation manager 122 may use the checklist database 136 when causing the actuators 132 to actuate the aircraft 102.
• the action generator 210 may determine a "from location” 302 and a "to location” 304.
• the action generator 210 may determine the "from location” 302 and the “to location” 304 from the identified sequences 208.
• the "from location” 302 and the “to location” 304 may include a gate and a taxiway, respectively, where the identified sequence is a pushback request and response sequence.
• the action generator 210 may determine vertices 306 and vectors 308.
• the vertices 306 and the vectors 308 may define a path between the "from location” 302 and the "to location” 304.
• the action generator 210 may determine the vertices 306 and the vectors 308 using an internal airport routing mapping table.
• the "from location” 302, "to location” 304, vertices 306, and vectors 308 may include latitudes, longitudes, distance, Time constraint (Time pre-position), and the like.
• the vectors 308 may connect in segments between the vertices 306.
• the vectors 308 may include straight vectors and/or curved vectors (e.g., arcs).
• the action generator 210 may determine any number of the vertices 306-1 through 306-n, where n is an integer. Similarly, the action generator 210 may determine any number of the vectors 308-1 through 308-n, where n is an integer.
• the graphical information 124, the application information 126, and/or the actuation commands 128 may include the "from location” 302, "to location” 304, vertices 306, and vectors 308.
• the airport moving map overlay 118 may receive the "from location” 302, "to location” 304, vertices 306, and vectors 308 from the datalink message transformer apparatus 116 as the graphical information 124.
• the airport moving map overlay 118 may use the "from location” 302, "to location” 304, vertices 306, and vectors 308 to output to the flight displays 106 a view of an AMM 310.
• the AMM 310 may depict a location of the aircraft 102 on an airport surface with the graphical information 124 overlaid on the AMM.
• the AMM 310 may display the "from location” 302, "to location” 304, vertices 306, and vectors 308.
• the AMM 310 may include an own-ship position of the aircraft 102, based on the "from location” 302.
• the AMM 310 may also include one or more future own-ship positions of the aircraft 102 based on the vertices 306.
• the airport moving map overlay 118 may convert co-ordinates of the "from location" 302, "to location” 304, vertices 306, and vectors 308 into graphical co-ordinates (screen coordinates) for display on the flight displays 106.
• FIG. 3C depicts an example of the AMM 310 depicting a pushback route starting at the "from location" 302 being overlaid with the gate and ending at the "to location” 304 being overlaid at a taxi-way.
• the airport moving map overlay 118 may generate the pushback route by connecting these graphical co-ordinates (screen coordinates) in line or curve format.
• the AMM 310 may indicate for the aircraft 102 to pushback from the gate, make a turn, and get onto the taxiway.
• the AMM 310 illustrates the push back operation to be executed by the aircraft 102.
• the push back operation may include pushing back the aircraft 102 from the gate to the taxiway.
• FIG. 4 depicts the actuation manager 122, in accordance with one or more embodiments of the present disclosure.
• the actuation manager 122 may receive the actuation commands 128.
• the actuation manager 122 may receive the actuation commands 128 from the datalink message transformer apparatus 116.
• the actuation manager 122 may extract 402 a distance, heading, speed, path, position, speed limit, and the like from the actuation commands 128.
• the distance, heading, speed, path, position, speed limit, and the like may be provided to a brakes and tiller management system 404.
• the position may include a current aircraft position determined from ADS-B or the like.
• the speed limit may include a max taxi phase speed limit.
• the brakes and tiller management system 404 may control a tiller position and/or a brake position based on the distance, heading, speed, path, position, speed limit, and the like.
• the actuation manager 122 may also handle the checklist database 136.
• the checklist database 136 may include a checklist including, but not limited to, doors closed, a parking brake state, an auxiliary power unit (APU) power on, a ground frequency tuned, a latched to taxi-bot, and an engine off.
• the actuation manager 122 may include one or more logic gates 406 to handle the checklist database 136.
• the logic gates 406 may include AND gates.
• the actuation manager 122 may not control the tiller position and/or the brake position until each of the requirements in the checklist database 136 is satisfied. For example, once the actuation manager 122 receives the actuation commands 128, then the actuation manager 122 may check whether the requirements in the checklist database 136 are completed.
• the actuation manager 122 may compute the tiller position and/or brake position.
• the actuation manager 122 may also command the tiller to the tiller position and/or the brakes to the brake position.
• the aircraft 102 may then push back according to the actuation commands 128.
• the tiller position may be computed based on the wheel base of the aircraft 102 divided by the turning radius of the aircraft 102.
• the datalink message transformer apparatus 116 may enable efficient ground movement especially abridging the Human-Machine-Human transactions.
• the datalink message transformer apparatus 116 may enable expedited movement of the aircraft 102 on the ground when taxiing.
• the datalink message transformer apparatus 116 may reduce Pilot deviations and avoids runway incursions.
• the datalink message transformer apparatus 116 may reduce Pilot workload due to visual guidance on Cockpit displays, Handheld devices, or takeover by Taxi-bots.
• the datalink message transformer apparatus 116 may be a precursor for Datalink user interface for Single pilot operations on ground.
• Overlaying the graphical information 124 on the airport moving map may provide visual cues to guide the pilot on ground.
• the graphical information 124 may provide the visual cues to guide the Pilot to runway for takeoff or from runway to gates after landing.
• the Pilot may refer to AMM 310 to get current location and navigate along the graphical information 124.
• the graphical information 124 may provide Human-Machine Interface cues for the Pilot to further operate the aircraft 102.
• the visual cues may be provided to Pilot to navigate on Taxi way during the departure and arrival which reduces Pilot workload.
• the visual cues may create more situational awareness in a deterministic manner for Pilots to perform taxi procedures.
• the processors 108 and memory 110 may be housed within a Common Computing Module (CCM) card.
• the datalink message transformer apparatus 116 may be executed by the Common Computing Module (CCM) card.
• the datalink message transformer apparatus 116 and/or the CPDLC application 114 may run on distributed computing platforms and/or the same computing platforms.
• the datalink message transformer apparatus 116 may be a standalone software application and/or a software-as-a-service (SaaS).
• SaaS software-as-a-service
• the datalink message transformer apparatus 116 may be provided as a SaaS on cockpit browser window.
• the methods, operations, and/or functionality disclosed may be implemented as sets of instructions or software readable by a device. Further, it is understood that the specific order or hierarchy of steps in the methods, operations, and/or functionality disclosed are examples of exemplary approaches. Based upon design preferences, it is understood that the specific order or hierarchy of steps in the methods, operations, and/or functionality can be rearranged while remaining within the scope of the inventive concepts disclosed herein.
• the accompanying claims may present elements of the various steps in a sample order, and are not necessarily meant to be limited to the specific order or hierarchy presented. It is to be understood that embodiments of the methods according to the inventive concepts disclosed herein may include one or more of the steps described herein.
• steps may be carried out in any desired order and two or more of the steps may be carried out simultaneously with one another.
• Two or more of the steps disclosed herein may be combined in a single step, and in some embodiments, one or more of the steps may be carried out as two or more sub-steps. Further, other steps or sub-steps may be carried in addition to, or as substitutes to one or more of the steps disclosed herein.
• a processor may include any processing unit known in the art.
• the processor may include a multi-core processor, a single-core processor, a reconfigurable logic device (e.g., FPGAs), a digital signal processor (DSP), a special purpose logic device (e.g., ASICs), or other integrated formats.
• a reconfigurable logic device e.g., FPGAs
• DSP digital signal processor
• ASICs special purpose logic device
• the processor(s) may include any microprocessor-type device configured to execute software algorithms and/or instructions.
• processor may be broadly defined to encompass any device having one or more processing elements, which execute program instructions from memory, from firmware, or by hardware implemented functions. It should be recognized that the steps described throughout the present disclosure may be carried out by the processors.
• a memory may include any storage medium known in the art.
• the storage medium may include a non-transitory memory medium.
• the non-transitory memory medium may include, but is not limited to, a read-only memory (ROM), a random-access memory (RAM), a magnetic or optical memory device (e.g., disk), a solid-state drive and the like.
• memory may be housed in a common controller housing with the one or more processor(s).
• the memory and the processor may be housed in a processing unit, a desktop computer, or the like.
• the memory may be located remotely with respect to the physical location of the processor.
• the memory maintains program instructions for causing the processor(s) to carry out the various steps described through the present disclosure.

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Citations (13)

• 2025
  • 2025-02-07 EP EP25156697.2A patent/EP4600936A1/fr active Pending

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