This is a continuation-in-part U.S. Patent Application based upon U.S. patent application Ser. No. 09/512,965 filed on Feb. 25, 2000, now U.S. Pat. No. 6,265,975, and also upon co-pending U.S. patent application Ser. No. 09/627,366 filed on Jul. 28, 2000.

FIELD OF THE INVENTION

The present invention relates to a system especially for airline travelers whose travel articles, such as baggage and the like, may be separated from the traveler and hidden from view and which identifies the presence of the travel articles confirming for the passenger that the articles have not been left behind or routed on another aircraft, or in the alternative letting the traveler know that his bags are in fact left behind or routed onto another aircraft to give the traveler the ability to plan ahead and compensate by making alternative plans such as the taking of early action to insure that they are quickly located and to lessen the time during which the articles are unavailable, and may specifically relate to a system especially related to airline travel, which utilizes an altimeter, programmed methodology, and specific aircraft environment which may be known as a pressurization fingerprint, or cabin altitude fingerprint, to control power, including both inputs and outputs for portable electronic devices, hereinafter PEDs, such as cell phones, electronic luggage tags, luggage proximity systems, pagers, messaging devices, transmitters and transceivers.

BACKGROUND OF THE INVENTION

One of the biggest problems frequent air travelers have, and it is reflected in numerous surveys, is the fears and concerns which airline travelers today have about their bags and packages, which are turned over to the airlines to be carried as checked baggage, is a delay or mis routing of baggage especially such that the baggage is not traveling with the traveler. In addition, today's air carriers use a hub system that many times forces a traveler and his articles to change airplanes before reaching their final destinations. Many times a passenger's articles will begin a trip together only to be separated at a transfer point, especially the airlines's hub, during the journey.

The fact that a traveler knows that there is a chance of separation from baggage and checked articles causes concern, worry, and a feeling of helplessness. If the traveler were to positively have an indication that the bags were on the flight with him, the traveler would be able to relax, have a more enjoyable flight and concentrate all of his attention on working, reading, conversing or other activities during the flight. If the traveler were to positively have an indication that the bags were not on the flight with him, the traveler would be able to take steps to remedy the problem. For example if the traveler had knowledge that his bags were in fact separated from the traveler, he would be able to plan ahead by coordinating with the airline and others about replacing necessary articles, clothing, and the like at his destination to make up for any delay or ultimate loss of the articles and baggage. In addition, if the traveler knew at what physical location the separation of his articles and luggage occurred, especially in a journey requiring multiple changes in aircraft, he would be able to pass this superior knowledge on to the air lines to assist them in locating the luggage and articles which were separated. This information would be of value not only to the traveler, but to the airlines as well in achieving an efficient recovery of the bag.

An ancillary problem is the wait and uncertainty faced by a traveler in having to debark, walk to the baggage claim and locate his luggage and articles. In some cases the luggage and articles may already have been available for others to mistakenly take as their own. In other instances, the traveler has to wait and compete for his luggage and articles around a crowded carousel. Even when the traveler arrives at the carousel before his luggage and articles arrive, he may not see his checked belongings when they first emerge or they may be mistakenly removed by someone else.

Further, a traveler who is forced to wait at a carousel to defend possession of his luggage and articles will likely have to wait a second time in order to arrange ground transportation. Because people are so protective of their luggage and articles, they will rarely leave the carousel to chance while taking the opportunity for a rental car or shuttle transaction during the time before the luggage and articles arrive.

The separation of an airline traveler from his lug Any time that a traveler changes planes, and particularly when the passenger's arrival time is close to the next departure time, especially at a hub connection, there is a significant probability that the baggage will not make the flight on which the passenger has boarded. Also, depending upon the layout of the airport, and especially at a large hub where the physical distance between the arrival gate and the departure gate is large, a passenger making a tight connection may miss the next flight even though his baggage made it onto the plane.

Another danger which increases the worry of airline travelers is the possibility that the identity ticket on the checked baggage may become torn off inadvertently through ordinary handling. In this event, the luggage is certain to miss transfer at a hub, and even if it makes it way to a destination, the traveler may have trouble identifying it as his own, may increase the chances of being inadvertently claimed by someone else, and may also have trouble convincing gate security that the luggage and articles with the missing tag is his.

The baggage systems and airport security from air line to air line varies greatly. Some air lines use a computer to keep up with the baggage. Other air lines simply react only after a passenger is unable to locate their baggage. Where the baggage follows the passenger, the passenger can simply wait at the airport and only hope that it arrives. Where the baggage travels ahead of the passenger, there is some increased chance that it may be lost or stolen. If the passenger could call ahead, either from an aircraft phone or a personal phone, arrangements could be made to have the baggage collected as soon as it is available and held for later pickup after a positive identification of the owner.

The most overriding reason that it is valuable for the traveler to know if his baggage is accompanying the traveler is that many airports have such lax security that if the traveler is not on hand to collect the baggage when it is first made available to the passengers, there is a likelihood that it will be stolen.

Further, with the problems associated with the air line liability for lost baggage and the like, any system, no matter how rudimentary, which gives the air lines the ability to cut losses, would be welcome.

Another problem with baggage which does not travel in unison with the traveler is that of location and transfer. Baggage which travels on another flight is generally never separated from the baggage made available to the travelers of the arriving flight. As such, it becomes apparent that the baggage will maintain its unclaimed status only after a long time has passed since it was made available. This time period can be as long as an hour and a half, and where only one or a few baggage output areas are available, and during busy times, the baggage may not be identified as unclaimed for hours. As a result of any of these delays, and when the traveler makes inquiry at the destination location, the baggage, not being immediately held by the baggage claim department, is technically lost, and personnel have to be dispatched to look for it.

Other problems may compound the initial problem of baggage not traveling in unison with the traveler, including torn, damaged or removed destination tags, additional opportunity for pilferage by air line employees, and the like. Again, since most of the problems associated with lost baggage begins with a separation of the baggage from in-unison travel of the passenger, the most rudimentary help would include an early notification of the air line so that the baggage could be identified, located and segregated in order that more complete control over the baggage can be established. Secondarily, in transmitting the information to the air line baggage department, it would be important to know how many items of baggage were missing and if possible which items of baggage were missing, including a description of the physical shape and color of the baggage item.

What would be of even further help would be a device or method to aid in physical location of an item of lost baggage. As a beginning step, a system which would assist the owner of the baggage in personally locating it, perhaps in assistance with air line personnel would prove helpful. A system which is standardized and in which the air lines also shared in data base identification would even more greatly help as it would provide complete coordination between the traveler and the air line and reduce the instances of lost baggage to a minimum.

A significant problem identified for aircraft and aircraft controls is the interference caused by PEDs such as the aforementioned luggage location system, cell phones and computers. Excessive interference can interfere with or in extreme cases cause malfunction of aircraft systems. In general, all PEDs vary to such a great degree that poorly designed PEDs can emit excessive electromagnetic energy outside the frequency range and normal emissions power. The less expensive devices tend to be more widely available and used and these devices typically have much looser emissions specifications.

In addition, even where the PEDs operate normally and within specified limits the danger of interference on an aircraft is still present and especially at a time when the PED is not normally in use. New battery packs and more efficient operational electronics have provided users with longer battery life between charges/changes such that PEDs are typically left on to continue operating even when they are either inaccessible or operation inhibited. Cell phones are but one example. The typical use before re-charge, even when cell phones are left on, is on the order of several days. Due to this, users have developed the habit of leaving them on, even in circumstances where use will not occur. The most prevalent modes with regard to aircraft are with respect to PEDs which are in checked luggage, or are on the person or in personal carry on brief cases and bags. When traveling, the cell phone is a roam mode and uses more power than when the cell phone is neglected while within the home territory.

Another problem is power management. This problem exists in all electronic equipment, regardless of whether it emits potentially interfering electromagnetic signals. Although battery management has improved, any system which shuts off PEDs which have inadvertently been left on is highly desirable. In the area of aircraft flight, where the average duration of a trip is hours, any such saving would be extremely beneficial.

Generally, all devices carried by travelers should be shut off while on the aircraft. This includes cell phones, radios, CD players and tape recorders. Even where it is unintended, as in equipment having no immediately cognizable electromagnetic signal, unintended signals used on PEDs equipment can easily pass beyond the equipment housing and into the surrounding environment. These signals can combine to add to, subtract from and further modulate other signals. When this happens with one passenger's equipment, the outcome is unpredictable enough, but an aircraft filled with miscellaneous equipment can produce a cacophony of signals which can provide a real danger to the aircraft if the mix of output matches one of the systems utilized by the aircraft enough to interfere with it.

An even more useful is a power management system which may be used independently of or integrally with the needed PED. The independent operation is particularly useful where the logic operation of the main device would itself produce a significant power drain or spurious signal output. The needed system should enable equipment to shut off to extent possible when the equipment is on an aircraft. Even where equipment does not normally operate to deliberately output electromagnetic signals, a power management system can be used to insure that equipment inadvertently left on will shut off, but only when it proper. Where equipment does normally operate to deliberately output electromagnetic signals, a power management system can be used to independently insure that equipment inadvertently left on will either shut off, stop or reduce emissions, or reduce the level of operation. Where a standby mode is provided, the equipment may be instructed by an independent circuit to go into standby mode. The needed equipment should be programmable to sense the aircraft environment through a variety of sensing attributes including pressure, electromagnetic signature, signals particular to an airport, sounds such as are found on an aircraft, as well as command and control signals which may be applied within or appurtenant to the aircraft environment. The problems associated with PEDs may also be acute in the field of luggage location systems given the duration of flight.

SUMMARY OF THE INVENTION

A communication system is provided which can be realized in a number of ways to facilitate baggage tracking and recovery, and in which the problems associated with PED operation are solved.

In the most rudimentary realization, the traveler receives a signal from transmitters placed in the baggage which can identify the presence of each item of baggage by a code number which may show either as the code number or as a user supplied personal designator for a particular item of luggage. The transmitter is inexpensive and low power but works well in the aircraft environment and causes no interference with aircraft control, communication or navigation equipment. A first aspect of a preferred embodiment of the transmitter is programmable with an identification code of sufficient length to avoid interference with other codes. A second aspect is programmability as to transmitter mode. Depending upon the length of the trip being undertaken, pre-programmability can enable the user to instruct the transmitter to transmit during time windows when the user wants to know about the physical accompaniment of the baggage, such as times surrounding departure of the initial flight and the times surrounding the departure of the connecting flight. In addition, a rescue mode is programmable into the transmitter for a beacon signal at high power at given times and optionally a locator beacon at other times. Programmability of the transmitter is highly adaptable to (1) a custom receiver provided, (2) a custom control transceiver provided, or (3) the use of other receivers and transceivers through cloning or duplication of the send and receive identification information.

The frequency mode of operation can be radio frequency electromagnetic waves modulated with identity and information as amplitude modulation, frequency modulation, pulse width modulation, spread spectrum, the family radio frequencies at the 400-500 megahertz range, the cell and pager frequencies at 900 megahertz and higher frequencies. The system may also use sonic transmission and reception in addition to the radio frequency operating modes. Preferably, the frequency mode of operation can be programmable to include any number of frequencies at least sequentially.

As a result of the above, the invention can be provided to the user as a simple transmitter for use in conjunction with a user's pre-existing pager or pre-existing cell phone or receiver. At the next level, the system of the present invention can be provided as a transmitter and receiver system where the user can program the transmitters included with the baggage and then utilize the receiver to get a more exact readout of the status of the baggage. In addition, the receiver can carry a signal strength indicator which is useful in indicating the proximity of the baggage. At the next level, the transmitter which is placed with the baggage is replaced with a transponder and the custom receiver of the user becomes a transceiver. In this embodiment level, maximum efficiency is obtained. The startup protocol can include: (1) a timer in the transponder to turn on and off during a narrow window during which the traveler's transceiver can bring the transponder to fall power and interrogate multiple transponders as to their identity and presence.

The advantages of the ability of the traveler to use the system of the invention are several. Where one piece of baggage is missing, the user can then contact the air lines and notify them, in some cases in time to correct a small routing problem and include the baggage on the flight. In other cases, the airline may be able to find the luggage early enough to then specially route the luggage on another flight or even another carrier such that it catches up with the traveler at the next stop.

Another advantage is at the arrival terminal. The traveler will be notified by the system when his luggage and articles enter the room. Thus, while others stand around the carousel, the traveler using the system of the invention can transact business at the rental car or ground transportation area, which is typically in the same room or closely adjacent to the baggage carousel. As the luggage or articles enter the room, the traveler's receiver will indicate the arrival. This can be accompanied by a beep, a light illumination, as well in a manner which will indicate which bags have arrived. Even if the traveler is in the midst of transacting business, it will be an easy matter to simply step over to the carousel, retrieve the article and then return to a counter where business was being transacted.

Using this system, the traveler saves not only piece of mind but a tremendous time saving as well. Further, in any situation outside of the aircraft, rather than fight the crowds around the carousel, the traveler can observe his baggage arrive into the room, on his hand held monitor, piece by piece.

Further, in the event that the traveler's baggage is lost, he can accompany a baggage employee with the hand held monitor to indicate the articles's presence. The traveler can further send a signal to the bags to emit any of a number of sounds from a short beep to a siren blast to facilitate finding the baggage.

As will be shown in the Figures and description, the system of the present invention is realizable in a wide variety of levels of complexity and communicative overlay. In general, a larger and more sophisticated version of the invention will be initially shown, followed by a more compact and simple version.

In one embodiment of the communications topology, the transmitter associated with the luggage would emit a series of two or three short pulses of from approximately about less than a second each to about a second each and sent about every ten seconds within a first period as a sending interval, and then followed by a second period as a rest period of about one minute of rest. For example, where two pulses are sent within twenty seconds, followed by a one minute rest period, a one minute and twenty second minimum length action cycle is created. Thus, an indicator unit would have a listening period longer than the minimum length action cycle and may have multiples of such cycle. Further, since the system of the invention utilizes multiple transmitters, and although the probability is small, to prevent doubling transmission signals from consistently interfering with each other, at least one of the length of the rest cycle and the minimum ten second transmission spacing is randomized so that the rest cycle can be greater or less than about a minute, and so that the transmission spacing can range from the minimum ten seconds to about 30 seconds. It is preferable that if one of the transmission spacing and rest period is randomized that the other be complementarily shortened to give a maximum operational window which does not exceed the maximum time which the indicator unit of the invention is switched on and is actively looking for the signal. Even with such complementary randomization, a very low magnitude duty cycle is created and allows for an extended battery life. In a larger version this extends battery life such that the batteries are more likely to fail from age and environmental effects than depletion of current. In a smaller, more compact version, even coin sized batteries supplying power supporting only a transmit function would enable a battery life of two years or more.

The more sophisticated system would include a transceiver which could communicate and command the transmitter and contemplates a transmitter with other capabilities including frequency band switching, frequency mode of transmission, audible signaling and more. The simplest system would include a small, preferably only simply programmable or of dedicated pre-specified function and which could be clipped onto the belt, or carried in the pocket or purse. The smaller version would preferably have a diode or crystal display that would indicate that it has received an identity signal from the luggage or other articles to show the traveler that such luggage or other articles have been loaded aboard the aircraft while the traveler is also on board. Even on the small, lightweight version of the receiver, an indicator will preferably be able to receive signals from four to six transmitters located in from four to six separate units of luggage. Each of the different transmitters, one for each unit of luggage, would preferably carry its own code which would be modulated onto its transmitter signal.

Regardless of complexity, the receiver of the invention would have the capability for both a shutdown after several minutes of operation, as well as a shutdown after receiving a signal from the numbers of different units of luggage on the trip. For example, if there are three codes to be detected, and all three are in fact detected, the unit could shut itself down to conserve power. On subsequent power-up, and before the circuit is cleared for another probing of the transmitter's presence within the aircraft, the receiver unit can simply indicate the presence of the transmitters. This will conserve power by not having to keep the receiver on for long periods of time, and the power necessary to store a simple indication of having received the signal is de minimis. Low power is an advantage both to the traveler and within the aircraft environment. For example, smoke detectors have currently been approved for aircraft use in a wireless system where the power is of insufficient magnitude to interfere with aircraft electronics, yet secure in communications to perform its important function. The utilization of low power within an aircraft is especially facilitated by modem aircraft internal barriers, floors, and surroundings, which are made of composite material. The random communicative aspect derives from a sparse number and location of portals through which the signal could have passed if such were available, as well as a concomitant high dependence upon orientation toward such portals, on behalf of both the transmitter and the receiver. Further, high power transmitters would be just as likely to give a “presence” reading from 100 yards away on the tarmac as they would inside the aircraft. Currently used composite and fiberglass supports within the fuselage are transmissive of electromagnetic radiation and contribute to the ability to effectively utilize low power on the system of the invention. Other issues include the use of a power and frequency which will not interfere with the aircraft electronics. Smoke detectors now in utilization on aircraft have a power output and frequency and operating mode in conformity with those described for the present invention and have shown to be compatible with the electronic environment of the basic aircraft electronics. The preferred embodiment may have ordinary single direction polarization or circular polarization, particularly if there is enough room for a phased array.

However, with regard to eliminating even further problems which are generally associated with PEDs, a power management system is provided which can be realized in a number of ways to facilitate reduction of harmful emissions and to provide power conservation, and which can be used with the luggage location system of the invention to eliminate any PED based objections to its use onboard an aircraft. The principles will be discussed in relation to PEDs generally with the implicit understanding that the luggage location system of the invention is but one such PED.

The problem of power management is addressed by one of the many systems programmable to sense the aircraft environment through a variety of sensing attributes including pressure, electromagnetic signature, signals particular to an airport, sounds such as are found on an aircraft, as well as command and control signals which may be applied within or appurtenant to the aircraft environment. In the system exemplified, a pressure transducer is used to sense an aircraft's pressure/altitude profile and is utilized to optionally manage internal or external controls for both shut down, turn on, and reduced operation, especially electromagnetic reception and transmission control in the case of a PED which transmits or receives. This system can be applied to any device, including cell phones, radios, CD players and tape recorders. The system overcomes the fact that most travelers tend to be inattentive to personal electronic equipment leaving such equipment on, especially since the equipment battery usage has become so efficient that users have accustomed themselves to long usage periods. Advantage is taken of the fact that commercial aircraft, whether pressurized or un-pressurized, tends to produce a predictable profile, and this profile is made compatible with the power consumption and transmitter behavior of the communications system. Should standards be developed to apply to all personal electronic equipment which are likely to be brought aboard aircraft, air safety would be vastly improved. Further, the control can be overridden where the user has manual access to the PEDs where immediate cognitive usage is desired. This may be especially useful for PEDs located in, “carry on” luggage which is involuntarily and in a rushed manner converted to “checked baggage” at the last minute especially due to size and weight restrictions.

The techniques of the invention also prevent unwarranted shut off of PEDs such as when a user boards an elevator to a tall building, or where the user drives an automobile up a mountain. These types of conditions are a signal that an aircraft environment may be about to be present, but are not fully proven as present.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention, its configuration, construction, and operation will be best further described in the following detailed description, taken in conjunction with the accompanying drawings in which:

FIG. 1

is a cross sectional view of an aircraft illustrating the passenger compartment in which a traveler operates an indicator unit and a baggage compartment having baggage unit containing a baggage location unit;

FIG. 2

is a perspective view of one possible embodiment of a full capability programmable transponding baggage location unit;

FIG. 3

is a reverse view of a full function baggage location unit seen in FIG.

2

and illustrating a possible configuration of antenna and battery supply in phantom;

FIG. 4

is a schematic representation of a unit of baggage and illustrating the potential placement of the baggage location unit of

FIGS. 2 and 3

;

FIG. 5

is a view of a fully programmable indicator unit with liquid crystal display, programmability, scanning and transponsive activity capability;

FIG. 6

is a block diagram of the fall capability programmable transponding baggage location unit seen in

FIGS. 2 and 3

;

FIG. 7

is a block diagram of the fall capability programmable transponding display unit seen in

FIG. 5

;

FIG. 8

is a plan view of the internals of a minimalist version of the indicator unit for indicating the proximity of a minimalist baggage location unit within an aircraft;

FIG. 9

is a plan view of the internals of a minimalist version of a baggage location unit which is specifically designed for operation and use with the minimalist baggage location unit of

FIG. 8

, within an aircraft;

FIG. 10

is a rear view of the baggage location unit of

FIG. 9

;

FIG. 11

is a side view of the baggage location unit of

FIGS. 9 and 10

.

FIG. 12

is a block diagram of a full capability programmable equipment element which is shown with enough elements to be a cell telephone or other PED, and including components to illustrate that it may be any transceiver or any receiver, and further illustrating integral or detached control operation; and

FIG. 13

, as subdivided in to

FIGS. 13A-13D

for size and spacing, is a logic flow diagram illustrating one manner of programming approximate aircraft pressure change profiles with an altimeter input.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to

FIG. 1

, a luggage tracking system

19

is best described beginning with a sectional view of an aircraft

21

indicates a passenger cabin area

23

having typical seating

25

and a seated passenger

27

. The passenger

27

holds an indicator unit

29

which may have an internal or an external antenna

31

for facilitating reception or transmission and reception of an electromagnetic signal.

The seating

25

is supported by a flooring structure

31

which is attached to an air frame

33

. The flooring structure

31

in older model aircraft is typically metal with multiple openings and conduit passageways which enable radio frequency signals to pass through, especially adjacent points of attachment to the air frame

33

. Below the flooring structure

31

, and at certain lengths along the aircraft fuselage, is a baggage hold space

35

. Within the baggage hold space

35

may be located one or more units of baggage or baggage

37

. Inside the baggage

37

is a baggage location unit

41

. As will be seen, the baggage location unit

41

can be available in a variety of embodiments as can the indicator unit

29

.

Referring to

FIG. 2

, a plan view of one embodiment of a location unit

41

is seen as a location unit

45

. It is clear that the location unit

41

can be in any physical configuration, but to help match the antenna length advantages, and for concealment an elongate form has advantages. Shown on the location unit

45

is a liquid crystal display

51

which can be made to show programming status, output mode, output power, battery level and transmitter mode and power output history. Other attributes which are of interest in relation to the environment of the baggage can be included, such as atmospheric pressure, temperature, humidity, global positioning data and the like. These aspects enable the traveler, on recovery, to examine the location and conditions of the physical location and environment in which the baggage has been kept.

The location unit

45

can include one or more light emitting diodes

53

which can be useful for indicating power levels, charge and programming assistance, as well as an input keypad

55

including a series of command keys

57

and an alpha numeric keypad

59

assist in programming.

Referring to

FIG. 3

, a reverse look at the location unit

45

enables the showing of additional details in phantom without obscuring the input and output programmability features seen in FIG.

2

. An antenna

61

is shown in dashed line format as occupying virtually the length of the location unit

45

. The ability to include an internal antenna having a length approaching no more than half of the natural wavelength of the frequency selected is of benefit not only in power efficiency but in the physical ability to have the signal transmitted. In the Family frequency at the 400-500 megahertz range, the natural wavelength is about ⅔ of a meter. This size may be a bit long for a full wave antenna and thus for this frequency, a half wave dipole could be used as the antenna

61

. At the 900 megahertz band, the natural antenna length is about ⅓ meter. In the highest capability, the transmitter may have the ability to transmit on several frequencies. Transmitter chips are being standardized for multi-band operation in the amateur and commercial services. For 1.5 gigahertz, for example, the antenna length is about 0.2 meters and for 2.5 gigahertz about 0.12 meters. As such, the antenna

61

may be trapped for half wave operation at the 400-500 megahertz band and tuned for fall wave operation on frequencies at and above 900 megahertz. Such multi-band antennas are commonly commercially available, or easily producible. An overall length of about one foot or less for the location unit

45

is a convenient size. Also shown in phantom is a series of batteries

63

placed end to end. A “AAA” battery size enables a thickness of the location unit

45

of about {fraction (7/16)} of an inch to about a half of an inch. This thickness lends to the location unit

45

the ability to be easily concealed in any type of baggage or baggage

37

. However, it is preferable that the baggage

37

not provide a sealed completely surrounding conductor, such as a completely metal suitcase. If such a suitcase or brief case is provided, it can be retrofitted with an inside pickup antenna connected to an outside antenna, such as a passive port antenna used in buildings to enable weak cellular phone communication signals to communicate outside of the building. Such a port antenna would typically include an internal antenna not grounded to the metal body, and electrically connected to an external strip of material serving as an external antenna through the metal body in a manner insulated from grounding with the metal body. However, most baggage, packages and baggage are made from non-conductive materials and the use of the location unit

45

without further concern for outputting of an electromagnetic signal is believed to be the norm for the vast majority of the time.

Referring to

FIG. 4

, a baggage unit

37

as an example is shown in open position. The baggage unit

37

has a base

71

and a lid

73

with a compartment

75

. A hinge cover flap

77

is seen extending between the base

71

and the lid

73

. As is shown in phantom, the compartment

75

can easily and concealably fit the location unit

45

. The hinge cover flap

77

provides another venue for the location unit

45

as it can be secreted into a location where it will likely not be discovered. Another possibility is seen just inside the front of the base

71

where it can be placed inside of a cloth covering, a lining or other structure. The cover flap

77

location and the location inside the front of the base

71

also provides protective reinforcement for the location unit

45

.

Referring to

FIG. 5

, one embodiment of an indicator unit

29

is seen as an indicator unit

81

. Indicator unit

81

is seen to possibly be of pocket size with a housing

83

and a baggage code/display indicator

85

as a liquid crystal display. A numeric key and auxiliary pad

87

includes numbers for input of codes, and supplementary keys for controlling the input. A series of command keys

89

are seen below the numeric key and auxiliary pad

87

and form an input keypad

91

. An antenna

93

is shown to the left of the indicator unit

81

and is thus, when positioned internally, is oriented so that the longest portion fits within the housing of the indicator unit

81

. Antenna

93

can have an external extendable portion

95

wherein the user is enabled to extend the antenna

93

in order to maximize the sensitivity of the indicator unit

81

in order to either further make certain that the luggage or baggage containing the luggage location unit

41

is not present, or to simply increase the reliability of communications between the transmitter and receiver. Also shown in dashed line format is a battery

97

which may number several and are provided with due consideration to the weight and long operation of the indicator unit

81

.

Referring to

FIG. 6

, one possible realization for the location unit

41

is shown in block diagram format. A TRANSMITTER

101

is shown as being connected to the antenna

61

and to a TRANSMIT CONTROLLER

103

. The TRANSMIT CONTROLLER

103

can be of a type which can modulate the TRANSMITTER

101

in order to control output frequency, transmit mode, and also to select the method upon which information is transmitted or modulated with respect to each mode. The TRANSMIT CONTROLLER

103

is connected to a CENTRAL PROCESSING UNIT

105

which in high end units may be completely programmable. CENTRAL PROCESSING UNIT

105

is connected to the input keypad

55

seen in

FIGS. 2 & 3

and to the battery

63

seen in FIG.

3

. CENTRAL PROCESSING UNIT

105

may have a connected MEMORY

107

, and is also connected to the display

51

. A CLONING CIRCUIT

113

may also be provided for automatic interrogative programming with respect to analog and digital cellular phones, and pre-existing pagers. In the case of a pager, a user provided numeric code can cause the cloning circuit to monitor pager frequencies and perhaps automatically subsume and record the pager identity which corresponds with the user's pager. Thereafter, the combination of CENTRAL PROCESSING UNIT

105

, TRANSMIT CONTROLLER

103

and TRANSMITTER

101

can direct a signal directly into a user's pager to identify proximity of the luggage

37

while inside the aircraft fuselage.

For really flexible operation, a TIMER/SWITCH block

115

is connected to both the battery

63

as well as the CENTRAL PROCESSING UNIT

105

. In this connective configuration the TIMER/SWITCH block

115

can provide a very low battery drain and can initiate and control a sleep mode of the CENTRAL PROCESSING UNIT

105

without having to use the timer normally present in the CENTRAL PROCESSING UNIT

105

in order to control the periodic on and off functions. For example, in order to conserve energy, the TIMER/SWITCH block

115

can be set through programming provided to the the CENTRAL PROCESSING UNIT

105

to turn on and initialize the the CENTRAL PROCESSING UNIT

105

only during thirty seconds each hour. Alternative programming may provide for the CENTRAL PROCESSING UNIT

105

operation for one minute every fifteen minutes during the expected initial departure time, followed by a shut down for hours until either the destination time arrives or until time to change planes arrives at which time the traveler will want to know if his checked baggage is still traveling on the flight with him.

A RECEIVER CONTROLLER

117

may also be connected to the CENTRAL PROCESSING UNIT

105

to receive commands from a RADIO RECEIVER

119

, which is also preferably connected to the antenna

61

. The RADIO RECEIVER may be a pager receiver, or a receiver for receiving signals on several frequencies from the indicator unit

29

.

Referring to

FIG. 7

a schematic block diagram illustrates one possible operational configuration for the indicator unit

81

. The baggage code/display indictor

85

is seen as connected to a CENTRAL PROCESSING UNIT

125

. Where the indicator unit

81

has transmitter capability, the CENTRAL PROCESSING UNIT

125

will be preferably connected to a TRANSMIT CONTROLLER

127

which is in turn connected to TRANSMITTER

129

. The TRANSMITTER

129

is connected to the antenna

93

seen in FIG.

5

.

CENTRAL PROCESSING UNIT

125

is also connected to a RECEIVER CONTROLLER

133

. The RECEIVER CONTROLLER

133

is connected to a RADIO RECEIVER

135

. RADIO RECEIVER

135

is again connected to the antenna

93

seen in FIG.

5

. CENTRAL PROCESSING UNIT

125

is also configured for scanning and transponder operation. The luggage location unit

45

may be programmed to either (1) sequentially transmit over more than one frequency or (2) more than one mode on such frequency, the CENTRAL PROCESSING UNIT

125

may be programmed to scan all such frequencies sequentially in order to pick up an indication of the proximity of the luggage location unit

45

. With programming in transponder capability, the indicator unit

81

can put out a signal to instruct the luggage location unit

45

to echo a signal on all of the frequencies within their communication capability so that communication could be had on the clearest of those frequencies. In a pure scanner function, the luggage location unit

45

simply transmits at given points in time at a signal duration longer than the channel changing and listening duration of the scanning indicator unit

81

. In this mode of operation, the luggage location unit

45

transmits at given times through each of its frequencies and modulation modes simply as a matter of course. In this configuration, it is simply up to indicator unit

81

to pickup a code identifying the luggage location unit

45

, and associated with the baggage unit

37

in which it is located. As a result of this mode of operation, and where three such baggage units

37

each containing a luggage location unit

45

are located within the air frame

33

, one might be located so that it best communicates with the indicator unit

81

on a first frequency at a first modulation type, where as the others may be more readily identified on other frequencies and at other modulations. The indicator unit

81

simply scans through all common frequencies and modulation modes during its receive cycle and until the coded signals from all three luggage location units

45

are received. CENTRAL PROCESSING UNIT

125

may be programmed to shut down once either all of the requisite signals are received, or upon the elapse of a given amount of time. After all, at take off, as the aircraft is backing out of the terminal, the baggage unit

37

containing the luggage location unit

45

has either made it to the baggage hold space

35

of the aircraft

21

, or it has not. A scan limited to from between 3-5 minutes is likely to exhaustively determined the presence of the baggage unit

37

luggage location unit

45

if it is present on the aircraft

21

.

Indicator unit

81

also includes a CODE & PROGRAM MEMORY

135

so that the codes of the luggage location unit

45

can be stored as well as enabled, as when a trip is taken where not all of the luggage location units

45

are taken along.

Battery

97

, seen in

FIG. 5

, is also seen in FIG.

7

and connected to the CENTRAL PROCESSING UNIT

125

. A TIMER/SWITCH

137

is connected preferably to both the CENTRAL PROCESSING UNIT

125

and the TIMER/SWITCH

137

so that the timer may operate independently and so that the CENTRAL PROCESSING UNIT

125

can be shut down for long periods of time and preferably automatically cause the CENTRAL PROCESSING UNIT

125

to power up at the next time when a luggage check is needed, if such function is programmed into the TIMER/SWITCH

137

through the CENTRAL PROCESSING UNIT

125

. Also shown is a CLONING CIRCUIT

141

connected to the CENTRAL PROCESSING UNIT

125

where either another existing indicator unit

81

, or another luggage location unit

45

, or another component such as a cell phone can be cloned, or where another component such as a pager can be emulated. For cloning, another instrument, such as a cell phone can be linked with a luggage location unit

45

, especially where the luggage location unit

45

doesn't have its own cloning unit. Where a family purchases a second indicator unit

81

, the cloning feature of CLONING CIRCUIT

81

can be used to bring the new indicator unit

81

up to date on the programming, codes, frequencies, etc. of the first indicator unit

81

. In the alternative, where a family purchases a second luggage location unit

45

, and especially where the second luggage location unit

45

itself has no cloning feature, such as when the first indicator unit

81

is used to program the luggage location units

45

. With these possibilities, it can be seen that a system can be used in which either the indicator unit

81

or the cloning feature of CLONING CIRCUIT

81

can be used to bring the new indicator unit

81

up to date on the programming, codes, frequencies, etc.

The fully user programmable luggage location unit

45

and indicator unit

81

sacrifice some size, weight, battery size and battery longevity advantages for fill programmability and virtually complete user flexibility in terms of satisfying a wide possibility of operating modes. In terms of a single function, preferably pre-programmed, and available with pre-programmed codes, many of these advantages can be regained.

Referring to

FIG. 8

, a plan view of a small version of an indicator unit

29

is seen as an indicator unit

151

having a housing

153

, internal flat antenna

155

and main radio receiver chip

157

. Internal flat antenna

155

would, because of its small size and flat profile, be especially amenable for configuring for alternative orientational modes, such as circular polarization, with or without the use of phase delay, as well as the use of different phased polarization. A series of pulses can be output such that each may be at a particular orientation with each subsequent transmission having a changed angle. The use of a first polarization with subsequent polarizations at forty five degrees difference would produce a pulse set having four different phase orientations, the fifth being omitted as simply a one hundred eighty degree or inversion of the first pulse in the set. Other variations are possible, including right and left hand polarization. However, since the antenna

155

is associated with the indicator unit

151

, an automatic tuning or scanning function can be used, as well as a “spread spectrum” arrangement for receiving, such as a multi path logic array which enables the receiver or tuner to responds either instantaneously or by detection to the best configuration for maximizing the incoming signal.

A series of four surface mount light emitting diodes

161

,

163

,

165

, and

167

each of which is set to light when a corresponding transmitter carrying a pre-coded identity signal is received. Although only four such emitting diodes

161

,

163

,

165

, and

167

are seen, it is understood that any number may be used. Four such diodes

161

,

163

,

165

, and

167

are seen as it is believed that a traveler would probably have four or less checked items. Other versions of indicator unit

29

may include more or less indicators corresponding to different numbers of transmitters.

A set of pre-wired chips

169

and

171

may be provided which operate the indicator unit

151

to accomplish tasks pertinent to indicating the presence of luggage location units

41

as well as the goals of achieving small size and simple operation, etc. The indicator unit

151

is ideally provided with its associated transmitting units such that the user need do nothing more than turn the units on and place them within the units of luggage

37

. Tasks for the pre-wired chips

169

and

171

may include responding to a powering up signal provided by a push button switch

175

, turning on the main radio receiver chip

157

for continuous listening coverage of a single pre-specified radio frequency and modulation mode. In order to conserve battery power, the indicator unit

151

should be pre-programmed to at least shut down after two to three minutes.

Since the luggage location units

41

are out of manual control range and since for a minimalist programmability the transpondive operation has been eliminated, the preferable communications protocol involves only periodic bursts of electromagnetic signal from a luggage location unit in the position of luggage location unit

41

. This requires a continuous period of radio frequency monitoring for at least the period necessary to insure that a signal from a luggage location unit

41

has been sent.

As a result, an automatic cycle of the indicator unit

151

will preferably enable powering up, continuous reception for the time necessary to hear one or more signals if present, followed by a recordation of reception of a signal present on an associated one of the four such diodes

161

,

163

,

165

, and

167

. Thus, if all four luggage location units, such as luggage location unit

41

are present, all four diodes

161

,

163

,

165

, and

167

will light within the luggage location unit

41

cycle period, the user will see the lights and know which luggage items

37

are present. The user then simply allows the indicator unit

151

to shut itself off once the requisite number of diodes

161

,

163

,

165

, and

167

are seen. Where a traveler only takes two luggage location units

41

, the traveler will look only for two of the diodes

161

,

163

,

165

, and

167

to light to know that all of his luggage units

37

are on-board the aircraft.

Also shown in

FIG. 8

are a pair of coin shaped batteries

181

and

183

and which are held within battery clips

185

and

187

respectively. Using the battery saving short cycle time for active reception, the indicator unit

151

is enabled to operate with such small coin shaped batteries

181

&

183

. The entire indicator unit

151

can be about four inches long and about one and a half inches wide. Again, it should ideally become commercially available with as many luggage location units

41

as it is enabled to show receipt of associated coded signals to show presence within an aircraft.

Other programming features may include, in addition to the confirmation of the presence of the location unit

41

by diodes

161

,

163

,

165

, and

167

, a beep at the time each of the by diodes

161

,

163

,

165

, and

167

is illuminated. Another feature is preferably a longer or different or two tone beep after a complete transmit cycle of the location unit

41

(a time by which the location unit

41

should have been heard, if at all) to get the attention of the traveler, to indicate to the traveler that the unit is about to shut off and to have the traveler take stock of which location units

41

have had signals associated with them received and which have not. This should typically occur about thirty seconds before shut down. Preferably, the indicator unit

151

may be set to receive very short 9600 baud serial format bursts. The location unit

41

should conversely transmit such very short 9600 baud serial format bursts within an active window of time, followed by a rest period. The active window may include a ten second window during which two or three of the transmission bursts occur, and then followed by a fifty second rest period. This creates a one minute cycle time. The one minute cycle time represents the minimum period during which the indicator unit

151

should be on, and preferably the indicator unit

151

will be programmed to stay on through at least two such one minute cycle times.

Referring to

FIG. 9

, a minimalist luggage location unit

41

is shown as a luggage location unit

201

in plan view. Luggage location unit

201

has a housing

203

, internal flat antenna

205

and a main radio transmitter chip

207

. Internal flat antenna

205

has the same potential and capability as was mentioned with respect to internal flat antenna

155

, including circular polarization, with or without the use of phase delay, the use of different phased polarization, and sequential changed angle transmission. Where the luggage location unit

201

transmits automatically, it is possible to program the device to step through phasing of the internal flat antenna

155

. Where transponding operation is had, where the luggage location unit

201

can respond to the

151

indicator unit

151

, antenna phase is simply another aspect which can be probed for full transpondence, along with frequency and operating mode, etc.

A logic chip

209

is also present as well as an LED (light emitting diode) indicator

211

which may be used to show a power on as well as a low battery condition. In order to save power, it is preferable that the indicator

211

is lit only momentarily, such as on for a period of several seconds to indicate that the luggage location unit

201

is switched on. Where the indicator

211

indicates a low battery condition, it should flash intermittently, such as once every 10 seconds, so that if the low battery condition is reached while it is in service, the luggage location unit

201

may continue its transmit function for as long as possible under such low battery condition.

Adjacent the logic chip

209

is a dip switch set

215

having a set of four switches

217

. Dip switch set

215

gives the additional flexibility of being able to use 2

N

codes where N is the number of dip switches

17

. Dip switch set

215

is shown with four switches

17

to give a total possibility of 16 codes. This is optional, and as has been previously stated, the luggage location unit

201

can be provided commercially along with the indicator unit

151

where both have codes hard wired. In hard wired fashion, the numbers of codes available on manufacturing may be of a higher number. In the configurations of the luggage location unit

201

and indicator unit

151

, the indicator unit

151

may be available with a hard wired code and sold with at least one luggage location unit

201

for which the user sets the dip switches

17

of the dip switch set

215

. With the dip switch set

215

provided, additional units can be purchased and added to the operating set from which the indicator unit

151

will track and record signals.

Further, since each indicator unit

151

shown in the Figures, for example, is to receive signals from up to four luggage location units

201

, the dip switch set

215

can have the first two switches

17

related to a setting matching the identity of the indicator unit

151

, while the last two switches

17

can indicate which of the four indicator light emitting diodes

161

,

163

,

165

, and

167

which the user wants to associate with the luggage location unit

201

. It will be preferable to add dip switch set

215

having more such dip switches

17

and positions to indicate more complex numeric codes.

Also seen is a slide switch

219

which is used to turn the luggage location unit

201

on and leave it on. Luggage location unit

201

may also have a program which causes power shut down after a period of time, say either 12, 24, or 48 hours, in order to conserve battery power. Such an option may be selectable by the traveler, in an attempt to avoid battery depletion by simply forgetting to turn the luggage location unit off.

Also shown in

FIG. 9

are a pair of coin shaped batteries

221

and

223

and which are held within battery clips

225

and

227

respectively. Using the battery saving short cycle time for active reception, the Luggage location unit

201

is enabled to operate with such small coin shaped batteries

221

&

223

. The entire indicator unit

151

can be about four inches long and about one and a half inches wide. Again, it should ideally become commercially available with as many luggage location units

41

as it is enabled to show receipt of associated coded signals to show presence within an aircraft.

FIG. 10

is a rear view of the baggage location unit

201

of FIG.

9

and illustrating the nondescript nature of the housing.

FIG. 11

is a side view of the baggage location unit

201

of

FIGS. 9 and 10

and showing the slimline construction and how accessible the switch

219

is to the touch.

Referring to

FIG. 12

, schematic diagram of a PED

139

illustrates units which are sufficient to show cellular telephone operation, but cover a wide range of PEDs especially those having transmit and receive capability. Keep in mind that FIG.

12

is but one possible realization for PED

139

and a wide number of other variations are possible. A TRANSMITTER

241

is shown as being connected to an antenna

242

and to a TRANSMIT CONTROLLER

243

. The TRANSMIT CONTROLLER

243

can be of a type which can modulate the TRANSMITTER

241

in order to control output frequency, transmit mode, telephonic roaming information and also to select the method upon which information is transmitted or modulated with respect to each mode in the case of a complex transceiver. The TRANSMIT CONTROLLER

243

is connected to a CENTRAL PROCESSING UNIT

245

and may be completely programmable. CENTRAL PROCESSING UNIT

245

may have a variety of modes of operation including standby, sleep, and may be able to selectively automatically operate in high and low emissive modes. CENTRAL PROCESSING UNIT

245

is connected to the input keypad

267

and to the battery

256

. CENTRAL PROCESSING UNIT

245

may have a connected MEMORY

247

, and is also connected to the display

265

. A CLONING CIRCUIT

253

may also be provided for automatic interrogative programming with respect to analog and digital cellular phones, and pagers.

For really efficient operation, the PED

139

may provide a TIMER/SWITCH block

255

which is connected to both a battery

256

as well as the CENTRAL PROCESSING UNIT

245

. In this connective configuration the TIMER/SWITCH block

255

can provide a very low battery drain and can initiate and control a sleep or standby mode of the CENTRAL PROCESSING UNIT

245

without having to use the timer normally present in the CENTRAL PROCESSING UNIT

245

in order to control the periodic on and off functions. This is an example of hybrid control which is neither wholly external in its operation with respect to the CENTRAL PROCESSING UNIT

245

but yet neither wholly internal within the CENTRAL PROCESSING UNIT

245

. Where CENTRAL PROCESSING UNIT

245

may have a clock operating at a frequency which is in danger of interfering with the aircraft operations, for example, an internal control of standby, shut down will not prevent emissions as the clock in the CENTRAL PROCESSING UNIT

245

keeps on running.

For an example of the advantages of a hybrid control, in order to conserve energy, the TIMER/SWITCH block

255

can be set through programming provided to the CENTRAL PROCESSING UNIT

245

to turn on or off the CENTRAL PROCESSING UNIT

245

in response to signals, conditions, elapse of time and the like, and to initialize the the CENTRAL PROCESSING UNIT

245

only during limited times and the like, as in querying to pick up voice box messages, etc. The aspects of the TIMER/SWITCH to be emphasized is that it operates with no significant external input, but can energize the CENTRAL PROCESSING UNIT

245

to enable it to intermittently go active and gather inputs. Such functioning should be, within the discussion of the invention, circumventable with a more external overriding control.

A TRANSMIT RECEIVE CONTROLLER

257

may also be connected to the CENTRAL PROCESSING UNIT

245

to receive commands from a RADIO RECEIVER

259

, which is also preferably connected to an antenna

261

. The RADIO RECEIVER

259

may be a pager receiver, cell phone receiver or a receiver for receiving signals on several communication frequencies.

Also seen in

FIG. 12

is a DISPLAY

265

, and an input keypad

267

as is normally also connected to the CENTRAL PROCESSING UNIT

245

.

At the top of

FIG. 12

, also seen is a POWER TRANSMIT & CONTROL block

291

. POWER TRANSMIT & CONTROL block

291

is connected straight back into the battery

256

, and is also connected to a switch

293

which controls the power line between the battery

256

and the CENTRAL PROCESSING UNIT block

245

. This accomplishes two objectives. First, it insures that the control which can control the remainder of the circuit will not have its power interrupted and second it insures that it will have the ability to shut down what may in many instances be a CENTRAL PROCESSING UNIT block

245

which may be otherwise consuming too much power because of its programming instructions to perform tasks which might either controvert the programming for shut down or may not have an ability to shut down. This may be particularly necessary where a PED has no external access to accept standby, or shut down commands. Even where a CENTRAL PROCESSING UNIT

245

is programmable to be consistent with the shutdown routine, it may have other tasks and protocols which are not conserving of power. This enables the POWER TRANSMIT & CONTROL block

291

to be constructed with a hard wired microprocessor which can operated over extended times with minimum power.

An ALTIMETER PRESSURE SENSOR block

295

is connected to the POWER TRANSMIT & CONTROL block

291

to provide direct pressure date to the POWER TRANSMIT & CONTROL block

291

without any interference.

A VIBRATION SENSOR block

296

is also connected to the POWER TRANSMIT & CONTROL block

291

to provide vibration data to the POWER TRANSMIT & CONTROL block

291

typically based upon an aircraft engine's output, wind noise, and airframe natural harmonics. All major vibrational footprints are pre-programmed, including the vibrational characteristics when the flaps are down, as well as the vibrational signature produced by thruster reverse and braking.

ACCELERATION SENSOR block

297

is also connected to the POWER TRANSMIT & CONTROL block

291

to provide acceleration data to the POWER TRANSMIT & CONTROL block

291

typically based upon an aircraft's upward, downward and turning acceleration. All major acceleration footprints are pre-programmed, including ranges expected to be encountered on takeoff, landing, and in holding pattern. The signatures may even be so specific that they are correlated to identifiable acceleration vibrational characteristics of known aircraft in terms of their ability to assume positive and negative acceleration over time, as well as the acceleration on takeoff and deceleration on landing.

ALTIMETER PRESSURE SENSOR block

295

, VIBRATION SENSOR block

296

, and ACCELERATION SENSOR block

297

, are all flight profile detectors and may be used singly or in combination with each other for even more specific profiles. They may also be used in combination to identify the type of aircraft on which they are used and thus select from a pre-programmed routine which has the best fit for the characteristics likely to be encountered.

The POWER TRANSMIT & CONTROL block

291

is also directly connected to the transmitter

241

in order to control the times during which the transmitter transmits. The POWER TRANSMIT & CONTROL block

291

can be configured to enable non-interfering operation so long as no control is needed. The advantage of the configuration of

FIG. 12

is that where the CENTRAL PROCESSING UNIT block

245

is provided as a pre-programmed unit, the POWER TRANSMIT & CONTROL block

291

can achieve its objectives without having to be back integrated into the CENTRAL PROCESSING UNIT block

245

with regard to either circuitry or programming code.

As has been stated above, a main problem with electronic equipment, and particularly communication systems, is both power management, transmit management, and emissions management. Depending upon the type of emissions present, some personal electronic equipment can only be effectively danger neutralized by complete power shut off. Others can have both their power managed as well as emissions managed where they have any sort of transmit mode, intended or unintended.

For personal equipment carried aboard an aircraft, causing such equipment to become responsive to the aircraft flight cycle is but one way to provide a “soft” management technique. The “soft” management technique is applicable when there exists times during any operational cycle where there is an indication that the cycle has begun, but that the danger prone part of the cycle is not present. At this time in the cycle, and given that the next portion of the cycle, for example, is the danger prone part of the cycle, emissions and power operation may be curtailed while probing for the initiation or appearance of the fully danger prone part of the cycle.

As by example only, aircraft are pre-pressurized to a pressure equivalent to about two hundred feet below the airport elevation, then once the aircraft ascends, the cabin pressure will reduce equivalent to a climb in altitude. How fast and high the cabin equivalent altitude becomes depends upon a variety of factors such as departing airport elevation, reuse altitude and landing elevation. Put another way, all aircraft do not start out or end up landing in the lower altitudes.

For example, takeoff from Denver will cause the cabin pressure equivalent altitude to climb much slower than a departure from Los Angeles because the cabin already has or starts with a pressure equivalent to about a five thousand foot altitude. Also if the aircraft is cruising at twenty six thousand feet, the cabin will not climb as high as it otherwise would if the aircraft was flying at forty one thousand feet in altitude.

The one constant factor, within the variations mentioned, is that all pressurized airplanes will land with the cabin at two hundred feet below field elevation so that if the aircraft lands at an airport with a field elevation of eight hundred sixty feet, the cabin will be at about six hundred sixty feet at touchdown.

There are three different options for shut off within a first footprint sequence. One is a pressure change equivalent to a climb after takeoff of about 3500 feet within 15 minutes. This will occur nowhere else other than an aircraft. For example, three thousand five hundred (3500) feet is equivalent to a 350 story building. A second option, within the first sequence, for shutoff is a pressure change equivalent to a one thousand foot climb within a 30 minute time period while at a cabin ambient pressure equivalent to an altitude of at least six thousand (6000) feet during any part of the 30 minute time period. Both conditions take to account take offs from high altitude airports such as Denver where the cabin pressure may not change equivalent to a climb of 3500 feet because the cabin starts over five thousand feet, the Denver elevation. A third condition is a static cabin pressure equivalent to an altitude of 7100 feet as this is a condition which most certainly indicates fully a flight condition. All altitudes stated are approximate.

At the fringe of the onset of either of these conditions, the mathematical probability is that the condition may not fully fit a 3500 foot altitude change over a full 15 minutes, or the condition may not fully fit a 1000 foot altitude change over 30 minutes along with an overall static pressure equivalent to a 6000 foot elevation during the 1000 foot altitude change, or the condition will not yet arrive at the static pressure equivalent to a 7100 foot elevation. Thus a measurement or computation made at the onset of this condition may miss the condition as all of the elements necessary to measure the condition may not yet be present. All condition testing is step independent.

One or more secondary measurements can be made to reduce activity at a condition at which there is a likelihood of the initiation of the flight sequence. One secondary measurement is the detection of any change in altitude of approximately one hundred forty feet (140 ft.) Within a two minute period. When this condition is reached, the operation may change. For example, where a controller on the PED may take measurements every twenty seconds, a change in altitude of one hundred forty feet may extend a cycle of the PED or delay its measurement by an additional minute. All modes are possible, including the ability to simultaneously monitor multiple phases and altitude rates at the same time.

The communication system can still come on again, albeit later, and can be typically overridden by the shutoff condition.

Another secondary measurement effect is that a change in pressure representing a change in altitude of about six hundred feet (600 ft.) in a time period of about 7 minutes is used to shut off transmitter activity, or other pertinent activity in the PED

139

for 5 minutes.

Another secondary measurement effect is that a change in pressure representing a change in altitude of about sixty feet (60 ft.) in a time period of about 2 minutes is used to shut off transmitter activity, or other pertinent activity in the PED

139

for thirty seconds.

All of the three described secondary measurement effects may be overridden by any of the shutoff conditions described, such as the 3500 feet increase in altitude within 15 minutes. All of the shutoff conditions can be programmed to be overridden if the user has manual access and control of the personal electronic equipment. In some cases, where equipment are absolutely forbidden to be operated, such as cell phone operation on an aircraft, it may be mandated that the most severe condition may not be overridden. This may be mandated by law, where so chosen, to prevent unauthorized and likely covert operation of cell phones on aircraft. This is not to say that most conventional cell phones work on high altitude aircraft, but passengers are likely to experiment, attempt, etc. Some laws and rules have provided for incarceration for use of a cell phone while a commercial aircraft is en route. However, it is believed that allowing user override of the activity reduction and shutoff conditions is perfectly permissible.

So for example, where an aircraft has a cabin equivalent pressure elevation of 1000 feet and just begins its climb, it will not meet either of the two complete shutdown measurement quantity conditions. Once it changes altitude one hundred forty feet (140 ft.) within 2 minutes, one minute suspension of system activity, such as transmitter output or receiver tuning, etc. will be added to the equipment activity. Altitude measurements, however, are not suspended. If, in addition, the aircraft has attained a change in pressure equivalent to an altitude change of six hundred feet (600 ft.) within this seven minute span, the system will go off for five minutes. Thus, the second secondary measurement effect will generally override the first. If during the five minute shut off period, either of the complete shutdown measurement quantities are measured, the system will shut off and stay shut off until it is either (1) manually re-activated or (2) a landing sequence, hereinafter described, is sensed. It is preferable that the controller and altimeter derive its power independently and be enabled to run either continuously or intermittently during the time that the system is shut off, especially so that the landing sequence can be sensed.

The landing sequence, when measured using pressure which may be equivalent to altitude is preferably a combination of three conditions all of which must be met in order to turn the device of the invention, or any personal electronics device, back on. Thus it may also be though generally better that the equipment stay off than to come on prematurely during the main part of flight.

The desired landing sequence involves occurrence of all three of the following conditions. First, a pressure rise equivalent to a descent of two hundred feet (200 ft.) or more within a seven minute (7 minute) time period. If this condition is met, a second condition, following in time after the first condition is tested for which is a reduction in pressure equivalent to a climb or increase in altitude from about one hundred forty feet (140 ft.) to about two hundred eighty feet (280 ft.) within a span of four minutes. If the first and second conditions occur, a third condition, generally temporally following, but potentially allowing some overlap of temporal extent, which is a fairly constant pressure equating to generally level flight and within the altitude limits of ±one hundred feet (100 ft.) for a time period of three minutes. If all three of these conditions occur, the PED turns back on. A cancellation of a landing sequence will not permit all three conditions to be satisfied. If the PED comes back on and the aircraft begins to climb again, the system of the invention will again begin sensing for shut down as completely described above.

For cell phones, a profile may be selected to shut off such equipment, followed by the landing sequence requiring all three steps as set forth above. This is a second footprint which may be used as an alternative shut down condition, especially for cell phones, and may ideally include a pressure reduction equivalent to a cabin altitude climb of about three thousand five hundred feet (3500 ft.) within a fifteen minute time span. A second alternative shut down condition, within this second footprint, for cell phones may ideally include a pressure reduction associated with a one thousand foot (1000 ft.) climb within a time of about thirty minutes combined with a static cabin altitude of greater than about six thousand feet (6000 ft.). The cell phone would then shut off until the landing sequence.

Referring to

FIG. 13

, including the sub elements

13

A,

13

B and

13

C, a block diagram illustrating the process above is seen, From a START block

301

, the logic flows to a PRESSURE EQUATING TO 3500 FEET ALTITUDE RISE WITHIN A 15 MINUTE TIME PERIOD decision diamond

303

. A YES result leads to a SHUT DOWN block

305

, and then to a LANDING SEQUENCE block

307

where the logic of the POWER & TRANSMIT CONTROL

251

waits for a landing sequence of events, if such ever occurs. A NO result leads to a PRESSURE EQUATING TO 1000 FEET ALTITUDE RISE WITHIN 30 MINUTES WHILE AT AN ALTITUDE OF 6000 FEET OR HIGHER decision diamond

309

. A YES result leads to leads to a SHUT DOWN block

305

, and then also to a LANDING SEQUENCE block

307

where the logic of the POWER & TRANSMIT CONTROL

291

waits for a landing sequence of events, if such ever occurs.

A NO result from PRESSURE EQUATING TO 1000 FEET ALTITUDE RISE WHILE AT ALTITUDE OF 6000 FEET OR HIGHER decision diamond

309

leads to a PRESSURE EQUATING TO AN ALTITUDE OF ABOUT 7100 FEET ALTITUDE decision diamond

310

. A YES result leads to leads to a SHUT DOWN block

305

, and then also to LANDING SEQUENCE block

307

. A NO result leads to a PRESSURE EQUATING TO ANY CHANGE IN ALTITUDE OF 140 FEET WITHIN A TWO MINUTE TIME PERIOD decision diamond

311

. A YES result leads to a DELAY TRANSMITTER ACTIVITY FOR AN ADDITIONAL MINUTE block

313

where the transmitter or other operational activity is time delayed, followed by a return of the logic flow back to the START block

301

. A NO result leads to a PRESSURE EQUATING TO A CHANGE IN ALTITUDE OF 600 FEET WITHIN A SEVEN MINUTE TIME PERIOD decision diamond

315

. A YES result leads to a HALT TRANSMITTER ACTIVITY FOR 5 MINUTES block

317

where the transmitter or other operational activity of the PED

139

is stopped for five minutes, followed by a return of the logic flow back to the START block

301

.

A NO result leads to a PRESSURE EQUATING TO A CHANGE IN ALTITUDE OF 60 FEET WITHIN A TWO MINUTE TIME PERIOD decision diamond

319

. A YES result leads to a HALT TRANSMITTER ACTIVITY FOR 30 SECONDS block

320

where the transmitter or other operational activity of the PED

139

is stopped or delayed for thirty seconds, followed by a return of the logic flow back to the START block

301

. A NO result also leads to a return of the logic flow back to the START block

301

, where the cascade of logic may start again.

From the LANDING SEQUENCE block

307

where the logic pointer arrives from the SHUT DOWN block

305

, the logic strobes a series of three underlying decision diamonds with a NO result leading back to the LANDING SEQUENCE block

307

. The first decision diamond is A PRESSURE RISE EQUIVALENT TO A DESCENT OF 200 HUNDRED FEET OR MORE IN WITHIN A SEVEN MINUTE TIME PERIOD decision diamond

321

. Only a YES result leads to the next decision diamond, A PRESSURE REDUCTION EQUIVALENT TO A CLIMB OR INCREASE IN ALTITUDE FROM 140-280 FT. WITHIN ABOUT FOUR MINUTES decision diamond

323

. From decision diamond

323

, a YES result leads to A PRESSURE EQUIVALENT TO A GENERALLY LEVEL FLIGHT & WITHIN ALTITUDE LIMITS OF ABOUT ±100 FT. FOR ABOUT THREE MINUTES decision diamond

325

. Only a YES result at decision diamond

325

sends the logic to a TURN EQUIPMENT BACK ON command block

327

.

TURN EQUIPMENT BACK ON command block

327

can also be reached from a manual override block

329

which is typically accessed by turning on and off a power button, or from a reset button, or the like. From TURN EQUIPMENT BACK ON command block

327

the logic proceeds directly to an END block

331

where the logic may either end, carry some protocol to restart or may lead back to the START block

301

.

Referring to

FIG. 13C

, an alternative starting point describes a second profile especially useful with cell phones, and which preferably shows an example of parallel processing, where the shut down conditions are sought without any intervening PED delay conditions. From a START block

351

, the logic flows to a PRESSURE EQUATING TO 3500 FEET ALTITUDE RISE WITHIN A 15 MINUTE TIME PERIOD decision diamond

353

. A YES result leads to a SHUT DOWN block

355