WO2017059481A1

WO2017059481A1 - Aircraft cockpit door override system

Info

Publication number: WO2017059481A1
Application number: PCT/AU2016/000346
Authority: WO
Inventors: John Edward James HALLIDAY
Original assignee: Halliday John Edward James
Priority date: 2015-10-08
Filing date: 2016-10-10
Publication date: 2017-04-13

Abstract

A system for overriding a lockout mechanism of a cockpit door of an aircraft carrying at least two flight crew s and a plurality of cabin crew, including: a first identification of a first flight crew; a second identification of a second flight crew; a third identification of a cabin crew; and an overriding unit, located in the aircraft and external of the cockpit of the aircraft, for receiving or detecting the first, second and third identification; wherein when the overriding unit receives or detects one of the first and second identifications together with the third identification, the lockout mechanism is disabled or overridden.

Description

AIRCRAFT COCKPIT DOOR OVERRIDE SYSTEM

PRIORITY DOCUMENT

[0001 ] The present application claims priority from Australian Provisional Patent Application No.

20159041 1 1 titled ^"Aircraft Cockpit Door Override System" and filed on 8 October 2015. the content of which is hereby incorporated by reference in its entirety.

TECHNICAL FIELD

[0002] The present invention relates to the cockpit door of an aircraft. In particular, the present invention relates to overriding the lockout mechanism of the cockpit door.

BACKGROUND

[ 00031 The cockpit door of an aircraft prevents unauthorised entry to the cockpit. There is a control switch within the cockpit operatable by a flight crew, such as a pilot or a co-pilot, to activate a lockout mechanism of the cockpit door. Once activated, the lockout mechanism prevents the cockpit door from being opened from the cabin side even if a person has the correct access means, such as passcode, key etc. to open the cockpit door.

[0004] However, the lockout mechanism has its short-comings. When a pilot or co-pilot turns rogue, the "rogue" pilot or co-pilot can activate the lockout mechanism to prevent access by other authorised personal into the cockpit. Some apply rules to ensure that there must be at least two authorised persons in the cockpit at any time. However, this would not stop the "rogue" pilot or co-pilot disabling the other authorised person through force before activating the lockout mechanism.

[0005] The present invention offers a way to override the lockout mechanism.

SUMMARY

[0006] According to a first aspect of the present invention, there is provided a system for overriding a lockout mechanism of a cockpit door of an aircraft carrying at least tw o flight crew s and a plurality of cabin crew , including: a first identification of a first flight crew ; a second identification of a second flight crew; a third identification of a cabin crew; and an overriding unit, located in the aircraft and external of the cockpit of the aircraft, for receiving or detecting the first, second and third identification; wherein when the overriding unit receives or detects one of the first and second identifications together with the third identification, the lockout mechanism is disabled or overridden. [0007] In one fonn, at least one of the first, second and third identifications are one of, or a combination of: keys, magnetic keys and keycards. In one form, at least one of the first, second and third

identifications are biometrics including one of, or a combination of, fingerprint, palm veins, face recognition, DNA, palm print, hand geometry, iris recognition, retina, voice and odour/scent.

[ 00081 In one form, the cabin crew is selected at random, prior to departure of the aircraft.

[0009] In one form, the system further including one or more of: a transponder unit, which is activated when the overriding unit receives or detects the third identification, w ith or without the detection of the first or second identifications; a GPS unit, which is activated when the overriding unit receives or detects the third identification, with or w ithout the detection of the first or second identifications; and a data transfer module, which is activated when the overriding unit receives or detects the third identification, for streaming black box data of the aircraft to a ground station.

[ 00101 In one form, the system further including one or more of: a barometric device for monitoring the altitude of the aircraft and/or the pressure of the cabin, wherein when a predetermined condition is met, the barometric device activates one or more of the transponder unit, the GPS unit and the data transfer module; and an aircraft angle of bank measurement device for monitoring the angle of bank of the aircraft, wherein when a predetermined condition is met, the aircraft angle of bank measurement device activates one or more of the transponder unit, the GPS unit and the data transfer module.

[001 1 J In one form, once the lockout mechanism is disabled or overridden, the cockpit door is unlocked.

[0012] In one form, the system further including a first indicator to indicate that the overriding unit has received or detected one of the first and second identifications.

[ 0013 J In one form, the system further including a second indicator to indicate that the overriding unit has received or detected the third identification.

[ 00141 According to a second aspect of the present invention, there is provided a method for overriding a lockout mechanism of a cockpit door of an aircraft carrying at least tw o flight crew s and a plurality of cabin crew, including: receiving or detecting a first, second and third identification, a first identification representing a first flight crew; a second identification representing a second flight crew; and a third identification representing a cabin crew; wherein when one of the first and second identifications is received or detected together with the third identification, the lockout mechanism is disabled or overridden. [0015] In one fonn, at least one of the first, second and third identifications are one of, or a combination of: keys, magnetic keys and keycards. In one form, at least one of the first, second and third

[ 0016] In one form, the method further including selecting the cabin crew at random, prior to departure of the aircraft.

[0017] In one fonn, the method further including one or more of: activates a transponder unit when the overriding unit receives or detects the third identification, with or without the detection of the first or second identifications; activates a GPS unit when the overriding unit receives or detects the third identification, with or without the detection of the first or second identifications; and activates a data transfer module when the overriding unit receives or detects the third identification, for streaming black box data of the aircraft to a ground station.

10018 J In one form, the method further including one or more of: monitoring the altitude of the aircraft and/or the pressure of the cabin, wherein when a predetermined condition is met, activates one or more of the transponder unit, the GPS unit and the data transfer module; and monitoring the angle of bank of the aircraft, wherein when a predetermined condition is met, activates one or more of the transponder unit, the GPS unit and the data transfer module.

[0019] In one form, the method further including unlocking the cockpit door once the lockout mechanism is disabled or overridden.

[0020] In one form, the method further including indicating using a first indicator that the overriding unit has received or detected one of the first and second identifications.

[0021 ] In one form, the method further including indicating using a second indicator that the overriding unit has received or detected the third identification.

[ 0022 J According to a third aspect of the present invention, there is provided an aircraft including the system of the first aspect.

BRIEF DESCRIPTION OF DRAWINGS

[ 00231 Embodiments of the present invention will be discussed with reference to the accompanying drawings wherein:

[0024] Figure 1 depicts a cockpit door, cockpit and cabin of an aircraft; [0025] Figure 2 depicts a typical cockpit door lock system, including a lockout mechanism; [0026] Figure 3 depicts a functional block diagram of one embodiment of the present invention; [0027] Figure 4 depicts one embodiment of the present invention; and [00281 Figure 5 depicts another embodiment of the present inv ention. DESCRIPTION OF EMBODIMENTS

[0029] Figure 1 depicts the front portion of an aircraft 1. The cockpit door 3 is a door separating the cockpit 5 of the aircraft 1 from the cabin 7 of the aircraft 1. The cockpit door 3 is designed and made to resist brute force entry, thus preventing unauthorised entry into the cockpit 5.

[0030] Throughout this specification, the term "flight crew(s)" refers to person(s) whose primary task is to control the aircraft, including pilot, co-pilot and navigation officer, if any. Most of the time during a flight except during rest sessions "flight crew(s)" will position themselves in the cockpit. On the other hand the term "cabin crew(s)" refers to person(s) who attend to passengers of the flight, such as flight attendant, or person(s) who is required to remain in the cabin, such as an air marshal. Rarely are cabin crews required in the cockpit.

[ 0031 J Figure 2 shows a common form of lock mechanism and lockout mechanism of an aircraft. Note that the lockout mechanism explained with reference to Figure 2 is merely an example, as the present invention works with any cockpit door with a lockout mechanism. In this common form, there is a toggle 13 located within the cockpit. This toggle switch mounted in the cockpit operates in three modes: Unlock or "UNLOCK", Normal or "NORM'^", and Lock or "LOCK". The toggle 13, by default, selects "NORM". Under a normal circumstances, say a cabin crew would like to enter the cockpit through cockpit door 1 1 , or a flight crew would like to return to the cockpit from, for example, a washroom, the person uses an intercom (not shown) to communicate with a person in the cockpit. The person in the cockpit then switch the toggle 13 from "NORM" to "UNLOCK" which enable the person, who would like to enter the cockpit, enters. The toggle 13 will return to "NORM" once the door 1 1 is closed again.

[0032] If there is no response from the cockpit when a person uses the intercom (not shown) to communicate with a person in the cockpit, the person can still open the door 1 1 from outside by entering a passw ord through a keypad 15 if the toggle 13 is selecting "NORM". Authorised flight crews and cabin crews would be provided with this password before the flight. [0033] However, this would pose a risk if someone holds a cabin crew as hostage and forces the cabin crew to open the door 11 using the password known to the cabin crew. Thus, the function of "LOCK" is included to activate a lockout mechanism. Once the lockout mechanism is activated, the door 1 1 is locked even if the password is entered using the keypad 15 outside of the cockpit.

[ 0034] This common form of lock mechanism and lockout mechanism of an aircraft is not without its flaw s. It w as discovered that if a pilot or co-pilot turns rogue, the "rogue" pilot or co-pilot can activate the lockout mechanism to prevent access by the other pilot and other authorised personal into the cockpit.

10035 J The present invention relates to a system for overriding the lockout mechanism of a cockpit door. In particular, the system enables the pilot operated lockout system to be overridden when the overriding control unit detect or receive an identification of a flight crew together with another identification of a cabin crew.

[00361 Figure 3 depicts a functional block diagram of one embodiment of the present invention to override the lockout mechanism of a cockpit door. In particular. Figure 3 shows steps involved in one form of the present invention. The first step 21 involves receiving or detecting an identification of a cabin crew. The term "identification" can mean a token carried by a person or a biometric of a particular person. For example, keys, magnetic keys and keycards, RFID etc. can be a type of token used as the identification. Combination of various types of token can be used as the token. Regarding biometric, one of, or a combination of, fingerprint, palm veins, face recognition, DNA, palm print, hand geometry, iris recognition, retina, voice and odour/scent can be used. A combination of one or more token and one or more biometric can be used as the identification.

[ 0037] Once the correct identification of a cabin crew is detected or received, optional step of switching on a first indicator light 23 can be performed. This is either to show that a correct identification has been received or detected or show that optional step 25, 26 or 27 have been performed. Step 25 involves sw itching on a GPS unit so that one or more persons effecting step 21 can be informed of the present location of the plane, and to assess whether the plane has detoured from the original planned flight path. Alternatively, the switched on GPS can be presented to another crew member not involved in effecting step 21. This is useful to assess whether the pilot in the cockpit has turned rogue. Step 26 involves switching on a transponder so that the location of the aircraft can be detected by air traffic control. This is particularly useful when the default transponder of the aircraft has been switched off by a "rogue" pilot. Step 27 involves switching on a data transfer module to transfer information from the black box of the aircraft to a ground station. This will assist understanding of what exactly happened in the cockpit. Of course, more functions can be added. For example, further step of activating a communication unit to communicate with air traffic control or an emergency response unit. Optional steps 25, 26 or 27 can be activated by a barometric device 28 or an angle of banks measurement device, details of them will be described further in late part of this document.

[0038] The second step 3 1 involves receiving or detecting an identification of a flight crew. Similar to the identification representing a cabin crew, the identification representing a flight crew can be one or more tokens, one or more biometrics, or combination of one or more token and/or one or more biometric. The identification representing a cabin crew^r can be in different form from the identification representing a flight crew . Note that first step and second step is interchangeable as it is not important which step occurs first. It is also possible for the first step and second step to happen at the same time. Once the correct identification of a flight crew is detected, optional step of switching on a second indicator light 33 can be performed.

[0039] Whether the identification is '^"detected" or "received", depends on what type of identification is chosen. For example, if the identification is in a form of biometrics or RFID, the term "detected" would be appropriate. However, if the identification is a key, the term "received" would be appropriate. Further, the depending on the type of key, the step of receiving a key can mean inserting the key into a slot, or mean inserting into a slot and turning the key.

[ 0040 ] When both steps of 21 and 3 1 are performed 35, step 37 is then initiated, which is to override or disable a lockout mechanism of the cockpit door.

[0041 J Note that the term "together" in the context of "detect or receive an identification of a flight crew together with another identification of a cabin crew " does not mean that step 21 and 3 1 must be performed in the same time. Rather, it can be arranged so that step 21 and 3 1 must be performed within a selected time frame, say w ithin 30 second when the identification is in a form of biometrics or RFID. If the identification is in a form of physical key, it can be arranged so that to effect steps 21 and 31 , both keys must be inserted and turned and remain in the respective keyholes. The time difference between inserting and turning both keys are not essential in this case.

[0042] The present invention works in the following scenarios (not limited to): a. When all flight crew members are in the cockpit, and the lockout mechanism is activated, no one from the cabin can deactivate or override the lockout mechanism; b. A flight crew alone cannot deactivate or override the lockout mechanism outside of the cockpit by him/herself. c. Any flight crew together with the selected cabin crew or one of the selected cabin crews can deactivate or override the lockout mechanism outside of the cockpit by him/herself.

[0043] The idea is to ensure that even if a single flight crew trick other flight crevv(s) to leave the cockpit then lockout the normal operation of the cockpit door, the others can regain entry to the cockpit.

[0044 ] In one embodiment, the number of the selected cabin crew s is small compared to the total number of cabin crew s. In one form, only one of the cabin crews is selected randomly prior to the departure of the aircraft.

[0045 ] Figure 4 depicts one exemplar}' circuit design to effect one embodiment of the present invention.

[0046] In this example, keys are used as the identification of the first and second flight crew, and the selected cabin crew member. In this example, two of the flight crew are given keys 61 , 62 (one each) representing a flight crew and only one cabin crew is given a key 41 representing a cabin crew. The keys 61 , 62 held by the flight crew members can be the same or different. When each flight crew member is given a different key, it is possible for a ground control station to know which of the flight crew members attempts to activate the override system. In another form, there may be more than one cabin crew given a key. The multiple keys held by the cabin crews can be the same or different. Note that it is not necessary for each of the flight crew to hold a key. But there should be more than one flight crew holding the key to avoid the scenario where the only flight crew holding the key is the one turning "rogue". In this example, keys 61, 62 are different from key 41 .

[0047] To receive keys, the lockout overriding unit or lockout emergency unit 40 includes two key holes, the first keyhole 43 within first module 44 for receiving the key 41 of the selected cabin crew; and the second keyhole 63 within second module 64 for receiving one of the keys 61, 62 of the first flight crew or the second flight crew.

[0048] When the key 41 held by the cabin crew is inserted to the correct keyhole (keyhole 43), and turned if required, three switches 45, 47, 49 w ithin a first module 44 are activated (changing from off to on and staying on). The first switch 45, when activated, turns on transponder unit 55 and GPS unit 57 by providing power from power source 53 to on transponder unit 5 and GPS unit 47. Transponder 55 allows the location of the aircraft to be detected and monitored by air traffic control. GPS unit 57 allows a person to monitor the present location of the plane. The person can be the person inserting key 41, or another cabin crew . The person can then assess whether the plane has detoured from the original planned flight path. For example, the GPS unit may include a screen which traces the current position of the aircraft on a map. Power source 53 can be the pow er supply from the aircraft or an independent power pack. [0049] The second switch 47, when activated 59, turns on a first indicator 51, indicating that a key representing a cabin crew has been accepted, and that transponder unit 55 and GPS unit 57 have been activated. Of course, as discussed previously with reference to Figure 3, transponder unit 55 and GPS unit 57 are optional, thus none of them, one of them, or both of them may be included. Further, one or more of data transfer module, barometric device and angle of bank can be added (indicated by 58), functionalities of them are discussed in greater details with reference to Figure 5.

[ 0050] The w orking of the third switch 49 is explained below together with the fourth switch 65.

[0051] When the key 61 or 62 representing a flight crew is inserted to the correct keyhole (keyhole 63), and turned if required, three switches 65, 67, 69 (the fourth, fifth and sixth switches) within a second module 64 are activated (changing from off to on and staying on).

[0052] When the third switch 49 and the fourth switch 65 are activated, the lockout mechanism of the cockpit door is overridden or disabled 73. This can be achieved, for example, by disrupting power supply to the lockout mechanism, or causing the toggle control to switch back permanently, for a predefined period of time, to "NORM" or even "UNLOCK". Alternatively, it can be an override to isolate the toggle control from the cockpit door to allow the door to function normally despite the toggle control is selecting ^•LOCK".

[0053] The fifth switch 67, when activated 75, turns on a second indicator 71 , indicating that a key representing a flight crew has been received or detected.

[0054] The sixed switch 69 is, in this example a reserved slot 77, which can be omitted. When present switch 69 can be used to activate other devices, for example a buzzer, a flashing light etc. Alternatively it can be used to activate a communication unit to communicate w ith air traffic control or an emergency response unit or to activate a complete override of the control of the aircraft so that a ground crew can take over the control of the aircraft.

[0055 ] The lockout overriding unit or lockout emergency unit 40 is positioned within the cabin. In one form, it is concealed within the cabin but easily accessible during emergency. For example, it can be located under a cabin crew seat.

[0056] The lockout overriding unit or lockout emergency unit 40 can be retrofitted into existing aircraft. For example, with reference to example of Figure 4, the main change to an existing aircraft is the wiring of 73 to disable or override the lockout mechanism. [0057] In embodiments where magnetic keys and keycards, RFID, or biometrics are used, keyholes 43 and 63 are replaced with appropriate sensors, hi one form, a single sensor is used to detect an

identification of a flight crew^r together and an identification of a cabin crew and to determine that the identifications detected are correct. Further, modules 44 and 64 can be a single module and the switches within modules 44 and 64 can be implemented in various software and or hardware forms discussed later in this specification.

[0058 J In another embodiment, for the ease for retrofitting an existing aircraft, the entire cockpit door of the existing aircraft is required to be replaced. Modifications to other parts of the aircraft are made to installed one or more of an overriding unit, GPS, data transfer module, angle of bank, transponder and barometric device. The overriding unit is positioned near the cockpit door for receiving or detecting a first identification of a first flight crew; a second identification of a second flight crew; and a third

identification of a cabin crew. The new cockpit door is with a lockout mechanism (just like the replaced cockpit door) which is controllable within the cockpit through, for example, the toggle of Figure 2. When the overriding unit detects one of the first identification and the second identification, and the third identification, the overriding unit overrides the toggle, to enable opening of the cockpit door. In another form, the overriding unit simply opens the cockpit door when one of the first identification and the second identification, and the third identification are detected.

[0059] Figure 5 depicts one form of a cockpit door which can easily replace an existing cockpit door. The cockpit door 81 has the same connection to toggle 13 j ust like an existing cockpit door. The cockpit door is connected to an identification module (not shown) to activate an overriding unit (not shown) to override the control of the cockpit door by the toggle 13. The identification module can be part of the overriding unit.

[ 0060] The cockpit door 81 may also be linked to one or more of other modules, such as GPS 83, data transfer module 85, angle of bank 87, transponder 89 and barometric device 91. More specifically, the overriding unit is connected GPS 83, data transfer module 85, angle of bank 87, transponder 89 and barometric device 91 to control the cockpit door 81. In one form, GPS 83, data transfer module 85, and transponder 89 are activated when the overriding unit receives or detects the third identification, with or without the detection of the first or second identifications. GPS 83, data transfer module 85, and transponder 89 can also be activated by angle of bank 87 and/or barometric device 91. Each of GPS 83, data transfer module 85, angle of bank 87, transponder 89 and barometric device 91will be discussed in turn below .

[0061 J GPS 83 is to be directly connected to the battery bus or a power source that has its own circuit breaker that cannot be turned off in flight (such power supply is also provided for data transfer module 85, angle of bank 87, transponder 89 and barometric device 91). In one form, the GPS 83 shall have a constant read out as soon as the aircraft starts its engines. All infonnation from the GPS 83 is to be downloaded via existing satellite communication and or any future satellite system such as Inmarsat to a ground station to be monitored 24/7 by a ground station. GPS 83 can only be turned off by a qualified Electrical and Instrumentation (E&I) Licensed Aircraft Maintenance Engineers (LAME).

[0062] Data transfer module 85 is to stream black box data to a ground station. In one form, data transfer module 85 is to be able to transmit in real time, all the current data being fed to the F.D.R. (Flight Data Recorder). Where broadband capacity exists with satellite communications, the C.V.R. (Cockpit Voice Recorder) data is streamed as well. This streamed information is designed to allow investigators immediate access to the F.D.R. and the C.V.R. in the event of an aircraft crash. This to prevent inability in most cases of appropriate agencies searching for and attempting to recover the black boxes from aircraft that has crashed in sea for example. This device can only be turned off by a qualified E&I LAME.

[0063] Angle of bank 87 is a measurement module which will activate GPS 83, data transfer module 85, and transponder 89 in the event that an aircraft exceeds an angle of bank greater than 90 from the horizontal. In other words, this device will activate GPS 83, data transfer module 85, and transponder 89 if an aircraft is manoeuvred in excess of 90 degrees of bank. An Artificial Horizon would be adequate for this device as they have the trip points incorporated for auto pilot activation. This instrument will activate GPS 83, data transfer module 85, and transponder 89 when a pilot deliberately induces a roll greater than 90 degrees w ith the purpose of inverted flight or a deliberate roll and pull through to achieve vertical descent that would disable any cabin crew because of extreme "G" Forces. This device can only be turned off by a qualified E&I LAME.

[ 0064 J Transponder 89 is with the fixed distress code of 7700 which is the international Civil Aviation Organization (ICAO) distress frequency for all aircraft. This transponder should be designed to only be turned off by an E&I qualified LAME.

[0065 J Barometric device 91 monitors the altitude of the aircraft and/or the pressure of the cabin. When an aircraft is flown to a high altitude and either a catastrophic or pilot induced depressurisation event takes place, thus rendering the cabin crew unable to active any module or instrument manually (such as turning a key), barometric device 91 triggers activation of GPS 83, data transfer module 85, and transponder 89 when the cabin pressure reaches approximately 13,000 feet above sea level. In the event of a rapid depressurisation of cabin altitude, it activates GPS 83, data transfer module 85, and transponder 89 immediately. This device can only be turned off by a qualified E&I LAME.

[0066] In one form, barometric device 91 and angle of bank 87 are always on. GPS 83, data transfer module 85, and transponder 89 are either activated by barometric device 91 and/or angle of bank 87 or activated by the overriding unit of the cockpit door. [0067] In one fonn, GPS 83, barometric device 91 and angle of bank 87 are anned by a cabin crew (may be or may not be the one holding the required identification involved in activating the overriding unit of the cockpit door). Data transfer module 85 and transponder 89 are either activated by GPS 83, barometric device 91 and/or angle of bank 87 or activated by the overriding unit of the cockpit door. There are indicators for each of GPS 83, barometric device 91 , angle of bank 87, data transfer module 85 and transponder 89. Each indicator can represent three states: off state, armed state and on state. For example, a red light can be used to represent off state; orange to represent the armed state; and green to represent the on state. Before the departure of an aircraft, the GPS 83, barometric device 91 and angle of bank 87 should be at the on state; while the data transfer module 85 and transponder 89 should be at the anned state.

[0068] In one fonn, when the embodiments of the specification is implemented, the cockpit door w orks with the toggle within the cockpit in the following way: a. '"UNLOCK": The system works by providing power to a spring loaded latch or series of solenoids that are mounted on the door structure and engages once power is applied. The solenoid drives the latch bolt into a receptacle on the reinforced door frame and the door cannot be opened until power is provided to the solenoids by the entry key pad or by the pilot in the cockpit activating the toggle switch to position 1 (Unlocked). If the toggle switch is put into the Unlock position from the Normal position, the door should open by way of the solenoids receiving power to retract the locking pins. b. "NORM": The new system provides power to the solenoid through a two key secured device bypassing the in-cockpit toggle switch, taking away the ability of the rogue pilot to lock the other flight crew(s) out. On installing the new system, the old system is wired in to the new one through a series or relays design to interrupt the toggle switch and empower the pilot locked outside the cockpit to re-enter the cockpit with the addition of the other cabin crew member authorising via her key, to allow this to happen. If the existing door locking system is of a mechanical system that includes an over lock manual activation, the system needs only to be fitted with an over-centre solenoid or a worm drive solenoid. As soon as the cabin crew member operates the second key position, GPS 83, data transfer module 85 and transponder 89 and other installed modules are activated. c. "LOCK": This position, when activated by the pilots, is to deny access to the cockpit by anyone and is used in the event of an aircraft hijack. If both pilots are in the cockpit, the cockpit door cannot be opened. That is to prevent access by a hijacker who may be forcing a cabin crew member to gain access under duress. Cameras located at the entry to the cockpit may be installed and used to confirm such duress. [0069] In yet another embodiment, a nominated member of the cabin crew is to monitor an aircraft flight via a dedicated screen that cannot be turned off by the flight crew(s). The screen can be positioned near the cockpit door, near a cabin crew seat, near the passenger entry door etc. If in the event that the aircraft has diverted from track, this nominated person must try to contact the flight crew(s) to seek an explanation as to why. If no response, or refusal to comply with the direction and allow access to the cockpit to confirm an operational reason for such diversion, the cabin crew member may override the lockout mechanism of the cockpit door and/or activate one or more of GPS 83, data transfer module 85 and transponder 89.

[0070] Those of skill in the art would understand that information and signals may be represented using any of a variety of technologies and techniques. For example, data, instructions, commands, information, signals, bits, symbols, and chips may be referenced throughout the above description (in particular, the connections of Figure 4) may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

[0071 ] Those of skill in the art would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardw are, computer software or instructions, or combinations of both. To clearly illustrate this interchangeability of hardw are and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

[0072 ] The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. For a hardware implementation, processing may be implemented within one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, other electronic units designed to perform the functions described herein, or a combination thereof. Software modules, also known as computer programs, computer codes, or instructions, may contain a number a number of source code or object code segments or instructions, and may reside in any computer readable medium such as a RAM memory, flash memory, ROM memory, EPROM memory', registers, hard disk, a removable disk, a CD- ROM, a DVD-ROM, a Blu-ray disc, or any other form of computer readable medium. In some aspects the computer-readable media may comprise non-transitory computer-readable media (e.g., tangible media). In addition, for other aspects computer-readable media may comprise transitory computer- readable media (e.g., a signal). Combinations of the above should also be included within the scope of computer- readable media. In another aspect, the computer readable medium may be integral to the processor. The processor and the computer readable medium may reside in an ASIC or related device. The software codes may be stored in a memory unit and the processor may be configured to execute them. The memory unit may be implemented within the processor or external to the processor, in which case it can be communicatively coupled to the processor via various means as is known in the art.

[ 0073 J Further, it should be appreciated that modules and/or other appropriate means for performing the methods and techniques described herein can be downloaded and/or otherwise obtained by computing device. For example, such a device can be coupled to a server to facilitate the transfer of means for performing the methods described herein. Alternatively, various methods described herein can be provided via storage means (e.g., RAM, ROM, a physical storage medium such as a compact disc (CD) or floppy disk, etc.), such that a computing device can obtain the various methods upon coupling or providing the storage means to the device. Moreover, any other suitable technique for providing the methods and techniques described herein to a device can be utilized.

[0074] In one fonn the invention may comprise a computer program product for performing the method or operations presented herein. For example, such a computer program product may comprise a computer (or processor) readable medium having instructions stored (and/or encoded) thereon, the instructions being executable by one or more processors to perform the operations described herein. For certain aspects, the computer program product may include packaging material.

[ 00751 The methods disclosed herein comprise one or more steps or actions for achieving the described method. The method steps and/or actions may be interchanged with one another without departing from the scope of the claims. In other words, unless a specific order of steps or actions is specified, the order and/or use of specific steps and/or actions may be modified without departing from the scope of the claims.

[0076] As used herein, the term "determining" encompasses a wide variety of actions. For example, "determining" may include calculating, computing, processing, deriving, investigating, looking up (e.g., looking up in a table, a database or another data structure), ascertaining and the like. Also, "determining" may include receiving (e.g., receiving information), accessing (e.g., accessing data in a memory) and the like. Also, "determining" may include resolving, selecting, choosing, establishing and the like.

[ 0077 ] Throughout the specification and the claims that follow unless the context requires otherwise, the words "comprise" and "include" and variations such as "comprising" and "including" will be understood to imply the inclusion of a stated integer or group of integers, but not the exclusion of any otlier integer or group of integers. [0078] The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement of any fonn of suggestion that such prior art forms part of the common general knowledge.

[0079] It will be appreciated by those skilled in the art that the invention is not restricted in its use to the particular application described. Neither is the present invention restricted in its preferred embodiment with regard to the particular elements and/or features described or depicted herein. It will be appreciated that the invention is not limited to the embodiment or embodiments disclosed, but is capable of numerous rearrangements, modifications and substitutions without departing from the scope of the invention as set forth and defined by the following claims.

Claims

1. A system for overriding a lockout mechanism of a cockpit door of an aircraft carrying at least two flight crew s and a plurality of cabin crew, including:

a first identification of a first flight crew;

a second identification of a second flight crew ;

a third identification of a cabin crew ; and

an overriding unit, located in the aircraft and external of the cockpit of the aircraft, for receiving or detecting the first, second and third identification;

wherein when the overriding unit receives or detects one of the first and second identifications together with the third identification, the lockout mechanism is disabled or overridden.

2. The system of claim 1 , wherein at least one of the first, second and third identifications are one of, or a combination of: keys, magnetic keys and keycards.

3. The system of claim 1, wherein at least one of the first, second and third identifications are biometrics including one of, or a combination of, fingerprint, palm veins, face recognition, DNA, palm print, hand geometry, iris recognition, retina, voice and odour/scent.

4. The system of claim 1 , wherein the cabin crew is selected at random prior to departure of the aircraft.

5. The system of claim 1 , further including one or more of:

a transponder unit, which is activated when the overriding unit receives or detects the third identification, w ith or without the detection of the first or second identifications;

a GPS unit, which is activated when the overriding unit receives or detects the third identification, with or w ithout the detection of the first or second identifications; and

a data transfer module, which is activated when the overriding unit receives or detects the third identification, for streaming black box data of the aircraft to a ground station.

6. The system of claim 5, further including one or more of:

a barometric device for monitoring the altitude of the aircraft and/or the pressure of the cabin, wherein when a predetermined condition is met, the barometric device activates one or more of the transponder unit, the GPS unit and the data transfer module; and

an aircraft angle of bank measurement device for monitoring the angle of bank of the aircraft, wherein when a predetermined condition is met, the aircraft angle of bank measurement device activates one or more of the transponder unit, the GPS unit and the data transfer module.

7. The system of claim 1 , wherein once the lockout mechanism is disabled or overridden, the cockpit door is unlocked.

8. The system of claim 1 , further including a first indicator to indicate that the overriding unit has received or detected one of the first and second identifications.

9. The system of claim 1 , further including a second indicator to indicate that the overriding unit has received or detected the third identification.

10. A method for overriding a lockout mechanism of a cockpit door of an aircraft carry ing at least two flight crews and a plurality of cabin crew, including:

receiving or detecting a first, second and third identification, a first identification representing a first flight crew; a second identification representing a second flight crew ; and a third identification representing a cabin crew;

wherein when one of the first and second identifications is received or detected together with the third identification, the lockout mechanism is disabled or overridden.

1 1 . The method of claim 10, w herein at least one of the first, second and third identifications are one of, or a combination of: keys, magnetic keys and keycards.

12. The method of claim 10, wherein at least one of the first, second and third identifications are biometrics including one of, or a combination of, fingerprint, palm veins, face recognition, DNA, palm print, hand geometry-, iris recognition, retina, voice and odour/scent.

13. The method of claim 10, further including selecting the cabin crew at random prior to departure of the aircraft.

14. The method of claim 10, further including one or more of:

activates a transponder unit when the overriding unit receives or detects the third identification, w ith or without the detection of the first or second identifications;

activates a GPS unit when the overriding unit receives or detects the third identification, with or without the detection of the first or second identifications; and

activates a data transfer module when the overriding unit receives or detects the third

identification, for streaming black box data of the aircraft to a ground station.

15. The method of claim 10, further including one or more of: monitoring the altitude of the aircraft and/or the pressure of the cabin, wherein when a predetennined condition is met, activates one or more of the transponder unit, the GPS unit and the data transfer module; and

monitoring the angle of bank of the aircraft, w herein when a predetermined condition is met, activates one or more of the transponder unit, the GPS unit and the data transfer module.

16. The method of claim 10. further including unlocking the cockpit door once the lockout mechanism is disabled or overridden.

17. The method of claim 10, further including indicating using a first indicator that the overriding unit has received or detected one of the first and second identifications.

18. The method of claim 10, further including indicating using a second indicator that the overriding unit has received or detected the third identification.

19. An aircraft including the system of claim 1.