COCKPIT DOOR EMERGENCY ACCESS SYSTEM AND METHOD
BACKGROUND
[00011 Tlie inve~itivec oncepts disclosed herein relate generally to a system and method for
providing emergency access to an aircraft cockpit door. More paiticularly, the inventive
concepts disclosed lierein relate to a systern and method for providirig emergency access in a
scenario in wlticli a crew member inside the cockpit has prevented cockpit access to a crew
member located in tlie cabin.
[0002j Current cockpit door locking systems include emergency access codes that unlock a
cockpit door when a pilot is incapacitated and onable to toggle a lock control switch to an
UNLOCK position. However, these systems do not permit elnergency access when access is
blocked due to rnalicioirs activity arising within the cockpit. In addition, current systems lack
the ability.to.~fyand.involveg round slipport operatior~sp ersonnel when issues regarding
cockpit door access arise.
SUMMARY
[0003j in one aspect, embodiments of the inventive concepts disclosed herein are directed
to a cockpit door emergency access system for an aircraft. Tlie emergency access systern
incliides a cockpit door with a locking mechanism atid a barrier behveen a cockpit and a
cabin, an electronic door control riiodule cornrnunicably coupled to tlie locking mechanism
and configured to unlock the cockpit door, and a communications irnit. The cornrnunications
unit is communicably coupled to the electronic door control module and includes a processor
coupled with a non-transitory processor-readable medium storing processor executable code.
Tlie code instructs the cornrnunications unit to receive a signal fiorii tlie electronic door
control module indicating access to the cockpit has been denied, trarisrnit a notification to a
location remote fi.om the aircraft indicating access to the cockpit has been denied, and receive
a one time pass\vord generated in response to a threat determination.
Atty. Dkt. No.: lGCR2851N (047141-1 182)
100041 In a further aspect, enibodi~nentso f the inventive concepts disclosed herein are
directed to a method of using a cockpit door emergency access system of an aircraft. The
method includes receiving an indication at an electmnic door cotitrol tnodi~leth at access to a
cockpit has been denied, transmitting a signal from the electronic door coutml module to a
com~nunicationsu nit indicating access to the cockpit has been denied, and transmitting a
notification from the communications unit to a location remote from the aircraft indicating
access to the cockpit has been denied. The method fi~rtheirn cludes receiving a one time
password at the con~municationsu nit. The one time password is generated in response to a
threat detennination. The tnethod f i ~ ~ t li~ncelur des utilizing the one time password to unlock
a cockpit door.
[0005] In a further aspect, embodiments of the inventive concepts disclosed herein are
directed to a ruethod of resolving a cockpit door access conflict on an aircraft. The method
includes receiving a uotification from a conlmunications unit of an aircraft indicating access
to a cockpit has been denied, generating a one tirne pass\vord configured to unlock a cockpit
door, and transmitting the one time password to the communications unit of the aircraft.
[0006j The foregoing sutnmary is illustrative only and is not intended to be in any way
limiting. I11 addition to the illustrative aspects, embodiments, and features described above,
further aspects, embodiments, and features will become apparent by reference to the drawings
and the following detailed description.
BRIEF DESCRIPTlON OF THE DRAWINGS
LO0071 Implenientations of the inventive concepts disclosed hereill ruay be better
t~nde~stoowdh en consideration is given to the following detailed descriptiou thereof. Such
description makes reference to the iucluded drawings, which are not necessarily to scale, and
in which sotile features may be exaggerated and some features may be omitted or may be
represented schematically in the interest of clarity. Like reference nomerals in the drawings
[nay represeut and refer to the same or sin~ilare lement, feature, or function.' In the drawings:
Atty. Dkt. No.: 16CR2851N (047141-1 182)
[0008] FIG. I is a schematic representation of an exemplary embodiment of an air-toground
data communications infi.astructore according to the inventive concepts disclosed
herein.
[00091 FIG. 2 is a schetnatic representation of an exemplary emboditnent of a cockpit door
locking system according to the inventive concepts disclosed herein.
[0010] FIG. 3 is a schematic representation of an exemplary en~boditnento f a cockpit door
control toggle switch included as a component of the cockpit door locking system of FIG. 2
accordir~gth e inventive concepts disclosed herein.
[0011[ FIG. 4 is a schematic representation of at1 exetnplary e~nbodilneuto f a cockpit door
emergency access system according to the inventive concepts disclosed herein.
100121 FIG. 5 is a flow chart of an exemplary eetbodilnent of a ulethod of sellding an
cockpit door emergency access notification to an airline operational control center (AOC)
according to the inventive concepts disclosed herein.
,...
[00131 FIG. 6 is a flow cllalZ of an exemplaty embodiment of a method of resolving a
cockpit door access conflict according to the inventive concepts disclosed herein.
10014j FIG. 7 is a flow chart of another exemplaly embodiment of a method of resolving a
cockpit door access conflict according to the inventive concepts disclosed herein.
DETAILED DESCRIPTION
[0015j Before explaining at least one etnbodirnent of the inventive concepts disclosed
herein in detail, it is to be undelstood that the inventive concepts are not limited in their
application to the details of construction and the arrangement of the components or steps or
methodologies set fort11 in the follo\ving description or illustrated in the drawings. In the
following detailed description of etnbodi~nentso f the instaut inventive concepts, numerous
specific details are set fott11 in order to provide a Inore tholougl~u ndirstanding of the
inventive concepts. However, it will be apparent to oue of ordinary skill in the art having the
benefit of the instant disclosure that the iuventive concepts disclosed herein [nay he practiced
without these specific details. In other instat~cesw, veIl-k~~o\\f~enat ures may not be described
-4-
4842-3271-4803.1
Atty. Dkt. No.: 16CR2S51N (047141-1 182)
in detail to avoid unnecessarily co~nplicatingtl ie instant disclosure. The inventive concepts
disclosed berein are capable of otl~eert nbodiments or of being practiced or carried 0111 in
various ways. Also, it is to be onderstood tliat the pliraseology and terminology employed
herein is for tlie purpose of description and sliould riot be regarded as limiting.
[0016j Unless expressly stated to the contrary, "or" refen to an inclusive or and not to an
exclusive or. For exarnple,a condition A or B is satisfied by anyone of the follo\ving: A is
true (or present) and B is false (or not present), A is false (or not present) and B is true (or
present), and both A and B are true (or present).
[0017] In addition, "a" or "an" are employed to describe elements and components of
embodiments of tlie instant inventive concepts. This is done merely for convenience and to
give a general sense of tlie inventive concepts, and "a" and "an" are intended to include one '
or at least one and the singular also includes the plural unless it is obvious tliat it is meant
otl~erwise.
10018j Finally, as used herein any reference to "one embodiment" or "some emboditnetits"
; .., . . . . . .
means that a particular element, feature, structure, or cllaracteristic described in connection
with tlie embodiment is included in at least one embodiment of the inventive concepts
disclosed herein. The appearances of the phrase "in sonie embodiments" in various places in
tlie specification are not necessarily all referring to tlie same embodiment, and e~nboditiients
ofthe inventive concepts disclosed tnay inclode one or more of the features expressly
described or inherently present herein, or any combination or sub-combination of two or
more such features, along with any other features which may not necessarily be expressly
described or inherently present in tlie instant disclosure.
[0019] Broadly, ernboditnents of the inventive concepts disclosed herein are directed to a
cockpit door emergency access system. The inventive concepts disclosed herein can be used
in atiy type of environment. M'liile certain exaniples and embodiments of tlie inventive
- , . concepts disclosed herein are described with respect to an aircfaft, it will be appreciated tliat
otlier applications may use and benefit from tlie inventive concepts disclosed herein.
Any. Dkt. No.: 16CR2851N (047141-1 182)
[0020] Referring to the figures generally, embodiments of the inventive concepts disclosed
herein are related to a cockpit door emergency access system and methods for ose. The
systern may provide a secondal-y backup control for accessing the cockpit of an aircrafi when
tnalicious activity is attempted from inside the cockpit. According to various embotliments,
the system may include a cockpit door with a locking mechanism communicably coupled to a
door control tnodule and a communications onit. When a crew me~nberin side the cockpit
prevents access to a creur member requesting access from inside the cabin, a message may be
transmitted from the door control module to the communications onit, and from the
commi~nicatior~osn it to a ground operations center. The ground operations center may
contact both the cockpit crew and the cabin crew to determine the circumstances relating to
the denial of cockpit access. If it is detennined that a threat originates from the cockpit crew,
the ground operations center may generate a single-use password. In some embodiments, the
password is transmitted directly from the communications unit to the door control module to
unlock the door. In some embodiments, the password is co~nmunicatedto the cabin crew,
who may manually irlput it into the door control module to unlock the door.
[0021] Referring now to FIG. I, a scliematic of an exemplary embodiment of an air-toground
data co~nmunicationsin fiastlncture 100 is shown according to the inventive concepts
disclosed herein. The infrastructore 100 may be tlte Aircraft Communications Addressing and
Reporting Systenl co~nlnonlyk nown as ACARS. Tlie ACARS irlfrastructure offered by
Rockwell Collins is known as GLOBALink. Components of the infiastructul.e may include
an aircrafi 102, an airline operational co~i~munication(As OC) center 104, an air traffic
control (ATC) center 106, and an information management services center 108. Depending
on wliel-e the aircraft 102 is flying and the onboard equipment, communications between the
aircraft 102 and these centers may be facilitated via a very 11igI1 frequency (VI-IF) ground
station 110, a high frequency data link (HFDL) ground station 112, a communications
satellite 114, and a ground earth station 116.
[0022j The aircrafl 102 may communicate different types of nlessages with the AOC center
104, the ATC center 106, or botli. Tlie AOC center 104 !nay be operated by the aircraft's
operating agency (e.g., an airline) or the operating agency sewice partners. ACARS
messages between the aircraft 102 and the AOC center 104 may include take-off and landing
Ally. Dkt. No.: 16CR2851N (047141-1 182)
confirmation, \\reather information, gate information, andlor \cather reports. The ATC
center 106 may be operated by a civil aviation autl~orityth at provides regulatol-y oversight of
aviation (e.g., the Federal Aviation Administration (FAA)). ACARS messages between the
aircraft 102 arltl the ATC center 106 may inclttde navigation infonnation, aircraft positional
reporting, depalture cclarances, oceanic clearances, runway conditions, andlor weather data.
Billions of ~nessagcsm ay be sent through an ACARS network evely year, with a significant
majority of those messages occurring between aircraft and AOC centers. For example, in the
Rockwell GLOBALirlk network, about 80% of net\\,ork traffic is between aircraft and AOC
centers, while the remaining 20% of t~etworktr affic is beheen aircraft and ATC centers.
100231 Still referring to FIG. I, ground stations are units that provide the aircraft 102 wit11
access to the air-to-gronnd infrastructure. Ground stations included in the ACARS
infrastructicre 100 may include the VHF gmund station 110, the HFDL ground station 112,
and the ground earth station 116. The gmund earth station I I6 may be configured to receive
communications korn the satellite 114. In some embodiments, the satellite 114 is a
component of the Inmarsat or Iridiicm satellite constellations. Com~nunicationsw ithin the
infrastructure 1'00 may potentially use three radio frequency paths for delively: VHF, MF, and
SATCOM. As described above, the frequency utilized by the aircraft 102 may be determined
by the aircraft locatiori or equipment. For example, when flying over the ocean, a message
can be delivered via an HFDL ground station 112, or a ground earth station 116 receiving
data froin either an Inmarsat or Iridium satellite 114. 111 addition to the ground stations, the
infiastructt~re I00 may include the information management sewices center 104, which inay
coordinate and suppo~at ll con~municationsth l.oug11 the nehvork of the infrastri~cture1 00.
100241 Referring now to FIG. 2, a schematic of an exemplary en~bodirnero~ft a cockpit door
locking system is shown according to the inventive concepts disclosed herein. The locking
system of the aircraft 102 !nay include a cockpit door 120 with an electronically controlled
locking mecl~aliisma, door control toggle switch 126 within the cockpit 1 18, and an
, electronic door control module (EDCM) 124 within the cabin 122. Both the toggle s\vitch
partel 126 and the EDCM 124 may be communicably coupled to the cockpit door 120 to
command the locking mechanism to unlock when certain conditions are satisfied.
Atty. Dkt. No.: 16CR285IN (047141-1 182)
[00251 Tlte EDCM 124 may include, among other compotients, a nkttiieric keypad and an
intercom or interphone. In some embodiments, tlie numeric keypad contains a key for each
nutnber 0-9, as well as a star key attd a pound sign key. A crew member inside the cabin 122
may use the keypad to rcqitest or gain access to the cockpit 118 by entering a general access
code or emergency access code into tlie keypad. In some embodiments, the keypad tnay
contain lights that indicate whether the door is locked or onlocked. The intercom or
interphone may be configured to permit comtnunications between crew members in tlie
cockpit 118 and the cabin 122. For example, in an emergenticy in which all of the crew
members within the cockpit 118 are incapacitated, a crew ~nembewr ithin the cabin 122 may
use the intercom to confirm the crew members mithin tlie cockpit 1 18 are unresponsive
before entering an emergency access code into the keypad. In some embodiments, the
intercom itlay also be configured to permit co~nrnu~ticationbest ween a crew tttetnber within
tlie cabin 122 and the AOC center 104.
100261 Referring now to FIG. 3, a schematic of an exemplary etnboditnent of a door control
toggle switch panel 126 that may be located in the cockpit I I8 of an aircraft 102 is shown
according to the inventive concepts disclosed herein. In some embodinients, tlie toggle
switch panel 126 nlay be installed in the central pedestal of the cockpit 118. In other
etnboditnents, tlie toggle switch panel 126 [nay be installed in an overhead panel. The door
control toggle switch panel 126 may include toggle positioti indicators 128, a toggle switch
130, and a door indicator light 132. The toggle position indicatots 128 [nay include
"UNLOCK," "NORM," and "LOCK." The NORM indicator is the ~tel~trpaol sition for the
toggle switch, whereas UNLOCK and LOCK indicate tlie direction a pilot must actuate the
toggle s\\~itch 130 in order to ittilock attd lock tlie cockpit door lockittg inechanism. Tlte
toggle s\\,itch 130 may be contigored to travel between the UNLOCK and LOCK positions
and [nay be spring-loaded to return to tlte NORM position \\.lien tto force is eserted on tlie
s\\ritch.
100271 In an example scenario, a pilot may actuate the toggle s\\,itch 130 to the UNLOCK . ,
position after a crew tnetnber in the cabin 122 requests access to the cockpit 118. The crew
member in the cabin 122 rnay request access by itiputti~iga n access code to tlie keypad of the
EDCM 124. In some emboditnents, the access code [nay he a one to three digit nu~neric
Atty. Dkt. No.: 16CR285IN (047141-1 182)
sequence follo~\redb y the pound symbol key. Upon actuating the toggle switch 130 to the
UNLOCK positioi~t,h e locking mechanism of the cockpit door 120 is operated and the door
may be opened. In some embodiments, a light on the keypad of the EDCM 124 may be
illuminated green, indicating the door is unlocked.
[00281 In another scenario, a pilot may actuate the toggle switch 130 to the LOCK position
after a crew inember in the cabin 122 requests access to the cockpit 1 18. For example, the
pilot {nay prevent access if the pilot determines a crew member or passenger located in the
cabin 122 poses a threat to the aircraft 102. Conversely, the pilot may also prevent access if
the pilot himself poses a threat to the aircraft 102, and wishes to avoid interference from cre\Jr
located in the cabin 122. In some embodiments, actoating the toggle switch to the LOCK
position fi~llyd eactivates the keypad of the EDCM 124 for a specified period of time (e.g.,
behveerl five and twenty minutes). In some embodiments, a light on the keypad of the
EDCM 124 may be illutninated arnber or red, indicating the pilot's refusal to unlock the door.
I00291 In yet another scenario, a pilot [nay fail to actuate the toggle switch 130 to either the
UNLOCK or LOCK positions after a crew lnelnber in the cabin 122 requests access to the
cockpit I18 . For example, a pilot may be i~nconsciouso r u~uesponsived ue to a medical
condition. If the crew member in the cabin 122 fails to receive a response after inputting a
normal access code, the crew member may input an emergency access code to gain entry to
the cockpit 118 without prior approval from the cockpit crew. In some embodiments, the
emergency access code may be longer than the normal access code (e.g., four nomeric digits
followved by the pound symbol key). In some embodi~nentst,h ere [nay be a short delay upon
entering the emergency access code (e.g., thirty seconds), permitting the cockpit crew a final
opportunity to prevent access to the cockpit 118. As described above, if a crew member in
the cockpit 118 actuates the toggle switch 130 to the LOCK position during the delay period,
the keypad of the EDCM 124 is disabled and the cockpit door 120 remains locked. However,
if the pilot takes no action during the delay period, the locking lnechanism of the cockpit door
120 is operated at the expi~yo f the delay period and the door ruay be opened for a brief
period (e.g., five seconds) before the cockpit door 120 automatically re-locks. In sotlie
embodiments, a light on the keypad of the EDCM 124 may be illuminated flashing green
Atty. Dkt. No.: 16CR2851N (047 14 1 - 1 182)
during the delay period, with illumination of a solid green light senring to indicate the
expiration of the delay period and the unlocking of the cockpit door 120.
[00301 Still referring to FIG. 3, a door iudicator light 132 on the door control toggle switch
panel 126 within tlie cockpit 118 may be configured to illominate an "OPEN" or "FAULT"
indicator. For example, in some embodiments, the OPEN indicator is continuoosly
illuminated when the cockpit door 120 is either opened or unlocked and may be illu~nir~ated
and flashing when a crew men~berin the cabin 122 has initiated an emergency cockpit access
procedure. In other etnboditnents, the FAULT iudicator is illuminated when a system failure
(e.g., an electrical problem, a depressurization event) has been identified.
100311 Referring uow to FIG. 4, a schematic of an exemplary embodiment of a cockpit door
emergency access systeln 134 is shown according to the inventive concepts disclosed herein.
In an exemplary embodiment, the aircraft 102 is a C Series comtaercial airliner manufactured
by Bombardier (e.g., a CS100, a CS300), although the inventive concepts disclosed herein
may be used in atiy type of aircrafi with a locking cockpit door. The aircraft 102 may include
a number of discrete zones, rialnely a cockpit 118, a cabin 122, and an avionics bay 136. The
cockpit door 120 functions as a pl~ysical barrier behveen the cockpit 1 18 and the cabin 122.
The cockpit 118 contains the door toggle switch patiel 126, while tlie cabin 122 contairis tlie
EDCM 124 and a cabin management system 138. The avioriics bay 136 contains a
communications unit 140.
100321 As described above with respect to FIGS. 2-3, the cockpit 118 contains the door
control toggle switch panel 126, while the cabin 122 contaius the EDCM 124. Withill the
cockpit door emergency access systeln 134, the door control toggle s\vitcll pauel 126 aud the
EDCM 124 are configured to ensure that secondal-y backup access to the cockpit 118 is
provided in the event that a threat to the aircraft 102 originates from within the cockpit 118.
For example, if a pilot or other crew member within the cockpit 1 18 actuates the toggle
switch 130 to the LOCK position, the keypad of the EDCM 124 is not fitlly disabled.
...
Instead, subsequent entry ).of an emergency code into tlie keypad of tlie EDCM 124 after tlie
cockpit door 120 has bee11 locked triggers a message to the co~n~nic~~icatuinoint s1 40, whicli
may engage the AOC center 104 to resolve the access conflict. In one embodiment, the AOC
Atty. Dkt. No.: 16CK2851N (047141-1 182)
center 104 may resolve the access conflict via generation of a one time pass\vord (OTP). The
EDCM 124 tnay be coilfigured to receive the OTP and operate tlie door lockir~gm echanism
to unlock tlie cockpit door 120 even when a member of the cockpit crew lias taken
affirmative steps to ensure tlie cockpit door 120 reniains locked. In one ernboditnetit, tlie
OTP expires as soon as it is used to unlock the cockpit door 120. In some embodiments, the
OTP expires after a specified period of time, regardless of use.
100331 The cabin 122 of the cockpit door emergetlcy access system 134 may fi~ttlierin clude
a cabin tnanagetnent systetii 138. The cabin tnanagetnent system I38 may include a display
screen and ttiay be commutiicably coupled to the AOC center 104 via the communications
unit 140 to transmit and receive messages therefrom. For example, in one emboditiient, it1
response to a determination that a threat exists within the cockpit 1 18, the AOC center 104
may generate an OTP wliicli may be vie\ved on the display screen of the cabin rnanagetnent
system 138. To display the OTP on tlie screen, the crew tneniber in the cabin 122 [nay be
required to enter a display password into the cabin tnatiagernent systetii 138. The display
pass\\,ord may be known only to the flight crew and the cabin crew. After entering the
display password arid viewing the OTP on the display screen of the cabin lnatiagement
system 138, a crew rnetnber in the cabin 122 may input the OTP into the keypad ofthe
EDCM 124 to unlock the cockpit door 120.
100341 Still referring to FIG. 4, the cockpit door emergency access system 134 is fitrther
sliown to include a conitnunications unit 140 located in the avionics bay 136. The
communicatiotis unit 140 is configored to transtilit and receive messages through tlie ACARS
communication infrastructure 100 and may co~n~nunicadteir ectly with the AOC center 104
through any available frequency. The com~nu~iicationuns it 140 is further sliown to be
cotii~nunicablyc oupled to the EDCM 124 and tlie cabin management system 138 \vitIiin tlie
aircraft 102, atid [nay receive and transmit signals both to and from the EDCM 124 and the
cabin management system 138. In some e~nbodirnentst, he communications unit 140 may be
a radio interface unit (RIU). In other embodimetits, the cotntnunications unit 140 riay be a .~ .~
communications matiagement unit (CMU).
Atty. Dkt. No.: 16CR2851N (047141.1 182)
100351 The commooications unit 140 includes a processor and a melnory. The processor
may be iniplemented as a specific purpose processor, an application specific integrated circuit
(ASIC), one or Inore field programmable gate arrays (FPGAs), a group of processing
cotnponerits, or other suitable electronic processing components. The Inenlory is one or more
devices (e.g., RAM, ROM, flash melnory, bard disk storage) for storirig data and computer
code for completing and facilitating the various processes, layers, and nodules described in
the present disclosure. The rnernoly may be or include volatile memory or non-volatile
rnernoly and riiay include database components, object code components, script components,
or any other type of inforlnation structure for supporting the various activities and
inforlnation structures of the inventive concepts disclosed herein. The memory is
communicably connected to tlie processor and includes colnputer code or instruction modules
for executing one or more processes described herein.
100361 Referring now to FIG. 5, an exemplary enibodinient of a metliod 142 for sending a
cockpit door emergency access notification to the AOC center 104 according to the inventive
concepts disclosed herein may include one or more of tlie following steps. The steps
cornprising the inetliod 142 may represent the first phase of a two-phase metliod.
100371 A step 144 may include a crew Inember in the cabin 122 requesting access to tlie'
cockpit 1 I8 using the EDCM 124. For example, the crew tnernber in the cabin 122 may etiter
a cockpit door access code into a keypad. 111 some eniboditnents, the access code rnay
cotnprise a one to three digit number and the pound syrnbol key.
[00381 A step 146 may include a crew Inember in the cockpit 118 preventing the crew
member requesting access from entering the cockpit 11 8. For example, the crew liieniber
inside the cockpit 118 may toggle the door control toggle switcli 130 from theNORM
position to thCiUCK position. In some embodiments, actuating the toggle switcli 130 to tlie
LOCK position may fully or partially disable tlie keypad of the EDCM 124. In some
ernbodiments, a light may be illuminated on the keypad oftlre EDCM 124 to indicate tlie
. , .:,
denial of access to the cockpit 118.
Atty. Dkt. No.: 16CR285IN (047141-1 182)
10039l A step 148 may include the crew member in the cabin 122 entering an emergency
access code into the EDCM 124. For example, the crew member may enter a four digit code
follo\ved by the po~~nktely into the keypad of the EDCM 124.
[00401 A step 150 may include the EDCM 124 trans~nittinga n ARINC label to the
communications unit 142 located in the avionics bay 136. The ARlNC label may contain
information related to the denial of access to the cockpit 1 I8 and subsequent entry of the
emergency access code, for example, tilnestatnps of when access was denied and when the
emergency access code was entered into the EDCM 124.
[OOJll A step 152 may include the co~nmnnicationsu nit 140 (e.g., tlie RIU, the CMU)
transmitting a notification to an AOC center 104. In some embodiments, the notification is a
flight deck incident repott. In one embodiment, the incident report will be transn~ittedto the
AOC center 104 as an automatic ACARS message. In sotne embodiments, the incident
report will be transmitted to the AOC center 104 as an ADS-C On Event Report. The flight
deck incident repolt may include information to assist the AOC center 104 in evaluating the
potential threat; ~Fo~esacamplteh, e flight deck incident report nlay include information such as
the flight number, type of aircraft, current aircraft location, current cruising altitude, identity
of crew members, time of cockpit ently access denial, and time of emergency access code
input.
100421 Referring now to FIG. 6, an exemplary embodiment of a metl~od 154 for resolving a
cockpit door access conflict according to the inventive concepts disclosed herein [nay include
one or tnore of tlie following steps. The steps co~nprisingth e method 154 may represent the
second phase of a t\vo-phase lnetl~odfo r providing secondary backup access to the cockpit of
an aircraft.
.., .
[0043] A step 156 may include the AOC center 104 analyzing the flight deck incident
report. In somc embodiments, the analysis may include contacting appropriate personnel and
gathering relevant infonnation not contained in the flight deck incident report. . .
100441 A step 158 [nay inclode the AOC center 104 initiating co~~~~nitnicawtiitohn a crew
member inside the cockpit 1 18. For example, in one embodiment, the AOC center 104 may
Atty. Dkt. No.: 16CR2851N (047141-1 182)
contact the cockpit crc\sr via radio to see if a crew member responds to questions regarding
the denial of access.
[0045] A step 160 may include tile AOC center 104 initiating comtnunication with a cre\v
ilietnber inside the cabin 122. For example, in one embodiment, the AOC center 104 tnay
transmit a query regarding the denial of access that is displayed on a display screen of the
cabiti management system 138. In some embodiments, the AOC center I04 may contact the
cabin crew via tlie intercorn of the EDCM 124.
I00461 A step 162 ntay include the AOC center 104 detennining that a threat is located
inside the cabin 122. For example, a crew member or a passenger \vithin the cabin 122 tnay
make specific threats of an intent to jeopardize the aircraft 102 \\,hen conilnunicating with the
AOC center 104.
100471 A step 164 may include the AOC center 104 transmitting a warning to an ATC
center 106 of the threat inside tlie cabin 122. For example, tlie warnitig may allow tlie
appropriate civil aviation authorities to coordinate needed emergency services (e.g., police,
medical personnel) and prepare to meet the aircraft 102 once it has landed.
100481 Referring now to FIG. 7, another esernplary embodiment of a method 166 for
resolving a cockpit door access conflict according to tlie inventive concepts disclosed herein
may include the following steps. The steps comprising tlie method 166 may represent an
alternate second phase of a two-phase method for providing secondary backup access to the
cockpit of an aircraft.
[0049] A step 168 may include the AOC center 104 analyzing the flight deck incident
report. In some embodiments, the analysis may inclitde contacting appropriate personnel and
gathering relevant information not contained in tlie flight deck incident report.
[0050] A step 170 may include the AOC center 104 initiating communication with tlie crew
.'.. member inside the cockpit 118. For example, in one ernbodfinent, the AOC center 104 may
contact the cockpit crew via radio to see if the crew responds to questions regarding the
denial of access.
Atty. Dkt. No.: 16CR2S51N (047141 -1 182)
[0051] A step 172 may include the AOC center 104 initiating comtnunication with tlie crew
member inside the cabin 122. For example, in one embodiment, the AOC center 104 may
transmit a query regarding tlie denial of access tliat is displayed on a display screen of the
cabin management system 138. In some embodiments, tlie AOC center 104 may contact the
cabin crew via the intercom of the EDCM 124.
[0052] A step 174 may include tlie AOC center 104 detertilining that a threat is located
inside tlie cockpit 118. For example, tlie crew member inside the cockpit 1 18 may be
unresponsive to queries regarding use of the emergency access code, or the cockpit crewr
member may make specific threats to tlie AOC center 104. In another example, the cabin
crew rnay convey information regarding the actions of tlie cockpit crew (e.g., sudden increase
or decrease of altitude) to the AOC center 104 indicating tliat the threat originates within the
cockpit 118.
100531 A step 176 may include the AOC center 104 generating an OTP and transmitting the
OTP to a crew member inside the cabin 122. For example, in one embodiment, the OTP may
be transmitted to the aircraft 102 via the coliilnunications unit 140 and viewed on a display
screen of the cabin management system 138. In some emboditnetits, the OTP is only
displayed after a member of tlie cabin crew or the flight crew lias entered a display password
into tf~eca bin management system 138. In some embodiments, tile AOC center 104 niay
verbally convey tlie OTP to the crew me~nberin side the cabin 122 via an intercom system.
100541 A step 178 may include the crew member inside tlie cabin 122 using the OTP to
unlock the cockpit door 120. For example, the crew member in tlie cabin 122 may enter the
OTP into the keypad of tlie EDCM 124. In some embodiments, the AOC center 104 may
generate and transmit an OTP directly to the EDCM 124 via tlie communications unit 140,
negating the need for a crew rnernber in the cabin 122 to perfor111a ny fi~rtheractionsto eater
tlie cockpit I I8 once the AOC center 104 bas determined that the threat originates from
within the cockpit 1 18.
[0055j A step 180 may include the communications unit 140 transmitting a DOOR
UNLOCK acknowledgement message to tlie AOC center 104. In one embodiment, the
acknowledgement message is transmitted via the ACARS infrastructure 100. The
Atty. Dkt. No.: l6CR2851N (047141-1182)
ackno\vledgment message may contain, for esample, any infonilation the AOC center 104
lnay require to continue to flirther monitor and evaluate the situation (e.g., ti~i~estamposf
OTP entry and door onlock, flight notnber, aircraft locatioo, current altitude).
[00561 it is to be understood that e~nbodimeotso f the methods accolding to the inventive
coricepts disclosed herein may include one or more of the steps described herein. Further,
such steps may be carried out in any desired order and two or rnore of the steps tnay be
carried out simultaneously with olie another. T\vo or more of the steps disclosed herein may
be combined in a single step, and in some etnbodiments, one or more oftlie steps may be
carried out as hvo or more sub-steps. Further, other steps or sub-steps may be carried out in
addition to, or as substitutes to one or Inore of the steps disclosed herein.
[00571 From tlie above description, it is clear that tlie inventive concepts disclosed herein
are ~weiai dapted to carry out the objects and to attain the advantages mentioned herein as well
as those inherent in the inventive concepts disclosed herein. While prese~itlyp referred
embodiments of the inventive concepts disclosed herein have been described for purposes of
this disclosure, it will be understood that numerous changes tnay be made which will readily
suggest thetnselves to those skilled in the alt and which are accomplished within the broad
scope and coverage of the inventive concepts disclosed acid claimed herein.
Atty. Dkt. No.: 16CR2851N (04714 1-1 182)
WHAT IS CLAIMED IS:
1. A cockpit door emergency access system for an aircraft, co~nprising:
a cockpit door comprising a locking mechanism and a barrier between a
cockpit and a cabin;
an electronic door control tnodule comtnunicably coupled to the locking
mechanism and configured to unlock tlie cockpit door; and
a commuoications unit com~nunicablyc oupled to the electronic door control
module, the cornmt~nicationsu nit comprising a processor coupled with a non-transitory
processor-readable medium storing processor executable code for causing the processor to:
receive a signal from tlie electronic door control module indicating
access to the cockpit has been denied;
trans~nita notification to a location remote from tlie aircraft indicating
access to the cockpit has been denied; and
receive a one time pass\vord generated in response to a tlweat
determination.
2. The system of clai~n1 , wherein the electronic door control module co~nprisesa
numeric keypad.
3. The system of claim 1, further comprising a door control toggle switch, wherein the
toggle smitcli is located inside the cockpit, communicably coupled to tlie locking mechanism,
and configured to c~olockth e cockpit door.
4. The system of clairn 3, wherein the toggle switch is further configured to deny access
to the cockpit.
5. The system of claim 1, ft~~thceorm prising a cabin managernen1 system configured to
display the one time password on a display screen.
Atty. Dkt. No.: IGCR285IN (047141-1 182)
6. The system of claim 5, wherein the processor executable code further causes the
processor to transmit the one time password to the cabin lnanagenlent system.
7. The system of claim 1, wherein the processor executable code fi~~fhcearu ses the
processor to transmit the one time password to the electronic door control module.
8. A method of using a cockpit door elnergerlcy access system of an aircraft, comprising:
receiving an indication at an electronic door control module that access to a
cockpit has been denied;
transmitting a signal from the electronic door control module to a
co~nmunicationsu nit indicating access to the cockpit has been denied;
transmitting a notification fro111 the communications unit to a location remote
from the aircraft indicating access to the cockpit has been denied;
receiving a one time password at the comml~nicationsu nit, wherein the one
time passwordii generated in response to a threat determination; and
utilizing the one time password to unlock a cockpit door,
9. The method of claim 8, further comprising entering an access code into the electronic
door control module to request access to the cockpit.
10. The method of claim 8, fi~rthecr omprising entering an emergency cockpit access code
into the electronic door control module to override the denial of access to the cockpit.
1 I. The method of claim 8, wherein the threat detennination is based on a cornrnunication
beheen the location remote fro111 the aircraft and a crew member located in the cockpit.
12. The method of claim 8, wherein the threat determination is based on a co~nmunication
between the location remote from the aircraft and a crew member located in a cabin.
13. The method of claitn 8, wherein the one time pass\vord expires after a specified titile
period.
Atty. Dkt. No.: 16CR2851N (047141-1 182)
14. The method of claim 8, fi~rthecr omprising manually entering the one time passwo~.d
into the electronic door control module.
IS. The method of claim 8, further comprising transmitting a door unlock
acknowledgement message from the co~nmunicatio~ulns it to the location remote from the
_aircraft. .
16. ' A method of resolving a cockpit door access conflict on an aircrak comprising: : ' '.
, receiving a notification from a communications unit of an aircraff indicating
access to a cockpit has been denied;
generating a one time password configured to unlock a cockpit door; and
transmitting the one time password to the ~om~unicatiounnsi t of the aircraft
17. The method of claim 16, further comprising making a threat determination regarding
the source of a threat to the cockpit.
18. The method of claim 17; wherein the threat determination is based on a
co~nmurlicationw ith a crew member located in the cockpit of the~airctaft:
19. The method of claim 17, wherein the threat determination is based on a
comn~unicationw ith a crew member located in a cabin of the aircraft.
20. The method of claim 16, further comprising receiving a door unlock
acknowledgement message from the communications unit.