CA2298793A1 - Surveillance device for use in aircraft interiors, in particular in passenger aircraft - Google Patents
Surveillance device for use in aircraft interiors, in particular in passenger aircraft Download PDFInfo
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- CA2298793A1 CA2298793A1 CA002298793A CA2298793A CA2298793A1 CA 2298793 A1 CA2298793 A1 CA 2298793A1 CA 002298793 A CA002298793 A CA 002298793A CA 2298793 A CA2298793 A CA 2298793A CA 2298793 A1 CA2298793 A1 CA 2298793A1
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- 238000004891 communication Methods 0.000 claims abstract description 90
- 238000012545 processing Methods 0.000 claims abstract description 3
- 238000000034 method Methods 0.000 claims description 6
- 230000001960 triggered effect Effects 0.000 claims description 6
- 238000007906 compression Methods 0.000 claims description 3
- 230000006835 compression Effects 0.000 claims description 3
- 238000013144 data compression Methods 0.000 claims description 3
- 230000000694 effects Effects 0.000 claims description 3
- 230000035939 shock Effects 0.000 claims description 3
- 230000000977 initiatory effect Effects 0.000 claims description 2
- 230000008054 signal transmission Effects 0.000 claims description 2
- 230000005540 biological transmission Effects 0.000 description 5
- 230000006870 function Effects 0.000 description 5
- 238000011161 development Methods 0.000 description 3
- 239000000835 fiber Substances 0.000 description 3
- 231100001261 hazardous Toxicity 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 238000012549 training Methods 0.000 description 1
- 230000001755 vocal effect Effects 0.000 description 1
Classifications
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- A—HUMAN NECESSITIES
- A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
- A61B—DIAGNOSIS; SURGERY; IDENTIFICATION
- A61B5/00—Measuring for diagnostic purposes; Identification of persons
- A61B5/0002—Remote monitoring of patients using telemetry, e.g. transmission of vital signals via a communication network
- A61B5/0004—Remote monitoring of patients using telemetry, e.g. transmission of vital signals via a communication network characterised by the type of physiological signal transmitted
- A61B5/0013—Medical image data
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
- B64D11/0015—Arrangements for entertainment or communications, e.g. radio, television
- B64D11/00155—Individual entertainment or communication system remote controls therefor, located in or connected to seat components, e.g. to seat back or arm rest
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
- B64D45/0015—Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems
- B64D45/0051—Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems by monitoring passengers or crew on aircraft
- B64D45/0053—Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems by monitoring passengers or crew on aircraft using visual equipment, e.g. cameras
-
- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B13/00—Burglar, theft or intruder alarms
- G08B13/18—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength
- G08B13/189—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems
- G08B13/194—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems
- G08B13/196—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems using television cameras
- G08B13/19639—Details of the system layout
- G08B13/19645—Multiple cameras, each having view on one of a plurality of scenes, e.g. multiple cameras for multi-room surveillance or for tracking an object by view hand-over
-
- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B13/00—Burglar, theft or intruder alarms
- G08B13/18—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength
- G08B13/189—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems
- G08B13/194—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems
- G08B13/196—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems using television cameras
- G08B13/19639—Details of the system layout
- G08B13/19647—Systems specially adapted for intrusion detection in or around a vehicle
- G08B13/1965—Systems specially adapted for intrusion detection in or around a vehicle the vehicle being an aircraft
-
- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B13/00—Burglar, theft or intruder alarms
- G08B13/18—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength
- G08B13/189—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems
- G08B13/194—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems
- G08B13/196—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems using television cameras
- G08B13/19654—Details concerning communication with a camera
- G08B13/1966—Wireless systems, other than telephone systems, used to communicate with a camera
-
- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B13/00—Burglar, theft or intruder alarms
- G08B13/18—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength
- G08B13/189—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems
- G08B13/194—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems
- G08B13/196—Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems using television cameras
- G08B13/19665—Details related to the storage of video surveillance data
- G08B13/19669—Event triggers storage or change of storage policy
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- G—PHYSICS
- G16—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS
- G16H—HEALTHCARE INFORMATICS, i.e. INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR THE HANDLING OR PROCESSING OF MEDICAL OR HEALTHCARE DATA
- G16H40/00—ICT specially adapted for the management or administration of healthcare resources or facilities; ICT specially adapted for the management or operation of medical equipment or devices
- G16H40/60—ICT specially adapted for the management or administration of healthcare resources or facilities; ICT specially adapted for the management or operation of medical equipment or devices for the operation of medical equipment or devices
- G16H40/67—ICT specially adapted for the management or administration of healthcare resources or facilities; ICT specially adapted for the management or operation of medical equipment or devices for the operation of medical equipment or devices for remote operation
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04N—PICTORIAL COMMUNICATION, e.g. TELEVISION
- H04N7/00—Television systems
- H04N7/18—Closed-circuit television [CCTV] systems, i.e. systems in which the video signal is not broadcast
- H04N7/181—Closed-circuit television [CCTV] systems, i.e. systems in which the video signal is not broadcast for receiving images from a plurality of remote sources
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
- B64D45/0015—Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems
- B64D45/0059—Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems by communicating emergency situations to ground control or between crew members
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- Engineering & Computer Science (AREA)
- Health & Medical Sciences (AREA)
- Physics & Mathematics (AREA)
- Life Sciences & Earth Sciences (AREA)
- Aviation & Aerospace Engineering (AREA)
- Biomedical Technology (AREA)
- General Physics & Mathematics (AREA)
- Public Health (AREA)
- General Health & Medical Sciences (AREA)
- Medical Informatics (AREA)
- Computer Networks & Wireless Communication (AREA)
- Molecular Biology (AREA)
- Pathology (AREA)
- Biophysics (AREA)
- Heart & Thoracic Surgery (AREA)
- Physiology (AREA)
- Radiology & Medical Imaging (AREA)
- Surgery (AREA)
- Animal Behavior & Ethology (AREA)
- Nuclear Medicine, Radiotherapy & Molecular Imaging (AREA)
- Multimedia (AREA)
- Veterinary Medicine (AREA)
- Signal Processing (AREA)
- Business, Economics & Management (AREA)
- General Business, Economics & Management (AREA)
- Epidemiology (AREA)
- Primary Health Care (AREA)
- Alarm Systems (AREA)
- Closed-Circuit Television Systems (AREA)
- Control Of Turbines (AREA)
- Retarders (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Burglar Alarm Systems (AREA)
- Lubricants (AREA)
- Polyesters Or Polycarbonates (AREA)
Abstract
The invention relates to a surveillance device for use in aircraft interiors, especially in passenger aeroplanes. The aim of the invention is to increase the security on board aircraft, especially on board passenger aeroplanes in the event of unexpected incidents such as accidents or hijackings. To this end, the inventive surveillance device has image acquisition devices (K1 - K6) which is installed on board the aircraft, an on-board communications unit (1) with inputs for the image acquisition devices and a memory unit (3) for preferably compressed storage of the image data supplied by the image acquisition devices, a steady-state communications unit (6) which exchanges data with the on-board communications unit (1), image data processing and image reproduction devices (10, 11, 12, 13) being connected to said steady-state communications unit (6), and transmitting and receiving devices for transmitting at least the image data from the on-board communications unit (1) to the steady-state communications unit (6) and control data from the steady-state (6) to the on-board communications unit (1).
Description
Surveillance Device for Use in Aircraft Interiors, in particular in Passenger Aircraft The present device relates to a surveillance system for use in aircraft interiors, in particular in the interiors of passenger aircraft. Unexpected incidents on board aircraft always result in sensational headlines. Such incidents include disruptions of flight operations as a result of human error or technical failure and even aircraft crashes, and they can also include such incidents as aircraft hijackings or other crisis situations in the passenger area or in the cockpit itself.
In the event of such incidents, it is always a problem that information about the on-board incident is ultimately transmitted to ground personnel in the form of a verbal report, mostly by the pilot or copilot, and then assessed in the light of decisions that have to be made on the spot. The black boxes that are mandatory for all aircraft used in civil aviation today, in which technical flight data as well as conversations between the cockpit and the nearest airport control tower are recorded, can provide only limited information about many on-board incidents or, if they are so used, provide only incomplete information.
For this reason, it is the objective of the present invention to enhance security in aircraft, in particular in passenger aircraft, in the event of an unexpected incident.
To this end, what is proposed is a surveillance system for use in aircraft interiors, especially in the interiors of passenger aircraft, which comprises the following:
- image-acquisition devices that are installed on board the aircraft;
- an on-board communications unit with inputs for the image acquisition devices, as well as a memory for storing image data supplied from the image acquisition devices, preferably in compressed form;
- a steady-state communications unit that exchanges data with the on-board communications unit and with image data processing and image reproduction devices that are connected to said steady-state communications unit;
- transmitting and receiving devices that are used to transmit at least the image data from the on-board communications unit to the steady-state communications unit, and control data from the steady-state communications unit to the on-board communications unit.
Using a surveillance system that is configured in this way, it is possible to have images acquired prior to and during the incident evaluated by experts on the ground in the event that there is a an unexpected incident in an aircraft. Passenger safety is increased and, in addition, a contribution is made to the fact that in the event of a serious event, which could even be catastrophic, it is possible to provide better answers to questions related to either human error or technical failure. In principle, the surveillance system is suitable for every type of aircraft since communication links between aircraft and the ground facilities are to a large extent standardized in international air traffic. The surveillance system becomes particularly important in the event of an aircraft hijacking. In this case, decisions with respect to counter measures can be made by experts on the ground, using the image data that has been evaluated and, should it be necessary, the appropriate preparations can be made before the aircraft lands.
A preferred development of the surveillance system proposes that the steady-state communications unit incorporate means to generate control data for operating the on-board communications unit. In this way, the communications unit on board the aircraft can be activated from the tower of the closest airport in order to call up the desired image data from the aircraft. These data can then be evaluated by personnel on the ground. In the same way, the communications unit on board the aircraft can be instructed by way of control data to transmit specific image data, for example, data from a specific camera. In addition, individual functions of the on-board camera, for example, the zoom or the pan function, can be triggered using such control data.
It is preferred that a personal computer with a monitor be connected to the steady-state communications unit in order to control the on-board communications unit and to process and transmit image data.
A further development of the present invention proposes that the existing on-board antenna be used as the aircraft's transmitting and receiving device. In contrast to this, the ground or satellite supported devices of ground stations throughout the world, i.e., mainly aircraft control towers, can serve as steady-state transmitting and receiving devices.
Should the image data and the control data for the on-board communications unit be transmitted with the flight data that is exchanged between the aircraft and the tower, it is first of all necessary to filter out these special data--as a rule, air traffice control information--from the general communications link. To this end, one configuration of the surveillance system proposes that the steady-state communications unit be provided with means to isolate image data and, if necessary, control data, from the general communications link between aircraft and airport tower.
In order to be able to access stored image data in the event of a serious accident or even a crash, it is also proposed that the memory unit be provided with data security that is independent of a power supply, such as a magnetic fixed disk or another non-volatile storage medium, and in that the on-board communications unit, including the memory unit, be located in a closed housing that is both watertight and shock resistant.
The present invention also proposes that within the interior of the aircraft there be at least one alarm button as well as a control for the on-board communications unit which, once the alarm button has been actuated, automatically transmits signals and preferably image data to the steady-state communications unit. Experience has shown that in the event of a serious incident, the crew does not have time to establish communications with the nearest ground station, so that the ground station can call up the necessary image information. Thus, it is a major advantage if actuation of an alarm button alone triggers an automatic sequence whereby the necessary signals, mainly image data, are transmitted automatically to the steady-state communications unit.
Aircraft hijackings are the most serious, critical situations that can occur on board a passenger aircraft. In the event of a hijacking, the hijackers first gain access to the cockpit of the aircraft, if necessary by using force. Security systems between the passenger cabin and the cockpit are for this reason largely ineffective since experience has shown that the crew are compelled to deactivate such systems when threatened by firearms. However, according to a further development, the present invention provides the possibility that within the passenger cabin there is at least one transmitter that is connected to the on-board communications unit and which sends a code, preferably a numerical code; in that the on-board communications unit is provided with a comparison operator to compare the code that has been input with an emergency code that is stored in memory; and in that the on-board communications unit is provided with a control that is triggered in the event that the input code that has been input and the emergency code in memory agree, this control then automatically initiating transmission of signals and preferably image data to the steady-state communications unit. Thus, the crew operates with two different codes, a normal code for all the usual situations in the course of which the secured cockpit must be entered, and an emergency code that is not known to a third party. When this is input, in addition to the opening function signals, image data are sent to the steady state communications unit in a manner that cannot be detected by the third party.
In order to make it possible for the cockpit crew to call up individual image data, it is proposed that a monitor be connected to the on-board communications unit to provide for the selective display of the image data supplied from the image acquisition devices. When this is done, the individual cameras can be selected singly and their image data displayed on the monitor. As an alternative, it is also possible to display the images from the individual cameras on the monitor installed in the cockpit in series, using sequential switching.
Additional advantages and details of the surveillance system are set out in the following description of one embodiment of the present invention that is shown in the drawing appended hereto. This drawing is a schematic representation of the surveillance system for the interior of passenger aircraft, which uses an on-board communications unit as well as a steady-state communications unit.
The upper part of the drawing shows the interior layout of a passenger aircraft, and shows the passenger cabin and the cockpit. Beneath the passenger cabin there is a cargo or baggage compartment. Image acquisition devices, preferably video cameras, are installed at various locations within the passenger aircraft.
The image acquisition devices K1, K2, K3, and K4, monitor the individual zones of the passenger cabin. In order to permit inconspicuous installation within the passenger cabin, video-camera with needle-eye lenses are used for the image acquisition devices K1, K2, K3, and K4.
Image acquisition device K5 covers the cockpit area, in particular the immediate activity areas for the pilot and co-pilot. An additional image acquisition device K6 is arranged within the carge and baggage compartment of the aircraft, and is used to monitor events that take place in this locality.
The image acquisition devices K1 to K6 are connected by fibre optic cables to the on-board communications unit 1. This is installed in a location within the aircraft that is inacces-sible to unauthorized personnel. In the same way, a plurality of alarm buttons T1 to T3 are connected by fibre optic cables to the on-board communications unit 1. Automatic procedures can be triggered within the communications unit 1 by actuating the alarm buttons T1 to T3.
A memory unit 3 for the image data supplied from the image acquisition devices K1 to K6 is a component of the communications unit 1 that is accommodated in a closed, watertight, and shock resistant housing 2. In order that the image data, and possibly additional data such as, for example, control data, are preserved in the event that the power supply is interrupted, the memory unit 3 is provided with data security that is independent of the power supply, for example, one or a plurality of magnetic hard disks.
The memory unit 3 has a capacity that is sufficient to store all the image data completely, even for the duration of a long flight such as an intercontinental flight. In order to save memory space, an image data compression method with a compression ratio that is greater than 1:100 is used.
The on-board communications unit 1 also includes a control unit in addition to the memory unit 3. As an example, this control unit can select individual units from the image _g_ acquisition devices K1 to K6, and can send image data to a monitor 4 that is arranged in the cockpit, where it can be seen by both the pilot and co-pilot, and can also control the individual image acquisition devices K1 to K6 with respect to function, for example, by way of a zoom or pan control for the particular video-camera. In particular, the functions of the on-board communications unit 1 can be controlled externally, as will be described in greater detail below.
The monitor 4 that is installed in the cockpit is connected to a control panel 5 that can be used to select the individual video cameras. As an alternative, the control panel 5 can select a circuit with which the communications unit 1 transmits image data from the individual video cameras in series, so that the cockpit crew can monitor the most important areas of the aircraft interior in sequence. The monitor 4 that is installed in the cockpit is provided with an automatic blackout circuit. In certain emergency situations, the monitor is automatically deactivated so that it does not fall into the hands of an aircraft hijacker, who could then use it as a surveillance device.
Image acquisition device K5, which is installed in the cockpit, has its lens directed so that it can record all the activities of the pilot and/or the copilot. In addition, the readings of all the instruments installed in front of the pilot are also recorded. In order to provide a sufficiently clear image of the scales of these instruments, image acquisition device K5 is a high-resolution video camera, the image signals from which are passed to the on-board communications unit 1 by fibre optic cable.
Image acquisition device K5 can be so controlled that the camera's field of view is aimed through the cockpit windshield and is set to infinity. This makes it possible to perform manoeuvres such as landings, which are amenable to remote control, using transmitted image data should the pilot and copilot be rendered incapable.
The on-board communications unit 1 exchanges data with the steady-state communications unit 6, which is ideally associated with the air traffic control centres of each major international airport, where it is installed.
The wireless signal link between the on-board communications unit 1 and the nearest steady-state communications unit 6 is effected by way of existing transmitting and receiving devices, both in the air and on the ground. These are the on-board antenna 7 of the aircraft or the ground antenna 9 of the nearest ground station 8, usually on an airport control tower, which is used for normal air-traffic information. In the event that the data and signals that are exchanged between communications units 1, 6 on the regular communications link are to be filtered out, appropriate software is installed in the communications units 1, 6.
Data exchanged between the on-board and the steady-state communications unit are processed within the steady-state communications unit 6 to the extent that the incoming data can be processed with a personal computer 10 to which a monitor 11, a modem 12, a fax machine 13, or some other peripheral device can be connected. In addition to the principle image, the video image on the monitor 11 also provides additional information such as the number K1 to K6 of the particular image acquisition device, an identification number for the aircraft, its flight coordinates in latitude and longitude, the speed of the aircraft, its course over the ground, as well as its altitude.
Because of the fact that the personal computer 10 is connected to the steady-state communications unit 6, it is possible to transmit all the image data to the memory unit 3 and, alternatively, to transmit the image data currently being supplied from the image acquisition devices K1 to K6 to the ground in real time, where it can be processed, displayed, and printed out with the aid of the personal computer 10. In addition, by controlling the on-board communications unit 1 by the steady-state communications unit 6 that is exchanging data and signals, control procedures within the on-board communications unit 1 can be initiated from the personal computer 10. For this reason, there is an exchange of data from the steady-state communications device to the on-board communications device. For example, all of the image data for one of the image acquisition devices K1 to K6 that have already been stored in memory can be called up in order that they can be stored in the personal computer 10 and then called up later. Because of image data compression, this is done at a very high transmission speed.
In addition, the current signals from any of the image acquisition devices K1 to K6 can be called up and displayed on the monitor 11. This also opens up the important possibility of being able to look into the aircraft from the nearest aircraft control tower, and do this in retroactively, as it were, on the basis of the image data and that has already been stored in the memory unit 3, or else do it in real time and thus on a current basis.
Of course, this possibility is not always used, but is resorted to only in the above-discussed hazardous situations. The transmission of image data to the airport control tower can, under some circumstances, take place automatically, when triggered by a specific technical event, for example, particularly powerful vibration of the aircraft or in the event of a serious loss of pressure in the passenger cabin. The transmission of image data can also be triggered by the aircraft crew using the alarm buttons T1 to T3.
The nature and the scope of automatically transmitted data depends on the nature of the event that gives rise to such transmission. In extreme cases, i.e., in the event that the aircraft is about to crash, the on-board communications unit 1 transmits as much image data as possible to the steady-state communications unit 6, and does this in the shortest possible time. When this occurs, the extensive compression of already acquired image data in the memory unit 3 becomes particularly important in order to achieve the shortest possible transmission times from the on-board communications unit to the steady-state communications unit. The surveillance system can also be used as a medical data device for transmitting medical data from the aircraft to the ground. In cases of a medical emergency on board, a mobile image acquisition device K7 can be used at the site of the incident together with a similarly mobile monitor. Using the data exchange between the on-board communications unit 1 and the steady-state communications unit 6 it is thus possible to conduct a video conference with the ground station so that an emergency physician in the ground station can be kept up-to-date visually with respect to the situation in the aircraft and then provide medical assistance.
In addition, it is also possible to use the surveillance system in training aircraft. When this is done, the camera K5 that monitors the cockpit area is used to transmit image data to the ground station in real time; there, the flying instructor can observe this image data and provide instructions or directions to the trainee pilot in the cockpit.
Key to Reference Numbers 1 on-board communications unit 2 housing 3 memory unit 4 monitor control panel 6 steady-state communications unit 7 aircraft 8 ground station (airport control tower) 9 ground antenna personal-computer 11 monitor 12 modem 13 fax machine K1-K6 video-camera us (image acquisition devices) its T1-T3 alarm buttons
In the event of such incidents, it is always a problem that information about the on-board incident is ultimately transmitted to ground personnel in the form of a verbal report, mostly by the pilot or copilot, and then assessed in the light of decisions that have to be made on the spot. The black boxes that are mandatory for all aircraft used in civil aviation today, in which technical flight data as well as conversations between the cockpit and the nearest airport control tower are recorded, can provide only limited information about many on-board incidents or, if they are so used, provide only incomplete information.
For this reason, it is the objective of the present invention to enhance security in aircraft, in particular in passenger aircraft, in the event of an unexpected incident.
To this end, what is proposed is a surveillance system for use in aircraft interiors, especially in the interiors of passenger aircraft, which comprises the following:
- image-acquisition devices that are installed on board the aircraft;
- an on-board communications unit with inputs for the image acquisition devices, as well as a memory for storing image data supplied from the image acquisition devices, preferably in compressed form;
- a steady-state communications unit that exchanges data with the on-board communications unit and with image data processing and image reproduction devices that are connected to said steady-state communications unit;
- transmitting and receiving devices that are used to transmit at least the image data from the on-board communications unit to the steady-state communications unit, and control data from the steady-state communications unit to the on-board communications unit.
Using a surveillance system that is configured in this way, it is possible to have images acquired prior to and during the incident evaluated by experts on the ground in the event that there is a an unexpected incident in an aircraft. Passenger safety is increased and, in addition, a contribution is made to the fact that in the event of a serious event, which could even be catastrophic, it is possible to provide better answers to questions related to either human error or technical failure. In principle, the surveillance system is suitable for every type of aircraft since communication links between aircraft and the ground facilities are to a large extent standardized in international air traffic. The surveillance system becomes particularly important in the event of an aircraft hijacking. In this case, decisions with respect to counter measures can be made by experts on the ground, using the image data that has been evaluated and, should it be necessary, the appropriate preparations can be made before the aircraft lands.
A preferred development of the surveillance system proposes that the steady-state communications unit incorporate means to generate control data for operating the on-board communications unit. In this way, the communications unit on board the aircraft can be activated from the tower of the closest airport in order to call up the desired image data from the aircraft. These data can then be evaluated by personnel on the ground. In the same way, the communications unit on board the aircraft can be instructed by way of control data to transmit specific image data, for example, data from a specific camera. In addition, individual functions of the on-board camera, for example, the zoom or the pan function, can be triggered using such control data.
It is preferred that a personal computer with a monitor be connected to the steady-state communications unit in order to control the on-board communications unit and to process and transmit image data.
A further development of the present invention proposes that the existing on-board antenna be used as the aircraft's transmitting and receiving device. In contrast to this, the ground or satellite supported devices of ground stations throughout the world, i.e., mainly aircraft control towers, can serve as steady-state transmitting and receiving devices.
Should the image data and the control data for the on-board communications unit be transmitted with the flight data that is exchanged between the aircraft and the tower, it is first of all necessary to filter out these special data--as a rule, air traffice control information--from the general communications link. To this end, one configuration of the surveillance system proposes that the steady-state communications unit be provided with means to isolate image data and, if necessary, control data, from the general communications link between aircraft and airport tower.
In order to be able to access stored image data in the event of a serious accident or even a crash, it is also proposed that the memory unit be provided with data security that is independent of a power supply, such as a magnetic fixed disk or another non-volatile storage medium, and in that the on-board communications unit, including the memory unit, be located in a closed housing that is both watertight and shock resistant.
The present invention also proposes that within the interior of the aircraft there be at least one alarm button as well as a control for the on-board communications unit which, once the alarm button has been actuated, automatically transmits signals and preferably image data to the steady-state communications unit. Experience has shown that in the event of a serious incident, the crew does not have time to establish communications with the nearest ground station, so that the ground station can call up the necessary image information. Thus, it is a major advantage if actuation of an alarm button alone triggers an automatic sequence whereby the necessary signals, mainly image data, are transmitted automatically to the steady-state communications unit.
Aircraft hijackings are the most serious, critical situations that can occur on board a passenger aircraft. In the event of a hijacking, the hijackers first gain access to the cockpit of the aircraft, if necessary by using force. Security systems between the passenger cabin and the cockpit are for this reason largely ineffective since experience has shown that the crew are compelled to deactivate such systems when threatened by firearms. However, according to a further development, the present invention provides the possibility that within the passenger cabin there is at least one transmitter that is connected to the on-board communications unit and which sends a code, preferably a numerical code; in that the on-board communications unit is provided with a comparison operator to compare the code that has been input with an emergency code that is stored in memory; and in that the on-board communications unit is provided with a control that is triggered in the event that the input code that has been input and the emergency code in memory agree, this control then automatically initiating transmission of signals and preferably image data to the steady-state communications unit. Thus, the crew operates with two different codes, a normal code for all the usual situations in the course of which the secured cockpit must be entered, and an emergency code that is not known to a third party. When this is input, in addition to the opening function signals, image data are sent to the steady state communications unit in a manner that cannot be detected by the third party.
In order to make it possible for the cockpit crew to call up individual image data, it is proposed that a monitor be connected to the on-board communications unit to provide for the selective display of the image data supplied from the image acquisition devices. When this is done, the individual cameras can be selected singly and their image data displayed on the monitor. As an alternative, it is also possible to display the images from the individual cameras on the monitor installed in the cockpit in series, using sequential switching.
Additional advantages and details of the surveillance system are set out in the following description of one embodiment of the present invention that is shown in the drawing appended hereto. This drawing is a schematic representation of the surveillance system for the interior of passenger aircraft, which uses an on-board communications unit as well as a steady-state communications unit.
The upper part of the drawing shows the interior layout of a passenger aircraft, and shows the passenger cabin and the cockpit. Beneath the passenger cabin there is a cargo or baggage compartment. Image acquisition devices, preferably video cameras, are installed at various locations within the passenger aircraft.
The image acquisition devices K1, K2, K3, and K4, monitor the individual zones of the passenger cabin. In order to permit inconspicuous installation within the passenger cabin, video-camera with needle-eye lenses are used for the image acquisition devices K1, K2, K3, and K4.
Image acquisition device K5 covers the cockpit area, in particular the immediate activity areas for the pilot and co-pilot. An additional image acquisition device K6 is arranged within the carge and baggage compartment of the aircraft, and is used to monitor events that take place in this locality.
The image acquisition devices K1 to K6 are connected by fibre optic cables to the on-board communications unit 1. This is installed in a location within the aircraft that is inacces-sible to unauthorized personnel. In the same way, a plurality of alarm buttons T1 to T3 are connected by fibre optic cables to the on-board communications unit 1. Automatic procedures can be triggered within the communications unit 1 by actuating the alarm buttons T1 to T3.
A memory unit 3 for the image data supplied from the image acquisition devices K1 to K6 is a component of the communications unit 1 that is accommodated in a closed, watertight, and shock resistant housing 2. In order that the image data, and possibly additional data such as, for example, control data, are preserved in the event that the power supply is interrupted, the memory unit 3 is provided with data security that is independent of the power supply, for example, one or a plurality of magnetic hard disks.
The memory unit 3 has a capacity that is sufficient to store all the image data completely, even for the duration of a long flight such as an intercontinental flight. In order to save memory space, an image data compression method with a compression ratio that is greater than 1:100 is used.
The on-board communications unit 1 also includes a control unit in addition to the memory unit 3. As an example, this control unit can select individual units from the image _g_ acquisition devices K1 to K6, and can send image data to a monitor 4 that is arranged in the cockpit, where it can be seen by both the pilot and co-pilot, and can also control the individual image acquisition devices K1 to K6 with respect to function, for example, by way of a zoom or pan control for the particular video-camera. In particular, the functions of the on-board communications unit 1 can be controlled externally, as will be described in greater detail below.
The monitor 4 that is installed in the cockpit is connected to a control panel 5 that can be used to select the individual video cameras. As an alternative, the control panel 5 can select a circuit with which the communications unit 1 transmits image data from the individual video cameras in series, so that the cockpit crew can monitor the most important areas of the aircraft interior in sequence. The monitor 4 that is installed in the cockpit is provided with an automatic blackout circuit. In certain emergency situations, the monitor is automatically deactivated so that it does not fall into the hands of an aircraft hijacker, who could then use it as a surveillance device.
Image acquisition device K5, which is installed in the cockpit, has its lens directed so that it can record all the activities of the pilot and/or the copilot. In addition, the readings of all the instruments installed in front of the pilot are also recorded. In order to provide a sufficiently clear image of the scales of these instruments, image acquisition device K5 is a high-resolution video camera, the image signals from which are passed to the on-board communications unit 1 by fibre optic cable.
Image acquisition device K5 can be so controlled that the camera's field of view is aimed through the cockpit windshield and is set to infinity. This makes it possible to perform manoeuvres such as landings, which are amenable to remote control, using transmitted image data should the pilot and copilot be rendered incapable.
The on-board communications unit 1 exchanges data with the steady-state communications unit 6, which is ideally associated with the air traffic control centres of each major international airport, where it is installed.
The wireless signal link between the on-board communications unit 1 and the nearest steady-state communications unit 6 is effected by way of existing transmitting and receiving devices, both in the air and on the ground. These are the on-board antenna 7 of the aircraft or the ground antenna 9 of the nearest ground station 8, usually on an airport control tower, which is used for normal air-traffic information. In the event that the data and signals that are exchanged between communications units 1, 6 on the regular communications link are to be filtered out, appropriate software is installed in the communications units 1, 6.
Data exchanged between the on-board and the steady-state communications unit are processed within the steady-state communications unit 6 to the extent that the incoming data can be processed with a personal computer 10 to which a monitor 11, a modem 12, a fax machine 13, or some other peripheral device can be connected. In addition to the principle image, the video image on the monitor 11 also provides additional information such as the number K1 to K6 of the particular image acquisition device, an identification number for the aircraft, its flight coordinates in latitude and longitude, the speed of the aircraft, its course over the ground, as well as its altitude.
Because of the fact that the personal computer 10 is connected to the steady-state communications unit 6, it is possible to transmit all the image data to the memory unit 3 and, alternatively, to transmit the image data currently being supplied from the image acquisition devices K1 to K6 to the ground in real time, where it can be processed, displayed, and printed out with the aid of the personal computer 10. In addition, by controlling the on-board communications unit 1 by the steady-state communications unit 6 that is exchanging data and signals, control procedures within the on-board communications unit 1 can be initiated from the personal computer 10. For this reason, there is an exchange of data from the steady-state communications device to the on-board communications device. For example, all of the image data for one of the image acquisition devices K1 to K6 that have already been stored in memory can be called up in order that they can be stored in the personal computer 10 and then called up later. Because of image data compression, this is done at a very high transmission speed.
In addition, the current signals from any of the image acquisition devices K1 to K6 can be called up and displayed on the monitor 11. This also opens up the important possibility of being able to look into the aircraft from the nearest aircraft control tower, and do this in retroactively, as it were, on the basis of the image data and that has already been stored in the memory unit 3, or else do it in real time and thus on a current basis.
Of course, this possibility is not always used, but is resorted to only in the above-discussed hazardous situations. The transmission of image data to the airport control tower can, under some circumstances, take place automatically, when triggered by a specific technical event, for example, particularly powerful vibration of the aircraft or in the event of a serious loss of pressure in the passenger cabin. The transmission of image data can also be triggered by the aircraft crew using the alarm buttons T1 to T3.
The nature and the scope of automatically transmitted data depends on the nature of the event that gives rise to such transmission. In extreme cases, i.e., in the event that the aircraft is about to crash, the on-board communications unit 1 transmits as much image data as possible to the steady-state communications unit 6, and does this in the shortest possible time. When this occurs, the extensive compression of already acquired image data in the memory unit 3 becomes particularly important in order to achieve the shortest possible transmission times from the on-board communications unit to the steady-state communications unit. The surveillance system can also be used as a medical data device for transmitting medical data from the aircraft to the ground. In cases of a medical emergency on board, a mobile image acquisition device K7 can be used at the site of the incident together with a similarly mobile monitor. Using the data exchange between the on-board communications unit 1 and the steady-state communications unit 6 it is thus possible to conduct a video conference with the ground station so that an emergency physician in the ground station can be kept up-to-date visually with respect to the situation in the aircraft and then provide medical assistance.
In addition, it is also possible to use the surveillance system in training aircraft. When this is done, the camera K5 that monitors the cockpit area is used to transmit image data to the ground station in real time; there, the flying instructor can observe this image data and provide instructions or directions to the trainee pilot in the cockpit.
Key to Reference Numbers 1 on-board communications unit 2 housing 3 memory unit 4 monitor control panel 6 steady-state communications unit 7 aircraft 8 ground station (airport control tower) 9 ground antenna personal-computer 11 monitor 12 modem 13 fax machine K1-K6 video-camera us (image acquisition devices) its T1-T3 alarm buttons
Claims (15)
1. Surveillance system for use in aircraft interiors, in particular in the interiors of passenger aircraft, with - image acquisition devices (K1-K6) that are installed on board the aircraft, at least one of the image acquisition devices (K5) covering the cockpit area, including the area of activity for the pilots;
- an on-board communications unit (1) with inputs for the image acquisition devices (K1-K 6) as well as a memory unit (3) for preferably compressed storage of the image data generated by the image acquisition devices (K1-K6);
- a steady-state communications unit (6) that exchanges data with the on-board communications unit, and with devices (10, 11, 12, 13) for processing and transmitting image data that are connected to it;
- transmitting and receiving devices for transmitting at least the image data from the on-board communications unit to the steady-state communications unit, and control data from the steady-state communications unit to the onboard communications unit.
- an on-board communications unit (1) with inputs for the image acquisition devices (K1-K 6) as well as a memory unit (3) for preferably compressed storage of the image data generated by the image acquisition devices (K1-K6);
- a steady-state communications unit (6) that exchanges data with the on-board communications unit, and with devices (10, 11, 12, 13) for processing and transmitting image data that are connected to it;
- transmitting and receiving devices for transmitting at least the image data from the on-board communications unit to the steady-state communications unit, and control data from the steady-state communications unit to the onboard communications unit.
2. Surveillance system as defined in Claim 1, characterized in that at least one image acquisition device (K6) is installed in the cargo and baggage compartment.
3. Surveillance system as defined in one of the Claims 1 and Claim 2, characterized by a mobile image acquisition device that can be used at different locations within the aircraft, and which is connected to the on-board communications unit (1).
4. Surveillance system as defined in Claim 1, characterized in that at least one device for inputting a code, preferably a numerical code, is arranged within the interior of the aircraft; in that the on-board communications unit (1) is provided with a comparison operator to compare the code that has been input with an emergency code that is stored in memory; and in that the on-board communications unit (1) is provided with a control system that is triggered in the event that the code that is input and the emergency code in memory agree, said control system then automatically initiating transmission of signals and preferably image data to the steady-state communications unit (6).
5. Surveillance system as defined in Claim 4, characterized in that the input device is associated with the door to the cockpit of the aircraft, which can only be opened by first inputting a correct code.
6. Surveillance system as defined in one of the preceding Claims, characterized by a monitor (4) that is preferably installed in the cockpit and connected to the on-board communications unit (1) and used for the selective display of the image data supplied from the image acquisition devices (K1-K6).
7. Surveillance system as defined in Claim 6, characterized in that the monitor (4) that is installed in the cockpit incorporates an automatic blackout circuit.
8. Surveillance system as defined in one of the preceding Claims, characterized by an image data compression process with a compression ratio that is greater than 1:100.
9. Surveillance system as defined in one of the preceding Claims, characterized in that the steady-state communications unit (6) incorporates means to generate control data for operating the on-board communications unit (1) .
10. Surveillance system as defined in Claim 9, characterized in that a personal computer (10) with a monitor (11) is connected to the steady-state communications unit (6) for controlling the on-board communications unit (1) and to process and transmit image data.
11. Surveillance system as defined in one of the preceding Claims, characterized in that the existing on-board antenna serves as the transmitting and receiving device of the aircraft (7).
12. Surveillance system as defined in one of the preceding Claims, characterized in that the land or satellite supported devices of ground stations (8) throughout the world serve as steady-state transmitting and receiving devices.
13. Surveillance system as defined in Claim 12, characterized in that the steady-state communications unit (6) incorporates means to isolate image data and, if necessary, control data from the general air traffic control information between aircraft (7) and ground station (8).
14. Surveillance system as defined in one of the preceding Claims, characterized in that the memory unit (3) incorporates data security that is independent of the power supply, this security being in the form, for example, of a magnetic hard disk; and in that the on-board communications unit (1), including the memory unit (3), is located in a closed housing (2) that is both watertight and shock resistant.
15. Surveillance system as defined in Claim 1, characterized by at least one alarm button (T1-T3) that is installed in the aircraft interior, as well as by a control system in the onboard communications unit (1) that automatically transmits signals and, preferably, image data to the steady-state communications unit (6) when the alarm button (T1-T3) is actuated.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19732806.7 | 1997-07-30 | ||
| DE19732806A DE19732806A1 (en) | 1997-07-30 | 1997-07-30 | Monitoring device for the interior of aircraft, in particular passenger aircraft |
| PCT/EP1998/004473 WO1999006275A1 (en) | 1997-07-30 | 1998-07-18 | Surveillance device for use in aircraft interiors, especially in passenger aeroplanes |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2298793A1 true CA2298793A1 (en) | 1999-02-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002298793A Abandoned CA2298793A1 (en) | 1997-07-30 | 1998-07-18 | Surveillance device for use in aircraft interiors, in particular in passenger aircraft |
Country Status (8)
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| EP (1) | EP0999978B1 (en) |
| JP (1) | JP2001512078A (en) |
| CN (1) | CN1266404A (en) |
| AT (1) | ATE217272T1 (en) |
| AU (1) | AU8976998A (en) |
| CA (1) | CA2298793A1 (en) |
| DE (3) | DE19732806A1 (en) |
| WO (1) | WO1999006275A1 (en) |
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| DE19960394A1 (en) * | 1999-11-22 | 2001-05-31 | Horst Rippelmeyer | Method for making an aircraft's voice and technical data secure during its flight stores transmitted voice and technical data in an external memory allowing the aircraft to land safely by remote control in the event of pilot inability. |
| DE10132982B4 (en) | 2001-07-06 | 2006-10-19 | Audi Ag | Device for acquiring optical information |
| DE10145120A1 (en) * | 2001-09-13 | 2003-04-10 | Fischer Johann | Secure secondary observation cabin anti-hijacking aircraft installation |
| CN1405062A (en) * | 2001-09-17 | 2003-03-26 | 卢大为 | Independent safety passenger driver cabin |
| DE10146657A1 (en) * | 2001-09-21 | 2003-04-10 | Airbus Gmbh | Operating device of a commercial aircraft |
| ES2219127B1 (en) * | 2001-09-25 | 2006-01-16 | Manuel Ardura Gonzalez | AIRCRAFT SECURITY SYSTEM. |
| DE10147515A1 (en) * | 2001-09-26 | 2003-04-10 | Dan Donisa | Anti-hijack passenger aircraft has device to issue narcotic gas into passenger cabin |
| FR2830964B1 (en) * | 2001-10-12 | 2004-02-27 | Ghasnavi Eric Moavensadeh | TECHNICAL SYSTEM FOR NEUTRALIZATION OF AIR PIRATES |
| HUP0104740A2 (en) * | 2001-11-07 | 2003-06-28 | József Lengyel | System and method for audiovisual watching definite rooms |
| DE10157383C1 (en) * | 2001-11-22 | 2003-02-27 | Dieter Meier | Security system for preventing aeroplane hi-jacking uses emergency switching device for non-reversible switching in of autopilot loaded with pre-defined flight path |
| ITVE20020011A1 (en) * | 2002-03-11 | 2003-09-11 | Benetton Giovanni | PERSONAL CONTROL EQUIPMENT, IN PARTICULAR FOR THE CONTROL OF THE POSITION OF PASSENGERS ON BOARD AN AIRCRAFT.- |
| DE10229666A1 (en) * | 2002-07-02 | 2004-01-22 | Lufthansa Technik Ag | Communication system for aircraft |
| US7271826B2 (en) | 2002-07-03 | 2007-09-18 | Lufthansa Technik Ag | Communications installation for aircraft |
| GB0216141D0 (en) * | 2002-07-12 | 2002-08-21 | Mitchell Catherine | Protection system |
| US6864805B1 (en) * | 2002-09-24 | 2005-03-08 | L-3 Communications Corporation | Surveillance system for aircraft interior |
| US6937164B2 (en) * | 2003-02-17 | 2005-08-30 | The Boeing Company | Methods and apparatus for transportation vehicle security monitoring |
| DE102004024884A1 (en) * | 2004-05-19 | 2005-12-22 | Airbus Deutschland Gmbh | Aircraft`s interior zone e.g. rear loading bunker, monitoring system for detecting fire or smoke, has output unit to deliver graphical information to user e.g. pilot, based on physical data, and unit to control output unit or sensor device |
| FR2870521B1 (en) * | 2004-05-19 | 2008-11-07 | Airbus Gmbh | SYSTEM AND METHOD FOR MONITORING INDOOR ZONES OF AN AIRCRAFT, USER INTERFACE FOR SUCH A SYSTEM, AND PLANE EQUIPPED WITH SUCH A SYSTEM |
| US7581002B2 (en) * | 2006-10-06 | 2009-08-25 | The Boeing Company | Methods and systems for network failure reporting |
| GB2443554A (en) * | 2006-11-06 | 2008-05-07 | Goodrich Corp | Aircraft cargo monitoring system |
| FR2911114B1 (en) * | 2007-01-10 | 2009-02-27 | Airbus France Sas | SECURE COCKPIT FOR AIRCRAFT |
| DE102007051196B4 (en) | 2007-10-25 | 2011-12-22 | Airbus Operations Gmbh | Device for imaging the aircraft interior |
| US8515656B2 (en) | 2007-11-02 | 2013-08-20 | Goodrich Corporation | Integrated aircraft cargo loading and monitoring system |
| US8050551B2 (en) | 2008-09-30 | 2011-11-01 | Rosemount Aerospace, Inc. | Covert camera with a fixed lens |
| FR2973344B1 (en) | 2011-04-01 | 2013-11-29 | Latecoere | AIRCRAFT WITH A MONITORING SYSTEM |
| CN104183098B (en) * | 2014-09-01 | 2016-08-24 | 江苏前景信息科技有限公司 | A kind of anti-hijack system and method |
| DE102015012173B3 (en) | 2015-09-23 | 2017-01-26 | Airbus Ds Gmbh | Interaction system and method for integrated emergency unlocking of a locked cockpit door of an aircraft |
| SG11201909526UA (en) * | 2017-04-24 | 2019-11-28 | Theia Group Incorporated | System for recording and real-time transmission of in-flight of aircraft cockpit to ground services |
| CN109229406A (en) * | 2018-10-17 | 2019-01-18 | 成都戎创航空科技有限公司 | Aircraft high-frequency communication warning system |
| DE102019204359A1 (en) * | 2019-03-28 | 2020-10-01 | Airbus Operations Gmbh | SITUATION DETECTION DEVICE, AIRCRAFT PASSENGER DEPARTMENT AND METHOD FOR MONITORING AIRCRAFT PASSENGER DEPARTMENTS |
| CN110278023A (en) * | 2019-06-10 | 2019-09-24 | 航科院（北京）科技发展有限公司 | A kind of application system and method based on vacant lot broadband connections |
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| BE759331A (en) * | 1970-11-23 | 1971-05-24 | Franki Robert | AIRCRAFT ANTI-Hijacking Device |
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| US4831438A (en) * | 1987-02-25 | 1989-05-16 | Household Data Services | Electronic surveillance system |
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| JPH0920297A (en) * | 1995-07-05 | 1997-01-21 | Nippon Seigyo:Kk | Aircraft hijack settlement assisting device |
| FR2753588B1 (en) * | 1996-09-19 | 1998-12-04 | Perri Christian | METHOD AND DEVICE FOR MONITORING A MOBILE COCKPIT |
-
1997
- 1997-07-30 DE DE19732806A patent/DE19732806A1/en not_active Withdrawn
-
1998
- 1998-07-18 DE DE19881066T patent/DE19881066D2/en not_active Expired - Lifetime
- 1998-07-18 AU AU89769/98A patent/AU8976998A/en not_active Abandoned
- 1998-07-18 EP EP98941359A patent/EP0999978B1/en not_active Expired - Lifetime
- 1998-07-18 WO PCT/EP1998/004473 patent/WO1999006275A1/en active IP Right Grant
- 1998-07-18 CN CN98807738A patent/CN1266404A/en active Pending
- 1998-07-18 DE DE59804067T patent/DE59804067D1/en not_active Expired - Fee Related
- 1998-07-18 AT AT98941359T patent/ATE217272T1/en not_active IP Right Cessation
- 1998-07-18 CA CA002298793A patent/CA2298793A1/en not_active Abandoned
- 1998-07-18 JP JP2000505053A patent/JP2001512078A/en active Pending
Also Published As
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|---|---|
| DE19881066D2 (en) | 2000-10-12 |
| EP0999978A1 (en) | 2000-05-17 |
| JP2001512078A (en) | 2001-08-21 |
| EP0999978B1 (en) | 2002-05-08 |
| WO1999006275A1 (en) | 1999-02-11 |
| CN1266404A (en) | 2000-09-13 |
| DE59804067D1 (en) | 2002-06-13 |
| AU8976998A (en) | 1999-02-22 |
| ATE217272T1 (en) | 2002-05-15 |
| DE19732806A1 (en) | 1999-02-04 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |