DE102023108391A1 - Sending condition data, air cargo, position and operational data by commercial aircraft, aircraft and aviation equipment - Google Patents

Abstract

“Sending of condition data, air cargo, position and operational data by commercial aircraft, aircraft and aviation equipment”. The technical area lies in the field of logistics, transport technology, transport and tracking and tracking of, in particular, air freight and the sending of position data from aircraft. The task is therefore to increase the connectivity of commercial aircraft, aircraft and aviation equipment, especially during operation, and to be able to reliably transmit status variables of air cargo during the flight. This is achieved by sending status information of at least one air cargo and/or sending position information of an aircraft via one or different transmitting devices of the aircraft. These can be transmission devices, including for satellites, for mobile phone networks or for special mobile phone networks for aviation applications. Depending on the position, altitude and reception situation, you can switch between different transmitting devices, including depending on at least one flight or operational phase. Position data can also be further processed and prepared into a situation report for at least one controller and/or pilot. It is also possible to feed information into systems such as collision warning systems and use it for flight guidance, traffic control or traffic coordination. Furthermore, it is possible to locate the position of a commercial aircraft via mobile phone networks. Overall, it's about facility, process and usage requirements.

Description

According to the state of the art, it is known to collect status data regarding a transported freight during transport and to send this data live using devices, so that the shipper or a person responsible can remotely view the data at another point during the transport may have. One condition variable that can be recorded, for example, is the cooling temperature of goods requiring refrigeration during transport. This is just an example of such a possible state variable.

In order to technically realize such remote monitoring, freight goods are assigned devices that are able to record such data, such as the cooling temperature in the simplest case, and can send it while on the move. These devices are often integrated and have their own transmitter and power supply. In order to be able to broadcast across the globe, the mobile phone network is used to transmit data, with roaming being made available abroad.

Now there is also a lot of freight that is transported, at least in part, by air freight on an airplane. It is also interesting for the shipper or responsible person to be able to see the condition of the cargo - ideally more or less in real time - for these sections of the flight route, which can be up to 18 hours long for long-distance routes. This would make it possible to react immediately, i.e. without delay. One reaction could be, for example, to provide replacement goods immediately on the journey.

If, for example, goods that require refrigeration fall below the refrigeration temperature, the freight in question may not be able to be sold. Because some of the goods that are transported by plane are urgent, in such a case the shipper can take more or less immediate measures based on this knowledge and, for example, send replacement freight directly on its way to the destination on another plane. This has a big advantage. In this way, the shipper would not have to wait up to 18 hours until the devices assigned to the goods have mobile phone reception again after landing, only to find out after the plane has landed that their goods have become unusable en route.

Unfortunately, sending status variables of air cargo during the flight is not yet technically available. There are several reasons for this, some of which are only briefly mentioned here.

The mobile phone networks vary locally up to an altitude of 600 to 700m above ground or antenna height. This also varies greatly from place to place. In addition, the aircraft must be at a certain angle to the terrestrial mobile ground station. For example, an airplane in a very wide cone directly above an antenna has no reception. This is because existing mobile networks radiate to the side (mainly due to the antenna orientation and inclination (tilt down, i.e. towards the ground)). In general, the antennas are tilted slightly downwards (tilt down).

However, commercial aircraft fly at altitudes of several thousand meters.

Commercial aircraft with jet engines (e.g. turbofan engines) fly at altitudes of up to 14,000 m above ground.

Commercial aircraft with pressurized cabins fly at altitudes of 7,600 to 14,000 m, i.e. above the weather.

Conventional mobile phone networks cannot be received at this altitude.

Drones as aviation devices, on the other hand, often fly at very low altitudes where reception is at least partially shaded by buildings and/or the terrain. However, comprehensive reception is also absolutely important for sending position data from other aircraft and threats, for example to coordinate, permit and direct traffic and to avoid traffic conflicts and collisions.

In general, mobile phone networks are not always available across the board.

Mobile phone networks can be available in densely populated areas on land, but not comprehensively in unpopulated and sparsely populated areas, and hardly at all over sea (at most near the coast). For example, if you drive just 2 hours north of San Fransisco, you will no longer have cell phone reception.

For example, air freight is transported worldwide and also flows over unpopulated areas and water.

Mobile networks are designed to serve mobile subscribers on the move. This is approximately up to the speed of fairly fast high-speed trains.

Commercial and cargo aircraft generally travel in a speed band of 700 km/h to 1000 km/h over the ground, although there may be a tailwind. Current mobile networks cannot handle this speed due to, among other things, the Doppler effect, the dwell time in the cell and for reasons of cell transmission.

A third reason is that cell phone use on board, including by regulatory companies or authorities, is not always permitted, as devices can interfere with the communication and navigation facilities of nearby aircraft.

Existing devices, which can also be used as air cargo in flight and are permitted by the airlines and authorities, have special facilities and precautions to use sensors to detect whether they are currently loaded on board a commercial aircraft or cargo aircraft. These mainly include pressure sensors that can detect the pressure or a change in pressure due to the aircraft's pressurized cabin or due to a change in altitude during flight or takeoff. There are also noise and vibration sensors that can particularly detect the start of turbines in aircraft and the take-off process of aircraft using characteristic noise and vibration sensors.

Thirdly, these devices may have sensors that detect that a radio network is no longer available (e.g. conventional mobile phone network), or that special radio networks or radio signals are available that indicate to the devices that they are charged on the aircraft.

Different sensors and detection options are often combined to minimize the error rate. What they all have in common, however, is that as soon as a device has recognized that it is in an aircraft or in flight operations, the mobile radio modules of this device are and must be switched off, i.e. passivated, in order not to disrupt the aircraft and to enable safe operation.

In this way, sending during flight operations is not possible and state variables cannot be transmitted. The shipper remains “blind” or “operationally blind” with regard to the condition of his air freight.

The aircraft has its own transmitting devices with which it can, for example, communicate with air traffic control and exchange data with them, for example via ADS or ADS-B or via the secondary transponder. These secure channels are used, for example, to issue air traffic clearances, but also to permanently exchange position data with air traffic control and, above all, with nearby aircraft, which are used in their collision warning systems. There is not enough capacity and data transfer rate on these routes to send additional status data from air freight.

However, this data cannot be exchanged with drones, aviation devices and only to a limited extent with gliders.

However, the aircraft can send operational reports via its transmission systems, for example via ACARS, for example status data and operating data of the engines, operational reports on the operation, tactics, flight planning, flight execution, loading or similar. These go, for example, to the airline's operations centers, engine manufacturers or maintenance companies.

Here too, the bandwidth and availability (for example over water) is limited. Another disadvantage is that these messages can easily be received by anyone on the ground and easily deciphered. For these reasons, confidentiality is not guaranteed, for example in relation to competitors or in the case of sensitive data with regard to data protection (e.g. from the customer).

The task is therefore to increase the connectivity of commercial aircraft, aircraft and aviation equipment, especially during operation, and to be able to reliably transmit status variables of air cargo during the flight.

1. 1. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , in mindestens einer Betriebsphase OPS dieses Verkehrsflugzeuges AC .

In a first aspect of the invention, the task is solved by:

1. 1. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, in at least one operating phase OPS of this commercial aircraft AC.

• 2. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , über mindestens eine Sendevorrichtung ACTX, die dieses Verkehrsflugzeug AC mindestens umfasst, in mindestens einer Betriebsphase OPS des Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 2. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, via at least one transmitting device ACTX, which at least includes this commercial aircraft AC, in at least one operating phase OPS of the commercial aircraft AC.

• 3. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , über mindestens eine Mobilfunksendeinrichtung MTX, die dieses Verkehrsflugzeug AC mindestens umfasst, in mindestens einer Betriebsphase OPS des Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 3. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, via at least one mobile radio transmitter MTX, which at least includes this commercial aircraft AC, in at least one operating phase OPS of the commercial aircraft AC.

• 4. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , über mindestens eine Mobilfunksendevorrichtung MAIRTX für mindestens ein Luftfahrtmobilfunknetz AIRMF , die dieses Verkehrsflugzeug AC mindestens umfasst, in mindestens einer Betriebsphase OPS des Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 4. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, via at least one mobile radio transmission device MAIRTX for at least one aviation mobile radio network AIRMF, which at least includes this commercial aircraft AC, in at least one operating phase OPS of the commercial aircraft AC.

• 5. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , über mindestens zwei unterschiedliche Sendevorrichtungen ACTXN eines Verkehrsflugzeuges AC, die dieses Verkehrsflugzeug AC mindestens umfasst, in Abhängigkeit von zumindest einer Betriebsphase OPS dieses Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 5. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, via at least two different transmitting devices ACTXN of a commercial aircraft AC, which at least includes this commercial aircraft AC, depending on at least one operating phase OPS of this commercial aircraft AC.

• 6. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , wahlweise über mindestens eine von zumindest zwei zueinander unterschiedlichen Sendevorrichtungen ACTXN eines Verkehrsflugzeuges AC, die dieses Verkehrsflugzeug AC mindestens umfasst, in Abhängigkeit zumindest von einer Betriebsphase OPS dieses Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 6. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, optionally via at least one of at least two mutually different transmitting devices ACTXN of a commercial aircraft AC, which at least includes this commercial aircraft AC, depending on at least one operating phase OPS of this airliner AC.

• 7. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , wahlweise über mindestens eine Satellitensendevorrichtung SATTX oder mindestens eine Mobilfunksendeinrichtung MTX, die dieses Verkehrsflugzeug AC mindestens umfasst, in Abhängigkeit zumindest von einer Betriebsphase OPS dieses Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 7. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, optionally via at least one satellite transmitting device SATTX or at least one mobile radio transmitting device MTX, which at least includes this commercial aircraft AC, depending on at least one operating phase OPS of this commercial aircraft AC.

• 8. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , wahlweise über mindestens eine Satellitensendevorrichtung SATTX oder mindestens eine Mobilfunksendevorrichtung MFTX für mindestens ein Luftfahrtmobilfunknetz AIRMF, die dieses Verkehrsflugzeug AC mindestens umfasst, in Abhängigkeit zumindest von einer Betriebsphase OPS dieses Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 8. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, optionally via at least one satellite transmitting device SATTX or at least one mobile radio transmitting device MFTX for at least one aviation mobile radio network AIRMF, which at least includes this commercial aircraft AC, depending at least on an operating phase OPS of this airliner AC.

• 9. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , in Abhängigkeit mindestens einer Information INP von wenigstens einem Positionsgeber POS, welches dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 9. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, depending on at least one piece of information INP from at least one position transmitter POS, which at least includes this commercial aircraft AC.

• 10. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , über mindestens eine Sendevorrichtung TX, die dieses Verkehrsflugzeuges mindestens umfasst, in Abhängigkeit mindestens einer Information INP von wenigstens einem Positionsgeber POS, welches dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 10. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, via at least one transmitting device TX, which at least includes this commercial aircraft, depending on at least one piece of information INP from at least one position transmitter POS, which this commercial aircraft AC at least includes.

• 11. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , über mindestens eine Mobilfunksendeinrichtung MTX, die dieses Verkehrsflugzeuges mindestens umfasst, in Abhängigkeit mindestens einer Information INP von wenigstens einem Positionsgeber POS, welches dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 11. Sending TX of at least one status information WIN of at least one air freight F located on board a commercial aircraft AC, via at least one mobile radio transmitter MTX, which at least includes this commercial aircraft, depending on at least one piece of information INP from at least one position transmitter POS, which this commercial aircraft AC at least includes.

• 12. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , über mindestens eine Mobilfunksendevorrichtung MAIRTX für mindestens ein Luftfahrtmobilfunknetz AIRMF , die dieses Verkehrsflugzeuges mindestens umfasst, in Abhängigkeit mindestens einer Information INP von wenigstens einem Positionsgeber POS , welches dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 12. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, via at least one mobile radio transmission device MAIRTX for at least one aviation mobile radio network AIRMF, which at least includes this commercial aircraft, depending on at least one piece of information INP from at least one position transmitter POS, which at least includes this airliner AC.

• 13. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , über mindestens eine Sendevorrichtung ACTX1, die dieses Verkehrsflugzeuges mindestens umfasst, und über mindestens eine weitere, zu den Sendevorrichtungen ACTX1 unterschiedliche Sendevorrichtung ACTX2 , die dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 13. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, via at least one transmitting device ACTX1, which at least includes this commercial aircraft, and via at least one further transmitting device ACTX2, which is different from the transmitting devices ACTX1 and which this Airliner AC includes at least.

• 14. Senden TX von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , entweder über mindestens eine Sendevorrichtung ACTX1, die dieses Verkehrsflugzeuges mindestens umfasst, oder über mindestens eine Sendevorrichtung ACTX2 , die dieses Verkehrsflugzeug AC mindestens umfasst, abhängig von mindestens einer Information INP wenigstens eines Positionsgebers POS , welches dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 14. Sending TX of at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, either via at least one transmitting device ACTX1, which at least includes this commercial aircraft, or via at least one transmitting device ACTX2, which at least includes this commercial aircraft AC of at least one piece of information INP from at least one position transmitter POS, which at least includes this airliner AC.

• 15. Senden von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , entweder über mindestens eine Satellitensendevorrichtung SATTX oder über mindestens eine Mobilfunksendeinrichtung MTX, die dieses Verkehrsflugzeug AC jeweils mindestens umfasst, abhängig von mindestens einer Information INP wenigstens eines Positionsgebers POS , welches dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 15. Sending at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, either via at least one satellite transmitting device SATTX or via at least one mobile radio transmitting device MTX, which at least includes this commercial aircraft AC, depending on at least one piece of information INP at least one Position transmitter POS, which at least includes this airliner AC.

• 16. Senden von mindestens einer Zustandsinformationen WIN mindestens einer, sich an Bord eines Verkehrsflugzeuges AC befindlichen Luftfracht F , entweder über mindestens eine Satellitensendevorrichtung SATTX oder über mindestens eine Mobilfunksendevorrichtung MFTX für mindestens ein Luftfahrtmobilfunknetz AIRMF , die dieses Verkehrsflugzeuges jeweils mindestens umfasst, abhängig von mindestens einer Information INP wenigstens eines Positionsgebers POS , welches dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 16. Sending at least one status information WIN of at least one air cargo F located on board a commercial aircraft AC, either via at least one satellite transmitting device SATTX or via at least one mobile radio transmitting device MFTX for at least one aviation mobile radio network AIRMF, which at least includes this commercial aircraft, depending on at least one Information INP of at least one position transmitter POS, which at least includes this airliner AC.

• 17. Senden von Positionsmeldungen INFPOS über mindestens ein Mobilfunknetz über mindestens eine Mobilfunksendevorrichtung MFTX für mindestens ein Luftfahrtmobilfunknetz AIRMF im Flug, die dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 17. Sending position reports INFPOS via at least one mobile radio network via at least one mobile radio transmitting device MFTX for at least one aviation mobile radio network AIRMF in flight, which at least includes this airliner AC.

• 18. Senden TX mindestens einer Positionsinformation INFPOS über ein Verkehrsflugzeug AC über mindestens ein Luftfahrtmobilfunknetz AIRMF im Flug.

In a further aspect of the invention the task is solved by:

• 18. Send TX at least one position information INFPOS via a commercial aircraft AC via at least one aviation mobile radio network AIRMF in flight.

• 19. Senden TX mindestens einer Positionsinformation INFPOS des Verkehrsflugzeuges AC über mindestens eine Mobilfunksendevorrichtung MFTX für mindestens ein Luftfahrtmobilfunknetz AIRMF im Flug, die dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 19. Sending TX at least one position information INFPOS of the commercial aircraft AC via at least one mobile radio transmission device MFTX for at least one aviation mobile radio network AIRMF in flight, which at least includes this commercial aircraft AC.

• 20. Senden TX mindestens einer Betriebsinformation INFOPS des Verkehrsflugzeuges AC über mindestens eine Mobilfunksendevorrichtung MFTX für mindestens ein Luftfahrtmobilfunknetz AIRMF im Flug, die dieses Verkehrsflugzeug AC mindestens umfasst.

In a further aspect of the invention the task is solved by:

• 20. Send TX at least one operational information INFOPS of the airliner AC via at least one mobile radio transmitting device MFTX for at least one aviation mobile radio network AIRMF in flight, which at least includes this airliner AC.

• 21. Senden TX mindestens einer Positionsinformation INFPOS des Verkehrsflugzeuges AC über mindestens ein Luftfahrtmobilfunknetz AIRMF .

In a further aspect of the invention the task is solved by:

• 21. Send TX at least one position information INFPOS of the airliner AC via at least one aviation mobile radio network AIRMF.

• 22. Senden TX mindestens einer Betriebsinformation INFOPS des Verkehrsflugzeuges AC über mindestens ein Luftfahrtmobilfunknetz AIRMF .

In a further aspect of the invention the task is solved by:

• 22. Send TX at least one operational information INFOPS of the airliner AC via at least one aviation mobile radio network AIRMF.

• 23. Senden TX mindestens einer Konfliktinformation INFCONF des Verkehrsflugzeuges AC über mindestens ein Luftfahrtmobilfunknetz AIRMF .

In a further aspect of the invention the task is solved by:

• 23. Send TX at least one conflict information INFCONF of the airliner AC via at least one aviation mobile radio network AIRMF.

• 24. Senden TX mindestens einer potentiellen Konfliktinformation INFCONF des Verkehrsflugzeuges AC über mindestens ein Luftfahrtmobilfunknetz AIRMF .

In a further aspect of the invention the task is solved by:

• 24. Send TX at least one potential conflict information INFCONF of the airliner AC via at least one aviation mobile radio network AIRMF.

• 25. Senden TX mindestens einer potentiellen Konfliktinformation INFCONF des Verkehrsflugzeuges AC über mindestens ein Luftfahrtmobilfunknetz AIRMF .

In a further aspect of the invention the task is solved by:

• 25. Send TX at least one potential conflict information INFCONF of the airliner AC via at least one aviation mobile radio network AIRMF.

• 26. Senden TX mindestens einer Verkehrsinformation INFTFIC des Verkehrsflugzeuges AC über mindestens ein Luftfahrtmobilfunknetz AIRMF .

In a further aspect of the invention the task is solved by:

• 26. Send TX at least one traffic information INFTFIC of the airliner AC via at least one aviation mobile radio network AIRMF.

• 27. Senden von Zustandsinformationen WIN mindestens einer Luftfracht W über mindestens zwei unterschiedliche Sendevorrichtungen TX eines Verkehrsflugzeuges AC in Abhängigkeit mindestens einer Positionsinformation INFPOS mindestens einer Positionsgebers POS eines Verkehrsflugzeuges AC.

In a further aspect of the invention the task is solved by:

• 27. Sending status information WIN of at least one air freight W via at least two different transmitting devices TX of a commercial aircraft AC depending on at least one position information INFPOS of at least one position transmitter POS of a commercial aircraft AC.

• 28. Aktivieren einer von mindestens zwei unterschiedlichen Sendevorrichtungen, diese zum Senden von Zustandsinformationen WIN mindestens einer Luftfracht W, in Abhängigkeit mindestens einer Positionsinformation INFPOS mindestens einer Positionsgebers POS eines Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 28. Activating one of at least two different transmitting devices, these for sending status information WIN of at least one air freight W, depending on at least one position information INFPOS of at least one position transmitter POS of an airliner AC.

• 29. Senden von Zustandsinformationen WIN mindestens einer Luftfracht W über mindestens eine von mindestens zwei unterschiedliche Sendevorrichtungen TX eines Verkehrsflugzeuges AC in Abhängigkeit mindestens einer Netzverfügbarkeitsinformation AVAILINF mindestens einer Empfangseinrichtung RX eines Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 29. Sending status information WIN of at least one air freight W via at least one of at least two different transmitting devices TX of a commercial aircraft AC depending on at least one network availability information AVAILINF of at least one receiving device RX of a commercial aircraft AC.

• 30. Senden von Zustandsinformationen WIN mindestens einer Luftfracht W über mindestens eine von mindestens zwei unterschiedliche Sendevorrichtungen TX eines Verkehrsflugzeuges AC in Abhängigkeit mindestens einer Positionsinformation INFPOS mindestens einer Positionsgebers POS eines Verkehrsflugzeuges AC.

In a further aspect of the invention the task is solved by:

• 30. Sending status information WIN of at least one air freight W via at least one of at least two different transmitting devices TX of a commercial aircraft AC depending on at least one position information INFPOS of at least one position transmitter POS of a commercial aircraft AC.

• 31. Senden von Zustandsinformationen WIN mindestens einer Luftfracht W über mindestens zwei unterschiedliche Sendevorrichtungen TX eines Verkehrsflugzeuges AC in Abhängigkeit mindestens einer Betriebsphase OPS eines Verkehrsflugzeuges AC .

In a further aspect of the invention the task is solved by:

• 31. Sending status information WIN of at least one air cargo W via at least two different transmitting devices TX of a commercial aircraft AC depending on at least one operating phase OPS of a commercial aircraft AC.

• 32. Senden von Zustandsinformationen WIN mindestens einer Luftfracht W über mindestens zwei unterschiedliche Sendevorrichtungen TX eines Verkehrsflugzeuges AC in Abhängigkeit mindestens einer Positionsinformation INFPOS mindestens einer Positionsgebers POS eines Verkehrsflugzeuges AC.

In a further aspect of the invention the task is solved by:

• 32. Sending status information WIN of at least one air cargo W via at least two different transmitting devices TX of a commercial aircraft AC depending on at least one position information INFPOS of at least one position transmitter POS of a commercial aircraft AC.

• 33. Positionsortung eines Verkehrsflugzeuges über mindestens ein Mobilfunknetz in mindestens einer Betriebsphase des Verkehrsflugzeuges.

In a further aspect of the invention the task is solved by:

• 33. Positioning of a commercial aircraft via at least one mobile phone network in at least one operational phase of the commercial aircraft.

• 34. Positionsortung eines Verkehrsflugzeuges über ein Mobilfunknetz in mindestens einer Betriebsphase des Verkehrsflugzeuges und zumindest anteiliges Nutzen zumindest dieser Positionsinformation für das Nachverfolgen mindestens einer Luftfracht.

In a further aspect of the invention the task is solved by:

• 34. Positioning of a commercial aircraft via a mobile phone network in at least one operational phase of the commercial aircraft and at least partial use of at least this position information for tracking at least one air cargo.

• 35. Positionsortung eines Verkehrsflugzeuges über ein Mobilfunknetz in mindestens einer Betriebsphase des Verkehrsflugzeuges und zumindest anteiliges Nutzen zumindest dieser Positionsinformation für mindestens ein Verkehrslagebild mindestens eines Lotsens oder mindestens eines Pilotens.

In a further aspect of the invention the task is solved by:

• 35. Positioning of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partial use of at least this position information for at least one traffic situation image of at least one controller or at least one pilot.

• 36. Positionsortung eines Verkehrsflugzeuges über ein Mobilfunknetz in mindestens einer Betriebsphase des Verkehrsflugzeuges und zumindest anteiliges Nutzen zumindest dieser Positionsinformation in mindestens einem Kollisionswarnsystem.

In a further aspect of the invention the task is solved by:

• 36. Positioning of a commercial aircraft via a mobile phone network in at least one operational phase of the commercial aircraft and at least partial use of at least this Position information in at least one collision warning system.

• 37. Positionsortung eines Verkehrsflugzeuges über ein Mobilfunknetz in mindestens einer Betriebsphase des Verkehrsflugzeuges und zumindest anteiliges Nutzen zumindest dieser Positionsinformation zur Flugführung, Verkehrslenkung oder Verkehrskoordination.

In a further aspect of the invention the task is solved by:

• 37. Positioning of a commercial aircraft via a mobile phone network in at least one operational phase of the commercial aircraft and at least partial use of at least this position information for flight guidance, traffic control or traffic coordination.

• 38. Positionsortung eines Verkehrsflugzeuges über ein Mobilfunknetz in mindestens einer Betriebsphase des Verkehrsflugzeuges und zumindest anteiliges Einspeisen zumindest dieser Positionsinformation in mindestens ein ATC-Netzwerk oder Flugsicherungssystem.

In a further aspect of the invention the task is solved by:

• 38. Locating the position of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partially feeding at least this position information into at least one ATC network or air traffic control system.

• 39. Positionsortung eines Verkehrsflugzeuges über ein Mobilfunknetz in mindestens einer Betriebsphase des Verkehrsflugzeuges und zumindest anteiliges Einspeisen zumindest dieser Positionsinformation in mindestens ein Flughafensystem.

In a further aspect of the invention the task is solved by:

• 39. Locating the position of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partially feeding at least this position information into at least one airport system.

For example, an airport system can provide or predict an expected arrival time. This can also be the expected arrival time at the gate, for example by locating the aircraft while taxiing on the ground on the airport premises. It could also be a predicted time for the arrival of the aircraft's loading of loaded luggage, for example on an unloading conveyor.

• 40. Positionsortung eines Verkehrsflugzeuges über ein Mobilfunknetz in mindestens einer Betriebsphase des Verkehrsflugzeuges und zumindest anteiliges Einspeisen zumindest dieser Positionsinformation in mindestens ein Fluginformationssystem.

In a further aspect of the invention the task is solved by:

• 40. Locating the position of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partially feeding at least this position information into at least one flight information system.

• 41. Verfahren nach wenigstens einer der Ideen1-40 oder einer Kombination dieser, dadurch gekennzeichnet, dass mindestens eine Zustandsinformation durch mindestens eine der folgenden Aufstellung gebildet wird oder gebildet werden kann: eine Temperatur, eine Kühltemperatur, eine Heiztemperatur, einer Ausrichtung, einer Orientierung, mindestens einer bildlichen Information, einer Videosequenz, einer Vibrationsinformation, einer Lärminformation, einer Integritätsinformation, einer Lichtinformation, Positionsinformation, eine Luftqualitätsinformation, eines ph-Wertes, eine Sauerstoffinformation, einer CO2 Information, einer Kohlenstoffmonoxidinformation, einer Zugriffsinformation.

In a further aspect of the invention the task is solved by:

• 41. Method according to at least one of ideas 1-40 or a combination of these, characterized in that at least one status information is or can be formed by at least one of the following lists: a temperature, a cooling temperature, a heating temperature, an orientation, an orientation, at least one visual information, a video sequence, a vibration information, a noise information, an integrity information, a light information, position information, an air quality information, a pH value, an oxygen information, a CO2 information, a carbon monoxide information, an access information.

Integrity information could, for example, provide information about whether a product or the packaging of a product was opened on the way or where and by whom.

• 42. Verfahren nach wenigstens einer der Ideen1-41 oder einer Kombination dieser, dadurch gekennzeichnet, dass mindestens eine Betriebsphase OPS durch mindestens eine der folgenden Aufstellung gebildet wird oder gebildet werden kann: Stand am Boden, Parken am Boden, Rollen am Boden, Rollbetrieb, Taxiing, Beladen am Boden, Ausladen am Boden, Flug mit ausgefahrenden Fahrwerk, Flug mit eingefahrenen Fahrwerk, Flug mit einfahrendem Fahrwerk, Flug in clean configuration, Flug über Wasser, Flug über Ozean, Flug über Weltmeer, Flug über Wüste, Reiseflug, Startlauf, Anfangssteigflug, Steigflug, Sinkflug, Notsinkflug, Landeanflug, ILS-Anflug, Instrumentenlandeanflug, Bremsen, Slats ausgefahren, Slats teilweise ausgrfahren, Slats eingefahren, Hinterkantenklappen eingefahren, Hinterkantenklappen Reiseflug, Hinterkantenklappen teilweise ausgefahren, Hinterkantenkantenklappen komplettt ausgefahren, Hinterkantenklappen ausgefahren, Flug über Landmasse, Flug über besiedelten Gebiet, Flug über unbeseiedelten Gebiet, Flug über Polarregion.

Another aspect of the invention or exemplary embodiments result from:

• 42. Method according to at least one of ideas 1-41 or a combination of these, characterized in that at least one operating phase OPS is or can be formed by at least one of the following configurations: standing on the ground, parking on the ground, rolling on the ground, taxiing operation, Taxiing, loading on the ground, unloading on the ground, flight with landing gear extended, flight with landing gear retracted, flight with landing gear retracted, flight in clean configuration, flight over water, flight over ocean, flight over ocean, flight over desert, cruise flight, take-off run, Initial climb, climb, descent, emergency descent, landing approach, ILS approach, instrument approach, braking, slats extended, slats partially extended, slats retracted, trailing edge flaps retracted, trailing edge flaps cruise, trailing edge flaps partially extended, trailing edge flaps fully extended, trailing edge flaps extended, flight over landmass, flight over populated areas, flight over unpopulated areas, flight over polar regions.

Another operational phase could be formed by ground operations.

A further operating phase could be formed by operating below a certain altitude. This could be, for example, 300m, 400m or 500m or another.

1. 43.1 Verfahren nach wenigstens einer der Ideen 1-42 oder einer Kombination dieser, dadurch gekennzeichnet, dass mindestens eine Betriebsinformation oder mindestens eine Zustandsinformation oder mindestens eine an Bord erhobene Funktion INB durch mindestens eine der folgenden Aufstellung gebildet wird oder gebildet werden kann: Position, GPS-Position, Geschwindigkeit, Höhe, Code, Transpondercode, Daten des Luftfahrzeuges, Daten von Triebwerksanlagen, Druck, Druckhöhe, Windinformation, Windscherrinformation, Wetterinformation, Temperaturinformation, Niederschlagsinformation, Wetterradarinformation, Verkehrsinformation, Umgebungsverkehrsinformation, Ortungsinformation, Ortungsinformation mindestens eines Luftfahrzeuges, Betriebsinformation mindestens eines umgebenden Luftfahrzeuges, Kennzeichen, Identifikationscode des Luftfahrzeuges, Information mindestens einer Brandmeldeeinrichtung, Information mindestens einer Rauchmeldeeinrichtung, Information mindestens einer Feuerlöscheinrichtung, Information mindestens einer Luftgütemesseinrichtung, Information mindestens einer Luftgüteüberwachungseinrichtung, Identifikationscode eines Transponders, Identifikationsnummer des Luftfahrzeuges, Transponderkennung; mindestens ein Parameter, der gemein hin im Flug von mindestens einem Flightrecorder aufgezeichnet werden kann, wurde oder wird; mindestens ein Parameter, der gemein hin im Flug von mindestens einem Voicerecorder zumindest aufgezeichnet werden kann, wurde oder wird.

Another aspect of the invention or exemplary embodiments result from:

1. 43.1 Method according to at least one of ideas 1-42 or a combination of these, characterized in that at least one piece of operational information or at least one piece of status information or at least one function INB collected on board by at least one of the following lists is or can be formed: position, GPS position, speed, altitude, code, transponder code, aircraft data, engine system data, pressure, pressure altitude, wind information, wind shear information, weather information, temperature information, precipitation information, weather radar information, traffic information , ambient traffic information, location information, location information of at least one aircraft, operational information of at least one surrounding aircraft, license plate, identification code of the aircraft, information of at least one fire alarm device, information of at least one smoke alarm device, information of at least one fire extinguishing device, information of at least one air quality measuring device, information of at least one air quality monitoring device, identification code of a transponder , aircraft identification number, transponder recognition; at least one parameter that can, has or will commonly be recorded in flight by at least one flight recorder; at least one parameter that can, has been or will be at least recorded in flight by at least one voice recorder.

• 43. Verfahren nach wenigstens einer der Ideen 1-42 und mit 43.1 oder einer Kombination dieser, dadurch gekennzeichnet, dass mindestens eine Betriebsinformation oder mindestens eine Zustandsinformation durch mindestens eine der folgenden Aufstellung gebildet wird oder gebildet werden kann: Position, GPS-Position, Geschwindigkeit, Höhe, Code, Transpondercode, Daten des Luftfahrzeuges, Daten von Triebwerksanlagen, Druck, Druckhöhe, Kennzeichen, Identifikationscode des Luftfahrzeuges, Identifikationscode eines Transponders, Identifikationsnummer des Luftfahrzeuges.

Another aspect of the invention or exemplary embodiments result from:

• 43. Method according to at least one of ideas 1-42 and with 43.1 or a combination of these, characterized in that at least one piece of operational information or at least one piece of status information is or can be formed by at least one of the following lists: position, GPS position, speed , altitude, code, transponder code, aircraft data, engine system data, pressure, pressure altitude, license plate, identification code of the aircraft, identification code of a transponder, identification number of the aircraft.

• 44. Einrichtung oder Verfahren nach wenigstens einer der Ideen 1-43 oder einer Kombination dieser, dadurch gekennzeichnet, dass es sich um mindestens ein Luftfahrtmobilfunknetz AIRMF handelt.

Another aspect of the invention or exemplary embodiments result from:

• 44. Device or method according to at least one of ideas 1-43 or a combination of these, characterized in that it is at least one aviation mobile radio network AIRMF.

• 45. Einrichtung oder Verfahren nach wenigstens einer der Ideen 1-44 oder einer Kombination dieser, dadurch gekennzeichnet, dass es sich um mindestens ein Sendeeinrichtung für mindestens ein Luftfahrtmobilfunknetz AIRMF handelt.

Another aspect of the invention or exemplary embodiments result from:

• 45. Device or method according to at least one of ideas 1-44 or a combination of these, characterized in that it is at least one transmitting device for at least one aviation mobile radio network AIRMF.

• 46. Verfahren nach wenigstens einer der Ideen 1-45 oder einer Kombination dieser, dadurch gekennzeichnet, dass mindestens eine Betriebsinformation oder mindestens eine Fracht durch mindestens eine der folgenden Aufstellung gebildet wird oder gebildet werden kann: Gekühlte Fracht, Beheizte Fracht, Lebende Fracht, Tiefgekühlte Fracht, Ultratiefgekühlte Fracht, mit zumindest Trockeneis gekühlte Fracht, mit zumindest flüssigem Stickstoff gekühlte Fracht, mit zumindest flüssigem Helium gekühlte Fracht, beheizte Fracht, Pferd, Tier, Rennpferde, Arzneimittel, Arzneipräparat, Impfstoff, Impfstoffpräparat, Medikament, Samen eines Lebewesen, genetischer Stoff mindestens eines Lebewesens, Pflanze, Blume, Obst, Geld, Geldmittel, Bargeld, Zahlungsmittel, Gold, Silber, Edelmetall, Münzen, Formel-Eins Auto, Formel-Zwei-Auto, Limousine, Limousine mindestens eines Scheichs, Schmuck, Produktionseinrichtung, Ersatzteil, Nahrungsmittel, Getränk, Ampulle, Sportgerät, Haustier, Zootier, Computer, Datenspeicher, Dokumente, Gefriergut, Couriergut oder Ersatzteil.

Another aspect of the invention or exemplary embodiments result from:

• 46. Method according to at least one of ideas 1-45 or a combination of these, characterized in that at least one piece of operational information or at least one freight is or can be formed by at least one of the following lists: refrigerated freight, heated freight, live freight, frozen freight Cargo, ultra-low temperature cargo, cargo cooled with at least dry ice, cargo cooled with at least liquid nitrogen, cargo cooled with at least liquid helium, heated cargo, horse, animal, racehorse, medicine, medicinal product, vaccine, vaccine preparation, drug, semen of a living being, genetic material at least one living being, plant, flower, fruit, money, funds, cash, means of payment, gold, silver, precious metal, coins, Formula One car, Formula Two car, limousine, limousine of at least one sheikh, jewelry, production facility, spare part, Food, drink, ampoule, sports equipment, pet, zoo animal, computer, data storage, documents, frozen goods, courier goods or spare parts.

• 47. Einrichtung oder Verfahren nach wenigstens einer der Ideen 1-46 oder einer Kombination dieser, dadurch gekennzeichnet, dass der Positionsgeber durch mindestens einen Satellitenpositionsempfänger gebildet wird.

Another aspect of the invention or exemplary embodiments result from:

• 47. Device or method according to at least one of ideas 1-46 or a combination of these, characterized in that the position transmitter is formed by at least one satellite position receiver.

• 48. Einrichtung oder Verfahren nach wenigstens einer der Ideen 1-47 oder einer Kombination dieser, dadurch gekennzeichnet, dass der Positionsgeber durch mindestens einen Höhensensor gebildet wird.

Another aspect of the invention or exemplary embodiments result from:

• 48. Device or method according to at least one of ideas 1-47 or a combination of these, characterized in that the position transmitter is formed by at least one height sensor.

• 49. Einrichtung oder Verfahren nach wenigstens einer der Ideen 1-48 oder einer Kombination dieser, dadurch gekennzeichnet, dass der Positionsgeber durch mindestens einen barometrischen Höhensensor gebildet wird.

Another aspect of the invention or exemplary embodiments result from:

• 49. Device or method according to at least one of ideas 1-48 or a combination of these, characterized in that the position transmitter is formed by at least one barometric height sensor.

• 50. Einrichtung oder Verfahren nach wenigstens einer der Ideen 1-49 oder einer Kombination dieser, dadurch gekennzeichnet, dass die mindestens eine Sendeeinrichtung TX durch mindestens eine Sendeeinrichtung für ein Sekundärradar gebildet wird.

Another aspect of the invention or exemplary embodiments result from:

• 50. Device or method according to at least one of ideas 1-49 or a combination of these, characterized in that the at least one transmitting device TX is formed by at least one transmitting device for a secondary radar.

• 51. Einrichtung oder Verfahren nach wenigstens einer der Ideen 1-50 oder einer Kombination dieser, dadurch gekennzeichnet, dass die mindestens eine Sendeeinrichtung TX durch mindestens eine Sendeeinrichtung nach dem ACARS, TCAS, VDL2,VDL3, Mode S oder CPDLC Protokoll gebildet wird.

Another aspect of the invention or exemplary embodiments result from:

• 51. Device or method according to at least one of ideas 1-50 or a combination of these, characterized in that the at least one transmitting device TX is formed by at least one transmitting device according to the ACARS, TCAS, VDL2, VDL3, Mode S or CPDLC protocol.

• 52. Einrichtung oder Verfahren nach wenigstens einer der Ideen 1-51 oder einer Kombination dieser, dadurch gekennzeichnet, dass die mindestens eine Sendeeinrichtung TX auf Radiosignale, mindestens einer Einrichtung von außerhalb, hin Informationen sendet.

Another aspect of the invention or exemplary embodiments result from:

• 52. Device or method according to at least one of ideas 1-51 or a combination of these, characterized in that the at least one transmitting device TX sends information in response to radio signals from at least one device from outside.

1. 53. Verfahren nach wenigstens einer der Ideen 1-52 oder einer Kombination dieser, dadurch gekennzeichnet, dass mindestens ein Positionsgeber POS durch mindestens einen der folgenden Aufstellung gebildet wird oder gebildet werden kann: Drucksensor, barometrischer Drucksensor,

Another aspect of the invention or exemplary embodiments result from:

1. 53. Method according to at least one of ideas 1-52 or a combination of these, characterized in that at least one position transmitter POS is or can be formed by at least one of the following list: pressure sensor, barometric pressure sensor,

Radio altimeter or sensor thereof, radar altimeter or sensor thereof, satellite position receiver, GPS system, GLOSNASS system, Galileo system, speed sensor, satellite receiver, altimeter, radar altimeter, radio altimeter, trailing edge flap system sensor, leading edge flap system sensor, trailing edge flap system position sensor, leading edge flap system position sensor, radio navigation receiver, FMS , FMGS, flap system position sensor, landing gear position sensor, landing gear load sensor, door position sensor, flap or cargo compartment door position sensor, ILS sensor, NDB sensor, VOR sensor, inertial navigation sensor or radio network availability sensor.

• 54. Verwendung mindestens eines Verfahren nach wenigstens einem der Ideen 1-53 oder einer Kombination dieser.

In a further aspect of the invention the task is solved by:

• 54. Use of at least one method according to at least one of ideas 1-53 or a combination of these.

In a preferred exemplary embodiment variation, the air freight is located in at least one cargo hold.

In a preferred exemplary embodiment variation, at least one air cargo or at least one device for collecting at least one piece of status information or status variable of at least one air cargo is connected to the at least one transmitting device via at least one radio link.

In a preferred exemplary embodiment variation, a radio link could be Bluetooth.

In a preferred exemplary embodiment variation, a radio link could be Bluetooth Low Energy.

In a preferred exemplary embodiment variation, a radio link could be WLAN.

In a preferred exemplary embodiment variation, air freight could be a piece of luggage, including that of a passenger.

In a preferred exemplary embodiment variation, air freight could be a checked-in, i.e. checked-in, piece of luggage, also of a passenger. This could be, for example, a suitcase, a bag or a document bag.

In a preferred exemplary embodiment variation, an air freight could also include a device or this at least one device is attached to the air freight, which sends the position or determines or can determine it using other devices, for example via Bluetooth. Such a device could also be similar to an Airtag, at least in one function. At least one such device could also be attached to a piece of luggage, for example a suitcase, a bag or a document case.

In a preferred exemplary embodiment variation, several radio links can also be connected in series, if necessary and/or also connected in parallel.

In a preferred exemplary embodiment variation, this could also be several different radio links, for example Bluetooth and/or WLAN in the cabin or pressure cabin and outside aviation mobile radio, satellite connection or mobile radio.

In a preferred exemplary embodiment variation, the airliner AC is formed by a cargo aircraft CARGO.

In a preferred exemplary embodiment variation, the airliner AC is formed by a passenger aircraft.

In a preferred exemplary embodiment variation, the airliner AC is formed by a combination aircraft.

In a preferred exemplary embodiment variation, the commercial aircraft AC is formed by an aircraft with at least one pressurized cabin.

Such an aircraft can operate at high altitudes.

In a preferred exemplary embodiment variation, the airliner AC is formed by a jet airliner. So it could include jet engines, including turbofan engines.

In a preferred exemplary embodiment variation, the airliner AC can be operated by at least 2 pilots.

In a preferred exemplary embodiment variation, the airliner AC is formed by an aircraft with turbojet engines.

In a preferred exemplary embodiment variation, the commercial aircraft AC is formed by an aircraft with an oxygen supply system for passengers.

Such an aircraft can operate at high altitudes.

In a preferred exemplary embodiment variation, the airliner AC is formed by an aircraft for flight at high cruising altitude. This can be, for example, above 7200 m or above 7600 m or above the weather event.

In a preferred exemplary embodiment variation, at least one transmitting device is designed to be redundant.

In a preferred exemplary embodiment variation, at least one transmitting device is designed so that it can transmit to the ground. For this purpose, antennas can generally be mounted, for example, in the area of the underside of the aircraft or the underside of the fuselage.

In a preferred exemplary embodiment variation, the transmission is sent to the ground via at least one satellite.

In a preferred exemplary embodiment variation, at least one transmitting device ACTX is formed by a satellite transmitting device SATTX.

In a preferred exemplary embodiment variation, at least one transmission device ACTX is formed by a mobile radio transmission device MTX.

In a preferred exemplary embodiment variation, at least one transmitting device ACTX is formed by a mobile radio transmitting device MAIRTX for at least one aviation mobile radio network AIRMF.

In a preferred exemplary embodiment variation, at least one mobile radio transmitter MTX is formed by a mobile radio transmitter MAIRTX for at least one aviation mobile radio network AIRMF

In a preferred exemplary embodiment variation, at least switching between different transmitting devices can take place depending on at least one operating phase OPS of the aircraft.

In a preferred exemplary embodiment variation, at least one further different transmitting device can be added depending on at least one operating phase OPS of the aircraft.

In a preferred exemplary embodiment variation, at least one transmitting device can be activated depending on at least one operating phase OPS of the aircraft.

In a preferred exemplary embodiment variation, at least one transmitting device can be deactivated depending on at least one operating phase OPS of the aircraft.

In a preferred exemplary embodiment variation, at least switching between different transmitting devices can take place depending on at least one piece of information INFP from at least one position transmitter POS, which at least includes this airliner AC or aircraft.

In a preferred exemplary embodiment variation, at least one can be added at least one further different transmitting device depending on at least one piece of information INFP from at least one position transmitter POS, which at least includes this airliner AC or aircraft.

In a preferred exemplary embodiment variation, at least one transmission device can be activated depending on at least one piece of information INFP from at least one position transmitter POS, which at least includes this airliner AC or aircraft.

In a preferred exemplary embodiment variation, at least one transmitting device can be deactivated depending on at least one piece of information INFP from at least one position transmitter POS, which at least includes this airliner AC or aircraft.

In a preferred exemplary embodiment variation, there is at least one merging of several status information items of an air cargo that were transmitted via various paths, including information paths or transmission paths.

• Dies könnte zum Beispiel Position und Temperatur sein.

Another aspect of the invention or exemplary embodiments result from:

• This could be, for example, position and temperature.

In a preferred exemplary embodiment variation, at least one operating phase is dependent on at least one piece of information INFP from at least one position transmitter POS, which at least includes this airliner AC or aircraft.

In a preferred exemplary embodiment variation, at least content that was previously sent via ACARS or ADS or ADS-B is sent.

Position or at least one piece of position information can be determined, for example, by at least one altitude, by at least one altitude position, by at least one spatial position, by at least one time position, by a position of an aircraft system, e.g. landing gear, thrust reversal, flap system, load sensor, door system, etc. or by at least one for the position calculated in the future can be formed.

Position can also be expressed vertically or horizontally.

For example, a height can be measured above a ground.

For example, a height can be measured over a print area.

For example, an altitude can be measured above a reference altitude.

For example, an altitude can be measured above sea level.

• Auch zur Nutzung in Kollisionsvermeideungssystemen:
  • Die Position von Luftfahrzeugen kann zumindest anteilig jeweils am Boden oder in der Luft ermittelt, erhoben oder berechnet werden oder worden sein.

Another aspect of the invention or exemplary embodiments result from:

• Also for use in collision avoidance systems:
  • The position of aircraft can be or have been determined, collected or calculated, at least partially, on the ground or in the air.

• Hinsichtlich mindestens einer Sendevorrichtung sind in jeweils beispielhaften Ausführungsvarianten einzeln oder in Kombination noch möglich:
  • Ein weiterer Aspekt der Erfindung bzw. beispielhafte Ausführungsformen ergeben sich durch:
• Aktivieren mindestens Einer Einrichtung durch, mittels oder über mindestens eine Zeitgeber oder zeitverzögert.

Another aspect of the invention or exemplary embodiments result from:

• With regard to at least one transmitting device, exemplary embodiment variants are still possible individually or in combination:
  • Another aspect of the invention or exemplary embodiments result from:
• Activating at least one device by, by means of or via at least one timer or time-delayed.

• Deaktivieren mindestens einer Einrichtung aufgrund einer Position beispielsweise auch einer Höhe.
• Ein weiterer Aspekt der Erfindung bzw. beispielhafte Ausführungsformen ergeben sich durch:
  • Aktivieren mindestens Einer Einrichtung aufgrund einer Position beispielsweise auch einer Höhe.
  • Ein weiterer Aspekt der Erfindung bzw. beispielhafte Ausführungsformen ergeben sich durch:
• Aktivieren mindestens einer Einrichtung aufgrund einer mindestens Empfangbarkeitsinformation.

Another aspect of the invention or exemplary embodiments result from:

• Disabling at least one device based on a position, for example an altitude.
• Another aspect of the invention or exemplary embodiments result from:
  • Activate at least one device based on a position, for example a height.
  • Another aspect of the invention or exemplary embodiments result from:
• Activating at least one device based on at least one piece of receivable information.

For example, a mobile radio network, an aviation mobile radio network and/or a satellite network.

• Deaktivieren mindestens einer Einrichtung aufgrund einer Empfangbarkeitsinformation z.B. Wetter, Netzverfügbarkeit .

Another aspect of the invention or exemplary embodiments result from:

• Deactivating at least one device based on receivability information, e.g. weather, network availability.

• Deaktivieren mindestens einer Einrichtung aufgrund einer Priorität z.B. Stromversorgungssicherheit.

Another aspect of the invention or exemplary embodiments result from:

• Disabling at least one device based on a priority e.g. power security.

• Deaktivieren mindestens einer Einrichtung aufgrund eines Notfalles z.B. Fehlfunktion

Another aspect of the invention or exemplary embodiments result from:

• Disabling at least one device due to an emergency, e.g. malfunction

• In einer bevorzugten beispielhaften Ausführungsvariation kann ein Verkehrsflugzeug oder ein Luftfahrzeug auch gebildet bzw. ersetzt werden durch ein Flugtaxi, VTOL, Tragschrauber, Ballon, Drohne oder einen Hubschrauber.

Another aspect of the invention or exemplary embodiments result from:

• In a preferred exemplary embodiment variation, a commercial aircraft or aircraft can also be formed or replaced by an air taxi, VTOL, gyrocopter, balloon, drone or helicopter.

• In weiteren beispielhaften Ausführungsformen kann mindestens eine Betriebsphase OPS abhängig ermittelt werden durch mindestens eine Positionsinformation POSINF mindestens eines Positionsgebers POS .

Another aspect of the invention or exemplary embodiments result from:

• In further exemplary embodiments, at least one operating phase OPS can be determined depending on at least one piece of position information POSINF from at least one position transmitter POS.

• Mindestens eine Betriebsinformation kann beispielsweise gebildet werden durch: Transpondercode, Triebwerksdaten, Daten des Voice Recorders oder Flight Recorders, Daten die zumindest anteilig aufzeichnungspflichtig sind, Wetterinformation, Windinformation, Loadsheet, Wartungsinformationen, Fehlfunktionen, Warnmeldungen, Brandinformationen, Verkehrsmeldung, Verkehrsdaten, Konfliktsituationen, errechnete Konfliktsituationen, errechnete Positionen, Ankunftszeiten, ETA, ETD, errechnete Ankunftszeiten, Verspätungsinformationen, Sprachinformationen oder Voice Messages.

Another aspect of the invention or exemplary embodiments result from:

• At least one piece of operational information can be formed, for example, by: transponder code, engine data, data from the voice recorder or flight recorder, data that is at least partially required to be recorded, weather information, wind information, load sheet, maintenance information, malfunctions, warning messages, fire information, traffic reports, traffic data, conflict situations, calculated conflict situations , calculated positions, arrival times, ETA, ETD, calculated arrival times, delay information, voice information or voice messages.

• Mindestens eine Luftfracht oder mindestens ein Gerät, was zumindest Zustandsinformationen zu mindestens einer Luftfracht erhebt kann, kann, auch informationstechnisch, zu mindestens einer Sendevorrichtung angebunden sein oder werden, über mindestens eine Funkstrecke. Dies können auch mehrere sein, auch ggf über Beacons, Router, Verteiler oder Repeater.

Another aspect of the invention or exemplary embodiments result from:

• At least one air cargo or at least one device, which can at least collect status information about at least one air cargo, can be or will be connected, also in terms of information technology, to at least one transmitting device, via at least one radio link. This can also be several, including via beacons, routers, distributors or repeaters.

• Orten von Luftfahrzeugen durch das Mobilfunknetz - Weitergabe zumindest von Positionsinformationen.

Another aspect of the invention or exemplary embodiments result from:

• Locating aircraft through the mobile phone network - passing on at least position information.

• Orten von Luftfahrzeugen durch das Mobilfunknetz - Weitergabe zumindest von Positionsinformationen an oder über mindestens eine Schnittstelle z.B. API, zum Internet, vom Mobilfunk, zu einem Intranet, zu einem VPN, zur ATC, zu Flightradar24 .

Another aspect of the invention or exemplary embodiments result from:

• Locating aircraft through the mobile network - passing on at least position information to or via at least one interface, e.g. API, to the Internet, from mobile communications, to an intranet, to a VPN, to ATC, to Flightradar24.

• Eine Höhe, zum Wechseln oder Aktivieren, Deaktivieren oder Hinzunehmen mindestens einer Sendevorrichtung könnte zum Beispiel bei einer Höhe von etwa 300 m liegen.

Another aspect of the invention or exemplary embodiments result from:

• A height for changing or activating, deactivating or adding at least one transmitting device could be, for example, a height of approximately 300 m.

• Eine Höhe, zum Wechseln oder Aktivieren, Deaktivieren oder Hinzunehmen mindestens einer Sendevorrichtung könnte zum Beispiel bei einer Höhe von etwa 500 m liegen.

Another aspect of the invention or exemplary embodiments result from:

• A height for changing or activating, deactivating or adding at least one transmitting device could be, for example, a height of around 500 m.

• Eine Höhe, zum Wechseln oder Aktivieren, Deaktivieren oder Hinzunehmen mindestens einer Sendevorrichtung könnte zum Beispiel bei einer Höhe von etwa 700 m liegen.

Another aspect of the invention or exemplary embodiments result from:

• A height for changing or activating, deactivating or adding at least one transmitting device could be, for example, a height of around 700 m.

• In zumindest einem Bodenbetrieb könnten Satelliteneinrichtungen zur Kommunikation verwendet werden. Erst ab einer gewissen (Flug-) Höhe könnte (mit) dazu übergegangen werden, ein Luftfahrtmobilfunknetz über entsprechende geeignete Einrichtungen zu nutzen. Ein Vorteil ist, dass erst über einer gewissen Höhe ein wirklich beständiger bzw. verlässlicher bzw. störungsfreier Betrieb bzw. Empfang eines Mobilfunknetzes für Luftfahrtanwendungen gesichert ist oder gesichert sein kann.

Another aspect of the invention or exemplary embodiments result from:

• In at least one ground operation, satellite facilities could be used for communication. Only from a certain (flight) altitude could one switch to using an aviation mobile radio network via appropriate facilities. One advantage is that truly consistent or reliable or trouble-free operation or reception of a mobile phone network for aviation applications is or can be ensured only above a certain altitude.

• In zumindest einem Bodenbetrieb könnten auch konventionelle mobilfunknetze über entsprechende Einrichtungen (mit oder ausschließlich) genutzt werden.

Another aspect of the invention or exemplary embodiments result from:

• In at least one ground operation, conventional mobile radio networks could also be used via corresponding corresponding facilities can be used (with or exclusively).

Reference symbols are generally not to be viewed as limiting.

Embodiments or aspects of the invention or drawings or elements of drawings can also be used in combination or in multiple combinations with one another.

Description of a preferred embodiment I.

In an exemplary and particularly preferred embodiment, at least one thermally insulated transport box TIB is placed, for example, in a larger container HC1, the dimensions of which are at least such that it can accommodate at least one thermally insulated transport box TIB. In the present case, this larger container HC1 should be formed, for example, by an air freight container HC1. In further exemplary embodiments, this could also be at least partially open. In further embodiments, this could also contain several compartments, be actively or passively cooled and/or insulated.

The at least one thermally insulated transport box TIB is loaded with its air freight container HC1 into a larger container HC2, this larger container HC2 being the fuselage HC2 of an aircraft, which in this case is also designed as a pressurized cabin *.

In this case, the example is a commercial aircraft. This could be a passenger aircraft with or without cargo loading capability or alternatively a cargo aircraft. In the present case, the airliner is technically designed in such a way, for example with swept wings and turbojet engines, that it can operate at speeds of at least 700 to 800 km/h. In this exemplary case, it should also be technically designed in such a way, here implemented with at least one pressurized cabin and correspondingly powerful engines, that it can also fly at high altitudes, from 3 to 10 km, possibly even up to at least 12 km. In both cases there could also be at least one cargo space or cargo space on board.

Pressurized cabin * means that the aircraft fuselage, at least in sections, generally as a pressure body, here designed as a pressurized cabin, is or can intentionally be in an overpressure relative to the ambient pressure during flight. In certain applications, in a further embodiment it can also be, at least temporarily, a negative pressure inside the pressure cabin, relative to the reference pressure outside the aircraft fuselage.

This at least one thermally insulated transport box TIB is also suitable or applicable for transporting ultra-low-temperature goods G at a temperature of below minus 50 degrees Celsius. In an alternative embodiment, it is just as suitable, or at least applicable, for transports from -80 to 50° Cesius. In the present exemplary case, it can be filled with dry ice DI inside INSI in such a way that at least one container B, which contains the product G to be cooled ultra-low, is at least partially embedded in dry ice DI. In the exemplary case, the container B1 should be at least one glass container B1, which contains liquid mRNA drug preparation G inside at normal temperature, for example in the form of a vaccine. The glass container B1 should be included in another packaging B2, for example. In this example, this should at least be suitable to at least support the glass container B1 during transport and to promote the orientation and position during transport.

At least one temperature sensor TS1 is inserted into this at least one thermally insulated transport box TIB, which is positioned inside INSI in the thermally insulated transport box TIB and can detect the temperature T1 inside INSI in the thermally insulated transport box TIB. In the present case, this sensor TS1 is at least partially covered by dry ice. In an alternative exemplary case, for reasons of redundancy, a further temperature sensor TS2 could be installed in the thermally insulated transport box TIB, which can at least partially measure a temperature T2 outside of a dry ice cover. Electrical energy EE from at least one electrical energy source ESOURCE is available or can be made available to at least the first temperature sensor TS1. In this exemplary case, ES could designate at least one electrical energy storage device. This could be designed to be suitable for aviation, e.g. as a rechargeable lithium titanate battery.

Here EE is at least one battery, which includes the TIB transport box. This battery can also be electrically rechargeable. It could also be at least one device for energy harvesting, for example from an existing temperature difference or from a radiation field.

In the alternative exemplary case, the second temperature sensor TS2 is also electrical Energy, for example, is supplied from an electrical energy storage device EE.

The at least one, here the first temperature sensor TS1, and in an alternative embodiment also the second temperature sensor TS2, can measure the temperature TX (i.e. T1 or T2) and at least by means of a here wireless interface I to at least one other device OD - at least information transmitted, which are used to monitor the temperature INFTEMP. TS 2 is in 1 not shown.

In this case, the wireless interface I is formed, for example, by a Bluetooth Low Energy interface. In this case, this is also connected to an electrical power supply. In the present case, there is an electric battery EE for power supply, which includes the thermally insulated transport box TIB.

Bluetooth Low Energy as a wireless interface here as an example, in order to at least transmit information wirelessly, is chosen here as an example for at least two reasons.

On the one hand, this keeps the radiation level within the cabin of the airliner low so that no sensitive equipment such as electrical controls, navigation equipment, radio equipment can be disturbed while the aircraft is in operation. On the other hand, because a long-haul flight can last up to 18 hours and the energy storage should provide enough electrical energy, at least for this transport section, to supply at least the devices that are connected to it with electrical energy EE. This can also be at least one other device that can include the box.

Alternatively, a WLAN standard could also be used, or a WIMAX standard or something similar.

Using the wireless interface I, information can now be transmitted that serves at least to monitor the temperature INFTEMP to at least one other device OD.

In the present exemplary case, a further device OD1 is formed by at least one receiving device OD1 that can receive this information, i.e. can receive at least INFTEMP. It could also be a kind of data router, perhaps even designed so that it can receive information from multiple devices, can send it itself, and can at least organize information. Or it is an access point. Alternatively, it could also be an access point that works via mobile communications, for example as a pico, femto or mini cell.

In this exemplary case, the information can now be transmitted to at least one further device OD2 via the first further device OD1, here at least one receiving device that can work wirelessly. This at least one further device OD2 is formed here by at least one transmitting device TX, which the aircraft fuselage includes as at least one larger container HC. Alternatively, at least this one transmitting device TX could also be incorporated or attached to another aircraft body. In the present case it is a transmitting device TX1 that can transmit information wirelessly. This transmitting device TX1 can work with frequencies of special mobile radio networks, which have been set up in particular technically for aviation, in order to communicate with at least one ground station, which in the present case can be a third further device formed by at least one ground station for special mobile radio networks for aviation applications OD3 .

These special mobile radio stations on the ground OD3 can be designed in such a way that they can be designed specifically for the needs of commercial aviation in terms of technology or construction in order to be able to form a special mobile radio network for commercial aviation, with fast and high-flying commercial aircraft (also as in in this case with a pressurized cabin).

• Schon allein vom Segelfliegen ist es bekannt, dass auch über Großstädten, die mit Mobilfunk als gut versorgt gelten, oft schon spätestens ab einer Höhe von 500 bis 800 m keine verlässliche Mobilfunkverbindung besteht, selbst wenn Sichtkontakt, zu mindestens einer Bodenstation besteht, und die Gespräche in Folge technisch abreißen.

The technical background is that existing mobile networks, in terms of their architecture and technical characteristics, are generally not usable for commercial aircraft in flight, or at least not for a long period of time. There are several reasons for this:

• It is already known from gliding alone that even over large cities that are considered to be well served by mobile communications, there is often no reliable mobile connection at altitudes of 500 to 800 m at the latest, even if there is visual contact with at least one ground station and conversations technically demolish as a result.

However, commercial aviation normally travels at altitudes of 3 km to 10 km, even up to 12 km. This is significantly higher vertically.

The reason is that the antennas of normal mobile radio ground stations are aligned horizontally, with the antennas in their angular arrangement at least even inclined towards the ground, i.e. a so-called tilt down.

As a result, signals from normal mobile networks cannot be received at the top of the flight or cannot be technically evaluated due to their speed. For this purpose, the ground stations must have special antennas or antenna arrays directed upwards (in the angular orientation), as should be the case with the exemplary mobile radio station OD3.

On the other hand, due to the free space attenuation, the transmission power technically implemented in the devices in the usual mobile phone networks is not sufficient to reach altitudes of over 10 km and up to 12 km. This should not be the case with the special devices for mobile aviation applications in an exemplary application form; these should have sufficient transmission power. This can preferably also be emitted upwards in an angular orientation to the sky (against the curvature of the earth).

The mobile phone networks must also be designed specifically for commercial aviation. As in this example, these can at least use a modified LTE protocol.

Of the frequencies, an ultra frequency band 65 could be used in this exemplary case. These frequencies, for example in at least one range from at least 2170 MHz to 2195 MHz and/or for a range from at least 1980 MHz to 1995 MHz, are high frequency, so that a large bandwidth can be provided. This enables high data rates and, given the fast aircraft, also fast connections (even without the Doppler effect).

Such at least one transmitting device TX1 (and receiving devices, such as here OD3, could also differ from typical ground applications in terms of transmission power. Normal mobile phones in the LTE network transmit up to around 200 mW transmission power. For commercial aircraft, a transmission power should be increased to 2-6 W , possibly 5W so that a cell can be made sufficiently large in view of the high speeds, e.g. 60 to 160 km radius. This means that a commercial aircraft with speeds of the usual 800 to 1200 km can be managed with a correspondingly short stay in the cell and also to others Cells (e.g. neighboring cells) can be transferred. This also applies to the terrestrial (earth-based) ground stations for mobile aviation applications. These can also be designed in such a way that they can not only receive but also transmit, at least for coordination and/or dialogue.

At least one such at least one exemplary transmitting device TX1 could, for example, include at least one LTE modem, which is adapted to at least one of the concerns presented.

In a further embodiment, at least two such modems, transmitting devices or antennas (as shown here for the antennas in the present example) can also be attached and used on the airliner for reasons of redundancy.

It is important to handle aircraft speeds of up to over 1000km/h. This also means being able to compensate for any Doppler effects that may occur when operating such speeds to reference the station, both on the uplink UP and on the downlink DL.

At least this at least one transmitting device TX1 could also be designed specifically in this sense. On the one hand, it could include special devices that can compensate for the Doppler effect back to the station and at distance and approach speeds for commercial aircraft. This can also be implemented using software applications. Such a transmitting device TX1 could also alternatively or additionally include at least one so-called remote radio head in order to effectively switch off Doppler effects.

On the other hand, it could include at least one antenna on the fuselage of the commercial aircraft, which is located outside the pressure cabin or the aircraft fuselage. This means that the radiation remains outside the cabin so that important aircraft facilities cannot be disrupted, even if the transmission power (at least of this facility) is significantly increased compared to conventional mobile radio modules due to the range (height of 3 to 8 km or even 12 km). .

On the other hand, this at least one antenna could be attached (or aligned) to the bottom of the aircraft fuselage towards the ground in order to be able to transmit primarily to the special ground stations of the special mobile radio network for commercial aviation, on the shortest route or without any obstructions.

The exemplary mobile radio station on the ground OD3 can now at least receive information INFTEMP, which is used to monitor the temperature, and this information can be passed on to at least one further device OD4. In this exemplary case, this further device OD4 should be implemented by a gateway from this special mobile radio network for aviation applications to at least one further network. This further network can then be formed, for example, by at least part of the Internet by at least one intranet or by at least one VPN network or through a conventional mobile network. The INFTEMP information, which can at least be used to monitor the temperature, can be passed on via at least one such network to at least one other device OD5. In the present exemplary case, it should be formed by a computer OD5, which can be connected to such a network, at least temporarily, at least for information retrieval.

In a further form of training, this information INFTEMP can be at least partially evaluated or output. For example, they can be output via at least one screen (as an output means). This could be done as values, tables, pictograms or diagrams, or even as a time course and, if necessary, include threshold values and their overlaps and/or overlaps, which, for example, also result in actions in the form of warnings (acoustic and/or visual). can. This is so that at least one user (e.g. the shipper) can at least become aware of it and can also take physiological reactions in the form of actions. This could be, for example, that in the case of perishable goods that have been below a minimum temperature for too long, he would declare the goods as spoiled so that they could no longer enter the food circulation effectively. Additionally or alternatively, he could also order and/or dispatch replacement goods. Of course, the device OD5 could also be another end device, for example a smartphone, a web interface, an API web interface or at least one physical or virtual printer. In a further embodiment, at least such information would be at least retrievable or downloadable from at least one further device OD via an API interface. In the case of, for example, a smartphone, PDA or tablet, an output means could also be formed by a screen, which at the same time provides a user interface for the user, i.e. possibly also enables interactive inputs and outputs with at least one user.

Another aspect, at least in this exemplary embodiment I., will be described below.

Commercial aircraft can fly over areas that do not include such special mobile radio ground stations adapted for aviation, or these have failed or there are no rights of use or opportunities. The airliner can also, for example, fly over mountainous regions or, for example, desert areas or simply over water, where such ground stations are not widely available.

For this reason, the embodiment shown here optionally has a second possible information path, at least for information INFTEMP, which can be used to monitor the temperature.

The at least one, here the first temperature sensor TS1, and in an alternative embodiment, also the second temperature sensor TS2 can measure the temperature TX and transmit at least information to at least one further device OD by means of a wireless interface I, which is used to monitor the Temperature serve INFTEMP serve.

In this case, the wireless interface I is formed by a Bluetooth Low Energy interface. In this case, this is also connected to an electrical power supply. In the present case, there is an electric battery EE for power supply, which includes the thermally insulated transport box TIB.

Bluetooth Low Energy as a wireless interface here as an example, in order to at least transmit information wirelessly, is chosen here as an example for at least two reasons.

On the one hand, this keeps the radiation level within the cabin of the airliner low so that no sensitive equipment such as electrical controls, navigation equipment, radio equipment can be disturbed while the aircraft is in operation. On the other hand, because a long-haul flight can last up to 18 hours and the energy storage should provide enough electrical energy, at least for this transport section, to supply at least the devices that are connected to it with electrical energy EE. This can also be at least one other device that the box includes.

Alternatively, a WLAN standard could also be used, or a WIMAX standard or something similar.

Using the wireless interface I, information can now be transmitted that serves at least to monitor the temperature INFTEMP to at least one other device OD.

In the present exemplary case, a further device OD7 is formed by at least one receiving device OD7 that can receive this information, at least INFTEMP. It could also be a kind of data router, which is perhaps even designed so that it can receive information from multiple devices, can send it itself, and can at least organize information. Or it is an access point.

In this exemplary case, the information can now be transmitted to at least one further device OD8 via the first further device OD7, here a receiving device that can work wirelessly. This at least one further device OD8 is formed here by at least one transmitting device Tx2, which the aircraft fuselage comprises as at least one larger container HC. In the present case it is a transmitting device TX2 that can transmit information wirelessly. This transmitting device TX2 can work with frequencies of special satellite radio networks in order to communicate with at least one satellite ground station OD10 via at least one satellite (shown here as another device OD 9, for example).

This special satellite ground station OD10 can be designed in such a way that it can be designed specifically for the needs of commercial aviation in order to be able to form a special satellite radio network for commercial aviation, whereby commercial aircraft can act as mobile radio subscribers.

This can take into account, for example, that commercial aviation can regularly fly at altitudes of up to 10 km, sometimes over 12 km.

Of the frequencies, an ultra frequency band 65 could also be used in this satellite network (for aviation applications) in this exemplary case. These frequencies, for example in at least one range from at least 2170 MHz to 2195 MHz and/or for a range from at least 1980 MHz to 1995 MHz, are high frequency, so that a large bandwidth can be provided.

Such at least one transmitter TX3 could also differ from typical ground applications in terms of transmission power in order to technically achieve the distance to the satellite.

In a further embodiment, at least two such satellite modems, transmitting devices or antennas can also be used on the airliner for reasons of redundancy.

It is important to handle aircraft speeds of up to over 1000kmh. This also means being able to compensate for any Doppler effects that may occur when operating such speeds to reference the station, both on the uplink UP and on the downlink DL.

The at least one transmitting device TX2 could also be designed specifically in this sense. On the one hand, it could include special devices that can compensate for the Doppler effect back to the station and at distance and approach speeds for commercial aircraft. This can also be implemented using software applications. Such a transmitting device TX2 could also optionally include at least one so-called remote radio head in order to effectively switch off Doppler effects.

On the other hand, it could include at least one antenna on the fuselage of the commercial aircraft, which is located outside the pressure cabin or the aircraft fuselage. This means that the radiation remains outside the cabin so that important aircraft facilities cannot be disturbed.

On the other hand, this at least one antenna could be attached to the aircraft fuselage at the top towards space (satellite) in order to be able to transmit mainly to the special satellite ground stations OD1Odes special satellite networks for commercial aviation, via at least one satellite (here OD9).

The exemplary satellite ground station OD10 can now at least receive information INFTEMP, which is used to monitor the temperature, and this information can be passed on to at least one further device OD11. In this exemplary case, this further device OD11 is intended to serve as a gateway from this special satellite radio network for aviation applications to at least one further network OD12. This further network can then be formed, for example, by at least part of the Internet, by at least one intranet or by a conventional mobile phone network. The INFTEMP information, which can at least be used to monitor the temperature, can be passed on via at least one such network to at least one further device OD13. In the present exemplary case, it should be formed by a computer OD13/ODX, which can be at least temporarily connected to such a network for at least information retrieval.

In a further form of training, this information INFTEMP can be at least partially evaluated or output on at least one further device OD. For example, they can be output via at least one screen. This could be done as values, a table or diagram, or even as a time course and, if necessary, include threshold values and their sub- and/or overlapping values. Of course, the device OD13/ODX could also be a another device, a smartphone, a web interface, an API web interface or at least one physical or virtual printer. If necessary, such information could be accessed by at least one other device OD via an API interface.

Description of a preferred embodiment 11.

This preferred embodiment can also be based on 1 be understood.

In an exemplary and particularly preferred embodiment, at least one thermally insulated transport box TIB is placed, for example, in a larger container HC1, the dimensions of which are at least such that it can accommodate at least one thermally insulated transport box TIB. In the present case, this larger container HC1 should be formed, for example, by an air freight container HC1. In further exemplary embodiments, this could also be at least partially open. In further embodiments, this could also contain several compartments, be actively or passively cooled and/or insulated.

The at least one thermally insulated transport box TIB is loaded with its air freight container HC1 into a larger container HC2, this larger container HC2 being the fuselage HC2 of an aircraft, which in this case is also designed as a pressurized cabin *.

In this case, the example is a commercial aircraft. This could be a passenger aircraft with or without cargo loading capability or alternatively a cargo aircraft. In the present case, the airliner is technically designed in such a way, for example with swept wings and turbojet engines, that it can operate at speeds of at least 700 to 800 km/h. In this exemplary case, it should also be technically designed in such a way, here implemented with at least one pressurized cabin and correspondingly powerful engines, that it can also fly at high altitudes, from 3 to 10 km, possibly even up to at least 12 km. In both cases there could also be at least one cargo space or cargo space on board.

Pressurized cabin * means that the aircraft fuselage, at least in sections, generally as a pressure body, here designed as a pressurized cabin, is or can intentionally be in an overpressure relative to the ambient pressure during flight. In certain applications, in a further embodiment it can also be, at least temporarily, a negative pressure inside the pressure cabin, relative to the reference pressure outside the aircraft fuselage.

This at least one thermally insulated transport box TIB is also suitable or applicable for transporting ultra-low-temperature goods G at a temperature of below minus 50 degrees Celsius. In an alternative embodiment, it is just as suitable, or at least applicable, for transports from -80 to 50° Cesius. In the present exemplary case, it can be filled with dry ice DI inside INSI in such a way that at least one container B, which contains the product G to be cooled ultra-low, is at least partially embedded in dry ice DI. In the exemplary case, the container B1 should be at least one glass container B1, which contains liquid mRNA drug preparation G inside at normal temperature, for example in the form of a vaccine. The glass container B1 should be included in another packaging B2, for example. In this example, this should at least be suitable to at least support the glass container B1 during transport and to promote the orientation and position during transport.

At least one temperature sensor TS1 is inserted into this at least one thermally insulated transport box TIB, which is positioned inside INSI in the thermally insulated transport box TIB and can detect the temperature T1 inside INSI in the thermally insulated transport box TIB. In the present case, this sensor TS1 is at least partially covered by dry ice. In an alternative exemplary case, for reasons of redundancy, a further temperature sensor TS2 could be installed in the thermally insulated transport box TIB, which can at least partially measure a temperature T2 outside of a dry ice cover. Electrical energy EE from at least one electrical energy source ESOURCE is available or can be made available to at least the first temperature sensor TS1. In this exemplary case, ES could designate at least one electrical energy storage device. This could be designed to be suitable for aviation, e.g. as a rechargeable lithium titanate battery.

Here EE is at least one battery, which includes the TIB transport box. This battery can also be electrically rechargeable. It could also be at least one device for energy harvesting, for example from an existing temperature difference or from a radiation field.

In the alternative exemplary case, the second temperature sensor TS2 is also electrical Energy, for example, is supplied from an electrical energy storage device EE.

The at least one, here the first temperature sensor TS1, and in an alternative embodiment also the second temperature sensor TS2, can measure the temperature TX (i.e. T1 or T2) and at least by means of a here wireless interface I to at least one other device OD - at least information transmitted, which are used to monitor the temperature INFTEMP. TS 2 is in 1 not shown.
In this case, the wireless interface I is formed, for example, by a mobile radio interface. In this case, this is also connected to an electrical power supply. In the present case, there is an electric battery EE for power supply, which includes the thermally insulated transport box TIB.
A mobile radio interface as a wireless interface here as an example, in order to at least transmit information wirelessly, is chosen here as an example for at least two reasons.

On the one hand, there is a wide distribution and compatibility with mobile radio modules. Due to their widespread nature, they are also available at low cost.

Using the wireless mobile radio interface I, information can now be transmitted that serves at least to monitor the temperature INFTEMP to at least one other device OD.

In the present exemplary case, a further device OD1 is formed by at least one receiving device OD1 that can receive this information, i.e. can receive at least INFTEMP. It could also be a kind of cellular router, which may even be designed so that it can receive information from multiple devices, can send it itself, and can at least organize information. Or it is an access point for cellular applications. Alternatively, it could also be a device that works via mobile communications, for example designed as a pico, femto or mini cell. This device could also, for example, only provide transmission power in a spatially limited manner in order not to disturb the aircraft and other aircraft. However, it preferably provides sufficient transmission power in the aircraft so that mobile radio modules do not have to use large transmission powers.

In this exemplary case, the information can now be transmitted to at least one further device OD2 via the first further device OD1, here at least one receiving device that can work wirelessly. This at least one further device OD2 is formed here by at least one transmitting device TX, which the aircraft fuselage includes as at least one larger container HC. Alternatively, at least this one transmitting device TX could also be incorporated or attached to another aircraft body. In the present case it is a transmitting device TX1 that can transmit information wirelessly. This transmitting device TX1 can work with frequencies of special mobile radio networks, which have been set up in particular technically for aviation, in order to communicate with at least one ground station, which in the present case can be a third further device formed by at least one ground station for special mobile radio networks for aviation applications OD3 .

These special mobile radio stations on the ground OD3 can be designed in such a way that they can be designed specifically for the needs of commercial aviation in terms of technology or construction in order to be able to form a special mobile radio network for commercial aviation, with fast and high-flying commercial aircraft (also as in in this case with a pressurized cabin).

• Schon allein vom Segelfliegen ist es bekannt, dass auch über Großstädten, die mit Mobilfunk als gut versorgt gelten, oft schon spätestens ab einer Höhe von 500 bis 800 m keine verlässliche Mobilfunkverbindung besteht, selbst wenn Sichtkontakt, zu mindestens einer Bodenstation besteht, und die Gespräche in Folge technisch abreißen.

The technical background is that existing mobile networks, in terms of their architecture and technical characteristics, are generally not usable for commercial aircraft in flight, or at least not for a long period of time. There are several reasons for this:

• It is already known from gliding alone that even over large cities that are considered to be well served by mobile communications, there is often no reliable mobile connection at altitudes of 500 to 800 m at the latest, even if there is visual contact with at least one ground station and conversations technically demolish as a result.

However, commercial aviation normally travels at altitudes of 3 km to 10 km, even up to 12 km. This is significantly higher vertically.

The reason is that the antennas of normal mobile radio ground stations are aligned horizontally, with the antennas in their angular arrangement at least even inclined towards the ground, i.e. a so-called tilt down.

As a result, signals from normal mobile networks cannot be received at the top of the flight or cannot be technically evaluated due to their speed. For this purpose, the ground stations must have special antennas or antenna arrays directed upwards (in the angular orientation), as should be the case with the exemplary mobile radio station OD3.

On the other hand, due to the free space attenuation, the transmission power technically implemented in the devices in the usual mobile phone networks is not sufficient to reach altitudes of over 10 km and up to 12 km. This should not be the case with the special devices for mobile aviation applications in an exemplary application form; these should have sufficient transmission power. This can preferably also be emitted upwards in an angular orientation to the sky (against the curvature of the earth).

The mobile phone networks must also be designed specifically for commercial aviation. As in this example, these can at least use a modified LTE protocol.

Of the frequencies, an ultra frequency band 65 could be used in this exemplary case. These frequencies, for example in at least one range from at least 2170 MHz to 2195 MHz and/or for a range from at least 1980 MHz to 1995 MHz, are high frequency, so that a large bandwidth can be provided. This enables high data rates and, given the fast aircraft, also fast connections (even without the Doppler effect).

Such at least one transmitting device TX1 (and receiving devices, such as here OD3, could also differ from typical ground applications in terms of transmission power. Normal mobile phones in the LTE network transmit up to around 200 mW transmission power. For commercial aircraft, a transmission power should be increased to 2-6 W , possibly 5W so that a cell can be made sufficiently large in view of the high speeds, e.g. 60 to 160 km radius. This means that a commercial aircraft with speeds of the usual 800 to 1200 km can be managed with a correspondingly short stay in the cell and also to others Cells (e.g. neighboring cells) can be transferred. This also applies to the terrestrial (earth-based) ground stations for mobile aviation applications. These can also be designed in such a way that they can not only receive but also transmit, at least for coordination and/or dialogue.

At least one such at least one exemplary transmitting device TX1 could, for example, include at least one LTE modem, which is adapted to at least one of the concerns presented.

In a further embodiment, at least two such modems, transmitting devices or antennas (as shown here for the antennas in the present example) can also be attached and used on the airliner for reasons of redundancy.

It is important to handle aircraft speeds of up to over 1000km/h. This also means being able to compensate for any Doppler effects that may occur when operating such speeds to reference the station, both on the uplink UP and on the downlink DL.

At least this at least one transmitting device TX1 could also be designed specifically in this sense. On the one hand, it could include special devices that can compensate for the Doppler effect back to the station and at distance and approach speeds for commercial aircraft. This can also be implemented using software applications. Such a transmitting device TX1 could also alternatively or additionally include at least one so-called remote radio head in order to effectively switch off Doppler effects.

On the other hand, it could include at least one antenna on the fuselage of the commercial aircraft, which is located outside the pressure cabin or the aircraft fuselage. This means that the radiation remains outside the cabin so that important aircraft facilities cannot be disrupted, even if the transmission power (at least of this facility) is significantly increased compared to conventional mobile radio modules due to the range (height of 3 to 8 km or even 12 km). .

On the other hand, this at least one antenna could be attached (or aligned) to the bottom of the aircraft fuselage towards the ground in order to be able to transmit primarily to the special ground stations of the special mobile radio network for commercial aviation, on the shortest route or without any obstructions.

The exemplary mobile radio station on the ground OD3 can now at least receive information INFTEMP, which is used to monitor the temperature, and this information can be passed on to at least one further device OD4. In this exemplary case, this further device OD4 should be implemented by a gateway from this special mobile radio network for aviation applications to at least one further network. This further network can then be formed, for example, by at least part of the Internet, by at least one intranet or by at least one VPN network or by a conventional mobile phone network. The INFTEMP information, which can at least be used to monitor the temperature, can be passed on via at least one such network to at least one other device OD5. In the present exemplary case it should be formed by a computer OD5, which can be connected to such a network, at least temporarily, at least for information retrieval.

In a further form of training, this information INFTEMP can be at least partially evaluated or output. For example, they can be output via at least one screen (as an output means). This could be done as values, tables, pictograms or diagrams, or even as a time course and, if necessary, include threshold values and their overlaps and/or overlaps, which, for example, also result in actions in the form of warnings (acoustic and/or visual). can. This is so that at least one user (e.g. the shipper) can at least become aware of it and can also take physiological reactions in the form of actions. This could be, for example, that in the case of perishable goods that have been below a minimum temperature for too long, he would declare the goods as spoiled so that they could no longer enter the food circulation effectively. Additionally or alternatively, he could also order and/or dispatch replacement goods. Of course, the OD5 /ODX device could also be another end device, for example a smartphone, a web interface, an API web interface or at least one physical or virtual printer. In a further embodiment, at least such information would be at least retrievable or downloadable from at least one further device OD via an API interface. In the case of, for example, a smartphone, PDA or tablet, an output means could also be formed by a screen, which at the same time provides a user interface for the user, i.e. possibly also enables interactive inputs and outputs with at least one user.

Another aspect, at least in this exemplary embodiment I., will be described below.

Commercial aircraft can fly over areas that do not include such special mobile radio ground stations adapted for aviation, or these have failed or there are no rights of use or opportunities. The airliner can also, for example, fly over mountainous regions or, for example, desert areas or simply over water, where such ground stations are not widely available.

For this reason, the embodiment shown here optionally has a second possible information path, at least for information INFTEMP, which can be used to monitor the temperature.

The at least one, here the first temperature sensor TS1, and in an alternative embodiment, also the second temperature sensor TS2 can measure the temperature TX and transmit at least information to at least one further device OD by means of a wireless interface I, which is used to monitor the Temperature serve INFTEMP serve.

In this case, the wireless interface I is formed by a mobile radio interface. In this case, this is also connected to an electrical power supply. In the present case, there is an electric battery EE for power supply, which includes the thermally insulated transport box TIB.

A mobile radio interface as a wireless interface here as an example, in order to at least transmit information wirelessly, is chosen here as an example for at least two reasons.

On the one hand, there is a wide distribution and compatibility with mobile radio modules. Due to their widespread nature, they are also available at low cost.

Using the wireless mobile radio interface I, information can now be transmitted that serves at least to monitor the temperature INFTEMP to at least one other device OD.

In the present exemplary case, a further device OD7 is formed by at least one receiving device OD7 that can receive this information, at least INFTEMP. It could also be a kind of cellular router, which may even be designed so that it can receive information from multiple devices, can send it itself, and can at least organize information. Or it is an access point for cellular applications. Alternatively, it could also be a device that works via mobile communications, for example designed as a pico, femto or mini cell. This device could also, for example, only provide transmission power in a spatially limited manner in order not to disturb the aircraft and other aircraft. However, it preferably provides sufficient transmission power in the aircraft so that mobile radio modules do not have to use large transmission powers.

In this exemplary case, the information can now be transmitted to at least one further device OD8 via the first further device OD7, here a receiving device that can work wirelessly. This at least one further device OD8 is formed here by at least one transmitting device TX2, which the aircraft fuselage comprises as at least one larger container HC. In the present case it is a transmitting device TX2 that can transmit information wirelessly. This transmitting device TX2 can work with frequencies of special satellite radio networks in order to communicate with at least one satellite ground station OD10 via at least one satellite (shown here as another device OD 9, for example).

This special satellite ground station OD10 can be designed in such a way that it can be designed specifically for the needs of commercial aviation in order to be able to form a special satellite radio network for commercial aviation, whereby commercial aircraft can act as mobile radio subscribers.

This can take into account, for example, that commercial aviation can regularly fly at altitudes of up to 10 km, sometimes over 12 km.

Of the frequencies, an ultra frequency band 65 could also be used in this satellite network (for aviation applications) in this exemplary case. These frequencies, for example in at least one range from at least 2170 MHz to 2195 MHz and/or for a range from at least 1980 MHz to 1995 MHz, are high frequency, so that a large bandwidth can be provided.

Such at least one transmitter TX3 could also differ from typical ground applications in terms of transmission power in order to technically achieve the distance to the satellite.

In a further embodiment, at least two such satellite modems, transmitting devices or antennas can also be used on the airliner for reasons of redundancy.

It is important to handle aircraft speeds of up to over 1000kmh. This also means being able to compensate for any Doppler effects that may occur when operating such speeds to reference the station, both on the uplink UP and on the downlink DL.

The at least one transmitting device TX2 could also be designed specifically in this sense. On the one hand, it could include special devices that can compensate for the Doppler effect back to the station and at distance and approach speeds for commercial aircraft. This can also be implemented using software applications. Such a transmitting device TX2 could also optionally include at least one so-called remote radio head in order to effectively switch off Doppler effects.

On the other hand, it could include at least one antenna on the fuselage of the commercial aircraft, which is located outside the pressure cabin or the aircraft fuselage. This means that the radiation remains outside the cabin so that important aircraft facilities cannot be disturbed.

On the other hand, this at least one antenna could be attached to the aircraft fuselage at the top towards space (satellite) in order to be able to transmit mainly to the special satellite ground stations OD1Odes special satellite networks for commercial aviation, via at least one satellite (here OD9).

The exemplary satellite ground station OD10 can now at least receive information INFTEMP, which is used to monitor the temperature, and this information can be passed on to at least one further device OD11. In this exemplary case, this further device OD11 is intended to serve as a gateway from this special satellite radio network for aviation applications to at least one further network OD12. This further network can then be formed, for example, by at least part of the Internet, by at least one intranet or by a conventional mobile phone network. The INFTEMP information, which can at least be used to monitor the temperature, can be passed on via at least one such network to at least one further device OD13. In the present exemplary case, it should be formed by a computer OD13/ODX, which can be at least temporarily connected to such a network for at least information retrieval.

In a further form of training, this information INFTEMP can be at least partially evaluated or output on at least one further device OD. For example, they can be output via at least one screen. This could be done as values, a table or diagram, or even as a time course and, if necessary, include threshold values and their sub- and/or overlapping values. Of course, the OD13/ODX device could also be another device, a smartphone, a web interface, an API web interface or at least a physical or virtual printer. If necessary, such information could be accessed by at least one other device OD via an API interface.

Another aspect in this embodiment II: will be described below by way of example.

Commercial aircraft can fly over areas that do not include such special mobile radio ground stations adapted for aviation, or these have failed or there are no rights of use or opportunities. The commercial aircraft, for example, can also fly over mountainous regions or, for example, desert areas or simply over water, where such ground stations are not widely available.

For this reason, the embodiment shown here as an example has a second possible information path, at least for information INFTEMP, which can be used to monitor the temperature.

As stated in this example, the at least one, here the first temperature sensor TS1, and also the second temperature sensor TS2 can measure the temperature TX and transmit at least information that is used for monitoring to at least one further device OD by means of a wireless interface I the temperature serve INFTEMP serve.

In this case, the wireless interface I is formed by a Bluetooth Low Energy interface. In the present case, this is also connected to an electrical power supply. In the present case, there is an electric battery EE for power supply, which includes the thermally insulated transport box TIB.

Bluetooth Low Energy as a wireless interface here as an example, in order to at least transmit information wirelessly, is chosen here for at least two reasons.

On the one hand, this keeps the radiation level within the cabin of the airliner low so that no sensitive equipment such as electrical controls, navigation equipment, radio equipment can be disturbed while the aircraft is in operation. On the other hand, because a long-haul flight can last up to 18 hours and the energy storage should provide enough electrical energy, at least for this transport section, to supply at least the devices that are connected to it with electrical energy EE. This can also be at least one other device that the box includes.

Alternatively, a WLAN standard could also be used, or a WIMAX standard or something similar.

Using the wireless interface I, only information that serves at least to monitor the temperature INFTEMP can be transmitted to at least one other device OD.

In the present exemplary case, a further device OD7 is formed by at least one receiving device OD7 that can receive this information, at least INFTEMP. It could also be a kind of data router, perhaps even designed so that it can receive information from multiple devices, can send it itself, and can at least organize information. Or it is an access point.

In this exemplary case, the information can now be transmitted to at least one further device OD8 via the first further device OD7, here a receiving device that can work wirelessly. This at least one further device OD2 is formed here by at least one transmitting device TX, which the aircraft fuselage comprises as at least one larger container HC. In the present case it is a transmitting device TX2 that can transmit information wirelessly. This transmitting device TX2 can work with frequencies of special satellite networks in order to communicate with at least one ground station via at least one satellite OD9. In the present case, another device can be formed by at least one ground location for special satellite networks for aviation applications OD10.

These special satellite radio stations on the ground OD10 can be designed in such a way that they can be designed specifically for the needs of commercial aviation in order to be able to form a special satellite network for commercial aviation, in which commercial aircraft can act as participants.

• Das könnte eine Winkelausrichtung der Antennen zum Himmel hin (tilt up) umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include an angular orientation of the antennas towards the sky (tilt up).

• Das könnte genügend große Sendeleistung zur Erreichung der Flughöhe umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include sufficient transmission power to reach flight altitude.

• Das könnte mindestens ein LTE Protokoll mit umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include at least one LTE protocol.

• Das könnte mindestens das Ultra-Frequenzband 65 mit umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include at least the ultra-frequency band 65.

• Das könnte mindestens ein 4 G Netz und (Einrichtungen) umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include at least a 4G network and (facilities).

• Das könnte mindestens ein 5 G Netz und (Einrichtungen) umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include at least a 5G network and (facilities).

• Das könnte mindestens ein 6G Netz und (Einrichtungen) umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include at least a 6G network and (facilities).

• Das könnte mindestens ein Breitbandnetz umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include at least a broadband network.

• Das könnte mindestens ein Gigabit- Breitbandnetz umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• This could include at least a gigabit broadband network.

• Das könnte eine genügend große Sendeleistung zur Erreichung der Flughöhe (Reichweite) umfassen.

At least one transmitter on the aircraft for a cellular network for aviation applications could have at least one of the following features:

• This could include a sufficiently large transmission power to reach the flight altitude (range).

• Zumindest die Einrichtung könnte mindestens ein LTE Protokoll mit umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least the facility could include at least one LTE protocol.

• Zumindest die Einrichtung könnte mindestens das Ultra-Frequenzband 65 mit umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least the device could include at least the ultra-frequency band 65.

• Zumindest die Einrichtung mindestens einen 4 G Netz und (Einrichtungen) umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least the facility includes at least a 4G network and (facilities).

• Zumindest die Einrichtung könnte mindestens einen 5 G Netz und (Einrichtungen) umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least the facility could include at least a 5G network and (facilities).

• Zumindest die Einrichtung könnte mindestens einen 6G Netz und (Einrichtungen) umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least the facility could include at least a 6G network and (facilities).

• Zumindest die Einrichtung könnte mindestens eine Breitbandnetz umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least the facility could include at least one broadband network.

• Zumindest die Einrichtung könnte mindestens eine Gigabit- Breitbandnetz umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least the facility could include at least a gigabit broadband network.

• Von den Frequenzen könnte in diesem beispielhaften Fall ein Ultra Frequenzband 65 zur Anwendung kommen. Diese Frequenzen z.B. in mindestens einem Bereich mindestens von 2170 Mhz bis 2195 MHz und/ oder für einen Bereich von mindestens 1980 Mhz bis 1995 Mhz sind hochfrequent, so, dass ein große Bandbreite zur Verfügung gestellt werden kann.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• Of the frequencies, an ultra frequency band 65 could be used in this exemplary case. These frequencies, for example in at least one range from at least 2170 MHz to 2195 MHz and/or for a range from at least 1980 MHz to 1995 MHz, are high frequency, so that a large bandwidth can be provided.

• Auch von der Sendeleistung könnte sich eine solche mindestens eine Sendeinrichtung TX2 von typischen Bodenanwendungen unterscheiden.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• Such at least one transmitting device TX2 could also differ from typical ground applications in terms of transmission power.

• Eine solche mindestens eine beispielhafte Sendeinrichtung TX2 könnte Beispielsweise mindestens ein Satellitenmodem umfassen.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• Such at least one exemplary transmitting device TX2 could, for example, include at least one satellite modem.

In a further embodiment, at least two such modems, transmitting devices or antennas can also be used on the airliner for reasons of redundancy.

• Mindestens eine Sendeeinrichtung TX kann auch zusätzlich eine Empfangseinrichtung RX ausbilden, auch als integriertes Gerät.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least one transmitting device TX can also additionally form a receiving device RX, also as an integrated device.

• Mindestens eine Empfangseinrichtung RX kann auch zusätzlich eine Sendeeinrichtung TX RX ausbilden, auch als integriertes Gerät.

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• At least one receiving device RX can also additionally form a transmitting device TX RX, also as an integrated device.

• Auch die mindestens eine Sendeinrichtung TX2 könnte in diesem Sinne speziell ausgeführt sein. Zum einem könnte sie spezielle Einrichtungen umfassen, die den Dopplereffekt zur Station zurück und bei Entfernung und Annäherungen für Geschwindigkeiten bei Verkehrsflugzeugen kompensieren kann. Dies kann auch mit Hilfe von Softwareanwendungen implementiert sein. Auch könnte eine solche Sendeinrichtung TX2 mindestens einen sogenannten Remote Radio Head mit umfassen, um Dopplereffekte wirksam auszuschalten,

A further particularly preferred exemplary embodiment or a further aspect of the invention is formed by:

• The at least one transmitting device TX2 could also be designed specifically in this sense. On the one hand, it could include special devices that can compensate for the Doppler effect back to the station and at distance and approach speeds for commercial aircraft. This can also be implemented using software applications. Such a transmitting device TX2 could also include at least one so-called remote radio head in order to effectively switch off Doppler effects.

On the other hand, it could include at least one antenna on the fuselage of the commercial aircraft, which is located outside the pressure cabin or the aircraft fuselage. This means that the radiation remains outside the cabin so that important aircraft facilities cannot be disturbed.

On the other hand, this at least one antenna could be attached or aligned at the top of the aircraft fuselage towards the satellites.

The exemplary satellite radio station on the ground OD10 can now at least receive information INFTEMP, which is used to monitor the temperature, and this information can be passed on to at least one further device OD11. In this exemplary case, this further device 011 is intended to serve as a gateway from this special satellite radio network for aviation applications to at least one further network OD12. This further network can then be formed, for example, by at least part of the Internet, by at least one intranet or by a conventional mobile phone network. The INFTEMP information, which can at least be used to monitor the temperature, can be passed on via at least one such network to at least one further device OD12. In the present exemplary case, it should be formed by a computer OD12/ODX, which can be at least temporarily connected to such a network for at least information retrieval.

In a further form of training, this information INFTEMP can be evaluated or output at least partially on at least one further device OD. For example, they can be output via at least one screen. This could be done as values, a table or diagram, or even as a time course and, if necessary, include threshold values and their sub- and/or overlapping values. Of course, the OD12/ODX device could also be another device, a smartphone, a web interface, an API web interface or at least one physical or virtual printer. If necessary, such information could be accessed by at least one other device OD via an API interface.

In a further embodiment variant of this example, at least two further devices ODX can be identical to one another, exchange information with one another or be at least functionally integrated into one another.
This could apply, for example, to the other devices OD6 and OD 13.

In this way, information INFTEMP from at least two information paths via satellite and via a special mobile phone network for aviation applications could be available on one device, also for further evaluation, as described.

• Darüber hinaus ist es in jenem vorliegende Beispiel noch der Fall, dass mindestens ein größeres Behältnis HC, wobei es sich hier um den Rumpf des Verkehrsflugzeuges handelt HC2 , mindestens eine Einrichtung zur Ermittlung der Position DPOS umfasst.

Another embodiment is described by way of example as Embodiment IV:

• Furthermore, in the present example it is still the case that at least one larger container HC, which here is the fuselage of the commercial aircraft HC2, comprises at least one device for determining the position DPOS.

In the present exemplary case, several devices for determining the position DPOS are present in the aircraft fuselage, for example GPS position devices, Galileio position devices, Glossnass position devices, VOR position devices, NDB position devices, inertial position devices or at least one barometric altitude sensor.

Furthermore, at least one larger container HC, which here is the fuselage of the commercial aircraft HC2, comprises at least one transmitting device TX, here in the example formed by a transmitting device TX3.

At least one device for determining the position DPOS passes on at least information that serves to specify the position INFPOS to at least one transmitting device TX3.

In the present case it could be at least one transmitting device TX for a secondary radar. For example, the transmitting device TX3 could be designed as a transmitting device for a secondary radar. For this purpose, this device could, for example, be able to send information to at least specify the position in response to radio signals from at least one device from outside.

Protocols based on the following architectures could also be used: ACARS, TCAS, VDL2, VDL3, ADS-B, Mode S or CPDLC.

In this way, at least some of this information, which serves to specify the INFPOS position, can be sent to at least one device outside of DOS.

For example, at least one additional device DOS1 could act through at least one ADS-B system. Alternatively, it could be an ATC flight control device, for example a primary and/or secondary radar device.

At least this information, which serves to specify the position INFPOS, can be sent to at least one device outside DOS2 via the further device DOS 1.

In this example, the device outside of DOS2 could be a gateway from a location service provider. This could be a gateway of at least one location service provider such as Flightradar 24 or at least one air traffic control.

At least this information, which serves to specify the position INFPOS, can be sent to at least one device outside DOS3 via the further device DOS 2.

This DOS 3 could, for example, be at least one distribution station of at least one mobile network, at least one distribution station of at least one part of the Internet, at least one distribution station of at least one intranet.

At least this information, which serves to specify the position INFPOS, can be sent to at least one device outside DOS4 via the further device DOS 3.

This Dos 4 could be, for example, a smartphone, a computer, a console, an interface or an API Internet interface.

The whole thing can also be done in such a way that at least one device outside DOS at least specifies the position of at least one of these larger containers HC, whereby a larger container HC is the fuselage of an aircraft HC2, outside. In this way, the local position of the goods can be determined. This means that the goods can be tracked locally, if necessary also over time, either from a terminal device or as information retrieval via at least one interface, including an API.

In a further embodiment variant of this example, at least one further device ODX can be identical to one another with at least one device outside DOSX, can exchange information with one another or can at least be functionally integrated into one another.
This could, for example, apply to the additional device OD6 and the device outside DOS 4.

In this way, information INFTEMP and location information from INFPOS could be available from at least two information paths on one device, also for further evaluation, as described. Location information and temperature information are brought together for information purposes if necessary.

In this way, according to the invention, tracking, possibly even almost live tracking, of the goods is now possible, even during the flight.

This now also applies, for example, over water if the third information path via satellite is also included and can also be taken into account in the combination.

In this way, according to the invention, for example, a quasi-tracking, possibly also an almost live tracking of the goods, is now possible even during the flight, with virtually worldwide coverage. On land, priority is given to the special aviation mobile communications system and over sea, etc. via satellite.

Position information can also be sent either additionally or solely via satellite. This can be done similarly or in the same way as described for INFTEMP.

In a further embodiment, OD 6 and OD 13 can be identical or at least exchange information with one another.

In a further embodiment variant of this example, at least OD6 and OD13 can be identical to one another with at least the device outside DOS4, can exchange information with one another or can at least be functionally integrated into one another.

• ES könnte mindestens einen elektrischen Energiespeicher bezeichnen.

In a further exemplary embodiment:

• ES could mean at least one electrical energy storage device.

Description of the characters:

• Description for 1 : In an exemplary and particularly preferred embodiment, at least one thermally insulated transport box TIB is placed, for example, in a larger container HC1, the dimensions of which are at least such that it can accommodate at least one thermally insulated transport box TIB. In the present case, this larger container HC1 should be formed, for example, by an air freight container HC1. In further exemplary embodiments, this could also be at least partially open. In further embodiments, this could also contain several compartments, be actively or passively cooled and/or insulated.

The at least one thermally insulated transport box TIB is loaded with its air freight container HC1 into a larger container HC2, this larger container HC2 being the fuselage HC2 of an aircraft, which in this case is also designed as a pressurized cabin *.
In this case, the example is a commercial aircraft. This could be a passenger aircraft with or without cargo loading capability or alternatively a cargo aircraft. In the present case, the airliner is technically designed in such a way, for example with swept wings and turbojet engines, that it can operate at speeds of at least 700 to 800 km/h. In this exemplary case, it should also be technically designed in such a way, here implemented with at least one pressurized cabin and correspondingly powerful engines, that it can also fly at high altitudes, from 3 to 10 km, possibly even up to at least 12 km. In both cases there could also be at least one cargo space or cargo space on board.
Pressurized cabin * means that the aircraft fuselage, at least in sections, generally as a pressure body, here designed as a pressurized cabin, is or can intentionally be in an overpressure relative to the ambient pressure during flight. In certain applications, in a further embodiment it can also be, at least temporarily, a negative pressure inside the pressure cabin, relative to the reference pressure outside the aircraft fuselage.

This at least one thermally insulated transport box TIB is also suitable or applicable for transporting ultra-low-temperature goods G at a temperature of below minus 50 degrees Celsius. In an alternative embodiment, it is just as suitable, or at least applicable, for transports from -80 to 50° Cesius. In the present exemplary case, it can be filled with dry ice DI inside INSI in such a way that at least one container B, which contains the product G to be cooled ultra-low, is at least partially embedded in dry ice DI. In the exemplary case, the container B1 should be at least one glass container B1, which contains liquid mRNA drug preparation G inside at normal temperature, for example in the form of a vaccine. The glass container B1 should be included in another packaging B2, for example. In this example, this should at least be suitable to at least support the glass container B1 during transport and to promote the orientation and position during transport.

At least one temperature sensor TS1 is inserted into this at least one thermally insulated transport box TIB, which is positioned inside INSI in the thermally insulated transport box TIB and can detect the temperature T1 inside INSI in the thermally insulated transport box TIB. In the present case, this sensor TS1 is at least partially covered by dry ice. In an alternative exemplary case, for reasons of redundancy, a further temperature sensor TS2 could be installed in the thermally insulated transport box TIB, which can at least partially measure a temperature T2 outside of a dry ice cover. Electrical energy EE from at least one electrical energy source ESOURCE is available or can be made available to at least the first temperature sensor TS1. In this exemplary case, ES could designate at least one electrical energy storage device. This could be designed to be suitable for aviation, e.g. as a rechargeable lithium titanate battery.

Here EE is at least one battery, which includes the TIB transport box. This battery can also be electrically rechargeable. It could also be at least one facility for energy harvesting, for example from a vorlie prevailing temperature difference or from a radiation field.

In the alternative exemplary case, the second temperature sensor TS2 is also supplied with electrical energy, for example from an electrical energy storage device EE.

The at least one, here the first temperature sensor TS1, and in an alternative embodiment also the second temperature sensor TS2, can measure the temperature TX (i.e. T1 or T2) and at least by means of a here wireless interface I to at least one other device OD - at least information transmitted, which are used to monitor the temperature INFTEMP. TS 2 is in 1 not shown.
In this case, the wireless interface I is formed, for example, by a Bluetooth Low Energy interface. In this case, this is also connected to an electrical power supply. In the present case, there is an electric battery EE for power supply, which includes the thermally insulated transport box TIB.
Bluetooth Low Energy as a wireless interface here as an example, in order to at least transmit information wirelessly, is chosen here as an example for at least two reasons.

On the one hand, this keeps the radiation level within the cabin of the airliner low so that no sensitive equipment such as electrical controls, navigation equipment, radio equipment can be disturbed while the aircraft is in operation. On the other hand, because a long-haul flight can last up to 18 hours and the energy storage should provide enough electrical energy, at least for this transport section, to supply at least the devices that are connected to it with electrical energy EE. This can also be at least one other device that can include the box.

Alternatively, a WLAN standard could also be used, or a WIMAX standard or something similar.

Using the wireless interface I, information can now be transmitted that serves at least to monitor the temperature INFTEMP to at least one other device OD.

In the present exemplary case, a further device OD1 is formed by at least one receiving device OD1 that can receive this information, i.e. can receive at least INFTEMP. It could also be a kind of data router, perhaps even designed so that it can receive information from multiple devices, can send it itself, and can at least organize information. Or it is an access point. Alternatively, it could also be an access point that works via mobile communications, for example as a pico, femto or mini cell.

In this exemplary case, the information can now be transmitted to at least one further device OD2 via the first further device OD1, here at least one receiving device that can work wirelessly. This at least one further device OD2 is formed here by at least one transmitting device TX, which the aircraft fuselage includes as at least one larger container HC. Alternatively, at least this one transmitting device TX could also be incorporated or attached to another aircraft body. In the present case it is a transmitting device TX1 that can transmit information wirelessly. This transmitting device TX1 can work with frequencies of special mobile radio networks, which have been set up in particular technically for aviation, in order to communicate with at least one ground station, which in the present case can be a third further device formed by at least one ground station for special mobile radio networks for aviation applications OD3 .

These special mobile radio stations on the ground OD3 can be designed in such a way that they can be designed specifically for the needs of commercial aviation in terms of technology or construction in order to be able to form a special mobile radio network for commercial aviation, with fast and high-flying commercial aircraft (also as in in this case with a pressurized cabin).

• Schon allein vom Segelfliegen ist es bekannt, dass auch über Großstädten, die mit Mobilfunk als gut versorgt gelten, oft schon spätestens ab einer Höhe von 500 bis 800 m keine verlässliche Mobilfunkverbindung besteht, selbst wenn Sichtkontakt, zu mindestens einer Bodenstation besteht, und die Gespräche in Folge technisch abreißen.

The technical background is that existing mobile networks, in terms of their architecture and technical characteristics, are generally not usable for commercial aircraft in flight, or at least not for a long period of time. There are several reasons for this:

• It is already known from gliding alone that even over large cities that are considered to be well served by mobile communications, there is often no reliable mobile connection at altitudes of 500 to 800 m at the latest, even if there is visual contact with at least one ground station and conversations technically demolish as a result.

However, commercial aviation normally travels at altitudes of 3 km to 10 km, even up to 12 km. This is significantly higher vertically.

The reason is that the antennas of normal mobile phone ground stations are aligned horizontally, with the antennas in their Angle device is at least even inclined towards the floor, i.e. a so-called tilt down.

As a result, signals from normal mobile networks cannot be received at the top of the flight or cannot be technically evaluated due to their speed. For this purpose, the ground stations must have special antennas or antenna arrays directed upwards (in the angular orientation), as should be the case with the exemplary mobile radio station OD3.

On the other hand, due to the free space attenuation, the transmission power technically implemented in the devices in the usual mobile phone networks is not sufficient to reach altitudes of over 10 km and up to 12 km. This should not be the case with the special devices for mobile aviation applications in an exemplary application form; these should have sufficient transmission power. This can preferably also be emitted upwards in an angular orientation to the sky (against the curvature of the earth).

The mobile phone networks must also be designed specifically for commercial aviation. As in this example, these can at least use a modified LTE protocol.

Of the frequencies, an ultra frequency band 65 could be used in this exemplary case. These frequencies, for example in at least one range from at least 2170 MHz to 2195 MHz and/or for a range from at least 1980 MHz to 1995 MHz, are high frequency, so that a large bandwidth can be provided. This enables high data rates and, given the fast aircraft, also fast connections (even without the Doppler effect).

Such at least one transmitting device TX1 (and receiving devices, such as here OD3, could also differ from typical ground applications in terms of transmission power. Normal mobile phones in the LTE network transmit up to around 200 mW transmission power. For commercial aircraft, a transmission power should be increased to 2-6 W , possibly 5W so that a cell can be made sufficiently large in view of the high speeds, e.g. 60 to 160 km radius. This means that a commercial aircraft with speeds of the usual 800 to 1200 km can be managed with a correspondingly short stay in the cell and also to others Cells (e.g. neighboring cells) can be transferred. This also applies to the terrestrial (earth-based) ground stations for mobile aviation applications. These can also be designed in such a way that they can not only receive but also transmit, at least for coordination and/or dialogue.

At least one such at least one exemplary transmitting device TX1 could, for example, include at least one LTE modem, which is adapted to at least one of the concerns presented.

In a further embodiment, at least two such modems, transmitting devices or antennas (as shown here for the antennas in the present example) can also be attached and used on the airliner for reasons of redundancy.

It is important to handle aircraft speeds of up to over 1000km/h. This also means being able to compensate for any Doppler effects that may occur when operating such speeds to reference the station, both on the uplink UP and on the downlink DL.

At least this at least one transmitting device TX1 could also be designed specifically in this sense. On the one hand, it could include special devices that can compensate for the Doppler effect back to the station and at distance and approach speeds for commercial aircraft. This can also be implemented using software applications. Such a transmitting device TX1 could also alternatively or additionally include at least one so-called remote radio head in order to effectively switch off Doppler effects.

On the other hand, it could include at least one antenna on the fuselage of the commercial aircraft, which is located outside the pressure cabin or the aircraft fuselage. This means that the radiation remains outside the cabin so that important aircraft facilities cannot be disrupted, even if the transmission power (at least of this facility) is significantly increased compared to conventional mobile radio modules due to the range (height of 3 to 8 km or even 12 km). .

On the other hand, this at least one antenna could be attached (or aligned) to the bottom of the aircraft fuselage towards the ground in order to be able to transmit primarily to the special ground stations of the special mobile radio network for commercial aviation, on the shortest route or without any obstructions.

The exemplary mobile radio station on the ground OD3 can now at least receive information INFTEMP, which is used to monitor the temperature, and this information can be passed on to at least one further device OD4. In this exemplary case, this additional device OD4 should be connected to at least one other network via a gateway from this special mobile radio network for aviation applications be leading. This further network can then be formed, for example, by at least part of the Internet, by at least one intranet or by at least one VPN network or by a conventional mobile phone network. The information INFTEMP, which can at least be used to monitor the temperature, can be passed on via at least one such network to at least one other device OD5. In the present exemplary case, it should be formed by a computer OD5, which can be connected to such a network, at least temporarily, at least for information retrieval.

In a further form of training, this information INFTEMP can be at least partially evaluated or output. For example, they can be output via at least one screen (as an output means). This could be done as values, tables, pictograms or diagrams, or even as a time course and, if necessary, include threshold values and their overlaps and/or overlaps, which, for example, also result in actions in the form of warnings (acoustic and/or visual). can. This is so that at least one user (e.g. the shipper) can at least become aware of it and can also take physiological reactions in the form of actions. This could be, for example, that in the case of perishable goods that have been below a minimum temperature for too long, he would declare the goods as spoiled so that they could no longer enter the food circulation effectively. Additionally or alternatively, he could also order and/or dispatch replacement goods. Of course, the device OD5 could also be another end device, for example a smartphone, a web interface, an API web interface or at least one physical or virtual printer. In a further embodiment, at least such information would be at least retrievable or downloadable from at least one further device OD via an API interface. In the case of, for example, a smartphone, PDA or tablet, an output means could also be formed by a screen, which at the same time provides a user interface for the user, i.e. possibly also enables interactive inputs and outputs with at least one user.

Another aspect, at least in this exemplary embodiment I., will be described below.

Commercial aircraft can fly over areas that do not include such special mobile radio ground stations adapted for aviation, or these have failed or there are no rights of use or opportunities. The airliner can also, for example, fly over mountainous regions or, for example, desert areas or simply over water, where such ground stations are not widely available.

For this reason, the embodiment shown here optionally has a second possible information path, at least for information INFTEMP, which can be used to monitor the temperature.

The at least one, here the first temperature sensor TS1, and in an alternative embodiment, also the second temperature sensor TS2 can measure the temperature TX and transmit at least information to at least one further device OD by means of a wireless interface I, which is used to monitor the Temperature serve INFTEMP serve.
In this case, the wireless interface I is formed by a Bluetooth Low Energy interface. In this case, this is also connected to an electrical power supply. In the present case, there is an electric battery EE for power supply, which includes the thermally insulated transport box TIB.
Bluetooth Low Energy as a wireless interface here as an example, in order to at least transmit information wirelessly, is chosen here as an example for at least two reasons.

On the one hand, this keeps the radiation level within the cabin of the airliner low so that no sensitive equipment such as electrical controls, navigation equipment, radio equipment can be disturbed while the aircraft is in operation. On the other hand, because a long-haul flight can last up to 18 hours and the energy storage should provide enough electrical energy, at least for this transport section, to supply at least the devices that are connected to it with electrical energy EE. This can also be at least one other device that the box includes.

Alternatively, a WLAN standard could also be used, or a WIMAX standard or something similar.

Using the wireless interface I, information can now be transmitted that serves at least to monitor the temperature INFTEMP to at least one other device OD.

In the present exemplary case, a further device OD7 is formed by at least one receiving device OD7 that can receive this information, at least INFTEMP. It could also be a kind of data router, which is perhaps even designed so that it can receive information from multiple devices, can send it itself, and can at least organize information. Or it is an access point.

In this exemplary case, the information can now be transmitted to at least one further device OD8 via the first further device OD7, here a receiving device that can work wirelessly. This at least one further device OD8 is formed here by at least one transmitting device Tx2, which the aircraft fuselage comprises as at least one larger container HC. In the present case it is a transmitting device TX2 that can transmit information wirelessly. This transmitting device TX2 can work with frequencies of special satellite radio networks in order to communicate with at least one satellite ground station OD10 via at least one satellite (shown here as another device OD 9, for example).

This special satellite ground station OD10 can be designed in such a way that it can be designed specifically for the needs of commercial aviation in order to be able to form a special satellite radio network for commercial aviation, whereby commercial aircraft can act as mobile radio subscribers.

This can take into account, for example, that commercial aviation can regularly fly at altitudes of up to 10 km, sometimes over 12 km.

Of the frequencies, an ultra frequency band 65 could also be used in this satellite network (for aviation applications) in this exemplary case. These frequencies, for example in at least one range from at least 2170 MHz to 2195 MHz and/or for a range from at least 1980 MHz to 1995 MHz, are high frequency, so that a large bandwidth can be provided.

Such at least one transmitter TX3 could also differ from typical ground applications in terms of transmission power in order to technically achieve the distance to the satellite.

In a further embodiment, at least two such satellite modems, transmitting devices or antennas can also be used on the airliner for reasons of redundancy.

It is important to handle aircraft speeds of up to over 1000kmh. This also means being able to compensate for any Doppler effects that may occur when operating such speeds to reference the station, both on the uplink UP and on the downlink DL.

The at least one transmitting device TX2 could also be designed specifically in this sense. On the one hand, it could include special devices that can compensate for the Doppler effect back to the station and at distance and approach speeds for commercial aircraft. This can also be implemented using software applications. Such a transmitting device TX2 could also optionally include at least one so-called remote radio head in order to effectively switch off Doppler effects.

On the other hand, it could include at least one antenna on the fuselage of the commercial aircraft, which is located outside the pressure cabin or the aircraft fuselage. This means that the radiation remains outside the cabin so that important aircraft facilities cannot be disturbed.

On the other hand, this at least one antenna could be attached to the aircraft fuselage at the top towards space (satellite) in order to be able to transmit mainly to the special satellite ground stations OD1Odes special satellite networks for commercial aviation, via at least one satellite (here OD9).

The exemplary satellite ground station OD10 can now at least receive information INFTEMP, which is used to monitor the temperature, and this information can be passed on to at least one further device OD11. In this exemplary case, this further device OD11 is intended to serve as a gateway from this special satellite radio network for aviation applications to at least one further network OD12. This further network can then be formed, for example, by at least part of the Internet, by at least one intranet or by a conventional mobile phone network. The INFTEMP information, which can at least be used to monitor the temperature, can be passed on via at least one such network to at least one further device OD13. In the present exemplary case, it should be formed by a computer OD13/ODX, which can be at least temporarily connected to such a network for at least information retrieval.

In a further form of training, this information INFTEMP can be at least partially evaluated or output on at least one other device OD. For example, they can be output via at least one screen. This could be done as values, a table or diagram, or even as a time course and, if necessary, include threshold values and their sub- and/or overlapping values. Of course, the device OD13/ODX could also be a another device, a smartphone, a web interface, an API web interface or at least one physical or virtual printer. If necessary, such information could be accessed by at least one other device OD via an API interface.

Claims (54)

Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), in at least one operating phase (OPS) of this commercial aircraft (AC). Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), via at least one transmitting device (ACTX), which at least includes this commercial aircraft (AC), in at least one operating phase ( OPS) of the airliner (AC). Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), via at least one mobile radio transmitter (MTX), which at least includes this commercial aircraft (AC), in at least one operating phase ( OPS) of the airliner (AC). Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), via at least one mobile radio transmission device (MAIRTX) for at least one aviation mobile radio network (AIRMF), which at least this commercial aircraft (AC). includes, in at least one operating phase (OPS) of the airliner (AC). Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), via at least two different transmitting devices (ACTXN) of a commercial aircraft (AC), which at least includes this commercial aircraft (AC). , depending on at least one operating phase (OPS) of this airliner (AC). Sending (TX) of at least one status information item (WIN) of at least one air cargo (F) located on board a commercial aircraft (AC), optionally via at least one of at least two mutually different transmitting devices (ACTXN) of a commercial aircraft (AC), which this commercial aircraft (AC) at least includes, depending on at least one operating phase (OPS) of this airliner (AC). Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), optionally via at least one satellite transmitting device (SATTX) or at least one mobile radio transmitting device (MTX), which this commercial aircraft (AC) at least includes, depending on at least one operating phase (OPS) of this airliner (AC). Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), optionally via at least one satellite transmitting device (SATTX) or at least one mobile radio transmitting device (MFTX) for at least one aviation mobile radio network (AIRMF) , which at least includes this airliner (AC), depending on at least one operating phase (OPS) of this airliner (AC). Sending (TX) of at least one piece of status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), depending on at least one piece of information (INP) from at least one position transmitter (POS), which this commercial aircraft (AC) at least includes. Sending (TX) of at least one piece of status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), via at least one transmitting device (TX), which at least includes this commercial aircraft, depending on at least one piece of information (INP) of at least one position transmitter (POS), which at least includes this commercial aircraft (AC). Sending (TX) of at least one piece of status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), via at least one mobile radio transmitter (MTX), which at least includes this commercial aircraft, depending on at least one piece of information (INP) of at least one position transmitter (POS), which at least includes this commercial aircraft (AC). Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), via at least one mobile radio transmitting device (MAIRTX) for at least one aviation mobile radio network (AIRMF), which at least includes this commercial aircraft, in Dependence of at least one piece of information (INP) on at least a position transmitter (POS), which at least includes this commercial aircraft (AC). Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), via at least one transmitting device (ACTX1), which at least includes this commercial aircraft, and via at least one other Transmitting devices (ACTX1) different transmitting devices (ACTX2), which this airliner (AC) includes at least. Sending (TX) of at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), either via at least one transmitting device (ACTX1), which at least includes this commercial aircraft, or via at least one transmitting device (ACTX2 ), which at least includes this commercial aircraft (AC), depending on at least one piece of information (INP) from at least one position transmitter (POS), which at least includes this commercial aircraft (AC). Sending at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), either via at least one satellite transmitting device (SATTX) or via at least one mobile radio transmitting device (MTX), each of which is at least one for this commercial aircraft (AC). includes, depending on at least one piece of information (INP) from at least one position transmitter (POS), which at least includes this commercial aircraft (AC). Sending at least one status information (WIN) of at least one air cargo (F) on board a commercial aircraft (AC), either via at least one satellite transmitting device (SATTX) or via at least one mobile radio transmitting device (MFTX) for at least one aviation mobile radio network (AIRMF), which of this commercial aircraft at least includes, depending on at least one piece of information (INP) of at least one position transmitter (POS), which at least includes this commercial aircraft (AC). Sending position reports (INFPOS) via at least one mobile radio network via at least one mobile radio transmitting device (MFTX) for at least one aviation mobile radio network (AIRMF) in flight, which at least includes this commercial aircraft (AC). Sending (TX) at least one piece of position information (INFPOS) about a commercial aircraft (AC) via at least one aviation mobile radio network (AIRMF) in flight. Sending (TX) at least one position information item (INFPOS) of the commercial aircraft (AC) via at least one mobile radio transmission device (MFTX) for at least one aviation mobile radio network (AIRMF) in flight, which at least includes this commercial aircraft (AC). Sending (TX) at least one piece of operational information (INFOPS) of the commercial aircraft (AC) via at least one mobile radio transmission device (MFTX) for at least one aviation mobile radio network (AIRMF) in flight, which at least includes this commercial aircraft (AC). Sending (TX) at least one piece of position information (INFPOS) of the commercial aircraft (AC) via at least one aviation mobile radio network (AIRMF). Sending (TX) at least one piece of operational information (INFOPS) of the commercial aircraft (AC) via at least one aviation mobile radio network (AIRMF). Sending (TX) at least one piece of conflict information (INFCONF) from the commercial aircraft (AC) via at least one aviation mobile radio network (AIRMF). Sending (TX) at least one potential conflict information (INFCONF) from the commercial aircraft (AC) via at least one aviation mobile radio network (AIRMF). Sending (TX) at least one potential conflict information (INFCONF) from the commercial aircraft (AC) via at least one aviation mobile radio network (AIRMF). Sending (TX) at least one piece of traffic information (INFTFIC) from the commercial aircraft (AC) via at least one aviation mobile radio network (AIRMF). Sending status information (WIN) of at least one air cargo (W) via at least two different transmitting devices (TX) of a commercial aircraft (AC) depending on at least one position information item (INFPOS) of at least one position transmitter (POS) of a commercial aircraft (AC). Activating one of at least two different transmitting devices, these for sending status information (WIN) of at least one air cargo (W), depending on at least one position information (INFPOS) of at least one position transmitter (POS) of a commercial aircraft (AC). Sending status information (WIN) of at least one air cargo (W) via at least one of at least two different transmitting devices (TX) of a commercial aircraft (AC) depending on at least one network availability information (AVAILINF) of at least one receiving device (RX) of a commercial aircraft (AC). Sending status information (WIN) of at least one air cargo (W) via at least one of at least two different transmitting devices (TX) of a commercial aircraft (AC) depending on at least one position information item (INFPOS) of at least one position transmitter (POS) of a commercial aircraft (AC). Sending status information (WIN) of at least one air cargo (W) via at least two different transmitting devices (TX) of a commercial aircraft (AC) depending on at least one operating phase (OPS) of a commercial aircraft (AC). Sending status information (WIN) of at least one air cargo (W) via at least two different transmitting devices (TX) of a commercial aircraft (AC) depending on at least one position information item (INFPOS) of at least one position transmitter (POS) of a commercial aircraft (AC). Positioning of a commercial aircraft via at least one mobile phone network in at least one operational phase of the commercial aircraft. Positioning of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partial use of at least this position information for tracking at least one air cargo. Positioning of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partial use of at least this position information for at least one traffic situation image of at least one controller or at least one pilot. Positioning of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partial use of at least this position information in at least one collision warning system. Positioning of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partial use of at least this position information for flight guidance, traffic control or traffic coordination. Locating the position of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partially feeding at least this position information into at least one ATC network or air traffic control system. Locating the position of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partially feeding at least this position information into at least one airport system. Locating the position of a commercial aircraft via a mobile phone network in at least one operating phase of the commercial aircraft and at least partially feeding at least this position information into at least one flight information system. Method according to at least one of the Claims 1 - 40 or a combination of these, characterized in that at least one status information is or can be formed by at least one of the following lists: a temperature, a cooling temperature, a heating temperature, an alignment, an orientation, at least one pictorial information, a video sequence, a vibration information , noise information, integrity information, light information, position information, air quality information, pH value, oxygen information, CO2 information, carbon monoxide information, access information. Method according to at least one of the Claims 1 - 41 or a combination of these, characterized in that at least one operating phase (OPS) is or can be formed by at least one of the following configurations: standing on the ground, parking on the ground, rolling on the ground, taxiing, taxiing, loading on the ground, unloading on Ground, flight with landing gear extended, flight with landing gear retracted, flight with landing gear retracted, flight in clean configuration, flight over water, flight over ocean, flight over ocean, flight over desert, cruise flight, take-off run, initial climb, climb, descent, emergency descent, Landing approach, ILS approach, instrument approach, braking, slats extended, slats partially extended, slats retracted, trailing edge flaps retracted, trailing edge flaps cruise, trailing edge flaps partially extended, trailing edge flaps fully extended, trailing edge flaps extended, flight over land mass, flight over populated area, flight over unpopulated area, flight over polar region. Method according to at least one of the Claims 1 - 42 or a combination of these, characterized in that at least one piece of operating information or at least one piece of status information is or can be formed by at least one of the following lists: position, GPS position, speed, altitude, code, transponder code, aircraft data, engine system data , pressure, pressure altitude, license plate, identification code of the aircraft, identification code of a transponder, identification number of the aircraft. Device or method according to at least one of the Claims 1 - 43 or a combination of these, characterized in that it is at least one aviation mobile radio network (AIRMF). Device or method according to at least one of the Claims 1 - 44 or a combination of these, characterized in that it is at least one transmitting device for at least one aviation mobile radio network (AIRMF). Method according to at least one of the Claims 1 - 45 or a combination of these, characterized in that at least one piece of operational information or at least one freight is or can be formed by at least one of the following lists: refrigerated freight, heated freight, live freight, frozen freight, ultra-deep-frozen freight, freight cooled with at least dry ice, cargo cooled with at least liquid nitrogen, cargo cooled with at least liquid helium, heated cargo, horse, animal, racehorse, medicine, medicinal preparation, vaccine, vaccine preparation, drug, seed of a living being, genetic material of at least one living being, plant, flower, fruit, money , funds, cash, means of payment, gold, silver, precious metal, coins, Formula One car, Formula Two car, limousine, limousine of at least one sheikh, jewelry, production facility, spare part, food, drink, ampoule, sports equipment, pet, zoo animal , computers, data storage, documents, frozen goods, courier goods, spare parts. Device or method according to at least one of the Claims 1 - 46 or a combination of these, characterized in that the position transmitter is formed by at least one satellite position receiver. Device or method according to at least one of the Claims 1 - 47 or a combination of these, characterized in that the position sensor is formed by at least one height sensor. Device or method according to at least one of the Claims 1 - 48 or a combination of these, characterized in that the position sensor is formed by at least one barometric height sensor. Device or method according to at least one of the Claims 1 - 49 or a combination of these, characterized in that the at least one transmitting device (TX) is formed by at least one transmitting device for a secondary radar. Device or method according to at least one of the Claims 1 - 50 or a combination of these, characterized in that the at least one transmitting device (TX) is formed by at least one transmitting device according to the ACARS, TCAS, VDL2, VDL3, Mode S or CPDLC protocol. Device or method according to at least one of the Claims 1 - 51 or a combination of these, characterized in that the at least one transmitting device (TX) sends information in response to radio signals from at least one device from outside. Method according to at least one of the Claims 1 - 52 or a combination of these, characterized in that at least one position transmitter (POS) is or can be formed by at least one of the following lineup: pressure sensor, barometric pressure sensor, radio altimeter or sensor thereof, radar altimeter or sensor thereof, satellite position receiver, GPS system, GLOSNASS system , Galileo system, speed sensor, satellite receiver, altimeter, radar altimeter, radio altimeter, trailing edge flap system sensor, leading edge flap system sensor, trailing edge flap system position sensor, leading edge flap system position sensor, radio navigation receiver, FMS, FMGS, flap system position sensor, landing gear position sensor, landing gear load sensor, door position sensor, flap position sensor or cargo compartment door, ILS sensor, NDB sensor, VOR sensor, inertial navigation sensor, wireless network availability sensor. Use of at least one method according to at least one of Claims 1 - 53 or a combination of these.

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