WO2003044759A1 - Système de gestion des sinistres et de surveillance d'avion - Google Patents

Système de gestion des sinistres et de surveillance d'avion Download PDF

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Publication number
WO2003044759A1
WO2003044759A1 PCT/SG2002/000233 SG0200233W WO03044759A1 WO 2003044759 A1 WO2003044759 A1 WO 2003044759A1 SG 0200233 W SG0200233 W SG 0200233W WO 03044759 A1 WO03044759 A1 WO 03044759A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
incident management
cockpit
management center
computer
Prior art date
Application number
PCT/SG2002/000233
Other languages
English (en)
Inventor
Moon-Ming Seah
Chong-Khim Ng
Yue-Pui Cheong
Thiam-Beng Lau
Fook-Sun Lee
Tik-Bin Oon
Chee-We Ng
Chong-Jin Lim
Yui Kwan
Siew-Lang Lim
Tau Fuie Lim
Gim Pew Quek
Stephen Richard Hunter
Eng Huat Tay
Chee Chung Chong
Yew Liam Ng
Original Assignee
Singapore Technologies Electronics Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from SG200206100A external-priority patent/SG125074A1/en
Application filed by Singapore Technologies Electronics Limited filed Critical Singapore Technologies Electronics Limited
Priority to AU2002366147A priority Critical patent/AU2002366147A1/en
Publication of WO2003044759A1 publication Critical patent/WO2003044759A1/fr

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64CAEROPLANES; HELICOPTERS
    • B64C1/00Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/14Windows; Doors; Hatch covers or access panels; Surrounding frame structures; Canopies; Windscreens accessories therefor, e.g. pressure sensors, water deflectors, hinges, seals, handles, latches, windscreen wipers
    • B64C1/1407Doors; surrounding frames
    • B64C1/1469Doors between cockpit and cabin
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64DEQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00Aircraft indicators or protectors not otherwise provided for
    • B64D45/0015Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems
    • B64D45/0021Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems means for restricting access to flight deck
    • B64D45/0028Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems means for restricting access to flight deck doors or door arrangements specially adapted to restrict unauthorized access
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64DEQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00Aircraft indicators or protectors not otherwise provided for
    • B64D45/0015Devices specially adapted for the protection against criminal attack, e.g. anti-hijacking systems
    • GPHYSICS
    • G08SIGNALLING
    • G08BSIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B13/00Burglar, theft or intruder alarms
    • G08B13/18Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength
    • G08B13/189Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems
    • G08B13/194Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems
    • G08B13/196Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems using television cameras
    • G08B13/19639Details of the system layout
    • G08B13/19645Multiple cameras, each having view on one of a plurality of scenes, e.g. multiple cameras for multi-room surveillance or for tracking an object by view hand-over
    • GPHYSICS
    • G08SIGNALLING
    • G08BSIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B13/00Burglar, theft or intruder alarms
    • G08B13/18Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength
    • G08B13/189Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems
    • G08B13/194Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems
    • G08B13/196Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems using television cameras
    • G08B13/19639Details of the system layout
    • G08B13/19647Systems specially adapted for intrusion detection in or around a vehicle
    • G08B13/1965Systems specially adapted for intrusion detection in or around a vehicle the vehicle being an aircraft
    • GPHYSICS
    • G08SIGNALLING
    • G08BSIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B13/00Burglar, theft or intruder alarms
    • G08B13/18Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength
    • G08B13/189Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems
    • G08B13/194Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems
    • G08B13/196Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems using television cameras
    • G08B13/19654Details concerning communication with a camera
    • G08B13/19656Network used to communicate with a camera, e.g. WAN, LAN, Internet
    • GPHYSICS
    • G08SIGNALLING
    • G08BSIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B13/00Burglar, theft or intruder alarms
    • G08B13/18Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength
    • G08B13/189Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems
    • G08B13/194Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems
    • G08B13/196Actuation by interference with heat, light, or radiation of shorter wavelength; Actuation by intruding sources of heat, light, or radiation of shorter wavelength using passive radiation detection systems using image scanning and comparing systems using television cameras
    • G08B13/19697Arrangements wherein non-video detectors generate an alarm themselves
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64CAEROPLANES; HELICOPTERS
    • B64C1/00Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C2001/009Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like comprising decompression panels or valves for pressure equalisation in fuselages or floors

Definitions

  • This invention relates generally to aircraft and in-flight security.
  • this invention relates to a monitoring and incident management system to deter threats such as hijacking, to respond to the threat or incident when it happens,
  • a telemetry device to transmit the image data to a ground recording station.
  • Bellman et al. U.S. Patent No. 4,839,439, discloses an aircraft surveillance system including audio and video sensors located in the interior of the plane and a transmitter to transmit signals from the sensors to a ground recording
  • U.S. Patent No. 5,742,336 discloses an aircraft surveillance and recording system including video cameras located on an aircraft, a satellite to relay analog composite video and audio signals from the cameras to a ground station, and video monitors capable of displaying multiple video images located in the ground
  • the present invention comprises a monitoring and incident management
  • the system for an aircraft.
  • the system includes a plurality of sensors located on the
  • system further comprises at least one panic button located on the aircraft that can be
  • the two-way communication link is operationally configured to transmit data from the computer to the incident management center and to transmit commands from the incident management center to the computer.
  • the invention comprises a security system for an aircraft cockpit including a cockpit door module having a frame, a front door and a rear door.
  • the front door is operationally configured to open only when the rear door is closed.
  • the invention comprise a monitoring and incident
  • An incident management center located remotely from the aircraft.
  • An on-board system including a computer in communication with a
  • cockpit and flight security subsystem a surveillance and sensor subsystem
  • the two-way communication link is operationally configured to transmit data from the computer to the incident management center and
  • the flight security subsystem the surveillance and sensor subsystem, and/or the
  • Figure 1 is a schematic drawing of the monitoring and incident
  • Figure 2 is a block diagram illustrating the functional design of the portions of the system located on-board the aircraft.
  • Figure 3 is a perspective view, from front and above, of the cockpit door
  • Figure 4 is an enlarged sectional view taken along line 4-4 of Figure 3.
  • Figure 5 is an enlarged sectional view taken along line 5-5 of Figure 3.
  • Figure 6 is an enlarged sectional view taken along line 6-6 of Figure 5.
  • Figure 7 is an enlarged sectional view of a alternate embodiment of the
  • Figure 8 is an enlarged partial view of the area shown in broken lines in
  • Figure 9 is a sectional view taken along fine 9-9 of Figure 8.
  • Figure 10 an overhead view of a cockpit area that has been modified to
  • Figure 11 is a block diagram illustrating the functional design of a preferred embodiment of the surveillance and sensor subsystem.
  • Figure 12 is a block diagram illustrating the functional design of an
  • Figure 13 is a block diagram illustrating the functional design of a preferred embodiment of the countermeasure subsystem.
  • Figure 14 is a block diagram illustrating the functional design of a preferred embodiment of the on-board computer.
  • Figure 15 is a flow chart showing the operational flow of a preferred embodiment of the aircraft monitoring and incident management system. [0034] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS)
  • the present invention comprises an aircraft
  • the system 10 preferably includes
  • the on-board system 21 preferably includes the following subsystems:
  • a cockpit and flight security subsystem 22 (2) a surveillance and sensor subsystem 24;
  • the ground center 14 includes a communications transceiver linked to a monitoring and incident management computer system.
  • the ground center 14 can be configured to allow remote access to the monitoring and incident
  • ground center 14 The capabilities of the ground center 14 will be best understood after a complete description of the on-board system 21, and therefore, will be described in greater detail herein.
  • the cockpit and flight security subsystem 22 preferably includes: a. a double door module 44 for the cockpit with a compartment
  • a biometrics subsystem such as facial or fingerprint
  • an enhanced auto pilot module including access control, that
  • Figure 3 shows a preferred embodiment of the double door module 44
  • the module 44 comprises a frame 45 having front and rear door openings 46, 48 that support front and rear doors 47, 49 (see Figure 10).
  • a monitoring device 50 such as a video camera
  • An identification and authentication device 52 such as a fingerprint or retinal scanner, for example, is also preferably provided and in communication with the on-board
  • the front door is preferably configured to deny entry to the cockpit to any person not authorized to be in the cockpit, as determined by the identification and
  • the module 44 be sealed when the front and rear doors 46, 48 are closed. This enables the use of gas to sedate or otherwise incapacitate a person (or persons) standing in the module 44 who posed a potential threat to the
  • FIG. 4 shows an example of a means for sealing the frame 45 along the floor 54 of the aircraft 12.
  • the frame 45 rests atop a sheet 56 of polyester film, such as Mylar® film produced by E.I. du Pont de Nemours and Company, for example, and is further
  • a kickplate 60 may also be provided.
  • the double door module 44 can be secured to the aircraft 12 by any means
  • Figures 5-7 show two examples of means for securing the module 44 to the floor 54 of the aircraft 12.
  • Figures 5-6 show a tie-down 64
  • FIG. 7 shows a tie-down 66 which is secured directly to
  • Figures 8-9 show two views of a bracket 68 used to secure the module frame 45 to the ceiling 70 of the aircraft 12. Flexibility in the installation of the double door module 44 is important so that the module 44 can be easily retrofitted into existing aircraft.
  • FIG 10 shows an example of a cockpit 72 for the aircraft 12 that incorporates the double door module 44.
  • the cockpit 72 is based on the layout of a Boeing 747-400 and is intended to be merely exemplary. Obviously, the incorporation of the on-board system 21 of the present invention could vary widely.
  • the main instrument panel 74 is
  • a control stand 76 is positioned between the captain's seat 78 and the first officer's seat 80.
  • Two observer's seats 82, 84 are located immediately to the rear of the captain's seat 78 and the first officer's seat 80,
  • a coat stowage area 86 and crew rest area 88 are located at the rearmost
  • the double-door module 44 is preferably located in a hallway 90
  • the module 44 includes monitoring devices 50 and identification and authentication devices 52.
  • the front door 47 preferably opens into the cockpit 72 and the rear door 49
  • Two lavatories 94,96 are also preferably
  • the lavatory 96 closest to the passenger cabin 92 is for use by passengers.
  • the forward-most lavatory 94 is for use by the cockpit 72 crew and is positioned
  • the biometrics subsystem is preferably integrated into the double-door module 44, the autopilot subsystem and other parts of the airplane 12 to determine whether a person trying to gain access to part of the airplane 12 or critical systems,
  • biometrics subsystem preferably includes facial recognition devices, fingerprint identification devices, retinal scanners, and the like.
  • the enhanced autopilot module comprises access control and enhanced
  • the access control preferably includes password protection and or biometric identification. Access control is engaged when the alert mode (described in detail below) is activated. When engaged, the auto pilot can only be disengaged with the password, the positive biometric identification,
  • password is preferably changed from flight to flight, depending on the operational
  • the surveillance and sensor subsystem 24 comprises a variety of devices
  • ground center 14 to monitor the activities both inside and outside the aircraft 12.
  • These devices are preferably controllable by the on-board computer 36 via can have
  • the surveillance and sensor subsystem 24 also preferably includes one or more "panic buttons", door sensors and tamper sensors, all of which are designed to alert the crew and the ground center 14 that an incident is potentially in progress.
  • the panic buttons are manually activated by the crew.
  • Each "panic button” is preferably located at a location so that the cabin crew or the pilot can activate it discretely. In order to reduce the likelihood of a false alarm, the panic
  • buttons are preferably not accessible by passengers.
  • the panic buttons are also preferably installed in manner so as to discourage attempts to disable them. [0048]
  • the door sensors notify the crew and ground center 14 if persons entered
  • the tamper sensors notify the crew and
  • dummy sensors are preferably provided to make it difficult for hijackers to locate and destroy the genuine sensors.
  • surveillance and sensor subsystem 24 also preferably includes a global positioning system (GPS) to allow the ground center 14 to monitor the position of the aircraft 12 at all times.
  • GPS global positioning system
  • Each tamper sensor is, by definition, designed to alert the on-board
  • the exact type of tamper sensor is preferably kept secret for security reasons.
  • Figure 11 illustrates the functional relationship between the various components
  • each component of the surveillance and sensor subsystem 24 includes a preferred embodiment of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and the on-board computer 36. As shown in Figure 11, each component of the surveillance and sensor subsystem 24 and
  • surveillance and sensor subsystem 24 is preferably in two-way co m unication with the
  • Figure 12 shows a functional layout of another preferred embodiment of
  • the surveillance and sensor subsystem 24 consists of an AN
  • the on-board computer system 36 comprises a
  • the counter-measure subsystem 28 comprises a audio
  • the AV module 124 allows the multimedia network
  • server 136 to control camera and audio systems, including adjusting the zoom, focus
  • the multimedia network server 136 can also select the sources that
  • Compressed audio/video can be transmitted on demand to the ground
  • the counter-measure subsystem 28 (audio-beam
  • unit 130 is used for situations when the aircraft 12 has landed safely.
  • Ground troops
  • waiting at a forward command post can have access to audio/visual data captured by the AV module 124 before storming the aircraft 12.
  • countermeasures 28 are preferably available to attempt to neutralize the threat.
  • the countermeasures 28 can be controlled by either the pilot or remotely controlled from the ground center 14 to: a. emit highly directional audio at a selected location in the aircraft 12; b. emit directed or non-directed blinding flashes at a selected
  • These countermeasures 28 preferably can be activated by the pilot, or by the ground
  • the directional audio can be implemented using existing or developing technologies. Suitable directional audio includes, for example, a system developed at
  • Directional audio and the stunning or blinding flashes are a non-lethal method to disable and confuse the hijackers momentarily, so that passengers or crew can overpower them.
  • the directional audio and the stunning flashes also serve to disrupt communications between the hijackers and isolate them in different
  • the sleeping gas countermeasure may also cause the passengers and/or crew to sleep, depending upon
  • the inability to see the entire cabin also enables cabin crew and/or passengers to overpower them more easily.
  • the remote control module preferably provides the ground center 14 with
  • the on-board computer 36 preferably comprises a programmable
  • RTOS real-time operating system
  • portions of the video archived can be retrieved quickly.
  • the portion retrieved will have a resolution that is specifiable. It will also be possible
  • Sensor-fusion can be performed on the light and infrared video data.
  • the on-board computer 36 could comprise
  • the on-board computer 36 will process and compress the data to be
  • a data stream perform encryption, and add error-correction coding, before handing the data stream to the transceiver 34.
  • the on-board computer 36 will authenticate and, if appropriate, process the commands from the ground monitoring and incident management center 14.
  • the data storage system will be designed to survive a crash, and will have redundancy to ensure the integrity of the data.
  • the on-board computer 36 preferably performs the following functions: a. processing i-nformation from the surveillance and sensor
  • subsystem 24 b. archiving important aircraft information not already recorded by the CVR or the FDR, including data from all of the subsystems discussed above; c. processing inputs from sensors such as panic buttons;
  • center 14 preferably includes multiple redundancies to assure reliability of
  • terrestrial means e.g. a mobile phone-type system via a
  • radio-frequency transmissions e.g. VHF or UHF.
  • One or more of the 9.6 kbps C-Channel of the InmarSat Areo-H service, providing a data transmission rate of at least 9.6 kbps, is the preferred primary means
  • Such means could include, for example, a
  • GSM Global System for Mobile communications
  • VDL VDL
  • Figure 13 illustrates the functional layout of a preferred embodiment of
  • Figure 14 illustrates the functional layout of a preferred embodiment of a
  • portion of the on-board computer 36 used to process information from the surveillance
  • a real-time operating system 210 controls various software and hardware modules.
  • a command processor 212 processes commands from
  • a communication system 216 packages the different kinds of data (commands, video, audio, etc.)
  • the ground monitoring and incident management center 14 preferably has the capability to monitor the following information transmitted from the aircraft
  • critical aircraft information such as those recorded in the CVR and the FDR.
  • the ground monitoring and incident management center is able to perform the following functions by sending commands to the on-board computer 36: a. retrieve selected information archived by the on-board
  • monitoring and incident management center should have a secure remote-access to the center through a wired or wireless network that allows information and commands to
  • VPN Virtual Private Network
  • dedicated lines e.g., ISDN
  • mobile phone networks e.g., GSM, GPRS, 3G, etc
  • GSM Global System for Mobile communications
  • PMR private mobile radio
  • PAMR public-access mobile-radio
  • the remote access communications preferably are encrypted and require authentication.
  • ground monitoring and incident management center 14 preferably has the capability to
  • the ground center 14 preferably has video screens, instrument panels,
  • center 14 It preferably has a terminal to command the on-board computer 36 on the
  • the aircraft 12 through the cabin or an passenger audio/video system.
  • each ground center preferably can monitor and communicate with multiple aircraft at
  • the system 10 preferably includes an identification subsystem that
  • the on-board system 21 is preferably designed so that there is no single point of failure.
  • the system 21 will preferably have: a. primary and secondary means of communications to the ground; b. redundant sensors which include numerous dummy ones; c. backup power supplies; and d. a double ring structure that ensures redundant means of
  • the system 10 preferably has two modes: "normal mode” and "alert mode.”
  • the normal mode is preferably much like the current level of communication between an aircraft and air traffic control, including periodic of the aircraft's 12 location.
  • periodic image taken from cameras located in the cockpit and passenger
  • the aircraft 12 is preferably in continuous communication
  • the mode preferably engages the aircraft sub-systems in the following ways: a. the cockpit door, i.e., the front door of the double door
  • the auto pilot system is put into a locked mode that can only
  • the biometrics subsystem prevents entry of unauthorized
  • circuit breakers for designated systems and subsystems such as the aircraft transponder and autopilot, will be bypassed to prevent them from being disabled.
  • the alert mode is preferably activated by one or more of the following means: a. activation of a panic button; b. detection of tampering with any part of the system 21; c. entry of an unauthorized person into the cockpit; and d. suspicious activity on the aircraft 12 detected by a behavioral
  • the alert mode can only be deactivated by the ground station 14.
  • Figure 15 is a flow chart showing the operational flow of the system 10
  • the pilot can also request the ground station 14 to take control of the
  • the ground station 14 can also authenticate
  • both the ground-station and the pilot is able to request, with proper authentication, all operations to stop.
  • the double door module 44 prevents unauthorized persons, such as a hijacker, from accessing the cockpit. Even if a person is able to circumvent the double door module 44, tamper sensors will activate the alert mode, which engages password protection for the auto pilot system.
  • the double door module 44 may also provide time for the ground center 44 to react to the situation and take steps to protect the aircraft 12.
  • the biometrics subsystem will prevent a hijacker or terrorist at the pilot seat 74 from
  • Countermeasures 28 can be used to attempt to force the unauthorized person to leave the pilot seat.
  • the ground center 14 has access to a wide range of information concerning the threat and is able to take action to neutralize the threat and otherwise
  • the system 10 also provides the decision-makers with enhanced ability to

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Multimedia (AREA)
  • Mechanical Engineering (AREA)
  • Alarm Systems (AREA)
  • Closed-Circuit Television Systems (AREA)

Abstract

L'invention concerne un système de gestion des sinistres et de surveillance d'avion composé d'un système embarqué à bord de l'avion, d'un système de gestion des sinistres au sol et d'une liaison de télécommunications redondante et sécurisée entre le système embarqué et le système de gestion des sinistres. Le système embarqué comprend des composants qui permettent à l'équipage de l'avion d'identifier des menaces potentielles contre l'avion et d'apporter une protection contre ces menaces potentielles, par exemple des activités suspectes de passagers. Le système de gestion des sinistres permet d'accéder à un grand nombre d'informations concernant l'avion et les activités ayant lieu sur l'avion et permet de transmettre des ordres au système embarqué. Ce système embarqué comprend un module de porte de cockpit qui combine des portes doubles et une identification biométrique pour empêcher un accès non autorisé au cockpit.
PCT/SG2002/000233 2001-10-12 2002-10-11 Système de gestion des sinistres et de surveillance d'avion WO2003044759A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2002366147A AU2002366147A1 (en) 2001-10-12 2002-10-11 Aircraft monitoring and incident management system

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
US32914201P 2001-10-12 2001-10-12
US60/329,142 2001-10-12
US34033701P 2001-12-12 2001-12-12
US60/340,337 2001-12-12
SG200206100A SG125074A1 (en) 2001-10-12 2002-10-10 Aircraft monitoring and incident management system
SG200206100-0 2002-10-10

Publications (1)

Publication Number Publication Date
WO2003044759A1 true WO2003044759A1 (fr) 2003-05-30

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WO (1) WO2003044759A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006015457A1 (fr) * 2004-08-11 2006-02-16 Sasenko Sadikovic Porte pare-balles de cabine de pilotage
EP1661061A2 (fr) * 2003-08-18 2006-05-31 Michael Arnouse Appareil, systeme et procede destines a la securite d'un aeronef et a une intervention anti-detournement d'avion
WO2006103329A1 (fr) * 2005-03-29 2006-10-05 Airbus Procede et dispositif de verification d'identite a bord d'un aeronef
US7783081B2 (en) 2005-03-29 2010-08-24 Airbus Method and device for verification of identity aboard an aircraft
CN109292044A (zh) * 2018-10-22 2019-02-01 国家海洋局第二海洋研究所 一种海洋资料浮标的安全辅助系统

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Publication number Priority date Publication date Assignee Title
DE3327076A1 (de) * 1983-07-19 1985-01-31 Klaus 5000 Köln Ebinger Schaltungsanordnung zum akustischen und/oder visuellen ueberwachen der kabine und des cockpits eines flugzeuges
DE3613999A1 (de) * 1986-04-25 1987-10-29 Klaus Preis Raumsicherungsverfahren

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3327076A1 (de) * 1983-07-19 1985-01-31 Klaus 5000 Köln Ebinger Schaltungsanordnung zum akustischen und/oder visuellen ueberwachen der kabine und des cockpits eines flugzeuges
DE3613999A1 (de) * 1986-04-25 1987-10-29 Klaus Preis Raumsicherungsverfahren

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1661061A2 (fr) * 2003-08-18 2006-05-31 Michael Arnouse Appareil, systeme et procede destines a la securite d'un aeronef et a une intervention anti-detournement d'avion
EP1661061A4 (fr) * 2003-08-18 2008-11-05 Michael Arnouse Appareil, systeme et procede destines a la securite d'un aeronef et a une intervention anti-detournement d'avion
WO2006015457A1 (fr) * 2004-08-11 2006-02-16 Sasenko Sadikovic Porte pare-balles de cabine de pilotage
WO2006103329A1 (fr) * 2005-03-29 2006-10-05 Airbus Procede et dispositif de verification d'identite a bord d'un aeronef
FR2884098A1 (fr) * 2005-03-29 2006-10-06 Airbus Sas Procede et dispositif de verification d'identite a bord d'un aeronef
JP2008534369A (ja) * 2005-03-29 2008-08-28 エアバス 航空機に搭乗している人が本人であることを確認するための方法と装置
US7783081B2 (en) 2005-03-29 2010-08-24 Airbus Method and device for verification of identity aboard an aircraft
CN109292044A (zh) * 2018-10-22 2019-02-01 国家海洋局第二海洋研究所 一种海洋资料浮标的安全辅助系统
CN109292044B (zh) * 2018-10-22 2023-08-18 自然资源部第二海洋研究所 一种海洋资料浮标的安全辅助系统

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