EP2143095B1 - Avionic aviation system with an earth station for automatically eliminating operating malfunctions occurring in airplanes, and corresponding method - Google Patents

Abstract

An avionic aviation system, and a corresponding method, with an earth station for automatically eliminating operating malfunctions occurring in airplanes. The avionic aviation system is connected to a plurality of airplanes via a wireless interface of the avionics. If, by sensor, an operating malfunction is detected on an airplane, a dedicated operating malfunction usage device is selected to automatically eliminate the malfunction by a filter module, and a switching device of the earth station is specifically enabled to activate the operating malfunction usage device.

Description

The invention relates to an avionic aviation system with ground station for the automatic correction of occurring malfunctions in aircraft. The avionic aviation system is connected to a variety of aircraft via a wireless avionics interface. By means of a switching device of the ground station of the aviation system, a dedicated malfunction use device for automatic malfunction correction is activated if a malfunction detected by a sensor occurs in an aircraft.

State of the art

In the last twenty years, the amount of goods transported by airplanes and people worldwide has exploded. The dependencies of the industry and economy on air traffic are manifold. However, as with any technical device, aircraft malfunctions occur again and again. The causes vary, ranging from material wear, material fatigue, poor aircraft or landing center maintenance, pilot misbehavior, pilots, to false or inadequate weather assessments. But even with careful training of the pilots, excellent maintenance of the aircraft and careful flight preparation, operational disruptions can not be ruled out, which is intrinsically in the complexity of the systems involved. The causes and background of air accidents and breakdowns are not always easy to clarify. The sharp increase in air traffic over the last few years also requires automation at all levels. Automations without human interaction, however, was not possible in the prior art, especially in case of troubleshooting. Business interruptions in aircraft, despite the large number of goods and passengers transported by airplanes, are not subject to the statutes of largest numbers. On the one hand, the technical complexity in the construction of the aircraft with mostly several engines and a few thousand interacting sensors and operating units leads to behavior that is unpredictable for the skilled person in extreme cases. On the other hand, the physics of, for example, the wing and its dynamics as well as the fuselage is by no means technically understood so that the designed aircraft show a predictable in flight flight. On the contrary, most of the design technique of the wings and the aircraft body is still based Empirical experience and not technically predicted forms. Aircraft themselves are also highly competitive in their operational behavior. The weather itself is currently technically neither predictable nor predictable for longer periods of time, but is subject to chaotic, highly nonlinear processes that can not be extrapolated for arbitrarily large periods of time. This eliminates an efficient and stable automation of the elimination of malfunction of avionic aviation systems known in the art. As noted, the proliferation of air traffic in recent years has created a need for new aviation systems that can efficiently troubleshoot and effectively intercept failures. On the one hand, operational disturbances are preventively prevented, on the other hand, their occurrence is detected and remedied in good time, if possible before a catastrophe occurs. Of course, an efficient malfunction correction by means of an aviation system also helps to minimize the economic consequences for the operator, which gives him advantages in particular in competition with other operators. When troubleshooting the malfunction, not only the type of troubleshooting use devices (eg, malfunctioning devices such as automatic extinguishing systems, locking and regulations, alarm and signaling devices, switching and activating devices, or disaster response devices, etc.) may play a role, but also the manner in which they are measured Control parameters are filtered, processed and technically implemented to control the resources. Often it is the technical implementation, in particular in the case of real-time acquisition, analysis and management of the measurement parameters of such systems, that hardly leads to any problems that can be overcome. The tremendous amount of data available today from a wide variety of detection devices and detection devices (eg wind speed sensors, satellite imagery, water level sensors, water and wind temperature sensors, etc.) makes it difficult to control and steer through pure human action and perception. The technical implementation of such aviation systems should therefore, if possible, be fully automated and interact in real-time with both the sensing devices and the malfunctioning deployment devices. Even only partial human interaction is in flight technology in many cases no longer possible in terms of signal quantity and / or reaction rate. The disadvantage of human interaction in complex systems is that their susceptibility to error does not increase linearly, depending on their complexity. The behavior or operation of the system becomes unpredictable. Unexpected service interruptions, system crashes or system crashes are the result. In addition, there are more recent examples, such as system-generated interruptions in systems coupled with human interaction or, for example, despite all emergency intervention devices and systems unpredictable Air crashes such as MD1 1 crash of Swissair before Halifax on 03.11.98 or the flight accident at Überlingen in July 2002 etc.

Although aircraft malfunctions, both in passenger and in freight transport, have also become more frequent as a result of the increased volume transported, it is still the case for aircraft malfunctions that the prior art has much less experience than malfunctions in other technical fields. This applies, for example, to the number of existing, operating units with comparable historical events. It follows that for the realization of an aviation system to remedy operational disturbances statistical empirical values, such as the "law of large numbers", are essentially not applicable. In addition, in many cases of aircraft malfunctions, it is difficult to determine the true cause, despite complex technical supportive devices such as the black box and seamless monitoring of the flight trajectory. This makes it difficult to establish automated deployment devices for repairing malfunction or corresponding electronic switching and signal generation systems on the necessary causality, or to obtain corresponding data in general. In the prior art, for example, one tries to justify corresponding data on the affected landing bases, types of aircraft used or the quantity of aircraft operated (eg by means of market shares of the operator, such as circulation (turnover), etc.). Known such systems are for example RPK (Revenue Passenger Kilometer), AVF (Average Fleet Value) etc. Thus, for example, the behavior of the operator can be considered. One of the drawbacks of these systems is that the turnover only reflects the current and immediately future future and technically allows only very indirect breakdown of the causes of breakdowns. In addition, technically there is rarely a direct dependency between the turnover and the malfunctions that occur. Some prior art systems are also based on the number of aircraft in service, which are taken as marginal parameters for the realization of an automated aircraft malfunction correction system. These systems may better reflect the occurrence of malfunction. However, not all operators of aircraft need to use the same technical equipment, technical know-how, maintenance of the machines, bases, etc., let alone use the same for all aircraft operated. This greatly reduces the dependency, as a result of which the realization of such systems in turn receives uncertainties and requires a large degree of fault tolerance. Other aviation systems of the prior art are based in their technical implementation on the so-called. Burning Rate method. One of the problems of burning Rate method is based on the difficulty to extrapolate malfunctions and their expected values for future malfunctions. This is partly due to the complexity and nonlinearity of the external influences on the operation of the aircraft.

In the aviation systems of the prior art, human interaction is still a necessary prerequisite for differentiated signal generation in many areas. Especially in the case of malfunctions, the complexity of the devices involved, acquired measurement parameters or processes to be controlled and interactions with the environment is exceeded to an extent that makes human interaction less and less possible. In particular, in the control, monitoring and monitoring of the dynamic and / or non-linear processes, which lead to the operational disturbances, an automation of the recognition entails the state of the art. Often it is the non-linearity which deprives conventional devices of the ground for automation. Many technical implementations of different types of early warning devices, image and / or pattern recognition devices (pattern recognition), in particular with analog measurement data or with necessary self-organization of the device, are still not satisfactorily solved in the prior art. Most natural processes are at least partially non-linear and tend to exponentially out of a narrow linear equilibrium range. An efficient and reliable early warning signal generation and automated troubleshooting can therefore be vital for aircraft. Efficient malfunction correction includes complex technical subsystems of the aircraft as well as the many thousand sensors and measuring signals, or monitoring and control systems based on difficult to control environmental influences, such as meteorological (storms, hurricanes, floods, thermals) influences. Automation of troubleshooting should be able to take into account all these influences without affecting the reaction speed of troubleshooting. Such systems have hitherto not been known in the prior art. The international patent WO 2004/045106 ( EP1563616 ) shows a system of the prior art, with which operating data of an aircraft can be collected and transmitted via means of communication of the on-board system to a ground station. The European patent EP 1 455 313 shows another system of the prior art, wherein flight and operating parameters with a so-called Aircraft Condition Analysis and Management System (ACAMS) monitors and incident or expected malfunctions can be detected. The European patent EP 1 630 763 A1 shows another monitoring and control system. With this system, any malfunctions should be based on the transmitted measurement parameters be avoided. The alarm device shown here is based, in particular, on predicted trajectories of the monitored aircraft generated by the system. In case of impending malfunctions, a corresponding alarm signal is generated automatically. The US patent specification US 6,940,426 shows a system for determining the probability of occurring malfunction of aircraft. Different measurement parameters are recorded by historical events as well as by dynamically recorded events and taken into account accordingly during signal generation. The European patent EP 1 777 674 shows a control and control system for landings and takeoffs of aircraft. The measurement parameters can be simultaneously recorded, managed and used for control signal generation by several associated aircraft. The European patent EP 1 840 755 A2 shows another aviation system to prevent and repair malfunction. In this case, a plurality of measurement parameters of the aircraft are transmitted to a ground station. This compares the measured data, for example, with manufacturer data in real-time and generates a corresponding control signal and / or control software for the avionics of the aircraft or the operator in case of deviation. The US patent specification US 5,500,797 shows a control system that detects malfunctions in the aircraft and stores measurement parameters. The saved measurement parameters can be used in the analysis of the malfunction. In particular, so that measurement data for future malfunctions are detected and can be used to control malfunction use devices. Finally, the European patent specification shows EP 1 527 432 Bl an avionic aviation system for stationary flight monitoring of aircraft. Based on the transmitted data, for example, a corresponding alarm signal can be automatically generated and control and control functions are generated. The German patent DE 198 56 231 A1 from Daimler Chrysler shows a satellite-based control system for transmitting control data from aircraft eg to a station of a flight operations center. Since the communication system is satellite-based, the aircraft can also be monitored in flight. The system can carry out an error analysis if specified limit values are exceeded, issue warnings and, if necessary, initiate measures for troubleshooting. The document 'The revolution of the aircraft engine ground maintenance station', Clinton JT , shows the communication system ACARS (Aircraft Communication and Reporting System), by means of which control data from aircraft can be detected and transmitted to a ground station, a so-called. Engine Data Center. Since the communication system has satellite links, the control data of the aircraft can also be detected during the flight. Alerts or alerts based on the transmitted control data may be sent from the system to the aircraft, the manufacturer of the aircraft (OEM: Original Equipment Manufacturer) or otherwise issued.

Technical task

It is an object of this invention to propose an avionic ground based aviation system for the automatic repair of aircraft malfunctions which does not have the above mentioned disadvantages. In particular, the solution should make it possible to provide a fully automated, electronic aviation system, which reacts dynamically to changing conditions and business interruptions and / or adapts. Furthermore, it should be a solution that allows to design the avionic aviation system such that changeable causality and dependency of the operational disturbances (eg location of use, type of use, operation of the aircraft, external influences such as weather, landing base, etc.) with the necessary accuracy of the aviation system are considered and integrated in the technical implementation so that human interaction is not necessary.

According to the present invention, this object is achieved in particular by the elements of the independent claims. Further advantageous embodiments are further evident from the dependent claims, the description and the drawings.

In particular, these objects of the invention are achieved by an aeronautical aviation system with ground station for the automatic correction of occurring malfunctions in aircraft with the features of claim 1 and by the avionic aviation method with ground station for the automatic correction of occurring malfunctions in aircraft having the features of claim 13.

The associated log parameters can be transmitted directly to the ground station, for example, via the aircraft's avionics wireless interface via a sate elite-based network. However, the associated log parameters can also be transmitted to the ground station via the wireless interface of the avionics (on-board system) of the aircraft via a wireless communication network of a served landing base, for example. For example, the detection devices can be completely integrated into the avionics of the aircraft. However, the landing bases can also comprise at least parts of the detection device, for example. The detection device can be realized, for example, at least partially as part of a control system of a landing base, eg an airport or airfield. The detection device can also be partially realized, for example, as part of a control system of an air service provider and / or flight operations provider. This has the advantage that with the avionics of the aircraft no further technical adjustments or realizations are necessary than already exists. Thus, for example, the detection device can be implemented at any possible flight / landing base or the cycles can be detected elsewhere and transmitted to the aviation system. The invention has the advantage, inter alia, that a uniform, technically in the existing electronics of the aircraft (avionics) to be integrated fully integrated avionics aviation system with ground station for the automatic correction of occurring malfunctions in aircraft can be realized by means of the device according to the invention. Until now, this was not possible in the state of the art, since the automations without human interaction often had unpredictable instabilities. Business interruptions in aircraft are not subject to the laws of large numbers, despite the large number of goods and passengers transported by airplanes. On the one hand, the technical complexity in the construction of the aircraft with mostly several engines and a few thousand interacting sensors leads to behavior that is unpredictable for the expert in extreme cases. On the other hand, the physics of wing dynamics, for example, are by no means so technically fully understood that airplanes in all cases show predictable behavior in flight. On the contrary, most of the wing and aircraft body design technique still relies on empirically collected empirical values and non-technically predicted or calculated shapes. Aircraft themselves are also heavily netterarbhängig in their operation. The weather itself is technically currently neither predictable nor predictable, but is subject to chaotic, highly nonlinear processes. As a result, an efficient and stable automation of the repair of malfunctions escaped the avionic aviation systems known in the prior art. The aviation system with ground station according to the invention now eliminates this deficiency in the prior art and makes it possible for the first time to realize a corresponding, automated avionic aviation system. A further advantage is that, by means of the aviation system according to the invention, at least partially based on cycles (take off and landing), causality and dependency of the operational disturbances can be detected and used with the necessary accuracy. This guarantees a dynamically adjusted operational safety by means of automated troubleshooting. In the special case of embodiments with additional value-based parameters, the aviation system allows for the first time a complete automation of the additional pricing of the malfunction at all levels. Also, this was not possible so far in the prior art. As mentioned, the activation parameters are determined variably by means of the filter module based on the detected number of takeoff and / or landing units. Likewise, it may be useful, for example, to dynamically or partially dynamically detect the starting and / or landing units by means of measuring sensors of the detection device. The ground station will be dynamic Information about the launches and landings of an aircraft being carried out As an embodiment variant, it is also possible, for example, to dynamically detect base-specific data of the assigned landing / take-off base for aircraft, such as passenger transport means and / or passenger air transport means, by means of sensors and / or detection means of the detection apparatus. The aircraft assigned to the aviation system have detection devices with an interface to the ground station and / or landing base and / or to the satellite-based network. The interface to the ground station can be realized, for example, by means of an air interface. This variant has the advantage, among other things, that the aviation system allows real-time acquisition of the cycles (take-off / landing). This also results in the possibility of a dynamic adaptation of the operation of the aviation system in real-time to the current conditions and / or in particular a corresponding real-time adaptation of the activation parameters. The technical implementation of the procedure thus receives the opportunity for self-adapting the aviation system. It also deaves a complete automation. This type of automation is not possible with any of the prior art devices.

In one embodiment variant, the malfunction use means are selected by means of the filter module upon detection of a malfunction by means of the sensor system of the aviation system in accordance with the malfunction that has occurred and / or the aircraft type concerned and activated by means of the switching device. This embodiment variant has the advantage that, in order to remedy the occurring malfunction by means of the filter module, the activated malfunctioning agent can be specifically selected and adapted to the resulting malfunction and / or location of the malfunction. For example, If appropriate, the filter module for this embodiment variant can comprise expert systems implemented in accordance with neural network modules. In particular, the filtering and selecting e.g. be realized by means of adapted lookup tables. This allows an automation of aviation systems based on the system according to the invention, as it was not nearly possible in the prior art.

In another embodiment variant, upon detection of a malfunction by means of the sensor, the malfunction application means are additionally selectable by means of the filter module based on the stack memory height value of the activation stack and selectively activated by means of the switching device. This embodiment variant has the advantage, inter alia, that the aviation system can react dynamically to the transmitted activation parameters. The memory threshold and the cumulative activation parameters need not necessarily be identical. This allows, for example, by means of the filter module, a dynamic adaptation of the selected operational fault use devices based on the transmitted activation parameters.

In a further embodiment variant, the log parameters additionally include measured value parameters of the flight management system (FMS) and / or the inertial navigation device (INS) and / or the fly-by-wire sensors and / or flight monitoring devices of the aircraft, wherein the memory threshold value is dynamically adjusted for the aircraft by the filter module respective time slots are generated based on the stack height value of the techlog stack and the additional log parameters. This variant has u.a. the advantage that e.g. the aviation system can be adjusted dynamically and in real-time using the additional log parameters. Likewise, e.g. the activation parameters and / or the memory threshold value can be adjusted dynamically by means of the filter module by means of the additional log parameters to the type and probabilities of a malfunction.

In yet another embodiment variant, the avionics of the aircraft comprises a height-measuring sensor system and / or a tachometer and / or a variometer and / or a horizon gyroscope and / or a turning pointer and / or an accelerometer and / or a stall warning sensor system and / or an external temperature sensor system and or a location determination device, wherein the log parameters additionally comprise measurement parameters of at least one sensor and wherein the storage threshold is dynamically generated by the filter module for the respective time window based on the stack height value of the techlog stack and the additional log parameters. For example, by means of a GPS module of the location determination module of the detection device, location-dependent parameters can be generated and transmitted to the ground station. This variant has, among other things, the same advantages as the previous one. In the embodiment with locating module, for example, by means of the aviation system at any time the malfunction use device with respect to the location of the malfunction event can be controlled and controlled. As mentioned, therefore, by means of the location detection module of the detection device, eg location coordinate parameters of the current location of the aircraft can be generated and transmitted to the ground station for triggering the intervention to remedy an operation disturbance by means of the dedicated selected operation disturbance use devices. For example, by means of at least one malfunctioning use device when detecting an intervention event, the malfunction of the aircraft can be automated or at least semi-automatically remedied. This embodiment variant has, inter alia, the advantage that the malfunctioning use devices, such as automated extinguishing devices, alarm devices in aids or intervention units, such as police or firefighting units, automated closing or shutdown / switching units, etc., automated and / or optimized in real-time based on the current location of the aircraft and / or activated , The malfunctioning deployment device may also include additional monetary value-based transmission modules in addition to automated direct intervention devices. Since, for example, location coordinate parameters of the current location of the aircraft can be generated by means of the location detection module of the detection device and transmitted to the ground station, the activation parameters and / or the memory threshold value can be dynamically adapted to the probabilities of the occurrence of a malfunction, for example by means of the filter module. For example, difficult landing bases, such as Hong Kong higher activation parameters or memory thresholds can be assigned, landing areas with high security, such as Frankfurt or Zurich, smaller values in the activation parameters and / or the memory threshold. The behavior and the environmental influences are thus fully and dynamically taken into account during the operation of the aircraft. This was not possible in the prior art so far. The same applies to detected measurement parameters of the height measurement sensor, the travel measurement, the variometer of the horizon gyro Wendezeiges, acceleration measurement of the Überziehwarnsensorik or the outdoor temperature sensor of the aircraft.

In an embodiment variant, ATIS measurement parameters based on the automatic terminal information service (ATIS) of the approached landing base are automatically transmitted to the ground station for each landing and start unit by means of the avionics of the aircraft or the communication means of the landing base, the memory threshold value being dynamic for the respective time window determined based on the stack height value of the Techlog stack and dynamically adjusted using the ATIS measurement parameters. This variant has u.a. the same advantages as the previous one. In particular, e.g. The aviation system can be adapted dynamically and in real-time based on the ATIS measurement parameters. Likewise, e.g. by means of the filter module, the activation parameters and / or the memory threshold value are adjusted dynamically by means of the ATIS measurement parameters to the type and probabilities of a malfunction.

In another embodiment variant, dynamically determined first activation parameters are applied to the avionics of the aircraft and / or to a supplemental on-board system assigned to the respective aircraft by means of the filter module of the ground station and, to increment the activation stack, protected second activation parameters are generated by the avionics or the associated supplementary on-board system and transmitted to the ground station. The protected second activation parameters may include, for example, a unique identification number or other electronic identification (ID), such as an IMSI. This embodiment variant has the advantage, among other things, that the second activation parameters and the first activation parameters do not have to be identical. This allows, for example, a dynamic adaptation of the selected operating fault use devices based on the second activation parameters by means of the filter module. By the protected addition of a clearly assignable identification number, the activation parameters can in particular also be transmitted, for example, simply via networks or processed by decentralized systems.

In a further embodiment variant, the ground station comprises an interface for accessing one or more databases with land-base-specific data records, each start and / or landing unit detected by the detection apparatus being recorded as a log parameter being assigned to at least one land-base-specific data record and the log parameters being based on a weighting module weighted and / or weighted generated according to the associated landing-base-specific data record. For example, the aviation system may additionally include means for dynamically updating the one or more databases of landing-site-specific data records, wherein the updating of the landing-site-specific data records may be implemented periodically and / or on request. The one or more databases may, for example, be assigned decentralized to a landing base for aircraft, data being transmitted unidirectionally and / or bidirectionally to the ground station by means of an interface. This variant has, inter alia, the same advantages as the previous embodiment. In particular, by accessing the databases with landing and / or starting unit-specific data records, a real-time adaptation of the aviation system, for example with regard to the technical conditions in the used landing areas, becomes possible. This allows to keep the aviation system always up to date automatically. This may be particularly important in considering new developments and implementations of technical systems for increasing safety etc. in the cycles. Furthermore, the realization of the databases has the advantage that by means of a filter module or suitable decentralized filter means data, such as metadata, can be generated from acquired data and can be updated dynamically. This allows quick and easy access. For a local database at the ground station with periodic update For example, the aviation system can continue to function dynamically even if the connections to individual landing areas are interrupted in the meantime.

In yet another embodiment variant, an electrical clock signal with a reference frequency is generated by means of an integrated oscillator of the filter module, based on the clock signal, the filter module periodically determine the variable activation parameters and / or optionally transferred to the corresponding incrementable stack. This variant has u. a. the advantage that the individual modules and units of the technical implementation of the aviation system can be easily synchronized and compared against each other.

It should be noted at this point that the present invention, in addition to the aviation system according to the invention with ground station also refers to a corresponding method.

• Figur 1 zeigt ein Blockdiagramm, welches schematisch ein Ausführungsbeispiel einer erfindungsgemäßen avionischen Luftfahrtssystem 80 mit Bodenstation 81 zur automatischen Behebung von auftretenden Betriebsstörungen bei Flugzeugen 40/41/42 darstellt. Das avionische Luftfahrtsystem 80 ist mit einer Vielzahl von Flugzeugen 40/41/42 über eine drahtloses Schnittstelle 403 der Avionik 402 verbunden. Mittels einer Schaltvorrichtung 1 der Bodenstation 81 werden dedizierte Betriebsstörungseinsatzvorrichtungen 603 zur automatischen Betriebsstörungsbehebung aktiviert, falls eine mittels einer Sensorik 3/401/601 detektierte Betriebsstörung eintritt. Basierend auf den Logparametern, d.h. insbesondere der gemessenen Cycles, verändert ein Filtermodul 2 die Steuerung der Schaltvorrichtung 1.
• Figur 2 zeigt ebenfalls ein Blockdiagramm, welches schematisch ein Ausführungsbeispiel eines erfindungsgemäßen avionischen Luftfahrtssystems 80 mit Bodenstation 81 zur automatischen Behebung von auftretenden Betriebsstörungen bei Flugzeugen 40/41/42 darstellt. Das avionische Luftfahrtsystem 80 ist mit einer Vielzahl von Flugzeugen 40/41/42 über eine drahtloses Schnittstelle 403 der Avionik 402 verbunden. Mittels einer Schaltvorrichtung 1 der Bodenstation 81 werden dedizierte Betriebsstörungseinsatzvorrichtungen 603 zur automatischen Betriebsstörungsbehebung aktiviert, falls eine mittels einer Sensorik 3/401/601 detektierte Betriebsstörung eintritt.

Hereinafter, embodiments of the present invention will be described by way of examples. The examples of the embodiments are illustrated by the following attached figures:

• FIG. 1 shows a block diagram, which schematically represents an embodiment of an avionic aviation system 80 according to the invention with ground station 81 for the automatic correction of occurring malfunctions in aircraft 40/41/42. The avionics aviation system 80 is connected to a plurality of aircraft 40/41/42 via a wireless interface 403 of the avionics 402. By means of a switching device 1 of the ground station 81, dedicated malfunction use devices 603 are activated for automatic malfunction rectification if a malfunction detected by means of a sensor system 3/401/601 occurs. Based on the log parameters, ie in particular the measured cycles, a filter module 2 changes the control of the switching device 1.
• FIG. 2 also shows a block diagram which schematically illustrates an embodiment of an avionic aviation system 80 according to the invention with ground station 81 for the automatic correction of occurring malfunctions in aircraft 40/41/42. The avionics aviation system 80 is connected to a plurality of aircraft 40/41/42 via a wireless interface 403 of the avionics 402. By means of a switching device 1 of the ground station 81 are dedicated operation failure use devices 603 is activated for automatic malfunction correction if a malfunction detected by a sensor 3/401/601 occurs.

FIGS. 1 and 2 illustrate an architecture that may be used to implement the invention. In this embodiment, the avionics aviation system 80 is connected to ground station 81 for automatic repair of incidents occurring in aircraft 40/41/42 with a plurality of aircraft 40/41/42 via a wireless interface 403 of the avionics 402 of the aircraft 40,41,42 The aviation system 80 with ground station 81 may be, for example, as part of a technical system of an operator of aircraft 40,..., 42, such as an airline or air cargo / air freight carrier, but also of a manufacturer of aircraft such as Airbus or Boeing or air traffic control services. The aircraft may include, for example, 40/41 goods transport and / or passenger transport 42 and / or airships such as zeppelins or even shuttles or other means of space flight. The aircraft 40, ..., 42 may also include motorized and non-powered aircraft, particularly gliders, motor gliders, delta controllers, etc. For a particular malfunction event, dedicated malfunction insets 603 are automatically activated by a switching device 1 of the ground station 81 if a detected by a sensor 3/401/601 detected malfunction occurs. The ground station 81 and / or the malfunction use devices 603 may in particular partially comprise, for example, automated emergency and alarm devices with money-value-based transmission modules. For example, the sensor system 3/401/601 may be integrated at least partially for detecting malfunction in the avionics 402 of the aircraft 40,..., 42, the control device of the malfunction correction devices 603 and / or the ground station 81 and / or landing base 11. The malfunction use devices 603 may be, for example, control, alarm or direct technical intervention systems on the affected aircraft 40, ..., 42, the operator of the aircraft 40, ..., 42 and / or the landing base 11 and / or the ground station 81, which is affected when detecting corresponding malfunctions. Of course, multiple aircraft 40, ..., 42, ground stations 81 and / or landing bases 11 may be simultaneously affected or detected by the aviation system. The malfunction correction can be done, for example, by coupled and / or graduated technical interventions, such as triggering different control services or throttling and dosing filters with appropriate dosing devices or valves, etc. Similarly, malfunction correction devices 603 are possible, which are activated by the flight system 80, for example in the sense automated or partially automated emergency interventions (or their triggering) by medically trained personnel or automated triggering of flight-related emergency situations such as patient transports, etc., which are alerted by selectively generated signal data generated by the flight system 80. Malfunction repair devices 603 may be unidirectionally or bidirectionally connected to the aircraft 40,..., 42, and / or the ground station 81 and / or the landing base 11, for example, to control the devices 603 by means of the automated malfunction remediation system 80. The reference number 60 describes the intervention device as a whole, comprising the communication interface 601 with eventual sensors for measuring malfunction, the control device 602 for electronically monitoring and controlling the malfunctioning device 603, and the malfunctioning device 603.

By means of the sensor system 3/401/601 an occurring malfunction is detected and by means of the filter module 2, the malfunctioning means 603, for example, according to the occurred malfunction and / or the affected aircraft type 40, ..., 42 selected and activated by the switching device 1. The aviation system 80 comprises detection devices 411 integrated into the avionics 402 of the aircraft 40/41/42. By means of the detection devices 411, take-off and / or landing units of an aircraft 40/41/42 are detected electronically, with corresponding planes corresponding to the aircraft 40, .. ., 42 associated log parameters of the performed takeoff and / or landing units are transmitted from the detection devices 411 via the wireless interface 403 to the ground station 81. For example, the log parameters may be at least partially captured in terms of absolute value parameters. By means of the wireless interface 403 of the avionics 402 of the aircraft 40,..., 42, for example, the associated log parameters can be transmitted via a satellite-based network 70 directly to the ground station 81. The associated log parameters can also be transmitted to the ground station 81, for example via a wireless communication network 111 of a flown landing base 11. The ground station 81 includes for each aircraft 40, ..., 42 an incrementable stack stack 202 with readable stack height value (Techlog stack height value). The stack height value of the Techlog stack 202 is increased by means of a counter module 203 of the ground station 81 based on filtered start and / or landing units of the transmitted log parameters of the respective aircraft 40, ..., 42. The meter module 203 also includes means for reading the stack height value of the techlog stack 202. By means of a filter module 2 of the ground station 81, a memory threshold for enabling activation of the paging inserter 603 dynamically for a particular time window based on the stack height value of the techlog stack 202 determined. The ground station 81 comprises an activation stack 102 of a protected memory module 103, by means of which activation parameters of the aircraft 40,..., 42 are detected. The activation parameters are transmitted to the ground station 81 based on the current memory threshold and the activation stack 102 is incremented in accordance with the transmitted activation parameters. As a special case, the activation parameters may include at least partially monetary and / or monetary-based amounts, in particular electronically protected parameters. As a variant embodiment, first activation parameters can be dynamically determined, for example, by means of the filter module 2 of the ground station 81 and to the avionics (402) of the aircraft 40,..., 42 and / or to a supplemental off-board system 404 assigned to the respective aircraft 40, be transmitted. For example, to protect the activation stack memory, protected second activation parameters are generated by the avionics 402 or the associated supplementary off-board system 404 and transmitted to the ground station 81. The protected second activation parameters may include, for example, a unique identification number. By means of a further counter module 103 of the ground station 81, the activation stack memory height value of the stack 102 is cumulatively detected. The detection can be done, for example, periodically and / or on request and / or carried out during transmission. If the dynamically determined memory threshold is reached with the stack height value of the activation stack 102, the switching device 1 is activated by means of the filter module 2 for the dedicated activation of the operation disturbance means 603 in case of malfunction occurring.

The variable activation parameter or memory threshold value is determined periodically by means of the filter module 2 based on the detected number of start and / or landing units or the log parameters, for example, and transmitted to the activation stack 102 upon return transmission to the ground station 81. The filter module 2 and / or the counter modules 103/203 may comprise an integrated oscillator, by means of which an electrical clock signal with a reference frequency can be generated, based on the clock signal, the filter module 2 and / or the counter modules 103/203 are periodically activated. The variable activation parameter and / or activation stack memory can be determined dynamically or partially dynamically, for example, by means of the filter module 2 based on the detected number of start and / or landing units. As a variant embodiment, for example, upon detecting a malfunction by means of the sensor system 3/401/601, the malfunction use devices 603 can additionally be selected by means of the filter module 2 based on the stack memory height value of the activation stack 102 and activated by means of the switching device 1 become. Likewise, the log parameters may include additional measurement parameters of the Flight Management System (FMS) and / or the inertial navigation device (INS) and / or the fly-by-wire sensors and / or flight monitoring devices of the aircraft 40,..., 42, wherein the memory threshold value is dynamically generated by the filter module 2 for the respective time window based on the stack memory height value of the techlog stack and the additional log parameters. The avionics 402 of the aircraft 40,..., 42 can also include, for example, a height-measuring sensor and / or a travel meter and / or a variometer and / or a horizon gyro and / or a turning pointer and / or an accelerometer and / or a stall warning sensor system and / or an outside temperature sensor and / or a location determining device include. The location determination module of the detection device 411 may include, for example, at least one GPS module for generating location-dependent transmissible parameters. In the cases mentioned, the log parameters additionally comprise measurement parameters of at least one of the sensors, wherein the memory threshold value is dynamically generated by the filter module 2 for the respective time window based on the stack height value of the techlog stack 202 and the additional log parameters. Furthermore, by means of the avionics 402 of the aircraft 40,..., 42 or the communication means 111 of the landing base 11, for example, ATIS measurement parameters based on the Automatic Terminal Information Service (ATIS) of the approached landing base 11 at each landing and start unit (Cycle). are automatically transferred to the ground station 81, wherein the memory threshold is dynamically generated for the respective time window based on the stack height value of the Techlog stack 202 and the transmitted ATIS measurement parameters. As mentioned, the detection device 411 comprises measuring sensors for dynamically or partially dynamically detecting start and / or landing units. For this purpose, the detection device 411 can, as for the avionics 403, bombard eg a height measuring sensor system and / or a travel meter and / or a variometer and / or a horizon gyro and / or a turning pointer and / or an accelerometer and / or a stall warning sensor system and / or an outside temperature sensor system and or a location determining device. The detection device 411 may also include, for example, sensors and / or detection means for dynamically detecting landbased data of the associated land / takeoff base for airborne transport 40/41 and / or passenger airlift 42. The associated air transport means 40/41 and / or passenger air transport means 42 may include, for example, the detection device 411 with an interface to the filter module 2 and / or the user device 11. The mentioned interface from the detection device 411 to the filter module 2 and / or to the user device 11 can eg be an air interface include. In particular, the detection device 411 may include, for example, a location determination module for generating location-dependent transmissible parameters. The location determination module of the detection device 411 may include, for example, at least one GPS module for generating location-dependent transmissible parameters.

For example, in one embodiment, ground station 81 may include an interface for accessing one or more databases of landing-site-specific data records. Each start and / or landing unit (cycle) detected by means of the detection device 411 and recorded as a log parameter is assigned at least one land-base-specific data record, the log parameters being weighted by means of a weighting module based on the associated land-base-specific data record. For example, the aviation system 80 may further include means for dynamically updating the one or more databases of landing-site-specific data records. The updating of the landing-site-specific data records can be realized, for example, periodically and / or on request. The one or more databases may, for example, be decentralized to a landing base 11 for aircraft 40,..., 42. By means of an interface 111, for example, data from the landing base 11 can be transmitted unidirectionally and / or bidirectionally to the ground station 81. Of course, it is also possible for the landing and / or start unit-specific data records and / or data to be acquired by accessing databases of state and / or partially state and / or private control bodies and / or other databases of launch and landing bases. The acquired data can be stored, for example, allocated in a data memory and, for example, can be updated periodically and / or on request. By this variant, different eg country-specific conditions can be considered, such as technical and maintenance differences eg between an airport like Frankfurt, Hong Kong (difficult land relations) or an airport in a developing country like Angola or Uzbekistan (bad technical devices). This has the advantage that changes in the takeoff and / or landing conditions, for example due to technical changes in the bases, are recorded immediately and the aviation system thus always remains up to date. In particular, such an automation of the system is achieved, which has not been achieved in any other way in the prior art in any way. For example, the aviation system 80 may also include the aforementioned one or more databases. In this case, for example, by means of suitable filter means data, such as metadata, generated data can be generated and updated dynamically. This allows quick and easy access. In addition, the automated alarm and Intervention system continue to function even if the connections to user devices and / or detection units are interrupted. The data can, as mentioned, in particular also include metadata, which are extracted, for example, using a content-based indexing technique. As an exemplary embodiment, the metadata can be generated at least partially dynamically (in real time) based on the log parameters transmitted by the detection devices 411. This has the advantage, for example, that the metadata always has the relevance and accuracy that is meaningful for the system according to the invention. In a particular embodiment, the perturbation utility devices 603 may additionally include petty-based intervention funds for monetary coverage of the malfunction remediation on the aircraft 40, ..., 42. For the special case of these malfunction use devices 603, the activation parameters, ie the cases in which at least one of the malfunctioning use devices 603 should be activated, are often regulated by law in a country-specific manner and include private systems and / or government systems and / or partially state systems. The avionic aviation system 80 may, as mentioned, comprise a plurality of loading bases 11 or / and ground stations 81 with aircraft 40,..., 42. The aircraft 40, ..., 42 and / or the landing base 11 may be connected to the ground station 81, for example, via the communication network 50/51 and / or the satellite-based network 70 unidirectional and / or bidirectional. The communication network 50/51 and / or the satellite-based network 70 may, for example, be a GSM or a UMTS network, or a satellite-based mobile network, and / or one or more fixed networks, for example the public switched telephone network, the worldwide Internet or a suitable LAN ( Local Area Network) or WAN (Wide Area Network). In particular, it also includes ISDN and XDSL connections. In unidirectional connection, the communications network 50/51/70 may also include broadcast systems (eg, Digital Audio Broadcasting DAB or Digital Video Broadcasting) in which broadcast broadcasters include digital audio or video programs (television programs) and digital data, such as data services , Program Associated Data (PAD) to broadcast receivers unidirectionally spread. This can be useful depending on the variant. However, the unidirectional propagation feature of these broadcast systems may have the disadvantage, inter alia, that, in particular in the case of transmission by means of radio waves, a return channel from the broadcast receivers to the broadcast transmitters, or to their operators, is missing. Due to this missing return channel, the possibilities for encryption, data security, billing, etc. of access-controlled programs and / or data are more limited.

Referenzllste

1

Schaltvomchtung

2

filter module

3

Sensor system with gateway interface

11

land base

111

means of communication

40, ..., 42

plane

401

sensors

402

Avionics

403

Wireless communication media

404

Ergänzungsoffboardsystem

411

Detection device for take-off and / or landing units

50/51

Communication network

60

The intervention device

601

Sensors / Interface

602

control device

603

Betriebsstörungseinsatzvomchtung

70

Satellite-based network

80

Avionic aviation system

81

ground station

101

Protected first memory module

102

Activation stack memory

103

counter module

201

Protected second memory module

202

Techlog stack

203

counter module

Claims (24)

1. An avionic aviation system (80) with an earth station (81) for automatically eliminating malfunctions occurring in airplanes (40/41/42), wherein the avionic aviation system (80) is connected to a plurality of airplanes (40/41/42) via a wireless interface (403) of the avionics (402) and wherein dedicated operating malfunction usage devices (603) can be activated by means of a switching device (1) of the earth station (81) if an operating malfunction occurs which is detected by means of a sensor (3/401/601),
   wherein the aviation system (80) comprises detection devices (411) which are integrated in the avionics (402) of the airplanes (40/41/42) and serve for electronically detecting take-off and landing units performed by an airplane (40/41/42), and wherein log parameters of the take-off and/or landing units performed and assigned to the airplane (40,...,42) can be transferred from the detection devices (411) via wireless interfaces (403) to the earth station (81), characterized in
   that the earth station (81) comprises an interface for accessing one or a plurality of data bases comprising landing base-specific data records, wherein each take-off and/or landing unit detected by means of the detection device (411) and recorded as a log parameter can be assigned to at least one landing base-specific data record and the log parameter can be weighted based on the assigned landing base-specific data record by means of a weighting module, and wherein by means of the recorded data of the data records, country-specific and/or landing base-specific conditions can be considered for activating the dedicated operating malfunction usage device (603) by means of a switching device (1),
   that the earth station (81) comprises for each airplane (40,...42) one incrementable techlog memory stack (202) with a techlog memory stack altitude value that can be read out, wherein the techlog memory stack altitude value can be increased, by means of a counter module (203), based on filtered take-off and/or landing units of the transferred log parameters of the respective airplane (40,...41), and the techlog memory stack altitude value comprises the performed take-off and/or landing units such that they can be read out by means of the counter module (203),
   that the counter module (203) comprises means for reading out the techlog memory stack altitude value,
   that the earth station (81) comprises a filter module (2) by means of which, for a certain time window, a memory threshold value for enabling the activation of the operating malfunction usage device (603) can be dynamically determined based on the techlog memory stack altitude value,
   that the earth station (81) comprises in addition an activation memory stack (102) of a protected memory module (103) for recording activation parameters of the airplane (40,..42), wherein the activation parameters can be generated by the avionics (402) or assigned supplementary offboard systems (404) and can be transferred based on the actual memory threshold to the earth station (81), and wherein the activation memory stack (102) can be incremented in steps corresponding to the transferred activation parameters,
   that by means of a counter module (103) of the earth station (81), a memory stack altitude value of the activation memory stack (102) can be recorded and,
   if with the memory stack altitude value of the activation memory stack (102), the dynamically determined memory threshold is reached, the switching device (1) can be enabled by means of the filter module (2) so as to activate the operating malfunction usage means (603) in a dedicated manner if operating malfunctions occur.
2. The avionic aviation system (80) with an earth station (81) according to claim 1, characterized in that if an operating malfunction is detected by means of the sensor (3/401/601), the operating malfunction usage means (603) can be selected by means of the filter module corresponding to the operating malfunction occurred and/or the type of airplane (40,...42) involved and can be activated by means of the switching device (1).
3. The avionic aviation system (80) with an earth station (81) according to claim 2, characterized in that if an operating malfunction is detected by means of the sensor (3,401/601), the operating malfunction usage means (603) can be selected by means of the filter module (2) and can additionally be based on the activation memory stack altitude value and can be activated by means of the switching device (1).
4. The avionic aviation system (80) with an earth station (81) according to any one of the claims 1 to 3, characterized in that the log parameters comprise in addition measured value parameters of the flight management system (FMS) and/or the inertial navigation device (INS) and/or the fly-by-wire sensors and/or the flight monitoring devices of the airplane (40,...42), wherein the memory threshold is dynamically generated for the respective time window, by means of the filter module (2) and is based on the techlog memory stack altitude value and the additional log parameters.
5. The avionic aviation system (80) with an earth station (81) according to claim 4, characterized in that the avionics (402) of the airplane (40,...42) comprises an altitude measurement sensor and/or an odometer and/or a variometer and/or a gyro horizon and/or a turn and bank indicator and/or an accelerometer and/or a stall warning sensor and/or an outside temperature sensor and/or a position finding device, wherein the log parameters comprise in addition measuring parameters of at least one sensor and wherein the memory threshold is dynamically generated for the respective time window, by means of the filter module (2) and is based on the techlog memory stack altitude value and the additional log parameters.
6. The avionic aviation system (80) with an earth station (81) according to any one of the claims 1 to 5, characterized in that by means of the avionics (402) of the airplane (40,...42) or the communication means (111) of the landing base (11), ATIS measuring parameters based on the Automatic Terminal Information Service (ATIS) of the approached landing base (11) are automatically transferable to the earth station (81) during each take-off and landing unit, wherein the memory threshold is dynamically generated, for the respective time window, based on the techlog memory stack altitude value and the ATIS measuring parameters transferred.
7. The avionic aviation system (80) with an earth station (81) according to any one of the claims 1 to 6, characterized in that by means of the filter module (2) of the earth station (81), dynamically determined first activation parameters can be transmitted to the avionics (402) of the airplane (40,...42) and/or to a supplementary board system (404) assigned to the respective airplane, and protected second activation parameters for incrementing the activation memory stack (102) can be generated by the avionics (402) or the assigned supplementary board system (404) and can be transferred to the earth station (81).
8. The avionic aviation system (80) with an earth station (81) according to claim 7, characterized in that the protected second activation parameters comprise a uniquely assignable identification number.
9. The avionic aviation system (80) with an earth station (81) according to any one of the claims 1 to 8, characterized in that by means of the wireless interface (403) of the avionics (402) of the airplanes (40,...42), the assigned log parameters can be transferred via a satellite-based network (70) directly to the earth station (81).
10. The avionic aviation system (80) with an earth station (81) according to any one of the claims 1 to 8, characterized in that by means of the wireless interface (403) of the avionics (402) of the airplanes (40,...42), the assigned log parameters can be transferred via a wireless communication network (111) of an approached landing base (11) to the earth station (81).
11. The avionic aviation system (80) with an earth station (81) according to any one of the claims 1 to 10, characterized in that the aviation system (80) comprises means for dynamically updating the one or a plurality of data bases comprising landing base-specific data records, wherein updating the landing base-specific data records is implemented periodically and/or upon request.
12. The avionic aviation system (80) with an earth station (81) according to any one of the claims 1 to 12, characterized in that the one or a plurality of data bases is assigned in a decentralized manner to a landing base (11) for airplanes (40,...42), wherein by means of an interface (111), data can be transferred unidirectionally and/or bidirectionally from the landing base (11) to the earth station (81).
13. An avionic aviation method (80) with an earth station (81) for automatically eliminating operating malfunctions occurring in airplanes (40/41/42), wherein the avionic aviation system (80) is connected to a plurality of airplanes (40/41/42) via a wireless interface (403) of the avionics (402), and wherein dedicated operating malfunction usage devices (603) are activated by means of a switching device (1) of the earth station (81) if an operating malfunction occurs that is detected by means of a sensor (3/401/601),
    wherein by means of integrated detection devices (411) of the avionics (402) of an airplane (40/41/41), take-off and/or landing units performed by the airplane are electronically recorded and wherein log parameters assigned to the airplane of the take-off and landing units performed are transferred by the detection devices (411) via the wireless interface (403) to the earth station (81), characterized in
    that the earth station (81) accesses by means of an interface one or a plurality of data bases comprising landing base-specific data records, wherein each take-off and landing unit detected by means of the detection device (411) and recorded as a log parameter is assigned to at least one landing base-specific data record and the log parameters are weighted by means of a weighting module based on the associated landing base-specific data record, and wherein by means of the recorded data of the data record, country-specific and/or landing base-specific conditions are considered for activating the dedicated operating malfunction usage device (603) by means of a switching device (1),
    that the earth station (81) comprises for each airplane (40,...42) an incrementable techlog memory stack (202) comprising a techlog memory stack altitude value that can be read out, wherein by means of a counter module (203) of the earth station (81), the techlog memory stack altitude value is increased based on filtered take-off and landing units of the transferred log parameters of the respective airplane (40,...42) and wherein the techlog memory stack altitude value comprises the take-off and/or landing units performed such that they can be read out by means of the counter module (203),
    that the techlog memory stack altitude value is read out by means of the counter module (203),
    that by means of a filter module (2) of the earth station (81), a memory threshold for enabling the activation of the operating malfunction usage device (603) is dynamically determined, for a certain time widow, based on the techlog memory stack altitude value,
    that by means of an activation memory stack (102) of a protected memory module (103) of the earth station (81), activation parameters of the airplane (40,...42) transferred to earth station (81) are recorded, wherein the activation parameters are generated by the avionics (402) or assigned supplementary offboard systems (404) and are transferred based on the actual threshold to the earth station (81), and wherein the activation memory stack (102) is incremented in steps corresponding the transferred activation parameters,
    that by means of a counter module (103) of the earth station (81), a memory stack altitude value of the activation memory stack (102) is recorded, and
    if the dynamically determined memory threshold is reached with the memory stack altitude value of the activation memory stack (102), the switching device (1) is enabled by means of the filter module (2) so as to activate the operating malfunction usage means (603) in a dedicated manner if operating malfunctions occur.
14. The avionic aviation method (80) with an earth station (81) according to claims 14 or claim 15, characterized in that when detecting an operating malfunction by means of the sensor (3/401/601), the operating malfunction usage means (603) are selected by means of the filter module according to the malfunction occurred and/or the type of airplane (40,...42) involved and are activated by means of the switching device (1).
15. The avionic aviation method (80) with an earth station (81) according to claim 14, characterized in that when detecting an operating malfunction by means of the sensor (3/401/601), the operating malfunction usage means (603) are selected by means of the filter module (2) and are additionally based on the activation memory stack altitude value and are activated by means of the switching device (1).
16. The avionic aviation method (80) with an earth station (81) according to any one of the claims 13 to 15, characterized in that the log parameters comprise in addition measured value parameters of the flight management system (FMS) and/or the inertial navigation device (INS) and/or the fly-by-wire sensors and/or the flight monitoring devices of the airplane (40,...42), wherein the memory threshold is dynamically generated for the respective time window by means of the filter module (2) and is based on the techlog memory stack altitude value and the additional log parameters.
17. The avionic aviation method (80) with an earth station (81) according to claim 16, characterized in that the avionics (402) of the airplane (40,...42) comprises an altitude measurement sensor and/or an odometer and/or a variometer and/or a gyro horizon and/or a turn and bank indicator and/or an accelerometer and/or a stall warning sensor and/or an outside temperature sensor and/or a position finding device, wherein the log parameters comprise in addition measuring parameters of at least one sensor and wherein the memory threshold is dynamically generated for the respective time window, by means of the filter module (2) and is based on the techlog memory stack altitude value and the additional log parameters.
18. The avionic aviation method (80) with an earth station (81) according to any one of the claims 13 to 17, characterized in that by means of the avionics (402) of the airplane (40,...42) or the communication means (111) of the landing base (11), ATIS measuring parameters based on the Automatic Terminal Information Service (ATIS) of the approached landing base (11) are automatically transferred to the earth station (81) during each take-off and landing unit, wherein by means of the filter module (2), the memory threshold is dynamically generated, for the respective time window, based on the techlog memory stack altitude value and the transferred ATIS measuring parameters.
19. The avionic aviation method (80) with an earth station (81) according to any one of the claims 13 to 17, characterized in that by means of the filter module (2) of the earth station (81), dynamically determined first activation parameters are transmitted to the avionics (402) of the airplane (40,...42) and/or to a supplementary board system (404) assigned to the respective airplane (40,...42), and protected second activation parameters for incrementing the activation memory stack (102) are generated by the avionics (402) or the assigned supplementary board system (404) and are transferred to the earth station (81).
20. The avionic aviation method (80) with an earth station (81) according to claim 19, characterized in that the protected second activation parameters comprise a uniquely assignable identification number.
21. The avionic aviation method (80) with an earth station (81) according to any one of the claims 13 to 20, characterized in that by means of the wireless interface (403) of the avionics (402) of the airplanes (40,...42), the assigned log parameters are transferred via a satellite-based network (70) directly to the earth station (81).
22. The avionic aviation method (80) with an earth station (81) according to any one of the claims 13 to 21, characterized in that by means of the wireless interface (403) of the avionics (402) of the airplanes (40,...42), the assigned log parameters are transferred via a wireless communication network (111) of an approached landing base (11) to the earth station (81).
23. The avionic aviation method (80) with an earth station (81) according to claim 22, characterized in that by means of the aviation system (80), the one or a plurality of data bases are dynamically updated with landing base-specific data records, wherein the landing base-specific data records are updated periodically and/or upon request.
24. The avionic aviation method (80) with an earth station (81) according to claim 22 or claim 23, characterized in that the one or a plurality of data bases is assigned in a decentralized manner to a landing base (11) for airplanes (40,...42), wherein by means of an interface (111) of the landing base (11), data are transferred unidirectionally and/or bidirectionally from the landing base (11) to the earth station (81).

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