fuckery! pt 2

All the shippers like UPS, FEDEX, DHL, the motor carriers and major rail and fright lines and cruise lines would all have responsive PFNs on the vehicle Platforms and all would be responsive to PFN/TRAC lost and found registry for commercial search and FACT registry for criminal investigations and/or National security FACT events.

The lost and found registry would be virtual and made up of all the stakeholders intranets. They would be notified if a tracer was sent out by a specific shipper or recipient and their intranet would notify all parties of the miss shipped piece

FIG. 47 PFN/TRAC provides a portable network of repeating PFNs with sensor and wireless interfacing. It performs wireless sensing and relays data as part of a federal access and control technology for national security and public safety. The PFN on each prime mover harvests data continually from all the materials being carried and routes data recovered to the appropriate monitoring terminals in the various intranets as per pre programming or remote control requests.

FIGS. 48 Obviously, some shipment components are more valuable and/or sensitive than other components. For this reason The PFN/TRAC System integration provides for minimal tracking and telemetry to be cost effective and extensive tracking and telemetry to insure public safety and national security. And sometimes the more sophisticated tracking and telemetry applications used during shipping survive the transport phase and are retained as interactive equipment PFNS for permanent use in reporting through the PFN/TRAC system to a specific FACT security intranet. FIG. 48 is an example of the myriad of possible components shipped and the diverse types telemetry technology interfaced in the complete PFN/TRAC controller router to provide the management and security matrix or web.

Not just proprietary 1Ps stand alone PFN units with some of the most extensive sensing and remote control capability interfaced and stored in the shipment component to report position and condition of a asset in transit. But also including existing technologies like, Texas Instruments RFID technology for a little less data recovery their (active) tag and basically ID recovery their (Passive Tag) product. Also PFN interfaced are bar code readers and the proprietary Bag sign technology. Mostly, interfaced by DSRC wireless to the prime mover PFNs or TSA/Customs/Law officer/Dockworker/UPS man/Mechanics/receiving clerks/mailroom people/baggage handlers/ticker writers/Pilots/doctors/nurses janitors/via their 1P PFN belt or 1P PFN PDA or another more powerful 1Ps PFN possibly solar reenergized for more sophisticated stand alone repeater router operations to complete the flexible portable network of connections to locate any lost assets position and condition in transit.

Human movement is traced via by ID and surveillance technologies interfaced in the same manner. This is total movement management and seamless security for everything that moves is good for airports, ports, train stations, border crossings, state road inspection stations, interactive highway systems and on and on.

FIG. 40 This figure will detail the registry system in general. At the very top of the page is a small box that says World Organizations. This is the present state of World affairs with the national government agencies in control of the data involving any and all mechanized civil and industrial uses of equipment and any impact data specific to national sovereignty. Ultimately the PFN TRAC system can help to develop trust and fair play in the use of the world's resources and equipment as well as free humanity in an efficient manner. When humanity matures past present survival fears and accompanying paranoia to address only the real fears of peaceful co-existing the PFN management system will serve its greatest function. However, now it is best used and developed in the individual nations to reach this point of world peace. As communication and understanding is increased the natural sharing of data will take place and is already transpiring on the Internet. For the present all government agencies will serve to clear all PFN data that is earmarked for their attention through the National Registry and be responsible for its dissemination worldwide. The Departments of Defense and Homeland security will have control over all questionable data for final release at the highest FACT Command level. This is to include the National security agencies the President and (any congressional national security committee advisement group?). (this is regularly an Executive Branch operation and function of government)

This is why the big black triangle ends up with National Government Agencies for security. Additionally, taxation can be performed directly from every PFN(Sale and/or use tax) for the state and National government as has been described and addressed in earlier applications. Also credits can be applied back to the user or citizen for any community service performed by their equipment via the accurate accounting in place. Also aid can be applied with re-education programs carried out through PFN terminals for industries going through retooling wear old job skills resulted in lay offs. These attributes and commercial products and new industries are detailed in related filings. The bottom of the triangle has LOCAL GOVERNMENT in big bold letters. This is done for two reasons. First the local node (Subset of intranets with gateways and servers will keep cost down for Registry networking. The great advantage to the PFN/TRAC system supporting the FACT registries is that the PS base of Processors and at each level allows for data and processing to remain locally responsive from the PFN to the mass data systems to service the existing dispersed networks immediately. And second regional state and local government is the agencies that impact the individual in most cases. As has been detailed in earlier filings all the government agencies are now maintaining web pages and data phone nodes and through basic routing using ISDN and high-speed fiber optics (Cisco routing Systems) the capability for these agencies to process data and network efficiently is excellent. Data management for local regional and national Data base connectivity allows for fast local discrimination of data as well as provide much more data storage locally making the general availability of data in the intra nets much more responsive to web information products for the public or through the media while separating the sensitive data from the local PFN and through out the system. Below the local government registry are the FACT Management & Memory for commercial servers. And to the right side the same FACT Management but provided by public provider nodes. The difference being that individual commercial servers will be providing more fee for services from emergency service to computer down loads and the public nodes basically will be for government services FACT operations. Basically the PFN will use both systems commercial and public. It will do it automatically at the local PFN level via pre programming. An important note is that both these systems TRAC and FACT will provide accountable memory as does the PFN at the very bottom of the page, which is responsible for activities performed and authenticating the activities. As shown and discussed in FIG. 39 via landline wireless and satellite communications.

FIG. 41 This is a flow chart to detail FACT software in the PFN on a host piece of equipment and also the interaction with agency FACT software programming in the main registry. For a new install the process is started by plugging the component via one of the discussed interface connections. As illustrated by the second block down the PFN/TRAC/FACT software recognizes the Components Fact chip and calls a predetermined number. The call in number can be a commercial server or a public provided node that access the specific agency national registry (either locally first or vice versa or simultaneously as detailed earlier. The right half of the page is exemplary of FACT operational software in the main registry system. This is at both the national and state government registry system, which does clocked data updates to maintain uniform integrity throughout the system. The call received by the PFN data generated from the new component check process compares the ESN and manufacture data to OEM supplied registry lists and known crimes of stolen property entered in the registry by citizens and the automated UCR and IBRS programs converting voice recognition recordings generated in the onsite police investigation into a digital signal and text if desired from a DRCPFN repeater in the responding police cruisers. UCR and IBRS are FBI justice department crime reporting programs in existence. Their forms and format would be automated as a bases for their report-operating program. The data would be dispersed at the local level by the crime coding already established to reduce over loading the system. FACT event data would be proprietary and statistical would be assimilated in local accounting programs and passed on in data bundles at off times.

If all is clear the registry approval is given and transmitted back to an approved registration program in the PFN. The component is listed as its appraised value is taxed and shown on the display for the operator and/or owner of the host piece of equipment. The same redundant data is sent to the appropriate governing revenue agency intranet and a tax bill is prepared, unless the operator decides to pay in real-time with either a credit card or bank debit card in the card reader on the PFN. In which case the electronic payment is sent to the cash receivables database in the Bank for the state treasury and National IRS if appropriate. In any event the entire transaction is timed dated and the run status is added to the inventory list of the vehicle or piece of equipment. If hard copies of the transaction are required a return E-mail address can be sent to a home unit for printing or memory storage or printed on location from the PFN or downloaded to a laptop or portable printer. If a component is flagged with an alert it will be accompanied with specific software commands or additional alerts depending on the severity of the situation. A simple theft protocol might activate the unit normally with out notifying the user and alert the appropriate local authorities to the location of the stolen property and then regain custody of the stolen property and inquire as to how the person in possession received that property. If there is a Terrorist alert to a particular component as soon as the person installs the unit the alarms will be activated in all emergency responding agencies and even kill all power to the PFN and/or set off alarms and warnings.(if this procedure and protocol are determined desirable) This depends on the nature of the emergency and will allow for on the spot real-time commands to augment any response. As mentioned earlier FACT can provide a stealth eves dropping mode so that operator owner and occupants cannot tell that they are being monitored and/or recorded but this access mode will require a signed judges order and his personal real-time access codes derived from a synchronized pin number generator to electronically sign the writ or search. Once again any miss use or abuse will of this access activity will be accountably recorded and encrypted locally and in remote locations and abuse should meet with the most serious criminal and civil penalties. This activity is for FACT Homeland Security or severe public safety threats from known dangerous criminals. Freedom of information act will apply to any legal own of their PFN controlled equipment and they will be able to down load their individual memory that will show a complete access and use of their system coded with the agencies ID (local and national as well as for commercial access) (In light of 911 these exact applications and use have to be review but the nature of any abuse should not be minimized and the most profession use should always prevail.

The Exception is the court/FACT-ordered stealth surveillance: All normal government contact with personal or private DRC PFNS or other commercial contacts must first announce their access, to be recognized by the own/occupant and agree to the open communication process or it must be a time of national emergency, marshal law or a crime in progress. In any event all will be recorded and accountability will be part of any process to use or not use the PFN record as evidence in a court of law. The exact use of recordings and the preceding announcements or Miranda rights will be part of a legal standards effort. Also a redundant record will be kept in a remote location either in a licensed commercial FACT server or in government mass storage. These systems are detailed in earlier related patents. As the spider eyes and green eye software programs. These are the law enforcement (spider eyes) and environmental analysis programs (Green eyes) of the FACT Security program detained in earlier related patents. The Fact program will basically be operated with the Justice Department the FBI IBSR incident base Reporting system and The UCR the Uniform Crime Reporting system and it will be part of this technologies Spider Eyes system and will be totally accessible to local law enforcement and even the general public through national state and local agency editing as justified and presentation on the web or for public media notifications (PEAM and EAM messages).

However, all crime activity will be given ID=s either IBSR-UCR or local and all data can be retrieved from the mass data in any discovery to make everyone accountable for all decisions and use of data including editing from the public. MS is the mass storage in the TRACS/FACT system. Basically this drawing is self explanatory and I have outlined in writing what would be incorporated in any software algorithm as well as how humanity will be able to legally use this technology in a constitutional way. The deliberative process with the public should be fully engaged and the extent of personal privacy invasion should be closely monitored known by all and mirror The homeland Security threat codes. Red Severe, Orange High, Yellow Elevated, Blue Guarded, and Green low.

Obviously what actions are warranted for which level of threat requires further exploration with those skilled in public safety and national security and a good hard look and understanding by the public at large—This security portion of the technology is all about trade offs and freedoms and responsibility. With, that said this inventor joins responsibly with his fellow citizens to make the hard choices and work hard to minimize the negative impacts on our freedoms and rights.

FIG. 44 PFN/TRAC/FACT/ESN Operation Basic to the concept of operations of the TRAC and PFN, is a unique Electronic Serial Number or ESN, which maybe either installed by a device at the manufacturer, or programmed at the point of sale. Every component, device or subsystem within the accountability matrix (Local PFN) has an electronic identifier and in some cases a secure electronic power or processor cut off for FACT function. The ESN allows each element within the matrix to be securely and accurately tracked, inventoried or controlled, either through a local control loop or remotely, by an authorized FACT application or agency. An example of a remote application might be local law enforcement personnel disabling a vehicle being chased by police officers. In many ESN applications, proper security measures would obviously need to be taken to prevent replication or copying of device or system ESNs for the purposes of fraud, unauthorized control or interception of data, or other criminal or terrorist activity. The FACT ESNs would also be the basis for digital encryption of information passed between the PFN device and the controlling entity (A National set of agency Intranets for a complete FACT Registry) with local network processing nodes through public communications channels such as the phone lines or Internet initiated in many cases wirelessly from mobile PFNs accompanied by their Mobile Identification Number (MIN). This technology is nearly equivalent to that used in today=s wireless systems and will incorporate many of the COTS encrypted security systems at the application level. Therefore it will require little research and development to implement; only modification of currently used commercial technology is needed to expand these applications of ESN/encryption technology to other areas (components, devices, equipment) interfaced through the PFNs. The adoption of standards that allow multiple vendors to inter operate is of primary importance and should be pursued in appropriate standards organizations such as the American National Standards Institute (ANSI), International Standards Organization (ISO) or others such as the Institute for Electrical and Electronics Engineers (IEEE) Electronic Industry Association (EIA) and Consumer Electronics Manufacture Association (CEMA). As well as all the industry specific manufacturers and their associations e.g. for Automobiles.

The PFN provides for flexible interfacing during this process but agreed upon standards to further refine and define the variables is essential.

The importance of security in these systems cannot be under emphasized. While communications privacy within the PFN matrix is a concern, it pales beside the threat of spoofing of such systems. Digital has virtually ended spoofing as was experienced with analog system. And PFN accountability will system hackers NEW FACT CHIP General purpose possible modality to prove feasibility Component FACT chips are a micro-controller chip and/or smart chip that is integrated and/or interfaced with a silicon switching relay in every power regulating circuit or send the necessary data signal for any and every electronically controlled piece of equipment, devices and/or commercially available circuit. The FACT system will be able to interface into any control circuit and restrict operation through a chip or software and direct all input signals to a designated onboard memory that is also provided time, date, location and the author of command (pin finger print ID or iris eye) as well as the command strings and all responses there to; be they automated or due to human activities.

The individual software will be capable through PFN interface communications to provide their stored data (firmware or flash memory to the National Registry upon a new installations and will be able to immediately in real-time report this data. Once the data is receive and processed it will be checked to see if it has tripped any alert flags. If there is no criminal or suspect security flags the registry will record the new FACT component installation with accompanying (PFN operating inventory) to the appropriate PFN file in the main registry and apply the appropriate taxes and fees for the product installation. This will be accomplished through a publicly provided registry phone none or a licensed and bonded commercial server that is registered and periodically inspected and reviewed to have and provide a secure Data Base Connection or encrypted Web connection with the appropriate government agencies (the National Registry, FCC, FBI etc.). This is all part of the Trusted Remote Activity Controller System. This FACT program will provide a secure command string and access path from the origination to any mass memory storage system that is search-able from the National Registry by any appropriate authority or agency. Some failsafe security for the system is provided by the component software of FACT at the application level establishing a handshake with local memory in the PFN and legitimate remote registry equipment and a secondary integrity check from prior legitimate registry contact data. (possibly a Random code number established in the last contact with the PFN and Registry. The registry will provide all public providers and commercial servers with the alert flag data so any receiving system will be able to inform the PFN of national security alerts for potentially dangerous devices (terrorist altered components that could be used to activate explosives, chemical, or bacterial or viral microbes contaminants) through the commercial (PFN) remote and management control systems. Of course the appropriate authorities would be alerted to any of the national security high-risk installation attempts in real-time. The immediate action could be performed by either predetermined automated protocols or by real-time commands handled directly by the appropriate authorities. Because, the exact piece of equipment can be ID by its FACT chip along with all its Original Equipment Manufacture OEM=s firmware (Lot No. and any security codes, etc.) and of course this would be updated by any additional or subsequent use such as re-sales, retrofits or re-installments. An accurate record shall be provided with in the chips firmware or flash memory and in the national registry (mass storage to be either provided by public government or commercial servers licensed). This process will be readily supported to provide tracking for commercial trading of legitimate products (new and used) giving government the economic taxing tool for real transactions and real-time product use for new and used devices components products and total equipment packages such as (cars). This will also allow for immediate component analysis for any criminal activity and a clear record of component ownership and use through PFN/TRAC/TRACS/FACT programming. TRACS/FACT programming will be issuing Stolen alert bulletins, and/or any security alert flag at periodic times for PFN=s to do internal integrity and security tests as this information is reported or becomes available. Otherwise, any device, system and/or component will be assessed for its legitimacy and real-time use at the time date location of installation along with the PFN ESN and whatever other data is determined to be applicable. At this time it will be appraised and billed to the responsible party for its use and impact on society, its infrastructure and the environment. Obviously it is necessary to identify the host piece of equipment, and, any and all components the new installation is interacting with, as well as, all interactions from communication devices, control circuits, actuators, and responsible monitors, control an or management centers all of which is recorded in the PFN secure memory (recording devices) for (accountability) and in at least one remote mass storage facility for accountability. The primary purpose of this singular identity component chip is to track any and all use of the attached device and/or component that it has been incorporated into and to report any and all data in a complete and integral fashion, as prescribed by any code, regulation, law, and/or standard decreed by any sovereign or governing authorities. Number 2 in FIG. 16 is the SMART CHIPS and/or a magnetic strip can be provided as part of the components unit packaging and/or a bar code so that an immediate check of the component can be search either by a OCR scanner or a hand held magnetic strip reader. With the more extensive amount of data handled by smart cards and chips this is another inexpensive modality that will help in tracking and reporting stolen materials. A hard or plastic card would be issued to the purchaser of any TRACS/FACT device so that they could scan their stolen property data to the National Registry.

Number 3 is the universal plug and play buss inside the PFN containment that create the electrical interface platform for all the components. This buss will carry the appropriate power connection and control connections from the PFN/TRAC/FACT controller to activate, deactivate or specifically control any and all components. Power can be cut off to a specific component through the BUSS or it can instruct the individual component=s FACT CHIP to intercept power (power input or regulator circuit. All the electrical connections in vehicles and equipment are need of standardization and I have written to this in all my previous applications and these are areas that will be a standardization effort in each industry and/or application specific use of accountable remote and automated control. I have addressed how to complete these functions with present hardware connections firmware and software and have created some new modalities to interface all the present devices. However as shown in FIG. 6 a the components and technologies are merging and this universal plug and play BUSS in the PFN is an ideal way to make compatible this electrical interface platform.#4 of 16 is just pointing out that the individual component FACT CHIPS must provide firm ware or stored data of identity, OEM data, last application, etc. to comply with any standard or regulation developed for a national registry or any such security system. Because FACT is a major part of the main operating system in TRAC its software is also modular and can be in any form or hardware application. The hardware chips and firmware modality detailed in this application should in no way be considered the only modality to create a nation wide security and management that is capable of real-time control of individual components, devices, and equipment. However, any other modality should be considered within the nature and scope of this invention. And this is area #6 of FIG. 16. The chip also can perform activation and deactivation of the component and that is what is meant by saying it A must provide control.

Note: In the description of the FACT component in this invention as described as a chip, does not have to be in every case, It can be as firmware in a chip or software programs loaded. That way the best form of security for data management is open to each individual manufacturer=s best options with their particular products to provide this function so long as it is approved by any governing standards for this use. It is obvious that a physical chip could be replaced or compromised in its firmware so additional means will be utilized to insure security, such as the random code exchange discussed above at the last legitimate contact or string of contacts with the Registry allowing only appropriate one-way communication at the time for the PFN compare list or component compare list is running to validate a legitimate registry contact or vice versa for the registry computers being accessed by a new PFN component application.

FIG. 45 This figure state the attributes of PFN/TRAC intermodal monitoring and tracking. As detailed in FIG. 37 for tracking persons and their baggage as well as detecting their condition and contents during transit can be done for materials and shipment in transit from boats to rail to trucks to aircraft to trucks and delivery vehicles again. There is however, a unique set of circumstances to each of the mode of transportation. As shown in FIG. 18—ground transportation internets involve both rail and roadway vehicle platforms and their special transportation machinery. These therefore are separate intranets.

The Railroad industry like aviation does not like rapid change or any physical interfacing with the E/E systems either on the train or to the rails. This is why the wireless TRACker unit is also employed in the passive receive and repeat function initially and more physically interfaced in time. Firs as a redundant system and then as a continual progressive and working interface with inherent redundancy and accountability. This is true for the Interactive highway internets that are infantile in their traffic messaging and public alerts the amber alert system of signs.

Obviously the PFN/TRAC will be much more of a tracking and telemetry service as Telematics in cars incorporate the PFN DRC Driver resource Center and rail cars the 1SV PFNs and inter modal containers are constructed and/or retrofitted with 1Ps PFN as well as components shipped in these vehicles and containers are packaged with 1Ps and 1 Ps Soc units as well as RFID technology.

The PFN/TRAC system of wireless relaying supports a floating network inventory function for real-time accountability. When a shipment is prepared and logged into any intranet, to include secret or military shipment being transported on commercial carriers or some times on a commercial carriers the PFN DRC, 1 SV PFN rail 1 M PFN marine 1 E stationary PFN would be receiving signals from the passing minimal DSRC and would report these positions and telemetry via packet data to the wireless gateway for IP routing encoded in the data packet. Prior to being shipped a shipping plan would be filed in the intranet. As the separate components went their different paths their beacon signals or quarried signal from the system would constantly provide their exact position to be compared with known shipping routes and practices. Alerts for miss-directed transport and/or the absence of an asset in transit would or could trigger a FACT alert and system wide up load of the missing 1Ps PFN RFID tag or bar code marked package and the Air internet, Sea internet Rail internet and Interactive highway to include Onstar etc. Would be downloaded the missing ESN or code number signal for the missing shipping component

All the shippers like UPS, FEDEX DHL, the motor carriers and major rail and fright lines and cruise lines would all have responsive PFNs on the vehicle Platforms and all would be responsive to PFN/TRAC lost and found registry for commercial search and FACT registry for criminal investigations and/or National security FACT events.

The lost and found registry would be virtual and made up of all the stakeholders intranets. They would be notified if a tracer was sent out by a specific shipper or recipient and their internet would notify all parties of the miss-shipped piece.

The interfacing between internets and shippers and recipients can be made locally regionally and nationally via DSRC to the multiple application specific wireless.

FIG. 47 Obviously, some shipment components are more valuable or sensitive than other components. For this reason The PFN/TRAC System integration provides for minimal tracking and telemetry to be cost effective and extensive tracking and telemetry to insure public safety and national security. And sometimes the more sophisticated tracking and telemetry applications used during shipping survive the transport phase and are retained for permanent use as a PFN reporting through the PFN/TRAC system to a specific FACT security intranet. FIG. 48 is an example of the myriad of possible components shipped and the diverse types telemetry technology interfaced in the complete PFN/TRAC controller router provides forming the management and security matrix. Not just proprietary 1Ps stand alone PFN units with some of the most extensive sensing and remote control capability but also including Texas Instruments RFID technology for a little less data recovery (active) and basically ID their (Passive Tag) products and to include Bar code readers interfaced and the proprietary Bag sign technology. All interfaced by DSRC wireless most of the time to the prime mover PFN or TSA/Customs/Law officer/Dockworker/UPS man/Mechanic 1P PFN belt or 1Ps more sophisticated stand alone repeater router unit to complete the flexible portable network connections to locate lost assets in transit. Human movement traced via by ID and surveillance technologies interfaced in the same manner. This is total movement management and seamless security for that movement for airports, ports, train stations, border crossings, state road inspection stations interactive highway reporting and on and on.

FIG. 49 This figure illustrates the FACT security program via PFNs locating a missing military asset from another shipment. In this case a military shipment lost a hand held rocket launcher that had a 1ps PFN unit imbedded in it for shipment. When a tandem tractor trailer carrying the launcher swerved to miss a stalled vehicle on an overpass the launcher was dislodged and ejected to the road below, where it landed on an open top dump truck going 60 miles an hour perpendicular to the tractor trailer on the elevated road. Immediately the tractor trailer DRC PFN via DSRC running a timed radio quarry program ask by RF for a return signal from all 250 known assets in the shipment on both trailers. Additionally do to the extreme truck movement recognized in the DRC PFN of the tractor another Flag in the on board FACT surveillance program was satisfied for the radio handshake. The DRC PFN interfaced with the vehicles E/E system processed a sway sensor recording the movement that was connected to the trucks J1939 can bus in the tractor. The DRC tractor sent an alert signal to the driver of the tractor-trailer and also to the nearest TSA FACT Motor carrier telemetry center and to all appropriate personnel instantly including the local police who are routed to the truck-traveling blow that ended up with the lost launcher. Because the launcher signal was retrieved in the Dump trucks DRC PFN and relayed to the TSA FACT center additionally the driver was notified and asked to pullover in the closest safe shoulder section on the right. This is just a hypothetical example of how the matrix keeps track of objects in motion even with out GPS.

Avionics Acronym List and Definitions as It Relates to PFN/TRAC and FACT Security.

The initial acronym list was taken from the “Allied Signal Terms and Definitions of Avionics” offered on the internet. It is used to key note, begin discussion and direct the specification of the PFN/TRAC System in aircraft implementation for the DOD, FAA, Airlines and major Aircraft Manufacturers. The PFN/TRAC System by design is a living work or work in progress. It is meant to serve as a tool to address the issues, teach and improve this technology in aircraft for optimum public safety on a continuing basis. The basic invention is well defined in this application seven related filings. This and three other applications specifically deal with the specific problems facing the air travel industry today and for the foreseeable future. The focus is protected accountable machine controls, artificial intelligence (robotics), communication and data routing and system interfacing with an inherent concern for impacts on humans and the environment.

This list of definitions is edited to deal with aircraft systems, ground systems and the affecting, sovereign nations, their government agencies, their rules, regulations, law, protocols and standards. The PFN/TRAC System is designed to organize and make more universal and secure interfacing between machine systems, people and their societies; both on the surface and near the surface of the earth to increase public safety and to protect the environment for a free, respectful and peaceful world

The Following is:

A 220 page white paper (manual) included with the best mode of carrying out the invention and to be used with the drawing descriptions and when viewing the figures.

This portion of the specification is for those skilled in the art of avionics, air travel and transport to reference familiar terms, components and systems and better understand the drawings and how to construct this movement management hardware and software interfacing and FACT security system. The section, describes remote control and accountable robotics implementation via an alphabetical listing of avionic terms and descriptions for system integrators, code writers, and component engineers to structure and base the operating system's integration and interface designs for the various aircraft and terrestrial systems linked. Because, of the diversity of aircraft the alphabetical list of avionics and viable modalities to accomplish specific protected, automated and accountable FACT flights and landings will be expansive, especially in this general format. But essential in light of the terrorist acts of 911 and why this document follows the FAA report made in April of 2001. The PFN/TRAC System can carry the nation in the proper technical direction to insure and better secure our freedom of movement and respect our privacy in air travel.

There will be optimum modalities and redundant systems for each aircraft. Some such systems may prove universal across the boards and be standardized in all aircraft. Then there will be very individual aircraft engineering challenges to accomplish the same desired FACT function for everything that Flies. Standardization of accountable remote control and robotics in any transportation platform is basic to the nature and scope of the invention the PFN and The PFN/TRAC System™.

This tool provides the means for those skilled in the art to assess any aircraft and airport facility along with all related equipment to determine the best way to construct and implement the PFN/TRAC movement management system with FACT Security. The teachings of this patent filing and related filings provide a set of options and system interfaces to help proficiently out fit America's aircraft with a progressive development in remote control and security. Additionally, the work provides DOD and the FAA the system architecture to construct and implement at least 5 national Safe Base airports (SBs) that are coordinated with air to air remote control and robotics flight of compromised aircraft, and to provide final approach and surface/flight control systems to locally control landings, thus providing, greater public safety and national security, both in the air and on the ground.

The technology goal is to teach a progressive architecture to advance accountable robotics and Remote Control (RC) flight as and enhanced Humanity Machine Interfacing technology. A Science Technology Society or STS HMI to include ground system flight controls and management appropriately interfaced with real-time flights. First with present technology, and then plan for future integration and consolidation of systems to systems on a chip or SOC technology for the optimum circuit and system interface combinations. For this reason the PFN/TRAC architecture or ASIC design will always provide a secure and protected plug and play access capacity for future engineering concerns and flexible component interfacing which also is responsive, recognized and accounted for in the FACT system as change occurs.

Bold face print in the following describes the relevant combinations and teachings to construct and implement the PFN/TRAC/FACT system with respect to commonly known avionic terms and acronyms, which are defined prior in small print. The terms are used to stimulate dialog and understanding at the component level for skilled artisans to engineer and construct the PFN/TRAC machine messaging network, interfaces, human participation, and support machinery and equipment use, to include traffic flow and security through the airport and gate to gate in the skies. There are specific specifications to envision and construct the invention. However, the specific technical architecture in many instances has been deliberately left open so as not to restrict component engineering and to systemically accommodate a with variety of aircraft and machinery in today's air travel industry.

A

3D, 4D Three or Four Dimension

4096 Code The octal base, four-digit code used between framing pulses of a reply to identify the aircraft or for general use and emergency codes (XPD). XPD use and adaptation for TRAC FACT protocols; Federal Access & Control Technology FACT is a emergency communication and computer program used in all equipment and vehicle platforms and coordinates all the necessary government agencies in a secure Transportation matrix of transportation intranets for surface transportation land &, sea and also air. Aviation in general is much more technically developed in communications and computers or telematics then land transportation as a general rule. With 4096 code and XPD in existence, this secure communication link can be used to fulfill the first generation FACT program in aviation. Ultimately many different communication protocols will be interfaced via the PFN/TRAC system to include cellular telephony and special encrypted FACT software communications will be developed.

A300 Airbus Industries Model 300 Aircraft TRAC/FACT IN) 60 days FACT gen 1

A310 Airbus Industries Model 310 Aircraft TRAC/FACT IN) 60 days FACT gen 1

A319 Airbus Industrie Model 319 Aircraft TRAC/FACT IN) 60 days FACT gen 1

A320 Airbus Industrie Model 320 Aircraft TRAC/FACT IN) 60 days FACT gen 1

A330 Airbus Industrie Model 330 Aircraft TRAC/FACT IN) 60 days FACT gen 1

A340 Airbus Industrie Model 340 Aircraft TRAC/FACT IN) 60 days FACT gen 1

AAAE American Association of Airport Executives To take part in the planning of the Safe Bases and the safe procedures employed in the regular commercial airports as well as standard FAA operations

AAC Aeronautical Administrative Communications to be connected to PFN/TRAC/FACT FAA/home land security central control

AAL (1) American Airlines all C&D classified aircraft TRAC/FACT in 60 days FACT gen 1

(2) Above Aero Dome Level

AAMP Advanced Architecture Micro-Processor TRAC processors/ASIC hybrid substrate SOC, custom

AAS Advanced Automation System Developed to lock out local flight controls and automate protected flight controls for FACT robotics and RC flying and landing

AAT FAA Air Traffic Control Service to be subservient to FACT regional and national FACT Flight command center either as a hybrid for existing FAA national flight control, or newly created, as part of homeland security in a lager transportations matrix of intranets for surface, land, sea, and air traffic control and management. The installment of PFN/TRA/FACT provides a more robust, accountable response via each aircraft compromised as an enhancement, not as a replacement, to an already great aviation control system.

AATT Advanced Air Transportation Technology (NASA Program) NASA to help develop PFN/TRAC/FACT for traditional aircraft via it's progressive and architectural implementation of organizational structure of artificial intelligence technologies already being utilized in many aerospace applications.

A/B Auto Brake

A-BPSK Aeronautical Binary Phase Shift Keying

ABRV Abbreviation

ABS Absolute

Absolute The altitude of the aircraft above the terrain.

Altitude Also known as AGL (above ground level) Data provided by the various on-board sensors to the TRAC/FACT processor for FACT SB flights and landings via robotics and RC piloting.

AC (1) Advisory Circular

(2) Alternating Current

A/C Aircraft

ACAC Air-Cooled Air Cooler

ACARS Airborne Communications Addressing and Reporting

System ACARS OOOI to be the program differentiating points for protocols and course of action for the FACT robotics system and the PFN/TRAC/FACT procedures in the aircraft and in the ground or surface management system. Much is detailed out in this Patent as a white paper, however the inventor realizes the actual software programming and procedures are to be determined by many skilled professionals and the public as to the implementation of the PFN/TRAC/FACT invention for robotic and Remote Control RC flight with real aircraft.

ACAS Airborne Collision Avoidance System is to be a part of the robotics flight and RC landing system in all application specific aircraft as sub systems and Systems Under Control of the TRAC/FACT system and program.

ACC Active Clearance Control to be under the command of the PFN/TRAC/FACT-FAA air command control center in a FACT event.

ACCC Area Control Computer Complex will be flexible intranets IP created by event protocols to coordinate agency and systems in real-time through a higher application level of software termed FACT for all PFN/TRAC applications in a large transportation matrix or secure encrypted isolated internet but capable of accessing the web and providing public secure data via the WWW.

Acclrm Accelerometer as well as other velocity an speed sensing devices and systems will provide data locally, on board aircraft to the TRAC/FACT program, and report data to the surface system the PFN/TRAC System running FACT software for robust remote control and robotics flying of a compromised flight

ACE (1) The control character meaning technical

Acknowledge will be certified as TRAC/FACT approved with secret and security clearances to be the pros working on the TRAC processor, interfaces and protected connectables and actuators.

(2) Actuator Control Electronics will be protected to perform lockdown of local controls and to automate the flying controls on board in unobtainable modalities while in flight for humans to tamper with

(3) Advanced Certification Equipment a must for all TRAC/FACT equipment and component applications

ACI Airports Council International to help develop the GPS or geographic handoffs for the separate FACT control software and to help structure the implementation of PFN/TRAC/FACT technology globally.

ACI-NA Airports Council International-North America to help develop the implementation of the PFN/TRAC/FACT system and technology in the United States/Canada and Mexico and establish the handoffs needed for national Federal control programs.

ACIPS Airfoil and Cowl Ice Protection System

ACK The control character meaning technical acknowledgment of an uplink, used in an ACARS system Same concept for the up link to FACT programs running in TRAC but probably encrypted for both the surface and the on board TRAC/FACT processor to confirm a legitimate FACT message for robotics and RC flight and landings as well as in flight robust aggressive but accountable activity controls e.g. sleep gas activation for a confirmed FACT/Wojack event.

ACM Air Cycle Machine connected to a sensor array to detect contaminants on board and airborne Bio or chemical HAZMAT

ACMF Airplane Condition Monitoring Function interfaced to TRAC process/processor and FACT monitor for FACT event software program

ACMP Alternating Current Motor Pump

ACMS Aircraft Condition Monitoring System tied to or interfaced an protected as needed to TRAC/FACT system as a SUC system to TRAC

ACNSS Advanced Communication/Navigation/Surveillance

System interfaced and/or integrated with the TRAC/FACT protected robotics and RC flying and landing systems

ACP Audio Control Panel recorded for a real-time FACT event and interfaced to monitor with voice recognition technology a voice ID technology for the TRAC/FACT system to be responsive to.

ACR Avionics Computer Resource the whole PFN/TRAC/FACT system is made up of the entire aircrafts ACR with the essential systems protected and more integrated via upper level ACR software FACT interfacing and processing TRAC applications to provide enhanced and accountable human machine interfacing of human and machine intelligence both in the aircraft and on the surface insuring better public safety in flying and landing the aircraft under the most trying of circumstances.

ACS Active Control System TRAC/FACT is the ACS in a FACT/WoJack event, but active with accountability all recorded with command strings in a number of Event Data Recorders both in the aircraft and reported to the surface buffers and mass data handling and storage facilities.

ACU (1) Apron Control Unit to provide signals in the OOOI first ON stage on the ground as a ACARS FACT triggered event recognition and progression to deal with a WoJack or Fact event condition—to help make a decision to stay on the ground most likely—however, flight to safe base controlled isolated area might be a possible scenario if the safe transport of the threat can be assured or deemed a greater public safety options (e.g. a sealed for flight contaminated aircraft) these are scenarios that all mentioned organizations, government agencies, and the public have to weigh-in on as to acceptable policy and procedures to be programmed as software in robotics & RC FACT systems and protocols.

(2) Autopilot Control Unit is to be interfaced with the TRAC/FACT process and protocols and interfaced and protected as an integrated system, first starting as an adaptive auto pilot with the 5 safe flight to safe zone areas and SBs for possible semi-controlled landing and boarding.

(3) Antenna Control Unit TRAC the process, or processor, will have as a SUC-RF equipment in scanning activity and checking readiness to include any internal and external antennas and/or their controls on board the aircraft. A major function of the TRAC system is the capability to use all forms of communications in a FACT emergency to afford the maximum and optimum communication and data exchange between the surface and the troubled aircraft for humans and machine systems.

A/D Analog-to-Digital and DAC digital-to-analog conversion equipment will be part of any PFN/TRAC/FACT system to incorporate and interface all the avionics providing electrical signal on board the aircraft and within the surface control and data management loop.

ADA Computer Programming Language Standard IP protocols and wireless protocols via firmware in chipsets/hybrid substrates and electronics modalities will be incorporated in the first generation of TRAC/FACT processing and protocol application. However, the majority of interfacing will be accomplished for the specific PFN/TRAC architecture via higher-level FACT software including special encryption for accountability and secured management. Part of the software developed is an emergency translation software algorithm that all communication protocols can be operated and linked to create a flexible vast matrix of communication and data messaging without compromising subsystem securities and operations.

ADC Air Data Computer (Direct TRAC interface)

ADF Automatic Direction Finder (Direct TRAC interface)

ADI Attitude Direction Indicator (Direct TRAC interface)

ADIRS Air Data Inertial Reference System (Direct TRAC interface)

ADIRU Air Data Inertial Reference Unit (Direct TRAC interface)

ADLP Aircraft Data Link Processor (Direct TRAC interface)

ADM Air Data Module The seven above-defined categories are interfaced and subsystems or SUC to TRAC/FACT protocols. The data is used in the determination of proper flight path and a FACT event and in the robotics flight of a plane in trouble.

ADMS Airline Data Management System

ADP Air Driven Pump

ADRAS Airplane Data Recovery and Analysis System

ADS (1) Automatic Dependent Surveillance ADS will be preformed by TRAC/FACT process or ASIC processor as a standard procedure for subsystems SUC to TRAC/FACT on boot up and periodically.

(2) Air Data System

ADSB Automatic Dependent Surveillance—Broadcast TRAC/FACT subsystems and ultimately integrated and interfaced and used as needed between surface and aircraft unit.

ADSEL Address Selective. A SSR system electronically arranged to address each transponder selectively. Only a particular transponder will respond, thus obviating garbling. ADSEL uses a mono-pulse technique to provide more accurate bearing measurement. ADSEL is compatible with DABS. (Refer to Mode S transponders.) All automated markers and their data to be used by the TRAC process and FACT software for plane verification of position and to fly the aircraft by robotics and remote control.

ADSP Automatic Dependent Surveillance Panel Videoed and recorded with the electronic signals processed in the TRAC process and ultimately the TRAC ASIC and recorded locally and remotely

ADSU (1) Automatic Dependent Surveillance Unit Any such devices will be automated with TRAC/FACT software and interfaced in the system to monitor for a FACT event and to better implement FACT protocols and programming.

(2) Automatic Dependent Surveillance System

AECU Audio Electronic Control Unit will be interfaced with the PFN/TRAC system onboard the aircraft with voice recognition software and ID voice software to allow for hands-free commands as determined necessary for FACT programs and protocols. The system will support other voice dependent technologies, interfaced cellular telephony etc.

AED Algol Extended for Design

AEEC Airlines Electronic Engineering Committee will review and approve all the TRAC/FACT processes and using existing hardware and their interfacing as well as future generations of integrated ASICs, SOCs and hybrid substrates for TRAC processors.

AEP Audio Entertainment Player (interfaced and controlled as needed by TRAC) to deliver FACT instructions to the passengers and crew during an event and to interrupt the entertainment programming as needed.

AERA Automated En Route traffic control (Direct interface with TRAC) for monitoring for a FACT event like a WoJack incident and to re-program a RC flight or robotics FACT flight.

AES Aircraft Earth Station

AFC (1) Automatic Frequency Compensation all automated radio control technology to improve transmission and reception for the auto scan TRAC processor and the FACT communication needed during an event will be fully utilized in the construction of subsystems and their interfaces to create the initial TRAC/FACT process and the ultimate ASIC or SOC system developed in the future.

(2) Automatic Frequency Control used for TAC/FACT performance to be optimal

AFCAS Automatic Flight Control Augmentation System will be responsive to the TRAC/FACT processes or processor running FACT on board the aircraft and the surface systems monitoring the questionable flight in progress or a FACT event and ready as a subsystem or fully integrated and protected FACT function to control the aircraft to a safe Base via safe flight route by robotics immediately.

AFCEA Armed Forces Communications & Electronics

Association will help develop the DES/DET and FACT interfaces for standard and commercial avionics and communication to insure the compatibility to work responsively during any FACT event.

AFCS Automatic Flight Control System is to be interfaced with the onboard TRAC/FACT process to determine a FACT event and operate the automate FACT flights.

AFD Adaptive Flight Display videoed and the electronic signals provided the TRAC/FACT process and recorded and reported to the surface.

AFDC Autopilot Flight Director Computer to be made part of the TRAC/FACT adaptive auto pilot for the first generation FACT program detection and flight to SBs and the following landings.

AFDS Autopilot Flight Director System incorporated as an adaptive autopilot to perform the FACT flights to the SB landing zones and SBs

AFEPS ACARS Front End Processing System to be incorporated in the FACT OOI from ACARS segmented process to monitor the take offs and initial management of a FACT robotics flight takeover.

AFIS (1) Automatic Flight Information Service

(2) Airborne Flight Information System both these 2 above terms will be incorporated as SUC to the TRAC/FACT system and protocols and will vary from aircraft and equipment involved and changes over the course of time. Through the TRAC/FACT system the system will be more fully automated and diverse.

AFS Aeronautical Fixed Service will be used traditionally with other position and location/communication service interfaced to better track and guide the aircraft.

AFSK Audio Frequency Shift Keying will be employed, recorded, and reported for accountability as it is presently utilized, be used to carry FACT emergency translated messages from other communication protocols, and additionally be decoded and provide emergency messages translated to other interfaced communication links.

A/G Air-Ground continual communication links will provide for dual processing and redundant storage in real-time as part of the PFN/TRAC/FACT system of accountable robotics and remote control.

AGACS Automatic Ground-Air Communication System (also known as ATCSS, or DATA LINK) will be directly interfaced as part of the TRAC/FACT first generation system as described directly above. If this does not exist for all aircraft, it will be created, as part of the qualifications to be an accountable TRAC/FACT systems so it is inherent that this AGACS would be a sub-system and SUC to TRAC and the automated TRAC scan function.

AGARS Advanced General Aviation Research Simulator will be used to practice FACT programs and procedures and design the TRAC process and ASIC processor. The options are so numerous in wireless communications, LAN, Ethernets, and computer interfaces in just one aircraft—let alone the vast amount of possibilities for all the individual planes—the AGARS is a logical choice to experiment with the myriad possibilities.

AGC Automatic Gain Control. AGC is used to maintain the output level of the receiver. This function will be a TRAC/FACT communication control, automated in the TRAC/FACT system, as a SUC subsystem for already existing technology or for any future RF architecture designed for the PFN/TRAC units.

AGL Above Ground Level

AGS Air/Ground System an integrated real-time link for the FACT event aircraft, the chase assist aircraft, the surface support en route command center FAA/homeland security, the surface SB RC crew, and terminal tower.

AHOE Air/Oil Heat Exchanger

AHRS Attitude Heading Reference System the electronic signal provided for the TRAC system doing processing and running the FACT programs to determine flight deviation and correct FACT headings to SB via Safe fly zones for the troubled aircraft.

AI Alternative Interrogator will be a common practice for the FACT program to determine a Flight course deviation via the many position, speed, and heading generating systems SUC to the TRAC process/processor and operating FACT software.

AID Altered Item Drawing. A drawing that details what alteration or change is made to an already existing component. Examples may be shortening the shaft of

a variable resistor, or adding a program to a circuit card to produce a programmed circuit card. The TRAC/FACT system will generate many AID drawings for existing devices and avionics technology to create the TRAC process construct, the ASIC, or interface existing processors and micro-circuits, as well as take the form of software flow-charts to structure the higher FACT language or code, including encryption. There is a great deal of AID drawings in the related 7 patent application for the PFN/TRAC System and there will be more to structure the accountable, robust, remote control and robotics necessary to operate this next generation of automated aircraft.
AIDS Aircraft Integrated Data System is to be a major function of the TRAC/FACT system in aircraft and for air travel, as part of a larger machine-messaging matrix for data acquisition, equipment management, and data storage for humanity to better manage vehicle/equipment use and environmental and societal impact of equipment use on the infrastructure.

AIEM Airlines International Electronics Meeting conducted for many organizations and agencies to test, review, and write standards, rules, regulations, and code for TRAC architectural development in ASIC design, integration, and interfacing with existing aviation avionics.

AIL Aileron automated and controlled by the TRAC processor with respect to FACT programs running.

AIMS Aircraft Information Management System will be an integrated function in the PFN/TRAC/FACT System and TRAC has always been designed to perform this function as part of a large machine-messaging matrix and management system.

AIP Aeronautical Information Publication AIPs will be a basic medium to inform those in the arts of aviation and avionics about the characteristics of TRAC/FACT in aviation and to help network interface across the varied flight platforms and avionic architecture to get the most economic and efficient configuration for any particular aircraft.

AIRCOM Digital air/ground communications services provided by SITA. A system similar to ACARS. All such dedicated RF services will be coordinated to interface and be SUC to FACT. This is done because the automatic take-over of the aircraft in robotics will be the highest level of secure accountable encrypted function taking place in US airspace and all communication and computations, or processing, need to be sub-systems to a more focused control and management system. This is a basic characteristic of the PFN/TRAC system and FACT protocols for all equipment and transportation management. As stated earlier, aircraft is far ahead of surface vehicles and stationary equipment in terms of equipment control, but the need for a completely organized management system of accountable robust controls is great and can be accomplished via the PFN/TRAC/FACT machine messaging matrix of specialized intranets communication linked with wireless and IP protocols.

AIR DATA Those parameters that can be derived from knowledge of the air mass surrounding the aircraft. Air Data is provided to the robotics flight control whether it is a drafter autopilot, flight computer, adapted autopilot, flight computer, a specifically designed ASIC, a custom processor, or any hybrid interface the TRAC/FACT processor running FACT flight plans and FACT control technology is provided in a protected state.

Airways The standard ICAO IFR routes will be monitored by FACT surface control, and for planned flights en route, for deviation. However, once a FACT event has occurred, a dedicated team is assigned to the troubled flight and the scrammed flight assist and pursuit aircraft along with the troubled aircraft is robotically flown to a safe airspace away for all other air traffic and sensitive surface areas as an en route FACT flight program to the assigned safe base. The Safe Base is chosen by proximity and can be overridden by surface command, if the troubled aircraft poses a unique threat that requires special handling. However, SBs and safe flight zones will be designed to handle most everything.

AIS Aeronautical Information Services will be supportive of FACT/FAA/homeland security command central.

AISC Aeronautical Industry Service Communication will be a standard method to inform the industry and personnel of TRAC/FACT technology available and developed.

AIV Accumulator Isolation Valve this will be a system used to divert hydraulic local controls pressure when a FACT event is sensed and activated to keep the system ready for local controls to be reinstalled and to absorb the activation of such controls isolated and/or otherwise dead-headed by the protected solenoid diversion-valve, providing hydraulic supply to the TRAC/FACT protected auto pilot control valve or vein pump flying the FACT flight plan, by delivering the appropriate hydraulic fluid to activate the flight surfaces in a hydraulically controlled aircraft.

A/L Autoland

ALC Automatic Level Control. A circuit used to maintain the output of a transmitter regardless of variations in the attenuation of the system. A sub-system to the TRAC/FACT process/processor to that must be protected and unobtainable by human hands during a FACT event.

ALS Advanced Landing System to be integrated into the TRAC/FACT landing and approach with robotics-operated or part of a RC system in a assist aircraft or on the surface as a flight station simulator at the SB.

ALT (1) Airborne Link Terminal to be integrated into the FACT system and monitored by the FACT homeland security and full functions and interfacing to be determined in the development of the FAA/FACT command and control center.

(2) Altitude

Altitude A continuous return across the display at a range Ring equivalent to aircraft altitude (WXR).

ALTS Altitude Select The three lines above refer to the elevation of the aircraft and all such data is relevant to flight of the aircraft and is provided, protected, to the process FACT is running in.

ALU Arithmetic and Logic Unit

AM Amplitude Modulation. A signal where the carrier signal is varied in amplitude to encode voice or data information. These duel communication functions will be used in TRAC/FACT and scanned for as well as done with other frequencies to allow for the greatest amount of communication a data transferred, timed, and recorded together both in the aircraft and surface systems.

AMASS Airport Movement Area Safety System

AMC Avionics Maintenance Conference To aid in the development of the TRAC/FACT process in all existing avionics and legacy aircraft and help plan for the ASIC or future integrated SOC technology of combined systems. Especially in deciding aircraft placement of the protected TRAC/FACT processors and memory storage and the protected links leads and interfaces needed to insure the uninterrupted service of FACT components during a FACT event. And finally, AMC will assist in determining the proper security and training for technicians, designers, and programmers for the TRAC/FAC system and protocols in aviation.

AMCP Aeronautical Mobile Communications Panel to be videoed with an audible recording, including time and dated records, to coordinate and review with other timed and dated records of a FACT event data nature. Additionally, all communications will be placed into a hierarchy of communications controlled by FACT surface-to-air communication links, in an affected area. Capable of handling a number of communications on any given ded frequency—this is for all frequencies and communication links during a FACT event. (Surface FACT control Master all other communication link subservient subsystems or SUC to FACT control).

AME Amplitude Modulation Equivalent. An AM-type signal that processes the modulated information signal and carrier frequency separately, then reconstructs the two signals to make an equivalent AM signal. Any modulation function needed to complete a FACT communication link can and will be configured for FACT use by FACT communications control on both ends of the transmission. If AME proves to be a good modality to code and decode or send encrypted messages/data in an efficient more secure manner, it should be used. These and other uses of AME will be reviewed by FCC and the FAA as well as all organizations, professional associations, and government agencies required to determine the correct use of any AME frequency for FACT System use.

AMI Airline Modifiable Information FACT reviewed during an event and for any publication on policies and procedures provided to the public and professionals.

AMLCD Active Matrix Liquid Crystal Display used as applicable for HMI with TRAC/FACT equipment and programming.

AMOSS Airline Maintenance and Operations Support System will have a special division with FACT-approved and qualified technical teams. This will include technicians and security personnel teamed up in an unpredictable rotation schedule for each work schedule and/ordered service. This procedure involves the unsealing of any restricted FACT system on an aircraft, the protected actuators sealed processors any interfaces and connections or access to any programming or recording device or memory storage. To be determined is how and if these individuals will be provided or financed by the airlines the federal government or both. They must be trained through federal programs and pass a FBI security clearance check initially, annually, and periodically as well as pass drug test and have the most extensive ID information on file for automated security test by the individual FACT units being serviced. Systems will have fingerprint, iris, DNA, and pin-number checks for the whole team and the service is to be videoed and viewed by FACT surface control supervisors also on a random assignment. All FACT personnel are to be continually passed though an alert list augmented by every security agency deemed appropriate to look for any known terrorists, criminals, or other security risks. Additionally, photo recognition (or face ID print) is to be on file for personnel working in FACT or that are known to be suspects, as detailed above. All forms of security can be employed and reviewed for error or improper use, to include profiling, as per possible FACT event alert. Any questions are to be handled in a review process with no loss of pay but an interruption in the individual's capability to service or be in proximity of FACT systems or components until cleared.

AMP Audio Management Panel recorded and monitored by TRAC/FACT and SUC to FACT for PA purposes.

AMPL Amplifier

AMS Apron Management Service will be tied into the FACT surface system and control TRAC/FACT robotics and RC on the ground.

AMS(R)S Aeronautical Mobile Satellite (Route) Service to be used, monitored for TRAC/FACT events

AMSS (1) Aeronautical Mobile Satellite Service Same

(2) Aeronautical Mobile Satellite System Same All geographic and communication links are to be accessible and SUC to TRAC/FACT event and the appropriate control systems.

AMTOSS Aircraft Maintenance Task Oriented Support System.

An automated data retrieval system will be incorporated to include TRAC/FACT systems and be responsive and interfaced with FACT data storage.

AMU Audio Management Unit SUC to TRAC/FACT system on board.

AMUX Audio Multiplexer part of TRAC/FACT process and ASIC processing when constructed application specific for each aircraft.

A/N Alphanumeric used to locate TRAC/FACT involvement in this avionics list of definition. However, A/N data will be used as needed for HMI coordination in TRAC/FACT programming and messaging.

Aneroid An evacuated and sealed capsule or bellows with a Capsule that expands or contracts in response to changes in pressure. Any sensing technology for atmospheric pressure will be used as needed and transduced with an electric signal to be processed by FACT interfaced avionics or TRAC ASICs or micro processors to determine a FACT event, or to fly and land the aircraft via FACT robotics and RC.

ANC Air Navigation Commission will help determine the safe flight plans to the safe bases that will be programmed software for the robotics FACT flight. They will also help to determine the cafe crash and landing zones as well as the technology used to determine a FACT event as well as fly the FACT aircraft and land it.

ANP Actual Navigation Performance will be a real-time event in the TRAC/FACT airborne process or ASIC processor and in the monitoring Surface command center.

ANPRM Advance Notice of Public Rule Making will be done for most all TRAC/FACT implementation. However there will be secret policies and technology due to better public safety and national security. These secret portions of the technology must have documentation AND APPROVAL BY OVER SIGHT COMMITTEES AND OTHER SECURITY PROTOCOLS TO RETAIN A PRIVATE STATUS.

ANS (1) Area Navigation System all area navigation systems will be linked for a national/FAA/homeland security command and control center to access and provide position data to individual aircraft and other FACT platforms.

(2) Ambient Noise Sensor will record and compare normal sounds and report unusual sounds to be reviewed for FACT flags in the software program; a trained human ear's review.

ANSI American National Standards Institute will help to create TRAC/FACT standards, codes, rules, regulations, and law.

ANT Antenna protected and kept serviceable to TRAC as much as possible.

ANTC Advanced Networking Test Center to aid in the creation of the TRAC/FACT FAA aviation intranet for FACT command and controls—both in the aircraft and on the surface nationally, regionally, and on the SB.

AOA Angle Of Attack to be defined for aircraft boarding as per condition and current state of the aircraft—and for the successful termination of a doomed flight.

AOC (1) Airport Operational Communications all SUC to FACT during a FACT event.

(2) Air/Oil Cooler

(3) Aeronautical Operational Control SUC to FACT as a subsystem

(4) Airport Obstruction Chart data provided to FACT as a subsystem data I and part of any flight plan

(5) Aircraft Operational Control an accountable protected FACT robotics and RC flight and landing function—from the troubled aircraft via robotics and to include RC from other assist air craft and surface control systems

AOCC Airline Operation Control Center SUC to TRAC/FACT FAA command and control center

AODC Age of Data Clock (GPS term) The FACT program will always receive the hottest GPS or location data from all such systems on board.

AODE Age of Data, Ephemeris (GPS term) All data will be evaluated by TRAC for the necessary FACT event flags and the GPS will be used to help synchronize all area clocks.

AOG Aircraft On Ground

AOHE Air/Oil Heat Exchanger

AOPA Aircraft Owners and Pilots Association an organization to be consulted for advice and input in the development, use, and application of TRAC/FACT system protocols and procedures.

AOPG Aerodrome Operations Group IP connected with TRAC/FACT aviation intranet.

AOR Atlantic Ocean Region to be connected in surveillance and tracking of aircraft traveling around and over the ocean to any country TRAC/FACT system with all bordering ocean countries alerted for a FACT event ready to take the handoff for a FACT response in their area. If the flight is in neutral air space over the ocean, an air assist crew will be dispatched from a close pre-arranged, allied country of the troubled aircraft's host country and flown to the appropriate pre-arranged SB. The TRAC/FACT response and policy should be directly linked to international treaties and agreements for airspace use and shared airspace and be adjusted in perspective to relations between countries to provide for the most consistent application of civil law for any illegal act perpetrated in a FACT event. Ideally, all countries via the United Nations and other international treaty organizations will set specific rules and regulations that are consistent for a FACT response.

A/P Autopilot. A computer commanded system for controlling aircraft control surfaces. This device will be adapted for the TRAC/FACT system by being protected from Human contact in flight. The fight surfaces it controls will also be protected from in-flight tampering. The A/P a direct sub-system of the TRAC process, or processor, will operate the 5 safe base flight plans on a FACT event flag. This whole system has to be protected prior to any flights requiring SB automation for security.

APA Autopilot Amplifier all such assist sub-systems to the autopilot have to be protected if they can influence the performance of the flight or the aircraft. Any surface guidance system for auto pilot technology has to be securely protected on the surface and be connected to the FAA/FACT homeland security command control center. If need be, all components will include surface transponders (on flight and landing) are to have their signals monitored and protected armed guard with sign replacement equipment and the ability to take out malfunctioning equipment. New transponder equipment to be sent reconfigured FACT encrypted signal to initiate encrypted FACT location data transmissions with tracking group confirmation.

APALS Autonomous Precision Approach and Landing System will be incorporated in the TRAC/FACT/FAA/homeland security command control center at each SB and at any air field used in a FACT event OOOI triggered emergency landing and regional mobile FACT response—a specialized containment area at the end and side of the runway away from the terminal and of the highest security and containment. (Plane bags and windscreens with all the equipment to securely ventilate the aircraft and contain the waste air. Additionally a Bummed explosive bunker parking area.

APANGPRIG ICAOAsia/Pacific Air Navigation Planning and

Implementation Regional Group will plan their TRAC/FACT programming and procedures for a FACT event. It is hoped that cooperation among nations can reduce phobias and address the real fears of unauthorized and unsafe aircraft flights and will able to coordinate their efforts.

APB Auxiliary Power Breaker No power switching mechanism is to be available to the in-flight passengers or crew that services FACT reliant automated technology. Automatic fuse/breaker systems with redundant backups for connectables/leads are integral for any TRAC/FACT system to include self-contained, completely protected, emergency power and service to actuated flight surfaces to complete the FACT flight as per direction of the FACT control center, on the surface.

APC (1) Autopilot Computer is to be protected and made part of the initial TRAC/FACT system and carry the preprogrammed FACT flights. Whatever augmentation is needed to complete this task in the prescribed TRAC technology requirements is the first step in providing FACT flights to safe fly-handling zones and a first step in the implementation of robotics flight for public safety.

(2) Aeronautical Public Correspondence to be open to suggestions and complaints on the TRAC/FACT system. An important characteristic of PFN/TRAC System technology is that all TRUST it. Obviously, any management system having this real-time control over life and death in the air and on the ground will have to be open to discourse in a free society to be TRUSTED.

APEX IMA Application/Executive Software Interface The TRAC/FACT software will interface and run at the highest level and control via software command all other sub-systems in a FACT event.

APP Approach Control will interface data and voice commands or dialog to TRAC/FACT command center of the SB and to all homeland security system's IP connected for real-time coordination.

APPR Approach monitored and managed by TRAC/FACT robotics and RC at the Safe Bases.

APU Auxiliary Power Unit will be accessible in any so-equipped aircraft with a specially protected APU for the FACT interfaced systems.

APUC Auxiliary Power Unit Controller Managed as a SUC system for TRAC/FACT system but not reliant and to put at risk, via these connections.

AQP Avionics Qualification Procedure This procedure will be made flexible with the equation of public safety and national security the delineating factor. TRAC/FACT control capability will be required for anything that flies. If the systems are not fully airworthy or poof-tested and used, they must err on the side of robotically flying the aircraft to a safe crash zone to be dealt with by the FIRST FACT teams. Obviously, these flights should not take place at all and any anyone on them should have to sign off that they understand these deployable conditions of flight exist and they wish to go on the flight at their own risk. Equally obvious, all aircraft is not going to be fully ready for robotics flight and landing in the next 60 days. So these are the conditions of flight as a minimum requirement for FACT automation. Another parallel security measure is trained security for all FACT under equipped aircraft. This is a procedure that is in place presently.

A-QPSK Aeronautical Quadrature Phase Shift Keying

AQS Advanced Quality System a commercial by-product of TRAC/FACT technology. This system will allow for better coordination between surface and air transportation to better serve the flying and driving public, long overdue management and coordination in real-time for emergency weather conditions, holidays, as well as more direct flying routes.

ARA FAA Research and Acquisitions to help develop and get in place the PFN/TRAC system in the aircraft and as a surface flight management system

ARES Advanced Railroad Electronics System will be interfaced in IP protocols via the PFN/TRAC/FACT transportation matrix of different transportation platform intranets.

ARINC Aeronautical Radio, Inc.

ARF Airline Risk Factor will be an ongoing process for different scenarios that must be played out by investigators, researchers, engineers, insurance companies, law enforcement, and the military prepare and become efficient in use of the TRAC/FACT system for protecting life in the system and on the ground. Complete risk assessment needs to be done on a continuing basis.

ARP Air Data Reference Panel videoed and data provided to FACT command control and any in flight TRAC system.

ARS Automated Radar Summary chart. These are hourly-generated charts showing location and intensity of radar echoes. Continually monitored in real-time with projected flight pans and watched by the TRAC/FACT Command center for a FACT event by an automated computer-tracking program.

ARSR Air Route Surveillance Radar to monitor all registered flight plans for FACT events.

ART Automatic Reserve Thrust

ARTCC Air-Route Traffic Control Center. Approximately 20 centers cover the air traffic routes in the United States using numerous radars and radio communication sets. These RADAR systems will be linked to the FAA/TRAC/FACT command and control center to monitor flights in progress for the FACT event and robotics flight activations.

ARTS Automated Terminal Radar System interfaced with FACT IP system of computers locally in the SBs and for the essential agencies nationally.

ASA (1) Autoland Status Annunciator (AFDS) all automated voice or audible alert activations will be recorded during a FACT event.

(2) Aircraft Separation Assurance any such sensed data essential to FACT robotics flight and landing must be interfaced.

ASCPC Air Supply and Cabin Pressure Controllers SUC to TRAC process and FACT programs.

ASD Aircraft Situation Display videoed and interfaced in FACT system for RC or robotics augmentation in real-time and recorded in the aircraft and in surface systems.

ASDE Airport Surface Detection Equipment interfaced in TRAC/FACT system for enhanced collision avoidance on the surface via FACT robotics and RC commands.

ASDL Aeronautical Satellite Data Link interfaced into FACT command center.

ASECNA Agency for the Security of Aerial Navigation in Africa

and Madagascar to set up their own TRAC/FACT system and protocols.
ASG ARINC Signal Gateway

ASI Avionics System Integration into the TRAC/FACT system would include the automated lockout of local flying controls in the aircraft.

ASIC Application Specific Integrated Circuit the design of the TRAC processor as well as many other processors.

ASM (1) Airspace Management

(2) Auto throttle Servo Motor SUC to FACT flying and protocols

ASP (1) Altitude Set Panel Videoed and interfaced data in the TRAC processors monitoring and FACT flying and landing and dual recording.

(2) Aeronautical Fixed Service (AFS) Systems Planning for data interchange to include the PFN/TRAC system and upper level FACT programming.

ASPP Aeronautical Fixed Service (AFS) Systems Planning for data interchange Panel to include the PFN/TRAC system and upper-level FACT programming.

A-SMGCS Advanced Surface Movement Guidance and Control Systems to include the PFN/TRAC system and upper level FACT programming.

ASR Airport Surveillance Radar to include the PFN/TRAC system and upper level FACT programming and monitoring.

ASRS Aviation Safety Reporting System to be an ongoing, progressive analysis of FACT implementation to improve application safety for each system.

ASSTC Aerospace Simulation and Systems Test Center To help develop TRAC/FACT systems from previously tested and proven technology and aid for the rapid implementation of state of the art FACT systems for robotics flight and landing.

ASSV Alternate Source Selection Valve Any selection valve for fuel or hydraulic or airflow in the aircraft has to be SUC to FACT during a FACT event.

ASTA Airport Surface Traffic Automation to be SUC to FACT command control during a FACT event—either locally or remotely to be determined.

A/T Auto throttle SUC to TRAC/FACT systems

AT (1) Air Traffic SUC to FACT/FAA homeland security command and control center.

(2) Air Transport subject to FACT implementation and special cargo sensing and PFN/TRAC communication units.

ATA Air Transport Association to help in designing and setting standards rules, regulations, codes, and laws for FACT and TRAC system use in the industry.

ATC Air Traffic Control Ultimately handled by FACT/FAA/command control center.

ATCA Air Traffic Control Association to help set the tracking and handling of aircraft in and around a FACT event and to help set up the handoff of the troubled aircraft to the FACT system.

ATCC Air Traffic Control Center to be incorporate as the FAA/FACT command center or at least a handoff and isolated control center for each FACT event.

ATCRBS Air Traffic Control Radar Beacon System interfaced into FACT tracking and monitoring and used to follow FACT flights.

ATCSCC ATC System Command Center, the base development area for FAA/FACT command and implementation.

Inventor note: There is no attempt to replace or eliminate existing systems only to augment them into robotics and RC capability as the next best option to highly skilled and qualified humans working with exceptionally good equipment to provided the safest to date mass transportation industry. In the spirit of looking for the best an safest in air travel, TRAC/FACT is being created form COTS existing and proven air travel technology to offer more choices for public safety in our free and mobile society.

ATCSS Air Traffic Control Signaling System. A system to provide information between the pilot and air traffic control using the VHF communications transceiver in conjunction with data link equipment. Interfaced with the TRAC/FACT system.

ATCT Airport Traffic Control Tower

ATE Automatic Test Equipment (A TRAC Performance check protocol w/failure flag)

ATIS (1) Automatic Terminal Information System

(2) Automatic Terminal Information Service

ATIS (1) Automatic Terminal Information System

(2) Automatic Terminal Information Service

ATNP Aeronautical Telecommunications Network Panel (TRAC Accessible)

ATOMS Air Traffic Operations Management System (control TRAC protocol)

ATP (1) Acceptance Test Procedure (Air Transport)(Confirmation test of TRAC)

(2) FAA Air Traffic Rules and Procedures Service

ATP (1) Acceptance Test Procedure (Air Transport) Confirmation test of TRAC and equipment readiness.

(2) FAA Air Traffic Rules and Procedures Service (To be programmed as needed in TRAC software.)

ATS (1) Autothrottle System (TRAC Access and Control)

(2) Air Traffic Services (Connectable as needed)

(3) Air Turbine Starter (TRAC connected)

ATSC Air Traffic Services Communication (DATA Connected TRAC)

ATCSS Air Traffic Control Signaling System. A system to provide information between the pilot and air traffic control using the VHF communications transceiver in conjunction with data link equipment (Direct interface with TRAC).

ATSU ATS Unit (Interfaced)

ATT Attitude

AUX Auxiliary

AVIC Aviation Industries of China All foreign powers to develop their own security codes and encryption for FACT in their geographic area determined by the location equipment interfaced with the TRAC/FACT processor onboard the aircraft.

AVLAN Avionics Local Area Network (Interfaced w/TRAC)

AVPAC Aviation VHF Packet Communications (Interfaced w/TRAC)

AVR FAA Regulation & Certification (For TRAC)

AWOS Automated Weather Observation System. A system that gathers surface weather information and transmits the information this system to be interfaced with TRAC system and used for aircraft in known FACT flights for computer algorithms to process in the robotics flight of the aircraft.

AVM Airborne Vibration Monitor all such data sent as an electrical signal to the FACT process or TRAC/FACT processor to determine its relevance.

AVOL Aerodrome Visibility Operational Level

AVPAC Aviation VHF Packet Communications SUC to the TRAC/FACT system with data used for preprogrammed robotics, and RC flight.

AVR FAA Regulation & Certification for PFN/TRAC/FACT technology as well as develop and implement all regulations.

AVSAT Collins Satellite-Based Avionics interfaced with FACT with FACT operating at the highest most secure interface level. Question: How capable is Collins language for this task with DES/DET and how much has to be developed with new code written and encryption technology? TRAC/FACT is a progressive interface system structured from COTS and improved. What are the possible software packages that can be incorporated immediately?

AWO All Weather Operations will be interfaced with TRAC/FACT system technology

AWOP All Weather Operations Panel videoed and interfaced with TRAC/FACT technology

AWOS Automated Weather Observation System. A system that gathers surface weather information and transmits the information to the pilot via VOR, Comm Freq, or telephone lines. TRAC/FACT connected and used in flight augmentation of robotics flight

AWPG All Weather Planning Group To help set up the protocols and interfacing with FACT systems around the globe.

B

B717 Boeing Model 717 Aircraft (formerly the MD-95)(TRAC/FACT IN) 60 days FACT gen 1

B737 Boeing Model 737 Aircraft TRAC/FACT IN) 60 days FACT gen 1

B747 Boeing Model 747 Aircraft TRAC/FACT IN) 60 days FACT gen 1

B767 Boeing Model 767 Aircraft TRAC/FACT IN) 60 days FACT gen 1

B767ER Boeing Model 767 Extended Range Aircraft TRAC/FACT IN) 60 days FACT gen 1

B777 Boeing Model 777 Aircraft TRAC/FACT IN) 60 days FACT gen 1

B7x7 Boeing Model 7x7 Aircraft TRAC/FACT IN) 60 days FACT gen 1

BA British Airways TRAC IN or part of) FACT & TRAC for any flying Domestically)

BAP Bank Angle Protection—over speed (sensed by TRAC processor or subsystems controlled by TRAC for programmed flights to safe base

Baro—Corrected Pressure altitude-corrected local barometric pressure. Altitude (Data & connection acquired & protected from any subsystem as needed By TRAC processor SUC)

BGI Bus Grant Inhibit. A term used in CAPS transfer bus processing. (Utilized as needed to complete TRAC SUC system and protocols.)

BIST Built-in Self Test For TRAC to determine system failures and to be standardized and approved as a TRUSTED system for remote and automated flight controls.

BITE-Equipment

BPCU Bus Power Control Unit (Access to operate and maintain TRAC power requirements sustain TRAC emergency power pack readiness and energize all essential TRAC peripherals in a TRAC event.)

C

CAA Civil Aviation Authority. A regulatory agency in the United Kingdom. (Test and approve TRAC and develop national FACT command codes) All commercial aircraft will have geographic location sensitive FACT key codes and identification communication protocols activated by TRAC processed I/O data for the sovereign airspace.

CAAC Civil Aviation Administration of China (situational determination of FACT protocols and use will be determined by the owned and operating country of the aircraft.)

CAASD Center for Advanced Aviation System (to play an appropriate role in TRAC System Development) Development (The Mitre Corp.)

C/A Code (1) GPS Course Acquisition Code

(2) Course-Acquisition Code SUC system to TRAC and used jointly with other navigational data to determine air space and operate the aircraft.

CAC Caution Advisory Computer (Tied into TRAC computer and running FACT command software communications.

CACP Cabin Area Control Panel (electrically monitored and video recorded and reported by TRAC locally and to ground support regional IP buffers and FAA, NTSB mass data storage unit or any other agency determined as necessary.)

CAE Component Application Engineer to address TRAC & FACT System protocol configuration, interfacing, and deployment with forward and backward engineering concerns.

CAGE Commercial Avionics GPS Engine (on board TRAC system responsive)

CAH Cabin Attendant Handsets all audio and video in the cabin and in the cockpit and storage compartments—as well as all sensed data—is recorded and reported in real-time both locally and to the ground via stream data or packetized data with reception confirmation. Some data acquisition is determined as continual monitoring and event programming dictates data handling. Protection for all such systems is to be application-specific for aircraft with special consideration to seclusion and limited access.

CAMI FAA Civil Aero medical Institute along with the Center for Disease Control is to be an intricate part of the WoJack (War OPS) protocol, a FACT protocol for compromised flights that have to land at safe bases due to biological or chemical contamination.

CAPT Captain TRAC identification and monitor for Competency Assessment system software algorithm (Eye evaluation) HMI over control reaction as a symptom of fatigue or diminished consciousness, head tilt, and atmospheric changes in the cabin sensed by spectral analysis (or the nose) fight crew outfitted with bio-telemetry transmitted to the TRAC processor monitoring flight crew and critically ill passengers wearing PFN/TRAC personal units. (telemetry accomplished either wirelessly or connected.)

CAS (1) Computed Airspeed (interfaced with TRAC programming)

(2) Collision Avoidance System SUC Interfaced system with TRAC)

CAT III c Operational performance Category III c. An ILS facility providing operation with no decision height limit to and along the surface of the runway and taxiways without reliance on external visual reference. An absolute minimum for SAFE BASE field technology along with a ground based virtual RC pilot in a converted flight simulator with actual troubled aircraft flight data telemetry and video imaging for the RC pilot to flight the pilot-less aircraft to a safe landing.

CBA Cost Benefit Analysis (Always TRAC)

C-BAND The frequency range between 4000 and 8000 MHz. TRAC interfaced

CCIR International Radio Consultative Committee types of communications/frequencies and emergency cross translation protocol approved by the committee

CCITT International Telegraph and Telephone Consultative TRAC approval

CDI Course Deviation Indicator SUC TRAC interface and an initial flag for the Wo Jack Protocol to sense the change of control of the aircraft or determine the plane is being used in an unauthorized manner

CDR Critical Design Review should incorporate all effected agencies and industry organizations and safety stands for all technologies interfaced in the RC program or robotics programming for the PFN/TRAC System™

CDTI Cockpit Display of Traffic Information captured on video for TRAC system automated flying use and record.

CDU Control Display Unit directly interfaced with TRAC Processor.

CEPT Conference Europeene des Postes et Telecommunications To approve communication interface protocols with (TRAC).

CF Change Field SUC as determined necessary.

CFDIU Central Fault Display Interface Unit direct connect with TRAC processor

CFDS Centralized Fault Display System Video and audio recorded with all possible data transmitted to the surface for as long as the event is occurring via any and all communications available to include passenger cellular phones wirelessly interfaced to the TRAC processor (like bluetooth) and transmitted to a preprogrammed phone address and computer modem set-up as part of emergency protocol for cellular and wireless telephony with IP connections to FAA and government real-time emergency air emergency response computers involved.

CFIT Controlled Flight Into Terrain (As part of TRAC)

CHI Computer Human Interface (As part of TRAC)

CHOL Collins High Order Language (if acceptable to be used in FACT programming)

CI (1) Configuration Item

(2) Cabin Interphone is recorded with voce recognition technology and identity algorithm.

CIDIN Common ICAO Data Interchange Network TRAC interfaced.

CIDS Cabin Interphone Distribution System (quarried for flags in TRAC boot up and monitored.

CIE Commission Internationale de I Eclairag Approval for TRAC

CMS Cabin Management System SUC by TRAC

CMU Communications Management Unit is a subservient SUC to TRAC with redundant connectables physical or wireless links between the systems if they are distributed.

CNDB Customized Navigation Database interfaced with TRAC.

CNS/A Communications, Navigation, and Surveillance/Airborne interfaced with TRAC.

Coasted a track that is continued based on previous track.

Track characteristics in the absence of surveillance data reports (TCAS). Plus Surface track data up-loads through the TRAC system.

CODEC Coder/Decoder Redundant in TRAC

COMAC ICAO's Communications Advisory Committee (To approve communications and interface protocols used and routed through TRAC.)

COMM Communications

Compass A low-powered radio beacon, used in conjunction Data queried by TRAC to confirm event activation protocols.

Locator with ILS. A compass locator has a two-letter identification and a range of at least 15 miles. Also monitored by TRAC and used in determining event protocol and robotics flying via software algorithm running in the processor as well as data reported to RC Pilot for final approach and landing.

COMP Compressor TRAC will monitor and control the compressor for cabin air pressure and be capable of stopping it as a SUC if determined necessary under any WoJack or FACT protocol.

CPC (1) Cabin Pressure Controller TRAC will have SUC here as well.

(2) Cursor Position Control

CPCI Computer Program Configuration Item. A CPCI number identifies the configuration of a computer software program. All such TRAC/FACT Config and module software numbers will be created with the strictest of security and individuals will be aware strictly on a need-to-know basis. Sovereign nations should write their own code and SN them in a proprietary manner, unless it is determined that allied security is acceptable.

CPDLC Controller-Pilot Data Link Communications This is an obvious data link for the TRAC Flight system for robotics or remote control flying and will provide data to the local TRAC unit on board and down to the RC station for final robotics hand-off RC landing. First generation, two-step remote and auto-control protocols (Proprietary to this PFN/TRAC System)

CPI Continuous Process Improvement TRAC evolution

CPM Core Processor Module if not with in the TRAC protected system must be subservient to TRAC processor and have redundant option to TRAC if deemed essential in TRAC protocol.

CPS Cabin Pressure Sensor SUC interfaced under TRAC.

CPU Central Processing Unit Existing systems, if capable, can be set up to perform first generation TRAC protocols as rapidly as possible with systems becoming more consolidated.

CR (1) Change Request All CRs to the TRAC system require special accountable security clearance and identity checks before the system will allow access.

(2) Contrast Ratio

CRADA Cooperative Research and Development Agreement this is an absolute necessity for TRAC technology to be put in place.

CRES Corrosion Resistant Steel An obvious component construct for protective cans packaging essential TRAC components.

CRC (1) Cyclic Redundancy Code

(2) Cyclic Redundancy Check Both CRCs are to be employed to insure security and reliable service in the TRAC system.

CRPA Controlled Reception Pattern Antenna As necessary TRAC

CRS CourseTrac monitor

CRZ Cruise

CSC Cargo System Controller Nose senses explosives, Biohazard, radiation, video audio weight TRAC monitored and warning Flag software pre-flight during and post-flight residuals.

CSCP Cabin System Control Panel interfaced or SUC to TRAC

CSDB Commercial Standard Data Bus Connected to TRAC with multiple or redundant ACCESS FOR TRAC AND TRAC PROTOCOLS.

CSDS Cargo Smoke Detector System monitored by TRAC recoded and reported event.

CSEU Control Systems Electronics Unit SUC by TRAC

CSMM Crash Survivable Memory Modules Redundant in TRAC and event reported to the surface.

CSMU Cabin System Management Unit Subservient and event SUC to TRAC.

CU Control Unit Either TRAC or subservient to TRAC processor and protocols

CVR Cockpit Voice Recorder Redundant in TRAC and REPORT via versatile high-speed communication options of TRAC Routing

C & W Control and Warning TRAC providing as to event TRAC/FACT protocols and Monitoring and responding to as to TRAC/FACY protocols

CWP (1) Controlled Working Position if necessary TRAC monitored

(2) Controller Working Position (TRAC interfaced)

CWS Control Wheel Steering SUC TRAC

D

DARC Direct Access Radar Channel. An independent backup to main ATC computers. TRAC system Access

DARPA Defense Advanced Research Projects Agency TRAC developed by and with this agency support and management

Data Link A system that allows exchange of digital data over an RF link. ATCSS is a data link system used by the air traffic control system. ACARS is a data link system used by airline command, control and management system, using vhf communication frequencies. TRAC directly connected and interfaced, to provide real-time accountable emergency control of unauthorized aircraft use.

D-ATIS Digital Automatic Terminal Information System TRAC connected TRAC event master.

DBU Data Base Unit TRAC connected any system in place presently in any part of the PFN/TRAC system can be incorporated to complete the more secure and remote control system.

DC10 Douglas Model DC-10 Aircraft TRAC outfitted aircraft systems interfaced and subservient to TRAC

DCE Data Communications Equipment interfaced and SUC to TRAC

DCGF Data Conversion Gateway Function any present system performing communication translation between protocols (wireless or connected) to handle data or process commands can be incorporated in the TRAC protocol of a specific aircraft, made redundant by TRAC if deemed appropriate, or inexpensively duplicated across the industry if deemed practical, and expedient to complete TRAC PFN Routing functions.

DCMF Data Communication Management Function (obvious TRAC/FACT interface and Protocol application.

DCMS Data Communication Management System (TRAC operation and Protocols locally and systemically)

DCN (1) Drawing Change Notice

(2) Design Change Notice

(3) Document Change Notice all 3 of the above DCNs are to have an efficient but secure review and handling on a need-to-know basis when pertaining to TRAC components and interfacing—(reasonable to service needs but all identity clearance for access and change orders) (Secret clearances with respect to national security) (depcon rating)

DCP Display Control Panel video and audio recorded and reported to surface in real time and per TRAC/FAACT event of deemed necessary protocol 30 second loop to surface buffers for data dumping if deemed unessential.

DCPC Direct Controller Pilot Communication DCS is additionally connected to TRAC and management and use to be determined for TRAC protocols.

DCU Data Concentration Unit TRAC system can utilize any DATA compression or storage system in place both in the air and on the ground if determined adequate for TRAC/FACT.

DCV Directional Control Valve (possible SUC)

DDA Digital Differential Analyzer (utilized by TRAC)

DDD Dual Disk Drive Redundant systems in place can be used and with TRAC/FACT protocol.

DDM Difference in Depth of Modulation TRAC use to be determined

DDP Declarations of Design and Performance. A control document required by the United Kingdom Civil Aviation Authority (CAA) for certification of avionics equipment. A must for TRAC to be Trusted in the United Kingdom for commercial use.

DDS Direct Digital Synthesizer SUC for TRAC or SOC or hybrid substrate for any necessary Data recovery from disparate protocols to TRAC system

DDT Downlink Data Transfer (to TRAC surface controls and storage facilities)

DECCA A navigation system widely used by shipping in Europe. The ground facilities consist of a master station and several subservient stations interface hybrid substrate to TRAC processor or comparable technical solution for position confirmation protocols to TRAC/FACT/WoJack I/O processor for robotics flight or remote control for location and timing information Dedicated as determined by the proper authorities for standard TRAC routes of communication and an emergency ded response for any communication protocol and frequency used by TRAC/FACT processor in a flagged emergency event to include a specialized cross communication emergency translating software algorithm to make more universal and extensive essential messaging.

DEFDARS Digital Expandable Flight Data Acquisition And Recording System This system when present employed in or by TRAC, with real-time reporting capability and event storage at the surface via TRAC directed and interfaced communication systems.

Demand Mode AN ACARS mode of operation in which communications may be initiated by the ground processor or the airborne system. Used imperatively by TRAC system DES and FACT with present security for first generation and higher language and code developed by defense contractors and DOD (Omaha div)

DEST Destination (any deviation from flight plan throws a software flag in TRAC/FACT WoJack Programming

DEV Deviation TRAC Software Flag for any flight plan DEV

DFA Direction Finding Antenna Date supplied to TRAC system for processing

DFCS Digital Flight Control System as a consolidated part of future TRAC systems or interface as available.

DFDAF Digital Flight Data Acquisition Function Continual monitoring process for TRAC processor and this SUC will be used in robotics or remote control flying scenario if it can be reasonably protected from tampering to satisfy TRAC/FACT security requirements.

DFDAU Digital Flight Data Acquisition Unit. The DFDAU samples, conditions and digitizes the flight data. (protected and used in TRAC systems)

DFDR Digital Flight Data Recorder

DFDU Digital Flight Data Unit

DGNSS Differential Global Navigation Satellite System

DGPS Differential Global Positioning System

DGSS Data-link Ground System Standard

DH (1) Decision Height—all five of the above in BOLD lettering are all SUC to TRAC for robotics and remote control flying and supply the necessary data to flag a FACT Wo Jack response.

(2) Data flash Header on all FACT transmissions for accountability and encoded for security.

DI Data Interrupt A TRAC control Function if output and flag in data input for on board preprogrammed TRAC robotics for any affected sub-system or SUC

DIAS DGPS Instrument Approach System all instrument data essential to robotics or remote control flying is provided to and from TRAC processor and PFN TRAC system as Master in a flagged event

DID Data Item Description part of TRAC accountability (encrypted for FACT headers)

DIP (1) Dual In line Package. The most common package configuration for integrated circuits. And used in TRAC system or created by the necessary components to meet/TRAC redundancy requirements determined by developed protocols component engineers.

(2) Data Interrupt Program to be a TRAC monitored and managed function

Directed A DME operating mode that allows an FMCS to select

Mode one to five DME stations for interrogation. Data employed by TRAC system and protection of this system a requirement of TRAC

DITS Data Information Transfer System used where present or performed by TRAC as an up grade or second generation

DL Data Link for all essential SUC to the TRAC processor

DLC Data Link Control Display Unit video and audio recorded and reported per TRAC event.

DLGF Data Load Gateway Function either performed by TRAC (hybrid substrates or soc interfaces or SUC in present and legacy aircraft)

DLM Data Link Management Unit a part of or interfaced with TRAC

DLODS Duct Leak and Overheat Detection monitored by TRAC

DLP Data Link Processor a part of TRAC physically protected or interfaced with first generation.

DLS Data Load System interfaced with TRAC

DLU Download Unit protected and connected to TRAC communication routing system, when appropriate.

DMA Direct Memory Access but accountable and recorded TRAC/FACT DES Collins protocols as determined.

DME Distance Measuring Equipment. A system that provides distance information from a ground station to an aircraft. Interface for FACT WoJack programming flagged events and for robotics flight and remote control flying via TRAC.

DME/N Abbreviation for a DME normal system.

DME/P Abbreviation for a DME precision system. Both quarried for essential data to TRAC operations

DMM (1) Digital Multimeter

(2) Data Memory Module redundant in TRAC system

DMS Debris Monitoring Sensor monitored recoded and reported by TRAC if needed.

DMU Data Management Unit (a TRAC protected function)

Doppler The change in frequency observed at the receiver

Effect when the transmitter and receiver are in motion relative to each other. Data used by TRAC system

DOTS Dynamic Ocean Tracking System Additionally, used and interfaced data when applicable and present to a TRAC system

Downlink The radio transmission path downward from the aircraft to the earth. This is in multitude through TRAC communication routing especially in second-generation units.

DPR Dual Port RAM (special to TRAC/FACT and Wo jack programming

DPSK Differential Phase Shift Keying reg electronics and present in TRAC system.

DRER Designated Radio Engineering Representative (FAA) to have high security clearance and part of the design review used for TRAC/FACT and Wojack in aircraft.

Drift Angle The angle between heading and track. It is due to the effect of wind currents. Sometimes called the crab angle. Computed data for remote control landing and robotics flight with TRAC.

DSARC Defense System Acquisition Review Cycle a necessary process to update TRAC FACT and wojack from time to time.

DSB Double Side Band. An AM signal with the carrier removed. Requires the same bandwidth as the AM signal. Incorporated for location and communication as needed by TRAC system.

DSDU Data Signal Display Unit video and audio recorded and reported in real-time flagged event stored.

DSF Display System Function—monitored by TRAC

DSNS Differential Satellite Navigation System Data incorporated in TRAC programs

DTD (1) Data Terminal Display TRAC video

DTE Data Terminal Equipment interfaced and represented as need be for TRAC

DTU Data Transfer Unit will connect or be able to down load TRAC with proper security protocols

Dual Mode An airborne DME rt capable of processing DME/N reg. To TRAC ops

DME and DME/P ground station signals. Operation is in the

L-band frequency range. Monitored data recovered for TRAC Ops

DUATS Direct User Access Terminal System has accountable access recorded in TRAC/FACT security for accountability and management control-identity check TRAC.

Duplex A communication operation that uses the simultaneous operation, to transmit and receive equipment at two locations. TRAC employed real-time data transfer for RC.

Dynamic RAM constructed of capacitor elements. Memory (TRAC employed, as standards require

Dynamic RAM constructed of capacitor elements. Memory (TRAC employed, as standards require

RAM cells must be periodically refreshed to keep capacitors from discharging and losing data (see “Static RAM”). TRAC employed application specific or in sub systems

EADI Electronic Attitude Director Indicator TRAC robotics uses DATA recovered to fly

EANPG European Air Navigation Planning Group consulted and approval for TRAC

EAP Engine Alert Processor monitored in the subsystems by TRAC

EAROM Electrically Alterable ROM—possible technology for FACT flight plans if can be secured from tampering.

EARTS En route Automated Radar Tracking System TRAC continual communication to surface.

EASIE Enhanced ATM and Mode S Implementation in Europe All air traffic management will be SUC to PFN/TRAC/FAC command centers in every country. They may very well be created out of existing ATM as the highest level of ded. Dedicated control. However it is suggested that they can be isolated during an event and securely staffed at all time 24/7, both on any region and national or international level and including final approach Safe Bases and control handoffs if indifferent locations.

EATCHIP European ATC Harmonization and Integration Program could possibly be integrated and interfaced with TRAC/FACT technology and protocols in the most logical way for this area. ATM & ATC is well established and all the organizations, countries and professional and commercial associations are well represented in European politics and governance (European Union). The inventor is in no way attempting to tell any group of people how best to set up TRAC/FACT in their homelands, only mentioning logical established system components that are already in place that may help implement the FACT program in an efficient manner.

To help implement TRAC/FACT integration through existing hardware and software in aircraft and in surface systems in Europe—how ever FACT codes would have to be set up per geographic for command robotics and RC scenarios. These are all European questions best answered by Europeans.

EATMS European Air Traffic Management System to be incorporated and set up with TRAC/FACT system technology.

EC Event Criterion For FACT events and wojack have to be determined and that EC has to be written in code to be able to utilize all the (1) electronic signals supplied any TRAC process or TRAC ASIC.

ECAC European Civil Aviation Conference the five above will be used in all TRAC/FACT systems and protocols in Europe.

ECAM Electronic Caution Alert Module will be monitored by TRAC and signaled to surface for remote flight and surface response.

ECEF Earth-Centered, Earth-Fixed TRAC interfaced guidance

ECP EICAS Control Panel SUC to TRAC

ECS (1) Engineering Compiler System. An automated data storage system. Used for TRAC accountability function.

(2) Environmental Control System TRAC SUC as needed to manage the planes occupants and public safety.

(3) Event Criterion Subfield Coordinated or altered for preferred TRAC/FACT protocols.

ECSL Left Environmental Control System Card TRAC sub system SUC

ECSMC ECS Miscellaneous Card TRAC interfaced as applicable

ECSR Right Environmental Control System Card TRAC sub system

ED EICAS Display monitored.

EDA Electronic Design Automation a major renovation activity to create the automated remote control and robotics flight in all commercial aircraft and data routing.

EDAC Error Detection and Correction (used interchangeably with EDC) Subsystem SUC to TRAC-TRAC governance.

EDC Error Detection and Correction TRAC highest level processing.

EDCT Expected Departure Clearance Time all scheduled time will be augmented by the monitoring TRAC/FACT system that downloads current cleared data to less secure systems like air line display systems—there is a more secure information level for every airline, but all data is monitored managed and transmitted via the TRAC/FACT system net work of interrelated integrated and interfaced nodes of wireless gateways and NENA numbers.

EDI Engine Data Interface to be SUC to TRAC/FACT robotics Flight and landings.

EDIF Engine Data Interface Function to be SUC to TRAC/FACT robotics Flight and landings.

EDIU Engine Data Interface Unit to be SUC to TRAC/FACT robotics Flight and landings.

EDMS Electronic Data Management System is directly interfaced as part of the TRAC system in the first generation and ultimately dispersed to redundant differently located TRAC ASICS in any applicable aircraft. For the source system of mass data management and storage the system will have En route buffers at communication ink markers for all preprogrammed flights either regular routes or the safe base flights that will have data repositories and broadband wireless communication links frequency to be determined by the appropriate FCC/FAA authorities. These repositories will be linked by land lines, satellite, microwave fiber optics as part of an isolated but fastest intranet to FACT central command and all other FACT response units necessary SBs. The data is available in real time to all locations with specialized station monitors at each location for a FACT flight and it is recorded locally in the aircraft directly below in the position marker repository and in each FACT system hard drive (TIME/DATED with command strings and headers. If no FACT event occurs the data is erased to open for new space (length and time data is kept to be determined by the appropriate standards group and authorities.

EDP (1) Electronic Data Processing the 6 above data generating and handling functions will be interfaced in the appropriate manned for efficiency and rapid application to TRAC.

(2) Engine Driven Pump

(3) Engineering Development Pallet to be drawn for each TRAC/FACT system and PFN configuration for legacy aircraft and for new aircraft design.

EDU Electronic Display Unit videoed and signals sent to TRAC system.

EEC Electronic Engine Control SUC to TRAC.

EEPROM Electrical Erasable Programmable Read Only Memory SUC to, responsive to and protected as part of TRAC/FACT essential flight controls for uninterrupted flight FACT flights and landings in the aircraft.

EEU ELMS Electronics Unit monitored for tampering and any TRAC/FACT system must be completely operable without the normal aircraft power to energize it or it's essential actuators. Additionally all power in service to charge the TRAC system FACT programs must be protected from power surge deliberate or incidental and/or any shorting of terminals. Sensing circuits for completed operations and programs to detect ineffective commands are to be an integrated part of the TRAC processors capability in robotics as soon as it can be provided.

EFD Electronic Flight Display Videoed and the electronic signals recorded and reported if from a FACT flight in progress. All ground systems for TRAC/FACT should be recorded 9with delete times and memory storage size determined and standardized.

EFIP Electronic Flight Instrument Processor SUC to TRAC/FACT flight process either incorporated and protected from local control and/or a sub system over ride by a ASIC TRAC/FACT processor that controls all the essential flight controls and receives all sensed data for completed operations in robotics and RC commands.

EFIS Electronic Flight Instrument System SUC or sub system to TRAC/FACT management monitoring and control.

EFIS CP EFIS Control Panel the eight above will be utilized or interfaced with TRAC as appropriate for TRAC/FACT effectiveness.

EGNOS European Geostationary Overlay System interfaced for flight deviation detection in Europe TRAC/FACT Systems.

EGT Exhaust Gas Temperature sensed data reported as relevant to TRAC process and the ground to detect fuel contamination etc. Also, Fuel sensing in the aircraft tanks, airport storage facilities and ground support trans port vehicles to detect reactants via equipment and free standing PFN/TRAC application specific fuel sentry units to guard against chemical agents that when heated in a jet burn could cause tainted or contaminated atmosphere in a significant area of the jet s operation to cause sick ness or death on the surface. Especially in takeoff and landings.

EHSI Electronic Horizontal Situation Indicator TRAC used with SUC systems for automated flight.

EHV Electro-Hydraulic Valve SUC to TRAC/FACT systems and programs and utilized to isolate local human control and effect automated flying in hydraulically controlled aircraft.

EIA Electronic Industries Association to help in standardized electronics to help universal ASICS to lessen cost for each sophisticated application.

EICAS Engine Indication and Crew Alert System Videoed and sub system to TRAC/FACT systems. FACT can be used to help the legitimate flight crew handle a problem for as long as they are able and take over the control of the flight as they are incapacitated. Thus, the plane to the surface safely as rapidly as possible—For normal flight emergencies—a controlled smoke black out could be allowed to occur with all crew and passengers on O2 masks with eyes closed and the aircraft landed safely using the thick smoke to suffocate the fire but not the people on board.

EIS Engine Indication System videoed and essential electrical signals for flight SUC to TRAC/FACT control.

EISA Extended Industry Standard Architecture TRAC/FACT is to be EISA. The PFN/TRAC system is created to be the standard in accountable robust robotics and RC avionics control of an aircraft for the present and long into the future. The PFN/TRAC System is meant to provide an accountable machine messaging matrix of equipment platform specific intranets as part of a massive human machine management interface for societies to better control equipment use in harmony with the earths environment and societies infrastructures to preserve human life and maintain it's quality in a free society. Many standard efforts will define the specifics in hard ware soft ware and procedures, protocols, codes, rules, regulations and law to be applied to the use of any PFN/TRAC unit or system application. EISA is an ongoing process designed into the inventions purpose and architecture to be progressive to meet humanities needs.

EIU EFIS/EICAS Interface Unit this interface as well as many other industry standard interfaces will be employed as needed.

ELAN Ethernet Local Area Network will be use as needed to set up internal aircraft interfaced and used for in house computer connections in surface stations for TRAC/FACT systems.

ELC Emitter Coupled Logic used and all protocols discernable or translated via hybrid substrates, chipsets or ASIC or SOC architecture for the TRAC/FACT process or application specific processors.

ELEC Electrical

ELM Extended Length Message ELM used as data require for complete transmission in TRAC/FACT service.

ELMS Electrical Load Management System monitored by TRAC/FACT system and FACT to control for flight as protect-able or to replace this energy source.

ELS Electronic Library System a special ELS will be started for 5 initial TRAC/FACT robotics flight and landings at designated Safe Bases as first library on board everything and application specific to any aircraft in US airspace. Additionally ELS robotics flight for all air craft to robotically land at all airports will be an on going proprietary product and technology of the TRAC/FACT system and related patent and protected technology. It will be possible to up load robotics and/or RC command from anywhere to a troubled aircraft due to a compromised pilot and safely land the plane at the desired airport or help the deficient pilot where they are inept provided it is not a FACT event, e.g. Wojack—these flight are automatically going to safe air space and contained and secured SB landings, unless otherwise routed due to TRAC/FACT programming and protocols form Command center.

ELT Emergency Locator Transmitter will be augmented with a GPS packetized location signal NEMA etc. modulated on there emergency beacon to be picked up by any surface or seaworthy PFN/TRAC unit and translate the emergency signal to the best wireless gateway and NENA data link number for the area TRAC/FACT avionics system for accurate location coordinates. As part of the data stream for a troubled aircraft, data will be transmitted during a crash event for 5 sec until impact and at battery saving intervals if the hot GPS reading is functioning. Additionally all the other wireless cellular phones and navigational aids will be quarried by the protected TRAC processor unit to record and report back all functioning wireless devices for debris field recognition, and to contact any survivors to aid emergency response workers.

EMC (1) Entertainment Multiplexer Controller interfaced and used as needed as applicable in any specific aircraft avionic component for the initial TRAC/FACT process and protected accordingly, but ultimately part of the TRAC/FACT—ASIC.

(2) Electro Magnetic Capability TRAC processing protected from EMFs

EMER Emergency

EMI Electro-Magnetic Interference TRAC protected from

EMS Engine Management System Sub system SUC to TRAC

EP (1) External Power—Charge TRAC systems—FACT protocol isolated from TRAC system

EPCS Engine Propulsion Control System Sub system to Autopilot/Flight computer/interfaced with TRAC via higher software application or direct connect to TRAC processor as per security needs and aircraft architecture.

ENQ Enquire

EOT End-Of-Text

EP (1) External Power TRAC system has internal power for FACT protocol and normally operates on external power—however TRAC is to be protected from external power tampering to disable TRAC.

(2) Engineering Project PFN/TRAC System implementation in to aircraft into ground system and into secure transportation matrix or network, EPC External Power Contractor Secured and Protected to TRAC integrated System.

EPCS Engine Propulsion Control System SUC sub system configured for essential control functions (secured and protected as applicable).

E-Plane The E-Plane is the plane of an antenna that contains the electric field. The principal E-Plane also contains the direction of maximum radiation. All forward looking radar and aircraft location data deliverable to the TRAC System or interfaced subsystems will be used at a higher level by the TRAC processor via FACT software running final function flight robotics or remote control.

EPLD Electrically Programmable Logic Device

EPROM Erasable Programmable ROM The 2 above hardware components implored in subsystems and interfaced as needed to customize present disparate human dominant controls to a more secure automated system for TRAC management protocols.

Equivalent Airspeed is a direct measure of Airspeed the incompressible free stream of dynamic (EAS) pressure. It is CAS corrected for compressibility effects. The two above data supplied to the robotics FACT program running and the ground support TRAC system for robotics flight and RC landing (I) DATA.

ERP Eye Reference Point

ERSDS En Route Software and Development Support TRAC Data for Robotics flight and interfaced with surface monitoring system.

ERU Engine Relay Unit Sub system SUC to TRAC as practical and necessary

ESA European Space Agency needed approval for TRAC in Europe and necessary in the development of the technical changes protocols, standards and regulations, as well as helping to supply the necessary satellite tracking and communication technology for the most responsive real-time remote and robotics control over the European continent.

ESAS (1) Enhanced Situational Awareness System

(2) Electronic Situation Awareness System to be more enhanced and incorporated and interfaced with the TRAC system FACT protocol of Homeland Secure Transportation via accountable monitoring/management aggressive remote and robotics control in emergency situations.

E-Scan Electronic Scanning

ESD Electrostatic Discharge TRAC electronics must be especially protected form this event with surge protection on any ASIC or crucial IC circuit that is a sub system or essential SUC to TRAC Systems automated control of aircraft functions.

ESDS Electrostatic Sensitive Devices. Also known as ESSD. Protected for all TRAC/FACT functions and protocols.

ESID Engine and System Indication Display Usable electronic signal provided as necessary to TRAC controller and FACT programming locally and to any ground support virtual flight crew assisting and of course the RC pilot.

ESIS Engine and System Indication System all electronic data provided the local robotics and remote flight crew. Additionally to improve and increase the distance of Remote control Flying accuracy a special software algorithm both in the aircraft and in the surface RC flight station need to be developed to use the forward looking weather radar or any pre flight path sensing equipment data or external surface or satellite data and adjust the RC fight stations experience to portrait real-time conditions in the distant aircraft. Future project for long distant remote control with optimum flight control insured by robotics backup monitoring real-time condition.

ESR Energy Storage/Control monitored SUC and used as safely available to the PFN/TRAC System

ESS (1) Electronic Switching System any essential controls TRAC interfaced.

(2) Environmental Stress Screening All TRAC systems must comply with the necessary requirements for impact and environmental packaging, however

ESSD Electro Static Sensitive Devices (see ESDS)

ETA Estimated Time of Arrival monitored and adjusted by TRAC/FACT involvement.

ETD Estimated Time of Departure monitored by TRAC System for FACT events or flags.

ETI Elapsed Time Indicator

ETM Elapsed Time Measurement all timing data monitored by TRAC for FACT alert flag and to prompt automated quarries of system and personnel.

ETMS Enhanced Traffic Management System a major purpose for TRAC/FACT management as well as coordination with other TRANSPORTATION. Another purpose enhanced public safety.

ETOP Extended Twin Engine Operations to be monitored by TRAC/FACT systems and coordinated with air speed head winds and other sensed and RF supplied data for the automated robotics flights to safe bases by TRAC/FACT process or ASIC processors.

ETRC Expected Taxi Ramp Clearances FACT monitored for an early ACARS OOOI event FACT flag and then controlled by TRAC/FACT command control both locally and centrally depending on the nature of the FACT event—(handled locally in designated isolated area of the end of a runway or cleared to fly out to a safe base for handling with specially trained FACT personnel.

ETX End-of-transmission EXT will have a FACT encrypted secure signature to designate to all TRAC/FACT units a legitimate signal. (The exact technique and implementation of these unique signatures is to remain a trade secret to be disclosed to the proper security personnel at the time they construct there own secret code writing for operational FACT commands for their air space

EUR European

Eurocae European Organization for Civil Aviation Electronics. A regulatory agency for avionics certification in Europe This agency will most definitely determine the TRAC integration process of existing avionics in legacy aircraft and help design and approve the ASICs and support computer and wireless systems needed for TRAC/FACT to operate in European air space.

EURO—European Organization for the Safety of Air Navigation.

CONTROL Operations Obviously EURO-CONTROL will be directly involved with determining the safe airways over Europe to Safe TRAC/FACT Bases.

EVS Enhanced Vision Systems are to be interfaced with recognition software to transduce the image to a signal for good (I-data) to any TRAC/FACT processor to use if this proves beneficial to robotics flight and landing. Using a similar technology to video lane maintenance in collision avoidance systems in surface applications and judging distance by size of an object in a calibrated field via a software algorithm running in the real-time flight processor) (possible taken form a calibrated Screen presented for enhanced pilot vision) whether for normal light or night vision enhanced applications.

Event recording device note for any data for voice/audio/video or transmitted communications all elements required for accountable memory storage must have RF beacon (FAA standard and DSRC like Bluetooth to activate any hand held telephony in an event (crash or impact) to narrow the search area and help determine debris field prior to search, rescue, and recovery operations to generate accurate maps in Real-Time. Additionally memory units will be outfitted with a GPS receive with protected patch antenna to give one hot reading of an initial stationary detected state, if another movement is detected from this resting state-battery saving GPS readings are delivered via any beacon or transmitting function if not terminated by the appropriate authorized parties—Also the unit will be capable of repeating emergency communications to any other local PFNs and/or dial out to NENA-FAA and security group with GPS coordinates-personal PFN technology minimal Processor IC custom Hybrid substrate in a can or simple IC micro computers like stap—Standards to determine configuration and use protocol.

F

FAA (1) Federal Aviation Administration (U.S.)

(2) Federal Aviation Authority to approve and implement the PFN/TRAC System in the United States for air travel.

FAC Flight Augmentation Computer SUC or sub system interfaced and used as available or needed to affect safe superior and secure control or the aircraft.

FADEC Full Authority Digital Electronic Control a base technology of PFN/TRAC System hardware constructions and used and interfaced with as well as analog systems complete the secure control technology to perform accountable robust robotic & remote control.

FAF Final Approach Fix at this point or some where close the first generation TRAC landing for troubled aircraft performing under FACT robotics software will be contacted to release controls to the ground RC flight crew for the final approach and landing—Robotics programs will run a guardian copilot soft ware use and protocol to be determined (quickly).

2nd generation will provide robotics software to help inexperienced pilot with on-board, automated equipment to reach this landing point and beyond to the pilot feel sure the can make a safe landing-programs to be up linked as well as RC pilot help as it becomes avail able locally or virtually.

FAI First Article Inspection. PFN TRAC will run it's own preflight inspection to check all systems interfaced and during the flight monitor system. Pilot must clear ID check and log in the system highest technical identity as well as his filed preflight report is required—FAA-override and clear.

FAATC FAA Technical Center—to approve all TRAC applications and interfaces as well as all systems interfaced with TRAC—this center has to provide the SECRET and security cleared personnel to access any aviation PFN/TRAC unit in the aircraft and on the ground. Security clearance and qualification is checked on a regular and intermittent basis as a condition of this job—Homeland and the appropriate security agencies to assist on he standards and be in direct communication with these technical inspectors with the latest security information as to threats to compromise the PFN/TRAC system for aviation.

FADE FAA-Airline Data Exchange Monitored/managed or SUC a SUB system to the surface FAA-Homeland Security PFN/TRAC System architecture in the Transportation intranet for aviation. This intranet operated as part of the Internet will have a higher level of access and control during FACT conditions. During a FACT event limited access to view or acquire data in a particular transportation intranet will be evoked with only security DET/DES or FACT Homeland Security/agency cleared and specific to have access to these involved data bases. Separate interactive DOT intranets will monitor surface vehicles for land roadway, rail and seaways. The PFN/TRAC System ties all these systems together.

FADEC Full Authority Digital Electronic Control (TRAC Protocol Master Control)

FANS Future Air Navigation System with more Direct GPS supported flights rather than the traditional hub flying should have special designed safe air space flight plans to the safe bases that protect surface public safety, with an emergency response air cavalry dispatched to intercept and escort a FACT/WoJack event with the air escort RC pilot. This team will follow and assist the troubled flight if it is forced don or crashes prior to SB landing and terminate the flight if this action is warranted.

Fan Marker A marker beacon used to provide identification of positions along airways. Standard fan marker produces an elliptical-shaped pattern. A second type produces a dumbbell-shaped pattern. TRAC/FACT robotics will use this position information data either in existing autopilot or flight computer systems as a SUC system to TRAC or they will use the data through direct Flight controls in the case of second generation self contained and protected TRAC/FACT System.

FAR Federal Aviation Regulation will be responsible for helping to develop FACT ESNs for aircraft and components interfaced and inventoried by TRAC locally—which will flag the PFN/TRAC System in real-time of any change both in the aircraft and in ground control. Authorized Technicians will have direct personal PFN connect to answer any FAA or homeland security questions and meet any security check in real time.

FAST Final Approach Spacing Tool this system will be employed in later PFN/TRAC Systems as a general rule—first generation TRAC/FACT systems will be sent automatically to the Safe Bases. As flight and landing software libraries are forth coming regular troubled flight emergencies where flight skill is the only concern will be spaced automatically by the Robotics system in TRAC and connected to FACT ground support as needed to affect a safe landing or help a JFK Jr. type pilot land his aircraft in overpowering conditions for their skill level. By using the automated onboard systems to assist them where they are most deficient—store the corrected errors and provide to a simulator experience for the pilot to practice his skills for future flying.

FBL Fly By Light This system can be used for TRAC robotics to control the landing in conjunction with the RC pilot so that data is being shared between the TRAC system in the plane and the TRAC/FACT RC simulator station—protocol for master controls to be determined. Some of this decision may be done by policy and some by the technologies in use at the time of any given event.

FBW Fly By Wire These systems will prove far easer to eliminate local control and divert it to the PFN/TRAC unit for FACT protocols and of course all Flyby wire controls and their redundant systems will be SUC to the TRAC/FACT program in an event like a WoJack Scenario.

FCAF Flight Data Acquisition is an ongoing process for the TRAC system with the FACT software searching for an event, if an event is detected robotics flight is initiated away from all other air traffic—onboard sensor systems are further quarried through TRAC processor via data communications and acquisitions in a real-time with memory storage active, the personnel are quarried and so is the surface support to decide if the criterion is met to continue a robotics flight to the safe base or return the flight to local pilot control and the adjusted flight path and new approved flight plan.

FCC (1) Federal Communications Commission will assign ded or Dedicated frequencies as well as DSRC frequencies to manage all carryon devices via TRAC system for FACT protocol. Additionally, FCC will sanction and help develop with other security agencies a universal high application software that can translate emergency messages through any wireless protocol for chipsets, hybrid substrates or SOC technology for the PFN/TRAC unit to scan for emergency communications process and retransmit to the appropriate emergency response intranet and services via other TRAC interfaced communication protocols to act as a local wireless router in a large flexible matrix or web for networking better communications.

(2) Flight Control Computer will be part of the COTS TRAC first generation and must be altered to have flight control uninterrupted locally to meet TRAC/FACT specifications—and must activate as a SUC system to perform robotics flight. These advanced Flight systems may evolve as the central processing component of many PFN/TRAC systems in specific aircraft. This is the call of industry standards government and for system and component engineers. These are workshop adjustments to better construct the TRAC/FACT component from existing technology. The goals are clearly stated and the base modality for every step is to increase public safety and national security while consolidating and protecting the system for isolated control and confirmed and approved access.

FCDC Flight Critical dc These power bus systems should be protected as part of the flight control system SUC under FACT protocol and where ever possible energized by TRAC/FACT system PFNs to complete any robotic or remote control commands to include DSRC wireless or wireless Ethernet interfacing for cost effective redundancy. CODEC in these PFNs to be additionally encrypted with FACT communication Software to thwart any undesirable command communication attempts. Additionally, disregard and report any non-inventoried ESN transmission from known onboard interfaced equipment. All new interfacing must be accomplished through FACT surface security protocols FAA and whatever homeland security protocols deemed necessary.

FCP Flight Control Panel Video and audio monitored and control functions neutralized in a FACT event e.g. WoJack incident as soon as detected with all these controls turned over to TRAC/FACT control of robotics and remote control. If the panel contains vital components Flight computer autopilot processors or control modules that can influence flight or critical flight systems they must be protected and unusable to local human control.

FD (1) Flight Director During an event-FAA position with Home land security team) Termination of flight decided at the highest level as possible for the best real-time response needed—decision tree needed.

(2) Final Data

FDAF Flight Data Acquisition Function a continual process during a TRAC/FACT event.

FDAU Flight Data Acquisition Unit part of TRAC system and protected as needed to provide uninterrupted service to any FACT program running.

FDB Flight Plan Data Bank a unit that could store the 5 safe base flights and landings subsystem of or SUC to TRAC/FACT.

FDDI Fiber Distributed Data Interface All data communications, be they wire wireless or light communications are interfaced through the TRAC system and managed as needed.

FDE Fault Detection and Exclusion

FDEP Flight Data Entry Panel All access must be accompanied by the highest personal Identity check feasible a TRAC protocol.

FDH Flight Deck Handset Same security ID required Finger thaw pulse and thermal sensor or Iris read to activate with personal smart card swipe or individually issued to flight crew.

FDI Fault Detection and Isolation SUC to FACT program analysis.

FDM Frequency Division Multiplex is a system where the messages are transmitted over a common path by employing a different frequency band for each signal. This technology can be used for the final approach or local remote control encrypted signals to fly the plane separate channels for critical controls.

FDMA Frequency Division Multiple Access Could be a SUC system used by TRAC in a FACT protocol if the Access to the transmission can be controlled and secured.

FDR Flight Data Recorder and an intricate part of the PFN/TRAC system. Presently we have the highest protection for the recordings of a flight. PFN TRAC protocols call for this level of secure protection or greater for communication routing and computer controls necessary to fly and land an air craft—This is a major proprietary difference between what is and what this technology brings to the world of flying—Accountable automated flying and advanced and enhanced Human Machine Interfacing.

FDRS Flight Data Recorder System Sub system to TRAC/FACT protocols or a redundant technology SUC to TRAC's function to deliver same stored data to surface repositories or mass data buffers transmitted to while flight is in route and cleared if non event related or stored with FAA mass data and any manufacturer data base.

FEATS Future European Air Traffic Management System PFN/TRAC constructed with the appropriate communication frequencies and the proper FACT encrypted software. FACT software is activated by sovereign airspace determined by position location technology on board and confirmed in many redundant software passes—exact protocols for emergency TRAC/FACT scenarios like a WoJack event—involving numerous airspace restrictions must be pre approve for the robotics flights prior and coordinated with all appropriate governments.

FEC Forward Error Correction SUC for TRAC robotics flight

FF (1) Free Flight

(2) Flitefone (TRAC monitored

FGC Flight Guidance Computer Can be an integrated part of TRAC or SUC to TRAC or finally an element of a 2nd generation TRAC system.

FHA Fault Hazard Analysis Interfaced process SUC to TRAC

FLT CTRL Flight Control PFN/TRAC System TRAC interface and emergency control.

FLT INST Flight Instrument

FLW Forward Looking Wind shear Radar data interfaced into FACT SB Flight and landing robotics programs as well as reported to any RC pilot controls and any real-time fuzzy logic algorithm to fly the plane more responsive to actual conditions where communication lag may hinder real-time flight.

FM Frequency Modulation

FMA Flight Mode Annunciator Application to be determined for FACT programmed flights.

FPA Flight Path Angle data to be processed by TRAC for coordinating real-time surface safety information and to control aircraft via robotics and remote controlled flight and landings.

FPAC Flight Path Acceleration Monitored and governed by TRAC/FACT as need be FPC Flight Profile Comparator a program and protected function SUC to TRAC/FACT programming either as an integrated function or interfaced.

FPGA Field Programmable Gate Array A processor configuration that TRAC may use in application specific aircraft needs, also a custom gate array, and the following TRAC Processors cover a wide variety of hard ware configurations for the correct ASIC in the patent and protected technology. The following out of alphabetical order.

COTS Based list is seven such possible architectures

PC, Programmable Controller

Custom

Logic Sequencer

mP (Micro processor)

FPGA (Field Programmable Gate Array)

Custom Gate Array

Systems On a Chip (SOC)

FPV Flight Path Vector interfaced and protected data to the TRAC/FACT program.

FQIS Fuel Quantity Indicating System

FQPU Fuel Quantity Processor Unit SUC in TRAC system

Frequency (1) Function in 860E-5 (-005/-006) to allow tuning 2

Agile by-5 inputs from on-board FMCS/PNCS systems. Channeling may be as often as every 5 seconds. The 6-wire output data is modified for input to an FMCS or PNCS.

FRP Federal Radio navigation Plan

FSE Field Service Engineer Secret and security qualified and approved for TRAC/FACT access.

FSEU Flap Slat Electronics Unit and sub systems autopilot, flight computer SUC to TRAC/FACT protected control

FSIC ATA Flight Systems Integration Committee To help configure the various interfaces and configurations of TRAC generational employment, by setting standards and regulations.

FW Failure Warning interfaced to TRAC via sub systems initially and ultimately a TRAC protected function.

FWS Flight Warning System SUC to TRAC with application specific TRAC response programming.

FWC Flight Warning Computer Sub system and SUC to TRAC ultimately to be a protected function of TRAC processing ASAP.

GAMA General Aviation Manufacturers Association to assist standards efforts to determine progression of TRAC/FACT protocols into each aircraft.

GANS Government Air Navigation System a crucial element of the ground TRAC/FACT system with GBSTs to determine aircraft deviation either generated from the Aircraft checks or ground generated—also monitor and tracking.

GBST Ground Based Software Tool used in monitoring all flights and aiding in robotics and remote control landings.

GCA Ground—Controlled Approach. A system that uses a ground-based controller to control the approach of an aircraft by transmitting instructions to the pilot This system will be converted to communicating directly with the TRAC processor in a FACT protocol and deliver data rather than voice.

GCAS Ground Collision Avoidance System used as needed and developed for Robotics and RC landings.

GCB Generator Circuit Breaker

GCS Ground Clutter Suppression

GCU Generator Control Unit TRAC monitor

GDLP Ground Data Link Processor interfaced or integrated with TRAC processor GDOP Geometric Dilution Of Precision. A term referring to error introduced in a GPS calculation due to the positioning of the satellites and the receiver. This algorithm employed to provide the most accurate position data to TRAC.

GDP Ground Delay Program

GECAS General Electric Capital Aviation Services to help construct TRAC

GEN Generator

GEO Geostationary Earth Orbit

GEOS Geostationary Earth Orbit Satellite To provide location and communication Links for greater RC at a distance nearer real-time responsiveness.

GES Ground Earth Station to provide correction GPS signal and possibly be used to retrieve data downloads from TRAC flights.

GG Graphics Generator employed in simulator RC station and ground support PFN/TRAC System.

GH Ground Handling and Robotics the priority system in a FACT event

GHz Gigahertz minimum speed for TRAC processing

GIB GNSS Integrity Broadcast

GIC GPS Integrity Channel

GICB Ground-Initiated Comm-B

GIGO Garbage-In Garbage-Out

GIS Geodetric Information System

Glide path The approach path used by an aircraft during an instrument landing or the portion of the glide slope that intersects the localizer. The glide path does not provide guidance completely to a touchdown point on the runway. TRAC Used as applicable to landing by robotic and remote control, also a point for a handoff from robotics WLS to RC final touch down or an assist protocols for the JFK, Jr. scenario.

Glide slope The vertical guidance portion of an ILS system. TRAC ILS approach use for SB landing prior to RC handoff

GLONASS Global Navigation Satellite System (Russian) Used in the Soviet Union for TRC navigation.

GLS GPS Landing System used in the TRAC/FACT programming

GLU GPS Landing Unit used in TRAC Processing

GM Guidance Material

GMC Ground Movement Control

GMPLS Global Multimode Precision Landing, System used where available for robotics and remote controlled landing TRAC processing.

GMT Greenwich Mean Time. GMT is a universal time scale based upon the mean angle of rotation of the earth about its axis in relation to the sun. It is referenced to the prime meridian that passes through Greenwich, England.

GND Ground

GNE Gross Navigational Error

GNLU GNSS-based Navigation and Landing Unit data used and interfaced with TRAC robotics and Remote control where available Europe and 2nd generation.

GNR Global Navigation Receiver SUC system to TRAC

GNSS Global Navigation Satellite System Data used applicable to aircraft TRAC

GNSSP ICAO Global Navigation Satellite System Panel

GNSSU GNSS Unit SUC to TRAC system when present

Goniometer A device that combines the two signals from two loop antennas. The goniometer (or resolver) contains two fixed coils and one rotating coil. The rotating coil is connected to the ADF bearing indicator needle to indicate the relative bearing from the aircraft to the NDB station. The mechanical position of the rotor represents the bearing of the station, and the position is electrically transmitted to the RMI. Used with hub flying position this data will be SUC to TRAC and compared with GPS and other position equipment on board.

GOS Grade of Service

GPADIRS Global Positioning, Air Data, Inertial Reference System data processed in TRAC system to check other systems readings for error. All position and velocity data to be checked by TRAC systems to determine if the flight plan is deviated from and if there is a FACT event.

GPIB General Purpose Instrument Bus Possible connecting point for the Primary Focal Node Trusted Remote Activity Controller to be attached if it can be properly protected.

GPNS Ground Proximity Warning System sub system to TRAC and delivering data to any robotics or RC flight program running in the air or on the surface.

GPS (1) Global Positioning System (see NAVSTAR)

(2) Global Positioning Satellite

GPSSU Global Positioning System Sensor Unit all of the 3 above to deliver data to the TRAC processor and FACT program when available and needed.

GPU Ground Power Unit

GPWC Ground Proximity Warning Computer

GPWS Ground Proximity Warning System The 2 above subsystems delivering data to the TRAC processor during a FACT programmed flight.

Gradient The rate at which a variable quantity increases or decreases.

Gray Code Special binary code used to transmit altitude data between framing pulses of a transponder reply. A cyclic code having only one digit change at a time.

Used in Mode C to transmit aircraft barometric altitude. Also known as Gilham code. For all special code and protocols chip sets hybrid substrates or a running program in the TRAC processor will decode the necessary data for the TRC system to use this data as available and needed for the best flight performance.

Ground Wave A radio wave that travels along the earth's surface.

GRP Geographic Reference Point

GS (1) Glideslope an important element to a robotics and remote control landing.

(2) Ground Speed read, determined used or generated as necessary for the TRAC system to perform with the RC ground support pilot to land and stop the troubled aircraft.

GSE Ground Support Equipment Special access tools and procedures ID protocols to the Primary Focal Node with the Trusted Remote Activity Controller.

GSP Glare Shield Panel

GSV Gray Scale Voltage(s) Readable binary code for altitude and barometric pressure as needed by the TRAC processor for robotics and RC flight.

GT Greater Than

GTA General Terms Agreement

GTC Data Link Ground Terminal Computer TRAC/FACT download to a FACT/DES/DET or similar database protected for mass data—special authorization to perform the process and special access and accountable access protection whether it is a physical connection or special wireless encrypted process.

GTR General Technical Requirements For TRAC are spelled out in this alphabetical list of avionic terms.

GUI Graphic/User Interface

GVE Graphics Vector Engine

GWS Graphical Weather Services same data (via electronic/digital/analog signal provided the TRAC processor for all three of the above.

Gyroscope A rotating device that will maintain its original plane of rotation, no matter which direction the gyroscope mount is turned. Data transduced if necessary to an electrical signal when not present and provided to the TRAC processor for the Robotics flight to determine horizon and level flight reference.

H

HDBK Handbook Written to detail out the TRAC/FACT protocol in the specific aircraft.

HDG Heading Data delivered to the TRAC processor for flight deviation recognition function.

HDLC High Level Data Link Control A major function of TRAC

HDOP Horizontal Dilution Of Precision

HDP Hardware Development Plan For TRAC—is to start with existing air craft architecture and interface and protect any existing hardware that can support TRAC/FACT robotics and remote control flight and landing, additionally augment these systems with the necessary ASIC and local HMI lockouts to complete these first generation and aftermarket changes. 2nd generation HDP Forth coming. For surface systems utilize all the computer hardware systems in the agencies either existing or augmented in DOT, FAA, NHTSA, NTSB, DOD Homeland Security link w? DOJ/FBI, CIA, NSC via FACT communication and software protocols to create an entire secure transportation management system.

Heading The direction of an aircraft path with respect to magnetic or true north. All location equipment to determine true heading on the aircraft is to be quarried by TRAC/FACT to insure the FACT program triggers on proper event flags in the program to take robotic control and fly the plane correctly.

HF High Frequency. The portion of the radio spectrum from 3 to 30 MHz. HF communication systems operates in the 2 to 30 MHz portion of the spectrum.

HFDL High-Frequency Data Link All communication is SUC to TRAC as needed with redundancy as needed for reliability, ded frequencies have to be determined for the RC flight and encrypted communication links, the bandwidths have to accommodate the best handling of the determined essential data for each fact function and be translated by TRAC for redundant messaging when one communication link is compromised.

HFS High-Frequency System

HGA High Gain Antenna

HHLD Heading Hold Any change of the heading in a flight plan is to be recovered by video and all information is to be considered TRAC/FACT event record and report flag status.

HIL Horizontal Integrity Limit any real-time flight data sensed or generated is delivered to the TRAC Processor or protected sub system SUC to the TRAC processor running any FACT preprogrammed robotics or for RC downloads.

HIRF High Intensity Radiated Field TRAC protected from with a mesh composite in the physical protection if needed to protect against EMWs—Protection to be determined by standards effort

HLCS High Lift Control System SUC to FACT robotics flight programs either protected distributed TRAC node—autopilot or flight computer or a consolidated second-generation PFN/TRAC system.

HLE Higher Layer Entity TRAC processor and programming

HLL High Level Language FACT code

HMI Human Machine Interface Enhanced by TRAC with accountable shared control scenarios.

HMOS High Density Metal Oxide Semiconductor All electronic component technology used in TRAC construction.

HOW Hand-Over Word cock pit and cabin video for TRAC recording and RC communications and for gesture recognition program in TRAC also voice command recognition software in TRAC.

HP High Pressure

HPA High Power Amplifier

hPa hecto Pascal

HPC High Pressure Compressor

H-Plane The H-Plane is the plane in which the magnetic field of the antenna lies. The H-Plane is perpendicular to the E-Plane.

HPR High Power Relay SUC to TRAC

HPSOV High Pressure Shutoff Valve SUC to TRAC

HPT High Pressure Turbine

HSI Horizontal Situation Indicator. An indicator that displays bearing, glide slope, distance, radio source, course and heading information. Video and Data lined appropriately as to TRAC.

HSL Heading Select Video and data linked to TRAC

HSR High Stability Reference Interfaced as needed

HUD Heads Up Display TRAC connected

HVPS High Voltage Power Supply SUC to TRAC

HW Hardware

HX Heat Exchanger

HYD Hydraulic

HYDIM Hydraulic Interface Module sub system and SUC to TRAC

Hz Hertz (cycles per second)

I

IACSP International Aeronautical Communications Service

Provider

IAF Initial Approach Fix Data to TRAC/FACT programs

IAOPA International Council of Aircraft Owners and Pilots A group to help determine and set Standards codes regulations and use of TRAC/FACT with government.

IAP Instrument Approach Procedure to include complete protocol for RC and robotics landing via TRAC/FACT programming at the 5 SBs for FACT events. Second and future generations of PFN/TRAC to complete robotics and RC landings at traditional airports of all WLS approaches.

IAPS Integrated Avionics Processing System incorporated as TRAC in first generation where applicable—further protected and managed via FACT software.

IAS Indicated Air Speed all data delivered to TRAC

IATA International Air Transport Association to take part in the forming and implementation of standards rules regulation and law incorporated in TRAC/FACT protocols.

IC (1) Intercabinet used as applicable to TRAC/protocol for security

(2) Integrated Circuit

ICAO International Civil Aviation Organization (Montreal) another group to be incorporated in determining the procedures and rules standards, regulation codes laws that TRAC will be applied by and FACT programming will be coded and written for ICC IAPS Card Cage to be constructed to meet the TRAC/FACT protection requirement for any essential processing system to perform the FACT protocols un-abated.

ICD (1) Installation Control Drawing for each TRAC/FACT flight system for each aircraft.

(2) Interface Control Drawing TRAC/FACT for each aircraft

(3) Interactive Design Center used to develop the proper TRAC/FACT configurations for each aircraft type from what is COTS and what has to be interfaced and augmented to be certified TRAC/FACT ready.

ICNIA Integrated Communications, Navigation and Identification Avionics an essential automation to all flying platforms for TRAC/FACT certifications, additionally this is to be a protected avionics package with an onboard inventory program for an avionics FACT package deliverable by wireless and recorded in protected memory. This ICNIA package when present will provide data to the TRAC process and/or computer running FACT robotics flight and landing programming.

ICU Instrument Comparator Unit to be monitored by TRAC for any flagged instrument failures or possible tampering event flag for FACT.

IDC Indicator Display/Control videoed combined with data streams sent to surface system to evaluate.

Ident The action of the transponder transmitting an extra pulse along with its identification code (at the request of a controller). Used for essential TRAC communication link, and this Ident modality to be used by TRAC components dispersed by an accident to communicate location data between existing operating PFN/TRAC components and rescuers establish-most accurate debris field for best rescue and recovery.

IDG Integrated Drive Generator

IDS (1) Ice Detection System

(2) Integrated Display System

IEC IAPS Environmental Control Module TRAC connected and interfaced

IED Insertion Extraction Device

IEEE Institute of Electrical and Electronic Engineers to take part in the standards efforts for all TRAC hardware.

IF (if) Intermediate Frequency. A frequency to which a signal is shifted as an in-between step in the reception or transmission of a signal. TRAC is a communication router and therefore this function is part of the TRAC scan processor for all communications interfaced with a FACT priority scan recognition algorithm. Any wireless system also on board would be a sub system or SUC to TRAC.

IFALPA International Federation of Airline Pilots Association an organization to take part in the standards, codes and rules regulations and laws pertaining to the implementation of TRAC/FACT System and protocols.

IFATCA International Federation of Air Traffic Controllers Õ

Associations This organization will also take part in the construction of protocols for TRAC/FACT software action for the robotics flight plan and the surface RC pilots handling the final approach.

IFPS Integrated Initial Flight Plan Processing System This system will be access able in real-time and be part of a software program comparing the flight in progress and trip both surface and air systems upon a deviation as a FACT flagged event.

IFR Instrument Flight Rules

IGES Standardized Graphics Exchange File

IGV Inlet Guide Vane

ILM Independent Landing Monitor Data interfaced as needed to TRAC system

ILS Instrument Landing System. The system provides lateral, along course and vertical guidance to aircraft attempting a landing. Data provided the robotics and remote controlled landing program for FACT.

INA Integrated Modular Avionics How TRAC software will be configured and consolidated.

INC Instrument Meteorological Conditions data supplied as available and needed by FACT flight programming.

IMPATT Impact Avalanche and Transmit Time. This type of Diode, when mounted in an appropriate cavity, produces microwave oscillations and amplification.

IMTEG ICAO ILS/MLS Transition Group Europe to take part in the standards on how TRAC/FACT will be configured and implemented in Europe.

IND Indicator all indicators will be videoed and their electrical signal will be transmitted to the TRAC Processor.

INU Inertial Navigation Unit will provide data to TRAC for FACT programming.

IAS Indicated Airspeed is the speed indicated by a differential pressure airspeed indicator which measures the actual pressure differential in the pilot-static head. It is the actual instrument indication for a given flight condition. This electrical signal will be provided to the TRAC processor. All such reported data during a FACT event is recorded locally and transmitted to the surface for redundant storage and use in RC piloting.

Indicated The altitude above mean sea level (uncorrected for Altitude temperature). Used data as relevant to flight operations in FACT robotics and RC piloting.

INMARSAT International Maritime Satellite Organization to be instrumental in ded dedicated frequencies procedures and protocols in using satellite communications for accurate positioning of aircraft in 3 dimensions and communicating long distant for real-time or near real-time RC or robotics augmentation on board a troubled aircraft.

I/O Input/Output. Refers to bidirectional data ports. As many as necessary to handle the data streams to fly the air craft and communicate with the surface Processors will range to meet application specific needs of the aircraft originally with future configurations more standardized and consolidated, however more redundant and more difficult to defeat system integrity.

INPH Interphone All communications are monitored by the TRAC system and voice recognition command identity capability will exist locally, however the ultimate control over TRAC can rest at the surface via encrypted FACT commands if deemed appropriate and wise.

INS Inertial Navigation System. A self-contained, dead reckoning system that senses the acceleration along the three axes of the aircraft and calculates the distance traveled from a reference point. Accuracy of the system decreases with respect to time. Never the less this systems electronic signals and data will be provided to the TRAC processor running FACT software running an appropriate algorithm for error to use and confirm FACT program choices and to correctly navigate the plane and/or check flight progress on the pre register flight plan.

INST Instrument All essential data provided to TRAC with instrumentation videoed.

Intruder An altitude reporting aircraft that is being considered as a potential threat and that is being processed by the threat detection logic (TCAS). Any TCAS protocols and tracking system as well as scramble fighter response to protect airspace will be incorporated into a troubled FACT event like WoJack protocol, Additionally, the FACT event on the troubled air craft will initiate a TCAS response with special new protocols to include an RC pilot in an assist escort fighter.

IOC Initial Operational Capability first TRAC/FACT systems in 120 days with 100% cooperation of government agencies/military and commercial contractors.

ION Institute of Navigation

IOR Indian Ocean Region

IOT & E Initial Operational Test and Evaluation 90-120 days for TRAC/FACT deployment.

IP Intermediate Pressure

IPB Illustrated Parts Breakdown

IPC (1) Intermediate Pressure Compressor

(2) Illustrated Parts Catalog

IPD Industrial Products Division to participate and approve the configurations and help create standards rules code.

IPL Illustrated Parts List

IPT (1) Intermediate Pressure Turbine

(2) Integrated Product Team (FAA) for TRAC/FACT system and responsible for setting the progressive steps for specific aircraft as per there application and risk to meet FACT protocols.

IRP Integrated Refuel Panel all flight data provided to the Flight system of TRAC/FACT or any protected sub system performing FACT flying

IRS Inertial Reference System data provided TRAC/FACT system as available or needed.

IRU Inertial Reference Unit data provided the FACT program in use and data supplied to surface management systems.

ISA (1) Industry Standard Architecture

(2) International Standard Atmosphere the 2 above are a conditions of TRAC/FACT System.

ISDN Integrated Services Digital Network to be interfaced or assimilated/made a part of the PFN/TRAC System and further encrypted as appropriate with FACT software

ISDOS Information System Design and Optimization System

ISLN Isolation The TRAC processor and FACT program must be isolated from any air born contact.

ISO (1) International Organization for Standardization

(2) International Standards Organization these two above are absolutes for TRAC/FACT system as inherent in the architecture of TRAC.

Iso-Contour Refer to contour

ISPA International Symposium on Precision Approach and Instrument Landing in the future to review TRAC/FACT robotics and RC landing with WLS data links are fed to the TRAC system and surface RC station with a count down for touch down estimate verbally for ground response team readiness throughout the base handling a FACT event. For all teams medical/CDC, law enforcement/military readiness-additionally the ILS data is fed to the TRAC processor or Flight controller or adapted autopilot handling robotics flight for glide path or final approach application specific per aircraft equipment.

ISPACG Informal South Pacific ATC Coordinating Group all groups agencies governments and/organizations to participate in the FACT structure and protocol development for their geographic area and any general applications that effect all.

ISSS Initial Sector Suite System. All tracking or position placement systems or data to be feed to the surface system and transmitted to an airborne TRAC system querying accurate location for confirmation is to be available to TRAC/FACT.

ISU Initial Signal Unit All transmitted data to be feed to TRAC/FACT system for robotics flight/glide path and landing, additionally provided surface RC station and ground support team.

ITM Information Technology Management is the ground-based portion of an ADMS (see also EDMS). Immediately used to run FACT programming and protocols.

ITO Indium-Tin Oxide

ITS Integrated Test System internal testing of all systems interfaced to or as a part of a TRAC System processor must run a self-test and component check on boot up and periodically as part of any operational algorithm. As well as be able to determine new interfaces and include reject, record and report their connection, ESN/FACT ID and/or removal locally if appropriate and to the surface ITM, ADMS, EDMS via wireless and IP connections. One important part of being TRUSTED is that the TRAC/FACT system in place at any given time can report to the proper people a system failure, real-time reporting to authorized people and locations in the air and on the surface to be defined by proper standards codes rules regulation and governing agencies.

ITT (1) Interstage Turbine Temperature

(2) Inter-Turbine Temperature

ITU International Telecommunications Union an organization to help determine the use of wireless systems by TRAC/FACT and help set up the matrix of communication options for the TRAC/FACT system per geographic area with the appropriate sovereign powers and commercial interests.

IV Isolation Valve This device will be an electrically controlled solenoid valve on hydraulic assist and complete hydraulic systems to lock out local control. Full hydraulic control systems will have their delivery lines primary and redundant from the pilot controls to their actuators blocked or diverted to an absorbs ion bladder or accumulator cushioned with nitrogen to control pressure. This diversion must take place in an unobtainable area in the aircraft during flight and the access and service must require FACT system avionics/hydraulics certification on the ground.

ITWS Integrated Terminal Weather System FACT RC Station connected and data transmitted to TRAC processor or adaptive autopilot for automated landing to receive crosswind surface data, Doppler radar/down bursts etc.

J

JAA European Joint Airworthiness Authority to approve and help create the appropriate TRAC/FACT operation and use for European airspace and the sovereign powers and publics affected.

JAL Japan Air Lines All airlines will work with their host country's government and any foreign government they fly into to provide the correct TRAC FACT programming as per confirmed air space they are in. TRAC processors through various communication systems and locating technologies will activate the appropriate program codes and international flight and coordination must be determined via the proper named organizations and government agencies-working together for the safest most optimum public safety and security for all in the air and on the surface.

JAR Joint Airworthiness Requirement TRAC/FACT self test and FACT inspections should be a FAA/homeland security regulation and part of any airworthiness requirement to fly air aircraft per airspace. Certification transmitted or IP connected prior entering new airspace another r requirement with all sovereign air space approval and ultimate control.

JAR-AWO Joint Airworthiness Requirements—All Weather

Operations TRAC/FACT approved and part of, as well as interfaced with, all necessary equipment in an air worthy and protected state to perform robotics flight and RC flights.

JFET Junction Field Effect Transistor, any electronics components can be used either directly or as part of a subsystem in the construct of a TRAC system and/or FACT protocol.

JPO Joint Program Office all agencies and any essential flight or air travel organizational offices will be linked DET/FACT software and other unsecured IP links will be provided generic messages from the fact system to be determined as appropriate for the circumstance to provide information in a less secure environment to the public during a FACT event.

J/S Jammer to Signal Ratio

JTAG Joint Test Action Group

JTIDS Joint Tactical Information Distribution System To be connected with by and for FACT protocols.

K

KAL Korean Air Lines All airline will work with their host country's government and any foreign government they fly into to provide the correct TRAC FACT programming as per confirmed air space they are in. TRAC processors through various communication systems and locating technologies will activate the appropriate program codes and international flight and coordination must be determined via the proper named organizations and government agencies—working together for the safest most optimum public safety and security for all in the air and on the surface.

Key A hand-operated switching device or the act of operating such a device. A special key stroke for FACT communications that are dated and coded to communicate with FACT/Homeland security to alert of FACT event and transmit essential data to be set up and determined and to determine who should know such communication Links—key pads on handheld flight communicators or personal PFNS as well as DETs on the flight stations and instrument panels.

KGLS Kinematic GPS Landing System used for the FACT/RC robotics landing

KHz Kilohertz (1000 cycles per second)

kb/s Kilobits Per Second The fastest communications and processing is to apply to the necessary Real-time flight and landing controls with all other data transmitted in near real-time always with the most critical FACT data being handled with the highest priority.

KBU Keyboard Unit on all FACT/DETs throughout the system onboard the aircraft and in the ground support system.

KPS Kilobytes Per Second, Real-time Flight controls to have the highest data rates.

kts Knots. Landing knots due to inertia/size of the aircraft is a FAA classification system and such classification system will be used to apply FACT deployment through out the aircraft industry in this paper a chart is presented of the aircraft classifications here.

The FAA provides the following categorizations of aircraft.

Categorization by Stall Speed (which determines the basis of landing or approach speed):


TABLE 1
Aircraft Approach Category
1.3 Times Maximum Speed
Aircraft the Stall (Circling Typical Aircraft
Category Speed in Knots Approaches) in This Category
A less than  90 knots small single engine
91 knots
B 91 to 120 knots 120 knots small multi engine
C 121 to 140 knots 140 knots airline jet
D 141 to 165 knots 164 knots large jet/military jet
E above 166 knots special military
(source: FAA, 1976, United States standards for Terminal Instrument.
Additionally knots kts or aircraft speed will be provided via an electrical signal to the TRAC processor performing FACT robotics and RC flights and landing.

In the Chart above Categories C&D are focused on for the most rapid deployment of FACT due to the high fuel and inertia destructive value of these aircraft to surface targets when used by hostile forces or terrorists. Basically, this patent allows for the DOD & military to use FACT and apply it with DES/DET as they see best and therefore security applications are left unstated. These systems are of the highest security and their exact implementation will not be detailed here in this international forum. However, this inventor is willing to help the United States of America expand on this technology in anyway possible or needed at anytime to increase public safety, national security and preserve freedom and democracy.

kVA Kilovolt-ampere

L

L Left

L1 Frequency on which GPS SPS signals are transmitted, will be incorporated into the TRAC/FACT system.

L-Band carrier (1575.42 Mhz) Monitored and interfaced with the TRACT communication router.

L1011 Lockheed Model 1011 Aircraft First generation TRAC/FACT ready in 90 days—this is a C-D category aircraft.

L2 L-Band carrier (1227.6 MHz) interfaced with the TRAC scan and router section ASAP otherwise TRANSCEIVER a sub system or SUC to current to TRAC/FACT management.

LAAS Local Area Augmentation System

LAC Lineas Aereas Del Caribe (an airline) All airlines will work with their host country's government and any foreign government they fly into to provide the correct TRAC FACT programming as per confirmed air space they are in. TRAC processors through various communication systems and locating technologies will activate the appropriate program codes and international flight and coordination must be determined via the proper named organizations and government agencies working together for the safest most optimum public safety and security for all in the air and on the surface.

LADGPS Local Area Differential GPS All of the most accurate systems for GPS will be interfaced with the air and surface system under TRAC/FACT control to safely determine FACT events and perform robotics and RC flights and landings.

LAN Local Area Network all such net works are to be interfaced as needed and SUC or protected sub systems to TRAC system and/or FACT protocols which ever is present in any given system

LAT Latitude a coordinate important to determining flight deviation and in flying and landing FACT controlled flights.

L-Band A radio frequency band from 390 to 1550 MHz. Interfaced and used to perform FACT programming and monitored by TRAC RF routing and scanning.

LCC Leadless Chip Carrier as a hardware socket employed as needed, additionally any RF device is SUC to TRAC/FACT management and control and interfaced with the system- and if any chip mount can be used to precipitate TRAC/FACT interfacing with the least of connectable effort any ware in the Aircraft to the control buss and be done in a secure solo manner wired or wireless it is to be used as much as necessary.

LCD Liquid Crystal Display on all components integrated with the TRAC/FACT system with the displays covered to anyone other than FACT cleared Technical teams.

LCP Lighting Control Panel TRAC can control all illumination in the aircraft for FACT protocols to limit local control capability to prevent unauthorized or unsafe use of an aircraft so compromised. The FACT robotics and RC via TRAC can use infrared cameras and heat sensing system during such an event to determine the proper illumination for an event.

LCSTB Low Cost Simulation Test bed all test means to insure the highest safety in TRAC/FACT design construction deployment and use are to be employed in the most efficient manner with respect to the need for TRAC/FACT per aircraft and support system.

LD Lower Data less important data will run at slower computing speeds and communication protocols, however in a FACT event all data can be important and local and surface software programs will evaluate data importance sensed on board. Human controls on the surface can prioritize this process (protocols to be determined).

LDCC Leaded Chip Carrier All systems

LDGPS Local Area Differential Global Positioning Satellite used to determine FACT event and to fly the FACT flight plans and Landings.

LDU Lamp Driver Unit

LED Light Emitting Diode used as needed for TRAC error recognition and general illumination in authorized servicing—work or utility lighting used to recognize personnel determine their actions and to alert others to unauthorized work as well as distract or hinder unauthorized tampering by flashing/blinding or abstinence.

Leg The section of the flight between two waypoints. To be TRAC/FACT monitored for flight plan deviations also the area of a FACT flight over the least populated or sensitive Surface areas for FACT flights to SB waypoint air space.

LF Low Frequency. The frequency range from 30 to 300 kHz. All communication L frequencies to be set up for TRAC/FACT DATA communication links and SCAN routing—actual frequency use to be determined by RF component engineers and government agencies as per physics characteristics and desired use.

LGA Low Gain Antenna all necessary antennas protected secluded FACT inspected and TRAC/FACT tested on boot up and periodic auto testing as part of TRUSTED system protocol.

LH Lufthansa

LHP Lightning HIRF Protection TRAC/FACT components protected for lightning strikes and static and ground spiking to disable the system.

LIB Left Inboard

LISN Line Impedance Stabilization Network SUC for TRAC

LLP Left Lower Plug. Identifies the plug on the rear connector of an avionics unit. All connections including LLPs are to take place in physically protected cans as well as have protected leads with one-way power service regulated to restrict tampering and protect against current overload.

LLWAS Low-Level Wind Shear Alert System This data provided to the RAC flight station and the TRAC processor or Adaptive autopilot for robotics flight adjustment and landing.

L/M List of Materials

LMM Locator Middle Marker. An NDB that is co-located at the same site as the 75 MHz middle marker beacon.

LMP Left Middle Plug. Identifies the plug on the rear connector of an avionics unit. All connectors and leads for essential energy or communication Links are to be shielded or protected.

LMT Local Mean Time

LNA Low Noise Amplifier

LNAV Lateral Navigation is programmed in the flight plans for fact and processed through the TRAC processor or the Adaptive auto pilot/flight computer. Actual lateral position monitored throughout he various onboard position-sensing systems.

LOB Left Outboard

LOC Localizer. The lateral guidance portion of an ILS system. Incorporated into TRAC/FACT programmed and RC flights and landings.

Lock-On The condition that exists when the DME receives reply pulses to at least 50 percent of the interrogations. Valid distance information is then available. A technology used to determine plane position and used in the automated flying of the TRAC/FACT programs.

LOM Locator Outer Marker. An NDB that is co-located at the same site as the 75 MHz outer marker beacon. All markers used to line up aircraft for landing will be used in the FACT final approaches for robotics and RC coordinated landings.

LON Longitude

LORAN Long Range Navigation. A system using a ground facility composed of a master station and a subservient station. The airborne receiver computes the position of the aircraft by using two or more received dominant-subservient.

pairs of signals. LORAN-A operates at 1850, 1900 and 1950 kHz. LORAN-C operates at 100 kHz. LORAN A was replaced by LORAN C in 1980.

LORAN C Long Range Navigation System The loran system along with GPS will be used in together for FACT to determine a deviation and for FACT flying.

LOS Line Of Sight as part of the RC station one RC pilot will maintain line of sight while another maintains an instrument approach as part of the surface team landing a FACT flight. Additionally, RC pilots in assist escort craft will maintain LOS with the FACT flight for as long as possible. Ultimately, the FACT flight can be safely landed robotically, remotely controlled with 3 skilled pilots as a coordinated team—protocols to be determined and developed.

LPC Low Pressure Compressor

LPT Low Pressure Turbine

LRA (See RALT)

LRM Line Replaceable Module ultimately PFN/TRAC units will be constructed as LRMs or LRUs and be placed in several areas along the control bus.

LRRA (See RALT)

LRU Line Replaceable Unit ultimately PFN/TRAC units will be constructed as LRMs or LRUs and be placed in several areas along the control bus.

LSB (1) Lower Sideband. The lower sideband is the difference in frequency between the AM carrier signal and the modulation signal. All RF Communication On the aircraft will be routed through PFN/TRAC system for total Communication access.

(2) Least Significant Bit

LSD Least Significant Digit

LSI Large Scale Integration PFN/TRAC and FACT programming is LSI and will be in the form of an ASIC as time passes.

LSK Line Select Key

LTP Left Top Plug. Identifies the plug on the rear connector of an avionics unit. All connectors and essential leads are protected, for SUC or sub systems for TRAC System and FACT.

Lubber Line A fixed line placed on an indicator to indicate the front-to-rear axis of the aircraft. Data electronic signal provided FACT flight programs running in sub systems or in TRAC/FACT system.

LV Lower Sideband Voice recorded and controlled by TRACor FACT programming for FACT event.

LVDT Linear Voltage Differential Transducer (used with aircraft control surface servos) monitored by TRAC/FACT and emergency power provided by protected PFN/TRAC System.

LVLCH Level Change monitored and Managed by TRAC/FACT programs as appropriate.

LVPS Low Voltage Power Supply avail able to TRAC operations and also inherent in TRAC Systems.

M

m Meter

m/s Meter per Second All measurements that equate to movement of the aircraft will be transduced into an electrical signal and provided TRAC processor or the FACT sub system to be used in the determination of a FACT event and how to fly and land the aircraft via robotics and RC controls.

MAC Medium Access Controller all essential controllers will be incorporated for the FACT protocols as subsystems or SUC to TRAC and especially a good access point that must be protected with restricted access or any translation processor that will allow for a higher application software to control the system.

Mach Number Mach number is the ratio of the true airspeed to the speed of sound at a particular flight condition. It is the chief criterion of airflow pattern and is usually represented by the free-stream steady-state value.

Mag Magnetic

Magnetic The bearing with respect to magnetic north.

Bearing

Magnetic North The direction north as determined by the earth's magnetic field. The reference direction for measurement of magnetic directions. The four above terms and definitions involving the heading of the aircraft using the traditional compass will be provided as an electrical signal indicative of the instrumentation to the FACT algorithm to equate the true aircraft direction and heading the pilot is reading on the instruments. This will be determined by satellite and GPS, Lorands other RF and locating devices on board and dead reckoning to determine true intent of aircraft and controlling operators and to assist the local real-time operators in maintaining the correct course for the real-time circumstance and providing the proper air and surface support for the troubled air craft to in sure better public safety in the air and on the surface.

MAMS Military Airspace Management System will be connected directly in a FACT event. And military bases will be chosen and outfitted for FACT operations (to be determined as a National air guard/coast guard response or regular military or all three of the above with local law enforcement and emergency response air support assisting immediately until relieved all coordinated by local FAA/FACT air space controllers handling a FACT event.

MAR Managed Arrival Reservoir

Marker Beacon A transmitter operating at 75 MHz that provides identification of a particular position along an airway or on the approach to an instrument runway. The marker beacon is continuously tone-modulated by a 400-Hz, a 1300-Hz or a 3000-Hz tone. Marker beacons along an instrument runway provide along-course (range) guidance and designate when an aircraft should be at a certain altitude if the aircraft is following the glide path. An audio algorithm will transduce this signal or a digital or electrical analog signal with identifiable characteristics will be transmitted to the troubled aircraft overhead at the appropriate position for the Flight glide path algorithm to adjust the aircraft control surfaces (Flaps etc.) to obtain the proper altitude and later al position for the airport approach and landing. This data is also provided the RC stations in the chase aircraft and in the surface support. The system used to deliver this important data should be universalized or multiple technologies have to be available on the ground on these safe bases. Additionally these beacons have to have the highest of surface protection with a vigilant monitor on any near Safe Base wireless communications that could be misinterpreted as a marker signal SB signal should have an encrypted code recognized by on board TRAC/FACT programming.

MASPS Minimum Aviation System Performance Standards any FACT configuration that is to be used by aircraft flying must meet this standard and that will probably require a special customized inspection by the most skilled in aviation/avionics to determine flight readiness. These first generation systems will not be easy, simple or perfect, but they each have to improve air security and public safety as much as possible in each step and continue to improve until an entire safe PFN/TRAC System unit is obtained in every aircraft.

MAT Maintenance Access Terminal have to have FACT approved technicians and security surveillance over work performed with workers wearing PFN/TRAC units with audio and video record/report capability in real-time. Infrared/heat and human imaging sensing and system software algorithms with ESN quarries of these personal PFNS are to identify personnel with Identity check points Sync/timed PIN codes, Iris reading finger print non invasive DNA, face print recognition, voice recognition and finger print thaws on the PFN identity belt that the worker is wearing is needed. (Proper security is available at the installation and is rotated. Each PFN/TRAC/FACT component with it's anti-tamper sensing and electronic seals can communicate with security at any MAT and all other FAA security checks and inspections are observed.

MAWP Missed Approached Waypoint this signal is provided air born TRAC/FACT program and the RC pilot for any effort to land the aircraft or retry or deal with the situation as best as possible.

MB Marker Beacon all signals provided electronically to the FACT program and the RC surface support.

MBE Multiple Bit Error Algorithm in FACT programming will always be running parallel queries of multiple redundant systems to determine the most accurate data to use. Additionally, the surface flight crew is monitoring all the same data and communicating with the chase RC pilot at the long distance and the surface RC pilot for close in landing.

MC Master Change any change in avionics to FACT performance must be approved recorded/logged in with all persons involved S/N etc. and inspected for proper working order by FACT inspectors prior to any flight an FAA structured security.

MCB Microwave Circuit Board all radar or FACT operated systems have to be serviced by FACT cleared security and calibration and performance of these subsystem components have to be checked for proper FACT working order.

MCC Maintenance Control Computer has a special encrypted area for FACT service.

MCDP Maintenance Control Display Panel video and electronic signals generated are recorded and reported as determined to be a flag for a FACT System security Flag.

MCDU Multifunctional Control Display Unit videoed and signals recorded/reported as needed.

MCN Manufacturing Control Number registered in every PFN/TRAC unit and component memory on board and traceable in the system or any other system components are interfaced with or exchanged. FACT registration protocol for S/N ESN and OEM product and component numbers or ID/lot Nos.

MCP (1) Maintenance Control Panel FACT protocols to be determined and FACT qualified person monitoring the panel.

(2) Mode Control Panel

MCT Max Continuous Thrust

MCU (1) Modular Concept Unit (approximately ⅛-ATR,

Airline Transport Rack)

(2) Multifunction Concept Unit

MD11 Boeing Model 11 Aircraft (formerly McDonnell Douglas)

MD90 Boeing Model 90 Aircraft (formerly McDonnell Douglas) The above 2 aircraft to be FACT fitted with first the first generation with in 90 days.

MDA Minimum Descent Altitude As a general rule the Descent in any FACT landing will take place at minimum levels needed for a gradual long slow glide path.

MDC Maintenance Diagnostic Computer will record and report all alerts and conditional data to the TRAC/FACT system if on board the Aircraft and to the surface. If part of a surface maintenance check the system will report all data to the TRAC/FACT system for on board records and the surface FACT mass data Base for future reference attention and clearance as determined necessary and prudent.

MDCRS Meteorological Data collection and Reporting System on the surface will provide all flight stations air born and on the surface with weather conditions applicable to flight and landing. Additionally this information is provided to medical or HAZMAT teams and law enforcement to ready response for the incoming troubled aircraft application specific to the public safety response and current weather conditions that can aggravate the situation.

MDS Minimum Discernible Signal. The MDS is the lowest RF signal level that can be detected as a valid signal. Has to be absolutely identified for the most radical of commands to be carried out in FACT programming. A protocol of equations for public safety and national security are to be developed in the event all communications are disabled. For this reason the TRAC scan and blue tooth wireless communication link with all forms of wireless communication is stressed for TRAC/FACT System to access NENA numbers and FACT/homeland FAA master control to communicate the appropriate codes to the central control station to intercede FACT termination programs or other radical defense programming.

MDT Maintenance Display Terminal videoed and recorded reviewed prior to final flight clearance.

MEA Minimum En route Altitude There is to be a high MEA for all FACT Safe Base flights as general programming.

MEC Main Equipment Center

MEDLL Multi-ath Estimating Delay Lock Loop any automated flight programming is to be interfaced directly with FACT programming and may be interrupted or secured and used as part of the TRAC/FACT system—1st generation.

MEL Minimum Equipment List. The list of equipment that the FCC requires to be aboard an aircraft before flying. The automated TRAC Communication scanner and router with wireless communication link DSRC should become a FCC/FAA/homeland security necessity for all aircraft as soon as possible to increase communication links with emergency inessaging protocols to be developed for FACT in 90 days.

MES Main Engine Start this electrical signal should run a FACT system check for immediate shutdown for an non-cleared TRAC/FACT system with an alert sent to control tower, company monitoring system and surface security with aircraft location ESN and audio and video on in the aircraft—engine should have FACT sensor and lead or wireless protected to TRAC/FACT System monitoring.

MF Medium Frequency. The portion of the radio spectrum from 300 kHz to 3 MHz. All communication links scanned by TRAC/FACT and used as determined appropriate.

MFCP Multifunction Control Display Panel videoed and recorded and reported as appropriate for function related to TRAC/FACT protocols.

MFD Multifunction Display Same as above with electrical signal monitored.

MFDS Multifunction Display System Same as above with electrical signal monitored

MDFU Multifunction Display Unit Same as above with electrical signal monitored.

MFM Maintenance Fault Memory made part of TRAC/FACT system and dealt with accordingly.

MGSCU Main Gear Steering Control Unit SUC with any servo motor control to TRAC or FACT management for the surface collision avoidance or TRAC/FACT robotics or RC surface taxing.

MHD Magnetic Hard Drive used in TRAC and fully protected in any avionics as a FACT protocol.

MHz Megahertz (1,000,000 cycles per second)

MIC Microphone. Also refers to the output signal of the Microphone. To be recorded and used with voice recognition technology in TRAC/FACT systems. Reported to the surface during FACT event. For entire flight after event flagged.

Micro-EARTS Microprocessor En route Automated Radar Tracking employed in FACT determining software and to fly to safe Bases.

MIDU Multi-purpose Interactive Display Unit video captured with electronic signal recorded and reported for TRAC/FACT System.

MIL Military used for a fact event as determined appropriate by FAA/DOT/DOD/homeland security.

MIPS Million Instructions Per Second Data delivered to Fact for the surface

MLS Microwave Landing System employed by TRA/FACT automated flights and landings.

MLW Maximum Landing Weight—always the question to dump fuel and cargo will be part of FACT scenario with special restricted area provided with automated signals and automated dumping actuators on tanks and storage areas that release transponders to mark the debris dropped for immediate hazmat procedures.

MM Mass Memory a PFN/TRAC/system intra net for aviation FACT mass database

MMI Man-Machine Interface TRAC/FACT enhanced with accountable shared controls of aircraft.

MMIC Monolithic Microwave Integrated Circuit all Tracking and positioning technology for aircraft to be protected and controlled according to FACT protocols.

Mmo The maximum Mach number at which an aircraft has been certified to operate. Incorporated in the FACT programmed flights MMR Multi-Mode Receiver incorporated in to TRAC/FACT scanning functions and used as part of any application specific communication link for any applicable aircraft.

MNPS Minimum Navigation Performance Specification There will be a TRAC/FACT MNPS for every progressive step of the technology to be cleared to fly as time goes on and the system becomes more sophisticated and unified.

MNT Mach Number Technique

MO Magneto-Optical-FAA to determine inspection for FACT readiness and performance.

MOA Military Operation Area the safe bases will have a great military presence and the bases will have the highest security-whether it is all military DES/DET and physically protected is to be determined by homeland security DOD, DOT, FAA and any level of threat.

MOCA Minimum Obstacle Clearance Altitude will be on the floor for a good deal of the area up to the landing strip of a SB. As time goes on other airports may be rated to handle certain FACT protocols and have special area teams with law enforcement, hazmat and medical teams available and the MOCA in those programs might be more sensitive to elevation requirements in glide paths and final approaches.

MOD (1) Modulator with encoding and encryption for FACT

(2) Modification is a continual state with TRAC/FACT system deployment.

(3) Magneto-Optical Drive

Mode A The pulse format for an identification code interrogation of an ATCRBS transponder.

Mode B An optional mode for transponder interrogation.

Mode C The pulse format for an altitude information interrogation of an ATCRBS transponder.

Mode D An unassigned, optional transponder mode.

Mode S (1) Mode Select (A transponder format to allow discrete interrogation and data link capability).

(2) Selective interrogation mode of SSR-FACT communication to utilize and recognize all pulse codes for each mode with programming written. Additionally the FACT protocol will supply headers of equipment interfaced and inventoried to provide the most update list of equipment as part of any compromised flight either via the aircraft trans ponder or the communication link to 2 way transponders or transceivers to store in local data repositories or buffers on the flight path or a FACT flight.

MODEM Modulator/Demodulator able to handle FACT encryption and SUC to TRAC/FACT

MOPR Minimum Operational Performance Requirements

MOPS Minimum Operational Performance Standards the above two to be determined for any given TRAC/FACT systems.

MORA Minimum Off-Route Altitude set by research for public safety routes and programmed in the FACT plight processors either TRAC or adaptive autopilot or Flight computer systems that are protected.

MOS Metal Oxide Semiconductor

MOSFET Metal Oxide Semiconductor Field Effect Transmitter

MOU Memorandum Of Understanding

MP (1) Middle Plug. Identifies the plug position on the rear connector of an avionics unit. To be protected as well as the lead for any avionics system crucial to the FACT performance.

(2) Main Processor

MPEL Maximum Permissible Exposure Level MPEL for toxins bacteria or decease and radiation will be determined sensed by on board systems and programmed and given protocols for the SB FACT flights and landings, and MPEL rating will be determined for each approved TRAC/FACT System approved for operation on any aircraft.

MROSE Multiple-tasking Real-time Operating System

Executive

MRR Manufacturing Revision Request continually put out on all aircraft for an avionics update with TRAC/FACT protocols.

MS Millisecond

MSB Most Significant Bit

MSCP Mobile Satellite Service Provider will be communication linked to the FAA/FACT intranet with emergency translation messaging at the highest application level for wireless and GPS communication and TRAC\king.

MSD (1) Most Significant Digit

Suggested FACT mass data controls

(2) Mass Storage Device is set up as part of all governing agencies with a sharing of the data. These agencies will have their own access codes and FACT security and read only access as a rule—all access is recorded and placed in the header of the file that is the same across all agencies. The highest level of security can maintain the file for special eyes. Agencies with linked MSD for FACT in transportation DOD/DOT/Homeland Security/FAA/FBI/CIA/NSC. FAA will have buffers a cross the nation that will have wireless gateways and land line connections to receive real time Data from aircraft and enter that data into the system. Additional gateways and buffers will be there for surface transportation and this intranet is linked at the highest level for all the agencies to monitor at the highest FACT level for public safety and national security. FACT is a fully accountable access technology that carries the strictest penalties for unprofessional or corrupted use of the system and technologies no matter who the perpetrator. FACT codes allow for the immediate access to any computer storage system and accompany a review process with all involved parties and their legal representatives in a proper agreed upon forum. Protocols and use must be constitutionally based to provide and preserve freedom and respect for individual privacy, but provide latitude in use for public safety and national security protection. The system will not be used or compromised for misdemeanor or simple crime prosecution and FACT trained professionals do all data released and destroyed. With out proper certification encrypted on the file it is the highest security breech and subject to high fines and imprisonment. Every citizen has a right to request if information is held on them and to view that data via a proper ID protocol and under the correct circumstances. All access to their file has to be decoded for there viewing and they have the right to request information on any data, collection process and use. The citizen can also request the file be destroyed and it is to be reviewed by FACT for this purpose. No file should be maintained for photo ID or any ID technology data DNA fingerprint for any regular citizen with no significant criminal past (violent). Non-citizens are to be followed through out the computer matrix as necessary by the sovereign powers. However the proper respect for each individual maintained. Obviously, these are suggestions in setting up the proper protocols for the use of FACT in the PFN/TRAC System. The inventor would like to say that it is the Freedom of the United States we want to protect for each individual citizen. This can only come from the greatest respect for every individual and their private life. Personal activities should always be monitored for a need to know basis only in public safety and national security and not be used or applied as a policing tool. In many cases the monitoring and use should be automated with the 3 laws of robotics applied. The use and access of all FACT access data should be quarried for personal ID, application and pertain to FACT protocols on a need to know basis. Otherwise all mass data should be FACT accessible for real-time use accompanied by a review of procedure for a FACT event with enough FACT officials available for case loads and review of use procedures. Additionally personal data used in any mass data system including credit and commercial streams should have to be approved by the individual. Intrusions of privacy of this commercial practice should also be stopped and have strict civil penalties—some automatic and others applied through tort laws. This is necessary for the citizen to trust FACT and mass data storage of a personal nature. This kind of data must receive the greatest protection and have the highest respect. All such data bases should have FACT access and run in a FACT approved mode—with a special FACT review of such data bases for the citizen with the ability to have data sponged from these data bases and prosecute those systems that continue to violate privacy laws.

MSG Message

MSI Medium Scale Integration The PFN/TRAC System progressive integration will encompass all subsystems and interface ultimately as LSI

MSL Mean Sea Level

MSP Mode S Specific Protocol to be developed and programmed for FACT

MSSS Mode S Specific Services TRAC/FACT

MSU Mode Select Unit

MT Minimum Time

MTBF Mean Time Between Failures. A performance figure calculated by dividing the total unit flying hours (airborne) accrued in a period of time by the number of unit failures that occurred during the same time. Where total unit hours are available, this may be used in lieu of total unit flying hours. A FACT file with MTBF data specific to equipment on board will be maintained with also a scheduled service file and response.

MTBR (1) Mean Time Between Removal

(2) Mean Time Between Repairs. A performance figure calculated by dividing the total unit flying hours accrued in a period by the number of unit removals (scheduled plus unscheduled) that occurred during the same period. Same TRAC/FACT procedure as above.

MTBUR (1) Mean Time Between Unscheduled Removal

(2) Mean Time Between Unit Replacements. A performance figure calculated by dividing the total unit flying hours (airborne) accrued in a period by the number of unscheduled unit removals that occurred during the same period. Same TRAC FACT components as above.

MTC Maintenance Terminal Cabinet

MTD Maintenance Terminal Display

MTF Maintenance Terminal Function The 3 above will have TRAC/FACT protocols to be followed as to the protection and service of all essential connectables and testing for FACT components.

MTI Moving Target Indicator. This type of radar display will show only moving targets. This system's data will be used in robotics flying and RC landing.

MTM Module Test and Maintenance for all TRAC/FACT hard ware & software there will be certified FACT inspectors and technicians to test any essential modules.

MTMIU Module Test and Maintenance Bus Interface Unit will be afforded guarded access and be used as a possible PFN/TRAC processor connecting point to access the control bus for vital FACT operations in first generations to retrofit legacy aircraft. If this proves doable this connection will be protected and require FACT certification to enter the area and perform testing or FACT augmentations.

MTTDA Mean Time To Dispatch Alert

MTTF Mean Time To Failure. A performance figure calculated by dividing the summation of times to failure for a sample of failed items by the number of failed items in the sample. The same item failing N times constitutes N failed items in the sample. This is different from mean time between failures since no allowance is given to items that have not failed.

MTTM Mean Time To Maintenance. The arithmetic mean of the time intervals between maintenance actions.

MTTMA Mean Time To Maintenance Alert

MTTR Mean Time To Repair. A performance figure calculated by dividing the sum of the active repair elapsed times accrued in a period on a number of designated items by the number of these items repaired in the same period.

MTTUR Mean Time To Unscheduled Removal. A performance figure calculated by dividing the summation of times to unscheduled removal for a sample of removed items by the number of removed items in the sample. This is different from MTBUR since no allowance is given to items that have not been removed. For the above 6 mean measurements—the TRAC/FACT protocol will establish a minimum time for these timed maintenance procedures to insure adequate service and optimum reliability. During all these maintenance procedures the strictest security with certified TRAC/FACT personnel is a standard requirement and the specifics will be determined in standards efforts and FAA/homeland security regulations. This may be flexible as intelligence determines threat to a free society regardless of cost.

MU ACARS Management Unit integrated SUC to TRAC and part of FACT

MULT Multiplier

MUS Minimum Use Specification. A generic description by parameter and characteristics of the test equipment and resources required for testing a unit or system. A protocol developed for FACT interfaced components and self tested during boot up and periodic auto tests to be a trusted system by recognizing failure a TRAC characteristic.

MUX Multiplexer FACT utilized in subsystems SUC and a crucial function in the TRAC ASCIC.

N

N1 Fan speed

N2 Intermediate compressor speed

N3 High speed compressor the 3 above monitored as needed by TRAC/FACT and SUCs.

NACA National Air Carriers Association to take part in TRAC/FACT standards rules regulations discussions but not to control policy procedures protocols or requirements—homeland security to make all final decisions via it's interagency matrix. (To restrict lobbing ( )—additionally government to aid in costly security conversions with a special committee to oversee cost and network technologies to reduce duplication and to much specificity—stop creating disparate systems—more universal application with less proprietary and better security.

NADIN National Airspace Data Interchange Network

NAS National Airspace System

NASA National Aeronautics and Space Administration The 3 terms above—to be interfaced with home land security and the FAA direct FACT control flights with FACT security.

NASPALS NAS Precision Approach and Landing System interfaced with the FACT/TRAC system for the FACT landings.

NAS/TRB National Academy of Science, Transportation Research.

Board to provide development of the different PFN/TRAC System components and FACT protocols.

NAT North Atlantic Region

NAT SPG North Atlantic Systems Planning Group this group will help determine the regional application of FACT and determine the areas for SBs and safe En route flight plans to the safe zones.

NATCA National Association of Air Traffic Controllers will be helping to develop proper handling procedures for FACT flights and be an essential part of FACT implementation at the SBs.

NATRSSIG ICAO North Atlantic Reduced Separation Standard.

Implementation Group involved in approving TRAC/FACT implementation.

NATS (1) North Atlantic Track System involved in approving TRAC/FACT implementation.

(2) UK National Air Traffic Services involved in approving and developing TRAC/FACT implementation.

NAV Navigation

NAVAID Navigational Aid all onboard NAV aids will be quarried to report to the FACT program and the RC stations to be checked for FACT robotics and RC.

Navigation A medium holding the customized navigation.

Datacard database. This technology will be used as well as ASIC SOC and hybrid substrates as application specific to each aircraft.

NAVSTAR The NAVSTAR global positioning system (GPS) is a system using 24 satellites, all reporting precise time signals, along with location keys. Eight satellites are in each of three 63-degree inclined plane circular orbits at 1,000 nmi in altitude. The system is used for navigation and determining exact position. All navigation systems will be used and most especially NAVSTAR for FACT robotics and RC.

Nautical Mile Equivalent to 6,076.1 feet, or approximately 1.15(nmi) statute miles.

NBAA National Business Aircraft Association will have to have the fleet of business aircraft better protected as relevant to their threat. And the FAA and homeland security has to set up proper schedule for these various aircraft to be fully FACT ready and protected.

NC Numerical Control Flights and landing s at the Safe Bases will be handled by priority of emergency to the greatest public safety hazard presented. One person should function as a real-time NCA over these decisions in the governing agency or intranet for FAA/homeland security over air travel. There needs to be a study to determine all imaginable emergency flight scenarios and still the designated NCA at any given time will have to make the case of priority for each troubled flight. With time permitting the President of the US should be the final NCA for any decision to terminate a flight. However, there has to be a response decision tree for situations not allowing the time for any such decision. It is important to remember that TRAC/FACT protocols will make it next to impossible for a Hijacking there always is the possibility any security can be defeated if there is a will to do so. For this reason there will always be the need to handle the worst of decisions a caring humanity has to make to preservers the greatest number at risk at a given time of emergency. For this reason the decisions should be understood prior to any possible need for them.

N/C New installation Concept All tools to virtually experience TRAC/FACT system performance or FACT protocol Scenarios should be utilized in development and for the projected combination of present separate and disparate systems to construct the diverse levels of FACT development across the spectrum of Air craft prior to the actual construction or installation. There are design tools that can be used to calculate the assets and difficulties of many hardware combinations to determine how best to interface them for automated flight and landing.

NCA National Command Authority Set up with specific WoJack rules as to the Threat of life for the passengers and crew, and the threat to people on the surface. Every possible scenario should be considered with safe time decision markers put in place. A protocol has to be developed and practiced to insure the best decision is made and carried out in the proper time frames with the proper prudence and lack of hesitation to insure the greatest public safety under such extreme circumstances. The NCA should be an FAA or air command specialist 24/7. A team of such NCA executives at each SB and for all the En route WoJack or FACT event flights in constant monitoring and flight management. TRAC with FACT protocols is designed to give the NCA executive officer all the possibilities imaginable on any given aircraft to foil a FACT event and land the aircraft at a Safe Base for maximum public safety on board the aircraft and on the surface. As stated earlier and time permitting any doomed flight or one that must be terminated the president of the US in the US should become the acting NCA and additionally explain the NCA's decision to the nation if any such action must be taken along this command chain. However, as stated above, there has to be a response decision tree for situations not allowing the time for any such president involvement. It is important to remember that even though TRAC/FACT protocols will make it next to impossible for a Hijacking there always is the possibility any security can be defeated—if there is a will to do so. For this reason there will always be the need to handle the worst of decisions a caring humanity has to make to preserve the greatest number at risk at a given time. In this case the decisions should be understood prior to any possible need for them and the procedures well understood by those that might have to perform them. Of course, the NCA is an integrated part of the PFN/TRAC System FACT/WoJack protocols for air travel/transport intranet management.

NCD No Computed Data TRAC scanning function during no event has a NCA command function to allow the energizing of any phone via wireless interface to quarry passengers and crew on board GPS or locating systems if a FACT event is a real concern and there is no NCD to confirm an ongoing FACT event. All such connections are recorded and require accountable reports for their use and action.

NCR National Cash Register TRAC systems in surface transportation run wireless payment industry encrypted software and the aircraft PFN will have this capability as well with card swipe systems to handle regular cards and smart cards as well as other forms and mediums of credit payment personal ID/iris or DNA.

NCS Network Coordination Station PFN/TRAC/FACT System is the primary NCS while any FACT event aircraft is passing through or near any regular flight patterns until the aircraft is with Safe escort and in safe En route flight plan to SB. This is coordinated handoff with standard FAA flight controls. However immediately the troubled flight is given a RC and escort flight crew to in clued a surface NCA commander flight assist RC pilot with flight termination capability by either of the escort aircraft a safe base surface crew with RC flight crew for landing and the appropriate force assembling to handle the specific emergency. At the point of hand off the FAA flights are monitored by all SBs and there is an NCA overseeing all commercial and private aircraft activity in US air space the Military are put on alert and intercept and assist pilots are pre scrambled to aircraft on the tarmac. A FAA/DOD/homeland security NCA makes the call to ground all aircraft or pursue any FACT events due to flight deviation or sensed problems.

ND Navigation Display. An EFIS presentation substituting for the horizontal situation indicator (HSI). These instruments will be videoed and any electrical signal they generate will be used for to assist in or confirm robotics flight and landings. There use for such functions depend on how accurate there data and how protected they can be made for uninterrupted service during a FACT event.

NDB (1) Non-Directional Radio Beacon. A ground station designed specifically for ADF use that operates in the 190-to-550-kHz range. Transmits a continuous carrier.

with either 400-or-1020 Hz modulation (keyed) to provide identification. The FACT program will use all such transmissions and all communications are to be scanned and used as applicable to robotics flight and landings and confirming the identity of an aircraft and it's location and altitude during a FACT event.

(2) Navigation Data Base (as stored in FMC memory) If capable and secure protection possible the FMC NDB will be used in applicable air craft to RAM store and monitor the 5 SB flight plans via adaptive autopilots or flight computers for the first generation TRAC FACT robotics system flights.

NDI Non-Developmental Item

NEG Negative

NERC UK New En Route Center This center may well serve as England's coordination center and FACT event command center for air travel/transport. This inventor is not trying to suggest how any other foreign nations should TRAC/FACT protect their air space and public safety in the air or on the surface. This requires these countries to make the same tough decisions on how best to receive and handoff flights into their airspace and also how to deal with a FACT event when it occurs, as well as handle those flights to possibly international Safe Bases. Europe has so may sovereign air spaces so close together that their coordination and assistance to air and for surface protection and support will have to be determined via organizations like the European Union and NATO and each country's National Security Agencies/military. Obviously, there are national and international aviation agencies and/organizations that will all take part in the standards, rules, regulations, code and law making for these geographic areas and events. TRAC systems will provide for accurate position of aircraft over air space during a FACT event, but coordination and preprogramming and planning is essential for the optimum system use and public safety.

NH High Pressure Gas Generator RPM

NHE Notes and Helps Editor Used in user-friendly TRAC/FACT programming with assistant if determined safe and useful.

NIC AEEC New Installation Concepts Subcommittee will be review PFN/TRAC/FACT System and determine implementation of the progressive and flexible architecture across the diverse aircraft platforms.

NIS Not-In-Service is a FACT program state. The FACT program can determine as a TRUSTED system (TRAC) and automatically lock the aircraft down for service through auto checks or RC and the proper systems must be checked or in perfect working order before the aircraft can be used. This includes a progressive programming to stop the unauthorized use or unsafe use of aircraft as per the operational state of the aircraft. Either to stop a take off and taxi back with a seal and lock down mode to a special security section of the air port—ideally at the end of the take off runway just to the side of the run way path—a security compound with a diverse emergency response team. If airborne FACT event protocols apply to safe base decision tree for types of emergencies must be worked out and remain secret in some cases. (This may be the best way to keep perpetrators from defeating them).

NIST National Institute of Standards and Technology will fund and help develop and coordinate efforts in the United States and around the world.

N-Layer N is set for any layer name (such as link, network, etc.) or for the initial (e.g.-SDU mean LSDU at the link layer). OSI model definition. TRAC will have N-Scann/hybrid substrate/for communication links and E/E bus interfaces as IC components.

NL Low Pressure Gas Generator RPM

NLR Netherlands National Aerospace Laboratory to help develop TRAC/FACT systems for all aircraft it is designing, testing or developing.

NLT Not Less Than There will be an NTL point for TRAC/FACT system goes for any flight.

nm Nautical Mile

NMI Nautical Mile

NMOS N-type Metal Oxide Semiconductor

NMT Not More Than there will also be NMT for a certain amount of deficiencies in the system as well—to be determined for all aircraft and aircraft specific as well.

NOAA National Oceanic and Atmospheric Administration will supply data and take part in the Safe flight and Base locations.

NOC Notice Of Change—a special NOC will be issued for all TRAC/FACT work with the highest of security and accountability in the planning and carrying out of any change orders.

NO COM No Communication. A NO COM annunciation indicates that a downlink message has not been acknowledged in an ACARS system. NO COMM is a FACT event automatically and RC surface commands are sent out to TRAC via all TRAC interfaced communication Links and the downloaded carryon personal wireless systems are automatically dialed for the ground support to establish contact with the air craft via passengers and crew to determine state of the flight if still air born—Command scenarios to be determined if this is a deliberate act to commandeer the air craft and use it in an unauthorized or unsafe fashion. Other wise TRAC is to continually supply communication links in triplicate for the coordination of air surface response to the safest landing of the aircraft. Due to the wireless link of TRAC to all carryon phones the TRAC scan processor will be able to deliver the communication via the pilots head sets or cabin communication Link system.

Noise Undesired random electromagnetic disturbances or spurious signals which are not part of the transmitted or received signal. In the construction of TRAC/FACT protection of a PFN or sub system SUC to FACT the construction should provide for the protection against undesired emfs.

NOTAM Notice to Airmen NOTAM to all the assist and RC crews are given at a FACT event automatically to a scramble state to man their posts—At this point the system has determined what safe base and an initial protocol response for the SB chosen. Further action is based on in flight developments and data received in the SB command center.

NPA Non-Precision Approach In the first generation a wide variety of disparate systems will create the possibility of NPAs in the early TRAC/FACT systems. When a aircraft is determined to be a FACT event it will fly to a SB safe fly zone and the best effort to RC it to the ground will be made as one better option than allowing for unauthorized and unsafe control. This is not perfect however necessary. As systems are refined for robotics landings and better suited for more accurate RC landings this NPA will be greatly reduced as a FACT event. Ultimately, there will be safe landings and skilled RC pilots for all troubled aircraft at the SBs and for may regular airport facilities to help the unskilled or compromised pilot handle their aircraft properly.

NPDU Network Protocol Data Unit Will be programmed with TRAC/FACT protocols.

NPRM Notice of Public Rule Making All PFN/TRAC/FACT notices will be reviewed for what information can be publicly disseminated for the optimum public safety and not to compromise the purpose of the system.

NRP National Route Program will be augmented as needed to provide for the SB en route flights and be altered by the FACT command structure to insure uninterrupted activities during a FACT event.

NRZ Non-Return to Zero all instrumentation will be videoed and the electronic signal reported to TRAC/FACT programming for comparison algorithm and additional fault detection.

NSEU Neutron Single Event Upset

NSSL National Severe Storms Laboratory To determine with storm simulation software the effects of weather conditions on various aircraft on a glide path in to SBs and sensing systems which will aid in real time flying.

NTF No Trouble Found (referring to testing or checkout of unit/module) NTFs NFT state must be found throughout the TRAC/FACT program both on boot up and any periodic system check.

NTSB National Transportation Safety Board will play a continuing role in reviewing the procedures and protocols for each aircraft for TRAC/FACT and the SB procedures to seek and fund better safer utilization of TRAC/FACT.

NVM Non-Volatile Memory will be used in event recording an RAM for TRAC/FACT with special physical protection for both.

NWA Northwest Airlines all airlines must perform appropriately to sovereign power rules regulations and laws in a particular established geographic area and air space and to their host countries law and rules in the proper use of TRAC/FACT System technology.

NWS National Weather Service. The NWS provides a ground-based weather radar network throughout the United States. The radar network operates continuously and transmits the data to the National Meteorological Center, where it correlates with other weather observations. NWS will be coordinated in a IP traditional PFN/TRAC System interface in the FAA/aviation intranet to provide the data electronically and visually to the FACT command center and the robotics and RC pilot stations as needed to flight the air craft and land it in the safest manner.

O

OAC Oceanic Area Control Center will be IP and wirelessly linked to the PFN/TRAC/FACT system to monitor and help manage aircraft over the far reaches of the planet covered in water. These flights will have robotics flights and all flights will have robotic options ara form any severe storms at sea and over land. Support seaworthy surface craft will be dispatched as well as air support and air fueling for troubled aircraft over the ocean. Tracking, support and emergency downing of aircraft will have options at sea including isolated island bases for troubled aircraft as a traditional SB.

OAG Official Airline Guide will have a section devoted to standard operating procedures for TRAC/FACT incidents—still to be determined on how it will be presented to the public and skilled professionals.

OAT (1) Optional Auxiliary Terminal. The OAT may be in the form of a CRT/Keyboard device capable of interfacing with other sources of data on the aircraft and supplying data to a hard copy printer. (Used in an ACARS system.) OAT and regular interface terminals are provided to TRAC and needed for humans to respond to FACT and other TRAC programming, however for them to be used with TRAC there human access points have to present no threat of disrupting TRAC/FACT programming by unauthorized and/or unsafe commands. The HMI terminal interface cannot be shorted or electronically disrupt the system even if the terminal is destroyed. All terminals have to have photo recognition and internal software locally to clear access demand the most stringent of security for any program change order has to be applied with total accountability.

(2) Outside Air Temperature. The uncorrected reading of the outside temperature gauge. Different types of gauges require different correction factors to obtain static air temperature. Corrected and valid external air temperature provided to the robotics TRAC/FACT control and reported to RC pilots on the ground.

OBS (1) Omnibearing Selector. A panel instrument that contains the controls and circuits to select an omni-bearing and determine the TO-FROM indication. All instrumentation that is used to hold a heading or data that can be used to recognize a flight deviation must be interfaced with the TRAC/FACT system to determine a FACT event and if the correct path is being followed.

(2) Optical Bypass Switch

Octal Base-8 counting system. Numbers include 0,1,2,3,4,5,6,7,8.

ODAP Oceanic Display And Planning system. Will present oceanic flight data to controllers in a display that will enable better route and altitude assignments. This system is SUC to TRAC/FACT systems and protocols if it is automated with data delivered to the aircraft in real-time or as part of the overall surface control system.

ODID Operational Display and Input Development

ODL (1) Optical Data Link

(2) Oceanic Display and Planning System

OEM Original Equipment Manufacturer Will review this patent and white paper for applicable equipment on their aircraft and interface the systems and equipment use to meet the highest level of protected automation they can to perform FACT functions. They will advise all owners of suggested upgrades and changes for their aircraft (to include component manufacturers as well, and help arrange to do the necessary augmentations under the proper FAA/homeland security FACT procedure as possible—Government will subsidize as much as possible the upgrades and so should insurance companies private owners clubs and/organizations for the individual aircraft up dates. Additionally all aircraft owners should be allowed tax saving incentives for the TRAC/FACT upgrades.

OEU Overhead Electronics Units

Off-Block Time The time that the aircraft leaves the gate.

OFP Operational Flight Program are on file and electronic in medium for an automated tracking of every flight in the FAA command center and Homeland security, nay deviation initiates FACT interrogatories of the on board TRAC/FACT flight and authorized pilot in dialog. If the interrogatories in the command center are questionable the Center can flag a FACT event from RC. Additionally robotics programming can flag a FACT event and the plane is on it's way to a safe base via a safe route with communication open and the aircraft being analyzed—with proper justification and reason a new flight plan is approved and the aircraft is allowed to go on to it's destination or other approved airport.

OID Outline Installation Drawing

OIU Orientation/Introduction Unit

OLAN Onboard Local Area Network all LAN that are responsible for essential flight controls are to be interfaced in a protected fashion to isolate protected robotics and RC controls of the TRAC/FACT system on board.

OM Outer Marker like all markers will provide their position data to the TRAC/FACT processor or linked processors (earlier generations interfaced adaptive auto-pilot or flight computer systems protected and running FACT programs) on board for the FACT flight and landing programs to robotically control the air craft; or be used by the RC pilots either in the pursuit assist aircraft or the RC flight station at the SB (Converted flight simulator to land the aircraft with the must current real-time data of the air craft s position and glide path.

OMEGA A navigation system that uses two high-powered transmitter ground stations to broadcast a continuous wave signal. The receiver measures the range difference between the two stations to determine position. These inherent air navigation systems will be used with automated triangulation the position markers and beacon, lorands and GPS as well as other satellite tracking, Dead reckoning in a combined fashion to confirm flight plans programmed into the automated flight systems on board and registered in the national flight control command center FACT/FAA/homeland security regionally tracking aircraft movement and nationally. A local flag in the Fact software may question an aircraft with a diverted flight path or one recognized diversion from surface tracking. Either will cause an immediate robotics SB flight and real-time investigation/scramble of assist aircraft and SB readiness as well as a national alert throughout all of FAA/homeland security.

Omni bearing The bearing indicated by a navigational receiver on transmissions from an omni directional radio range (VOR). A standard in air avionic and navigation will be incorporated into FACT flights as well as GPS and the above-mentioned positioning technology for robotics flight RC flight and landings and to detect FACT events. These actual used systems will depend on the aircraft and FAA/homeland security standards for each country.

OMS (1) Onboard Maintenance System—if automated will be part of TRAC/FACT or FACT will run an auto check for maintenance.

(2) Order Management System TRAC/FACT is the master operation system or management system.

OOOI OUT-OFF-ON-IN. An OOOI event is recorded as part of the ACARS operation. The OUT event is recorded when the aircraft is clear of the gate and ready to taxi. The OFF event occurs when the aircraft has lifted off the runway. The ON event occurs when the aircraft has landed. The IN event occurs when the aircraft has taxied to the ramp area. OOOI is also sequence keys in the FACT program providing for options in robotics and remote control.

The inventor can list here possible FACT flags for robotics and RC aircraft control—for all the ACARS events however, understanding each aircrafts capability for the current FACT response to be applied is best determined and specified by the TRAC/FACT system of authorities to include government, professional organizations and public safety watchdog groups. However the final secure protocol actions may be kept a secrete from the general public for better effectiveness in public safety—for this reason the inventor will not detail out here all the possibilities he envisions but is willing to share them in the proper setting and the proper time.

On-Block Time The time that the aircraft arrives at the gate. All timed data is to be monitored for FACT events.

OPAS Overhead Panel ARINC 629 System

OPBC Overhead Panel Bus Controller the 2 above lines have to be protected if they can be used to alter flight performance locally.

OPR Once Per Revolution

OPS Operations Per Second All essential data sensed for flight operations is SUC to TRAC/FACT processing.

OPU Over speed Protection Unit is to be directly tied to the robotics flight system and protected as the TRAC/FACT system if there is not a protected PFN/TRAC/FACT ASIC processor on board. If there is the robotics flights will have over speed protection and stable flight plans. Basically robotic flight and local flight control lock out all happen at once triggered by a deviated flight plan to include safe airspeed limit flags in FACT robotics flight programs monitoring any OPU or other velocity systems will flag a robotics FACT event and communication with the aircraft from FACT control central.

OR Operational Requirements for TRAC/FACT systems will vary per aircraft, and national state of security via a Public safety equation yet to be determined. Aircraft will be allowed to fly absent of all the TRAC/FACT systems so long as there threat can be neutralized via other security means. And partial TRAC/FACT systems not fully safe for on board air travelers will be allowed to fly absent added human security if the aircraft can be controlled to a safe crash zone at least. Of course acceptability of these limited operational requirements starts with the air travelers willingness to fly under these conditions and ends with FAA/FACT/Homeland security approving any such limited FACT flights.

OSC Order Status Report

OSI (1) Open Systems Interconnection

(2) Open System Interface used to connect with TRAC/FACT system monitoring but not to receive crucial security FACT data.

OTH Over The Horizon

OTS Organized Track System to incorporate as a TRAC/FACT IP component or be incorporated in the TRAC/FACT control system to handle all the telemetry which is to be divided up into flight station monitors on the surface both centrally and locally at the SB.

OVRD Override Surface FACT control center will always have full OVRD, Because the TRAC/FACT system will have so many routes of communication the total command and control over the flight will reside on the ground with special encoded communications that both surface and air systems recognize.

oxy Oxygen supplied as needed to sustain human life during a FACT event along with other atmospheric elements and compounds to control the passengers, occupants, and crew.

P

PA (1) Passenger Address recorded and processed by the TRAC/FACT processor voice recognition software for a FACT event announcement by hijackers or crew (and reported to a voice ID software algorithm in FACT control central) with a language translator function (local) for Keywords in every language. This will trigger a FACT flight robotics response to the Safe base and an automatic lock down of all local flight controls. The surface is alerted and cabin and cockpit video and audio activated for FACT surface response teams to monitor and manage the compromised aircraft, Additionally the passengers are alerted in their language to the event in progress. They can be given direction from the surface over the PA and are also give permission and freedom to beat the living crap out of any perpetrator and aid the crew or sky marshal in gaining control of the aircraft and subduing the ignorant son of a gun. If the PA is not an optimal mode the ground support team can activate passenger identified cellular phones on board and help direct a concerted effort via the camera surveillance as long as the cameras are operating or presenting visible data. When the video are disabled the phone contacts keeps the surface FACT support team in contact with the Processor via Blue tooth wireless if need be and can still provide voice communication with passengers to ascertain the nature of the threat in the troubled aircraft. Obviously cabin and cockpit surveillance audio and video equipment should be installed by FACT personnel in redundancy in secret locations and operated in the most professional manner at all times.

(2) Power Amplifier used as needed for TRAC/FACT equipment operations and protected in use and from tampering.

PAC Path Attenuation Compensation these automated flight algorithms will be used in robotics if not present in normal instrumentation for a TRAC/FACT system to perform a robotics flight and RC landing.

PA/CI Passenger Address/Cabin Interphone connected to the TRAC processor for FACT programming to determine a FACT event on the air craft and to recorded locally and reported to the surface control center and position marker data repositories so that all questionable dialog can be further analyzed and identified at the surface.

PACIS Passenger Address and Communication Interphone

System The same as above for TRAC monitoring

Paired Channels DME channels are paired with a VORTAC or WLS frequency and are automatically selected when the VORTAC or ILS frequency is selected. Most navigation controls have this feature. These systems of course will be incorporated into FACT flight, glide path and landing and be operated with special encrypted communication Protocols. Additionally they will be augmented to precipitate total robotics as available for all aircraft to return safely to the ground at SBs and ultimately as a pilot aid for the deficient pilot. They will be covered and copiloted from surface controls as determined advisable and optimal. Once again the TRAC/FACT invention uses all COTS and progresses to more sophisticated, integrated, consolidated and specialized systems to cover forward and backward engineering concerns for all flying aircraft.

PAL Programmable Array Logic this process and processors where available and involved in critical flight systems will be interfaced as the TRAC/FACT system as well as programmable field arrays, custom gate arrays, microprocessors and any other processing unit. The use replacement the augmentation and the custom interfacing of all these different control technologies will be determined by the manufacturers system and component engineers for each air craft. The goals will be the same—Locked out local flight controls—Protected Robotic flight systems to safe crash zones and/or SAFE BASE Landing Areas—robotics landings at the safe base areas—or RC landings at the SBs—ASAP—audio and video of the aircraft interior to the surface support and protected Recording systems—DSRC to all wireless system carried on board a ded Dedicated ASIC for TRAC/FACT processing protected and redundant. This is the progression. Much of the automation to fly the aircraft and land it is COTS and exists now, however not on all aircraft.

PAM Pulse Amplitude Modulation to be used in TRAC/FACT electronics as needed.

PAR Precision Approach Radar. An X-band radar, which scans a limited area and is part of the ground-controlled approach system. This system to be directly interfaced into TRAC/FACT controls on the surface at SBs and transmit essential data to FACT robotics landing the plane or utilized in the virtual flight image of the real-time flight simulation station for the RC pilot to fly the landing safely.

PATA Polish Air Traffic Agency will aid in determining safe fly zones and flight patterns as well as SBs and be trained to recognize a FACT flight. They might well have the FACT control canter in their center. These are for the sovereign powers of the airspace to determine how and who shall implement TRAC/FACT for them. Understandably PATA will play an essential role in this for Polish airspace.

PAU Passenger Address Unit PA monitored by TRAC FACT programming for voice recognition and ID as well as to aid coordinated efforts between the aircraft occupants and surface control—as explained earlier.

PAX Passenger

PBID Post Burn-In Data TRAC/FACT System will use this kind of firmware as it can be protected from alteration and FACT purpose to safely and securely control the aircraft by the proper authorities on the surface. This technology allows for easier interfacing of presently disparate systems in the inevitable menagerie of first generation TRAC/FACT systems, but must meet security protocols for it to be effective as part of any FACT system. And not more of a use as a remote control weapon in the wrong hands. Of course access in servicing and security in programming (encryption as well as physical and electrical protection are the critical issues governing any technology employed in the TRAC/FACT process and ultimate protected redundant community of ASICS scattered along and integrated with the E/E bus systems by wire and wireless to perform accountable reliable robotics and RC Flight control coordinated with the appropriate and authorized desires of those in control on the surface.

PBX Private Branch Exchange

PC (1) Personal Computer all computers and systems interfaced to TRAC/FACT anywhere is to have a running security program to be determined if security protocols in any locale or in any IP protocol has been breeched. Total accountability for all interfaced components and ID for all users at the highest level of ID assurance available. Continual system integrity checks for new interfacing or hacking, with a special response team to localize and apprehend and detain any person or persons causing a system tampering alert for full investigation of their activities and system compromised. Automatically an—isolate and redundant system takes over if a tamper event is detected. To handle any real-time FACT event occurring.

(2) Printed Circuit used in TRAC/FACT components or sub systems interfaced as needed.

P-Code The GPS precision code the most accurate of GPS signal will be employed for the TRAC/FACT system, but the FACT program will run an error correcting program and ground signal correction as well as a fuzzy logic program to quarry any other on board GPS receivers carried on and picking up hot GPS signals to confirm all FACT robotics commands and aircraft position analysis data. This data will be recorded locally but also reported to surface control for processing and deliberation and final decision regarding all FACT flight options.

PCB Printed Circuit Board used as needed for TRAC/FACT systems.

PCC Pilot Controller Communication interfaced with TRAC/FACT process/processor and running voice recognition and translation software to detect a FACT event on board the aircraft. The communication will be recorded locally as usual and made part of the TRAC/FACT protocol with real-time reporting and the voice recorder unit must be protected and un-accessible physically while the aircraft is in flight—all hand held communicators and personal PFNs as well as wireless mics should be recorded in simultaneously on separate digital tracks and time synchronized and presented to a specialist at a visual and audio monitor in the FACT control center. A number of specialist may be used to analyze to audible transmissions to determine Identity mental state of all involved and best course of action in the air and when boarding on the ground. There are obvious types of people for this team however this inventor prefers to leave this development and personnel determination to the appropriate government agencies and/organizations already skilled in dealing with extreme human behavioral conditions. The inventor does feel however this should be an odd number team that works well together and is trained and practices all types of scenarios imaginable. All real incidents recorded should be analyzed and used for preparation and as much as possible an automated software developed to shadow a situation and provide viable options to the team. The electronic library can be used for training simulations and real-time responses.

PCI Protocol Control Information. The N-PCI is exchanged between peer network members (OSI Model) to coordinate joint information. This may well serve as a basis of initial secure communication protocols for the TRAC/FACT system in air travel. It might use DES/DET for the interface with the military. However, this inventor feels these system have to interface but be kept separate for security reasons the FACT software protocols were designed for federal agencies including the military to set up their accountable access to the FACT system and control in real-time what they had to for public safety and National security. This is reflective of how the government is set up now with real-time selective and isolated marshal law imposed on all transportation via the TRAC/FACT machine messaging matrix. It allows for immediate agency coordination and cooperation for real-time FACT events yet provides freedom of movement and operations individually for government agencies and citizens. To develop the fact construct or operational software program it will require every agency to provide a secure FACT person or team to develop there secure code ID with the US Military Omaha and secret clearance contractors. This will be basis for the matrix of intranets to create the national PFN/TRAC system.

PCIP Precipitation Baby the rain must fall—and TRAC/FACT systems must be protected from it and the natural element including contact with earth wind and fire. The system must also tie all meteorological systems and automated systems as well as provide freestanding PFN/TRAC units to report and perform robotics and RC control functions due to meteorological events to insure the best system performance for the TRAC system to return a FACT flight safely to the surface.

PCM Pulse Code Modulation will be used as a digital transmission as needed in TRAC/FACT interfaced avionics.

PCU (1) Passenger Control Unit This will be expanded to mean the handling of technology that can help control behavior in flight like the administering of a sleep agent or tranquilizer to allow for uninterrupted surface control of the aircraft.

(2) Power Control Unit will be SUC to TRAC/FACT systems and the TRAC/FACT process or processor will be protected from tampering with the power control unit. If this system is a critical TRAC/FACT component it hast be protected and have protected redundant power and control capability or as part of any TRAC system a separate power controlled by a protected TRAC ASIC processor has to in place.

PDC Pre-Departure Clearance requires ACARS OOI FACT examination readiness meaning all inventoried systems are checked out and downloaded to the FACT control center. The inventory is a stand record of readiness for this aircrafts avionics critical services tires, brakes, carryon wireless electronics, navigational aids, personal PCs, palm pilots, and all E/E systems. TRAC FACT readiness to include crew and passenger ID checklist of known public threats to society—photo recognition technology fingerprint and DNA if Civil defense security alert high enough. Obviously these systems will be interfaced with FACT control centers and the terminal security checks also PFN/TRAC units and system provided. Accomplished by using COTS and enhancing them to PFN/TRAC system level of performance.

PDCU Panel Data Concentrator Unit the electronic signals provided the TRAC/FACT process as applicable.

PDDI Product Definition Data Interface. Standardizes digital descriptions of part configurations and properties needed for manufacturing. Used extensively to utilize cross-environmental technologies to interface with existing COTS technology to create the TRAC/FACT system.

PDF Primary Display Function

P-DME Precision Distance Measuring Equipment used for all robotics and RC flight sim programs to be processed for FACT flights landing and taxiing.

PDN Public Data Network Data to be supplied and approved by TRAC/FACT IP interface and appear on the internet as an informative transportation portion or web page for the public to view—this function is well defined in the extensive previous 7 patents and protected patent filings.

PDOP Position Dilution Of Precision. A GPS term for error introduced into the GPS calculations. This military skew to be eliminated or compensated for but FACT encrypted when used in FACT systems—the most accurate data a necessity for this application—equally the military have to feel sure it is used with national security in tact to include the termination of a fact flight using this guidance for unauthorized and as a guided bomb run—however the military has the ability to turn off the GPS in a grid fashion if this is deemed a better option.

PDOS Powered Door Opening System all to be SUC to TRAC/FACT to allow for the boarding of a FACT flight at a SB with a FACT command.

PDR Preliminary Design Review for every TRAC/FACT system deployment.

PDS Primary Display System videoed and signals recorded and interfaced as needed for TRAC/FACT operations.

PDU (1) Protocol Data Unit. The N-PDU is a combination of the N-PCI and the N-UD or N-SDU. The N-PDU is the total information that is transferred between peer network members (OSI Model) as a unit. The PDU is a forerunner to TRAC communication protocol translation and message routing and as such is to be protected and interfaced as a integrated TRAC/FACT component.

(2) Power Drive Unit—if this is a servomotor for flight control surfaces or critical in-flight controls it is to be protected and it's power leads are to be protected.

Performance Index A relative number used to compare the performance of different radar systems. It is calculated from transmitter peak power, antenna gain, pulse width, prf, antenna beam width, and the receiver noise figure. Any automated systems or algorithms to provide the best radar data for FACT flight and landings should be protected and utilized.

PED Portable Electronic Devices all having transmission receiving capability are to interface with the TRAC/FACT processor and be SUC to FACT commands deliverable in the PED protocol. Additionally the PFN/TRAC TRANSCEIVER should be equipped with a frequency scanner and locate and report any unknown RF oscillation. This also should be a standard PFN/TRAC free standing function throughout the airfields constantly canvassing transmissions and triangulating on their location via the matrix of receivers. FACT FAA command control center locally in the Tower should be monitoring these signals with an algorithm that identifies known signals and flags suspicious ones. Mobil PFN/TRAC RF sensors will also have GPS to tag exact location when they pick up an odd ball.

Any such in-flight new signal will trigger a FACT event status with aircraft flow to safe route zone and towards SB until the nature of the transmission can be identified.

PET Pacific Engineering Trials as needed for TRAC/FACT approval.

PF Power Factor

PFC Primary Flight Computer is immediately part of the first generation of TRAC/FACT and must be protected and interfaced accordingly. Additionally these units and autopilots will be adapted and programmed to handle the robotics flights.

PFCS Primary Flight Control System TRAC/FACT is the PFCS in a FACT event both in the aircraft and through the FAA/FACT command control Center.

PFD (1) Primary Flight Display. An EFIS presentation substituting for the ADI.

(2) Primary Flight Director.

PFE Path Following Error

PFR Pulse Repetition Frequency. The rate at which pulses are transmitted.

PGA Pin Grid Array

PHY Physical Interface Device

Phase A signal in which the phase varies (with respect to Modulation the original signal) with the amplitude of the modulatory signal, while the amplitude of the carrier wave remains constant. Similar to a modified frequency modulated signal.

PIO Processor Input/Output the 5 lines above defines elements of avionics and TRAC/FACT will incorporate them as needed

PIREP Pilot Report an automated Pilot report will be filed electronically and in the written form printed out for each fact event from the onboard FACT robotics system and the Surface system and RC crew.

Pitot Pressure The sum of the static and dynamic pressures and is the total force per unit area exerted by the air on the surface of a body in motion.

Pitot Tube A forward facing probe attached to the outside of the aircraft to sense the relative pressure of the aircraft moving through the atmosphere. Named for Henri Pitot who first used this method of measuring fluid flow pressure. Transduced for forward speed into a electronic signal and inputted to the TRAC processor or TRAC process for FACT robotics flight.

PLA Power Level Angle TRAC controlled in FACT program

PLL Phase Locked Loop

PM Phase Modulation

PMA (1) Permanent Magnet Alternator 3 above avionics interfaced and monitored by TRAC as necessary.

(2) Parts Manufacturing Approval a standard process for all TRAC/FACT components and their interfaces.

PMAT Portable Maintenance Access Terminal a possible interface location for TRAC processor to E/E bus systems if protected in flight and secured for service for FACT protocols.

PMC Provisional Memory Cover must meet TRAC/FACT protocols

PMG Permanent Magnet Generator

PMOS P-Type Metal Oxide Semiconductor

PN Pseudo Noise

PNCS Performance Navigation Computer System directly interfaced with TRAC process in first generation.

PNEU Pneumatic

POC (1) Proof Of Concept for all TRAC/FACT modalities, components and interfaces are all ready in existence in COTS segments.

(2) Point of Contact

Polled Mode An ACARS mode of operation in which the airborne system transmits only in response to received uplink messages (polls). TRAC/FACT systems will have this function from the surface command control center and regional En route markers for FACT downloads.

POR Pacific Ocean Region will be set up for FACT TRAC handoff to the countries geographically in control of airspace.

POS Position

POS/NAV Positioning/Navigation the 2 above will be a constant monitor program to determine flight plan deviation and to control robotics flight for the TRAC processor and FACT program.

POT Potentiometer

PPI Planned Position Indicator. A type of radar display that shows aircraft positions and airways chart on the same display. Used in the command center and the electronic signal provided to the FACT program running in the TRAC processor on board the aircraft AND RECORDED IN BOTH LOCATIONS.

PPM (1) Pulse Position Modulation when available configuration algorithm in FACT software for position confirmation.

(2) Parts Per Million a reading transduced to an electronic signal indicative of the level and identity for a contamination in the cabin atmosphere.

PPS Precise Positioning Service

P/RAT Prediction/Resolution Advisory Tool an evaluation program to adjust operational parameters and will be used as applicable to accurately adjust automated systems to operate the aircraft safely via robotics and RC in the TRAC/FACT System.

PRAM Prerecorded Announcement Machine the robotics system will have prerecorded announcements in the TRAC/FACT programs.

PRAIM Predictive Receiver Autonomous Integrity Monitoring standard process in the TRAC/FACT system.

PRELIM Preliminary Data

PRESS Pressure

Pressure The altitude measured above standard pressure level.

Altitude Based on the relationship of pressure and altitude with respect to a standard atmosphere. Physical measurements transduced to an electrical signal for the TRAC processor and FACT programs to factor in their programming.

Preventive A resolution advisory that instructs the pilot to avoid advisory certain deviations from current vertical rate (TCAS). Transmitted to TRAC/FACT system as an electrical signal encrypted for the FACT program to factor in for robotics flight.

PRF Pulse Repetition Frequency used as needed for TRAAC avionics.

PRI Primary

PRM Precision Runway Monitoring part of the surface TRAC/FACT command control system and linked to aircraft performance on the surface as well as utilized by taxi programs and RC control stations.

PRN Pseudo Random Noise factored out in the ground RF monitoring via software program.

PROM Programmable ROM used as needed in TRA/FACT systems.

Protocol A set of rules for the format and content of messages between communicating processes. TRAC/FACT will set up a higher level software interface that crosses over communication protocols to transfer emergency messages universally encrypted as FACT messages via the TRAC processor interfaced with a divers number of communication chipset of different communication link protocols. This will create a large flexible machine-messaging matrix to include voice communication as well.

PROX Proximity is a continual set of functions always being performed by a number of software algorithms in communications and navigation programs running as a basic characteristic of the TRAC system. TRAC processors always provide location data via GPS systems or other location systems or data to determine the location of another transmission by identifying the transmission between two or more receiving PFNs of known location and running an automated triangulation algorithm to find the location of the transmission. This is factored locally and systemically and reported and recorded for accuracy and accountability.

PRSOV Pressure Regulating and Shutoff Valve used and monitored by TRAC/FACT systems for hydraulic diversions to lock out local controls or energize certain control surface actuators or control fuel flow or sleeping agent flows or 02 level or atmospheric pressure in the cabin.

P/RST Press To Reset

PRTR Printer there will be a printer connected to the TRAC/FACT system to provide printouts on systems status to authorized requesters.

PS Power Supply for TRAC/FACT systems will be protected and available and regulated and externally rechargeable, but not drainable or interruptible, during a FACT event and capable of energizing all necessary components and accessories to robotically fly the aircraft or receive RC commands from the surface and deliver data to fly and land the aircraft via the TRAC/FACT system.

PSA Power Supply Assembly protected if a TRACFACT main emergency system and/or SUC to TRAC/FACT system if another avionics system on board.

PSDN Packet Switched Data Network incorporated and interfaced as TRAC/FACT process or ASIC processor and Communication Link if essential to secure safe flight and landing capability with the system protected.

PSEU Proximity Sensor Electronic Unit data supplied to TRAC processor and used as a tamper detection sensor to quarry human activity around a TRAC sensitive component.

PSL/PSA Problem Statement Language/Problem Statement.

Analyzer used to test software interfacing for TRAC/FACT systems with OEM and COTS avionics.

PSPL Preferred Standard Parts List each aircraft manufacturer will be expected to generate PSPLs for the generations of TRAC/FACT systems to update their aircraft with TRAC/FACT technology.

PSR Primary Surveillance Radar. The part of the ATC system that determines the range and azimuth of an aircraft in a controlled air space. PSR will be employed at all SBs and be used for the robotics glide path by up loading data to the incoming troubled aircraft and providing glide path telemetry to the RC simulator to RC land the aircraft.

PSS Proximity Sensor System used for all movement applications from the micro to the macro in distance and size of object to supply relevant data to TRAC processors running vehicle operation algorithms e.g. collision avoidance in the air, with the ground, on the ground and anti tampering software programs.

PSU Passenger Service Unit.

PTR Production Test Requirements applied to all TRAC/FACT systems for the design state and aftermarket use, however some circumstances may warrant prior application and use to full and complete production approval to be determined by national security/public safety and risk management officials.

PTSD Production Test Specification Document provided for all TRAC/FACT systems and protocols.

PTT (1) Post, Telephone and Telegraph communication Links via TRAC/FACT routing.

(2) Push To Talk. Also refers to the switching signal that enables the transmitter VOX operated in the TRAC/FACT system and keyed up electronically and manually.

PTU Power Transfer Unit interfaced monitored and controlled as needed to the TRAC/FACT system.

PVT Position, Velocity, Time an absolute data feed to the TRAC system process of interfaced COTS avionics or TRAC/FACT/ASIC input of data for flight deviation recognition to trigger a FACT event and also to FACT fly and land the aircraft, via the 5 preprogrammed FACT flights and RC landings.

PWM Pulse-Width Modulation to be determined for FACT software and communication link protocols if different.

PWR Power

PwxA Pilot Weather Advisory transduced to an electrical signal for TRAC/FACT management and operation programs to factor for robotics flight and RC.

Q

QAR Quick Access Recorder all recorders to be protected and require FACT access personnel to access and recover.

QC Quality Control a paramount importance for any and all TRAC/FACT components their interfaces and connectables as well as security clearance in all major programming and flight readiness.

QEC Quadrantral Error Corrector for position to be used in flight tracking and data provided to the TRAC/FACT system.

QFE A method of setting the altimeter to compensate for changes in barometric pressure and runway elevation. Pilot receives information from airfield and adjusts his altimeter accordingly and it will read zero altitude at touchdown on the runway. Atmosphere datum −29.92 inches of mercury (1,013.25 mb). This setting is used in the United States airspace by all aircraft above FL180.

QNH The more common method of setting the altimeter to compensate for changes in barometric pressure. Pilot receives information from airfield, adjusts his altimeter accordingly and the altimeter will read airfield elevation, at touchdown. For the above 2, the information to be sent as an electrical signal to the TRAC processor reading barometric transduced data to run an adjustment algorithm for the TRAC process to read Barometric Zero on a robotic touch down with real-time aircraft data supplied to RC SB station helping to land the Troubled aircraft.

QNE The method of setting the altimeter to the standard and a standard for setting the Altimeter reading in the TRAC/FACT program can be termed QNET.

QOP Quality Operating Procedures to be determined for TRAC/FACT procedures and protocols.

QOS Quality of Service must be of a consistent high caliber for TRAC/FACT systems.

QRH Quick Reference Handbook for each area of TRAC technology.

Quadrantral Error in the relative bearing caused by the distortion of the received radio signal (rf fields) by the structure of the aircraft. To be compensated in existing COTS sub systems or programmed into the chipsets, hybrid substrate, or ASIC SOC for future TRAC/FACT processors for RF protocols.

R

R Right

RA (1) Resolution Advisory (generated by TCAS) all pilot waning advisories given for collision are to be provided to the robotics program running in the TRAC/FACT process/processor for robotics flight augmentation to avoid a collision.

(2) Radio Altimeter all altitude data generated is to be provided in the form of a recognizable electrical signal to the on board flight responsive TRAC/FACT system during a FACT event or to be used for FACT monitoring. In tern the data is transmitted to the surface FAA/FACT command control and assigned RC stations both at the SB and in any pursuit assist aircraft. If the signal is generated from a surface system the data is provided to the in flight TRAC/FACT unit and surface monitoring and management system for robotics flight program flight an RC flight coordination and control.

Rabbit Tracks Rabbit Tracks, or running rabbits, refer to the distinctive display produced by another (alien radar) radar system transmission. Military tracking and targeting systems to detect foreign military threats need to be evaluated to determine the need for recognition of rabbit tracks and their use in a FACT scenario. To the inventor, it is obvious if the aircraft detects rabbit tracks or the pursuit assist aircraft detects rabbit tracks within or near to the US boarders; FACT command center, en route controller and surface cabin analysis team have to determine if the rabbit tracks are related and part of an attempt to control the aircraft. If the radar can tot be recognized and determined friendly and the FACT aircraft is not controlled by FACT robotics and surface RC, 1. Time permitting pinpoint rabbit track location and track if a moving target and dispatch surface security force to apprehend persons and equipment and interrogate and report to FACT control center 1a. Do a TRAC/FACT scan communication sweep from all close to the rabbit tracks PFN/TRAC units and along the projected flight path to pick up suspicious RF signals—initiate same sweep for in the aircraft TRAC units and run a correlation algorithm to detect same alien frequency and jam at both ends. Determine locations of transmission and dispatch interdiction/interrogation force 1b. Simultaneously TRAC/FACT communication Scan for secure communication link to FACT command control center from troubled aircraft. FACT 2. Response (no time scenario) air to surface tracking missile from pursuit aircraft fired on rabbit track location. And ready to take out the troubled aircraft. Either from the control command center or from the pursuit aircraft (training, preplanning and a guardian TRAC/FACT program of options should always be running for the real-time FACT crew to try and help make the hard decisions).

Radar Radio Detecting And Ranging. A system that measures distance and bearing to an object. To be used as available on each air craft to provide data to the FACT robotics and RC operations via the TRAC system to the FACT components in the aircraft and on the surface.

Radar Mile The time interval (approximately 12.359 microseconds) required for radio waves to travel one nautical mile and return (total of 2 nmi). This physical fact of RF speed will be used to determine speed and positions as possible by sub systems and any primary focal node TRAC ASIC performing FACT software quarrying sensed data if this development of position and speed data in this manner is required either as an essential modality or as a backup data source for the FACT tracking and guidance algorithm to factor.

Radial A line of direction going out from a VOR station measured as a bearing with respect to magnetic north. All directional data provided like VOR technology in equipment on board any particular aircraft should be evaluated as a sub system to be interfaced for TRAC/FACT programming. Fact programming should be versatile enough either through application specific software version or if possible as a general operating system to run the protocols and software needed to utilize data from various positioning and locating technologies. This will require cooperation in the code writing and engineers responsible for existing embedded systems to determine the most proficient modalities to interface these disparate systems into one operating system or most appropriate configuration for any particular avionics available.

Radome The radome is the protective cover on the aircraft nose that fits over the weather radar system antenna. The radome is transparent at radar frequencies. This radar will be used to provide data for FACT to determine the smoothest flight pattern via robotics to SBs and report all such flight augmentations and data gathered. However, additionally a camera or video system of the highest caliber as well as night vision system should be mounted in the nose and sending data back to TRAC/FACT robotics and surface/ (air assist if needed) RC control pilots for robotics flight and RC landing as well as taxiing.

RAI Radio Altimeter Indicator videoed with data provided TRAC/FACT system by electrical signal.

RAIM Receiver Autonomous Integrity Monitoring TRAC/FACT auto check of essential communications to incorporate RAIM in sub systems and direct integrated systems.

RALT Radio Altimeter (also RA, RADALT, LRA, LRRA) used as detailed above for TRAC/FACT applications.

RAM Random Access Memory. Generally used to describe, read, write integrated circuit memory. Used as a general electronics modality. RAM back up for 5 FACT flights will exist in redundancy and be reloaded in to any sub system flight controls responsible for FACT flights in a redundant fashion for a sensed FACT event.

RAPPS Remote Area Precision Positioning System the FAA/FACT command & control center will be able to be set up on Whitehouse multi-screen representation or Air force 1 as a RAPPS and with more telemetry and remote control during a FACT event or as desired by the President and command staff he wishes present. RAPPS and FAA/FACT command and control will be local and National and RAPPS as desired can additionally be provided commercial carriers and other relevant viewers.

RAS Row Address Strobe will be videoed in landing and used to position glide path by a video algorithm if it proves feasible and worthwhile.

RAT RAM Air Temperature is the temperature of the air entering an air scoop inlet. It is a factor in engine performance. This data will be processed and available via TRA/FACT processing to be used as needed for proper flight performance and for the surface crew to evaluate aircraft environment and total parameter of threat to and from the environment as to the particular circumstances of the FACT event.

RBS Ration by Schedule

R-C Resistor-Capacitor network used as applicable for TRAC/FACT process and construction.

RCC Remote Charge Converter TRAC/FACT systems are to be capable of inverting and converting current to meet any DC & AC requirements for essential subsystems and/or accessories via a protected emergency energy system.

RCP Radio Control Panel audio/video record/report and to be directly interfaced with TRAC and protected during a FACT event for uninterrupted secure surface access and control.

RCVR Receiver interfaced with and monitored by TRAC as much as possible either physically or by wireless means.

Rd R-Channel used for data TRAC/FACT major Surface to air communication link to carry special encrypted data for FACT event.

R & D Research and Development to go in to High gear in all commercial and government labs to develop interfaces and connections for TRAC/FACT processing in surface application and for avionics past, present and future modalities for the PFN/TRAC/FACT technology.

RDMI Radio Distance Magnetic Indicator transduced signal—used and interfaced as much as possible for TRAC/FACT flight deviation monitoring and robotics flight.

RDR Radar a major tool to determine aircraft position and flight the aircraft to the SB and land it safely for TRAC/FACT protocols, Systems to be developed and integrated for traditional flight routes, SB routes and new more direct GPS route. Additionally aircraft collision avoidance RDR to be made more usable for robotics flight.

RDSS Radio Determination Satellite Service used in the positioning of aircraft as appropriate and doable.

RE&D Research, Engineering and Development for the construction of the TRAC/FACT system in hardware/software and interfaces to construct minimum flight requirement systems in everything flying in the US in the next 180 days.

RECAP Reliability Evaluation and Corrective Action Program a continual process for every TRAC/FACT system/generation.

REFL Reflection—not for light but for the TRAC/FACT System. Reflection on how it is being used what make it safer and what is the proper application for a free society and one under attack or in some sort of danger that is alleviated via FACT applications.

Reflectivity Factor (Z) This is a measurement of the ability of a target to reflect the energy from a radar beam.

Relative Bearing The bearing of a ground station relative to the direction the aircraft nose points, or the direction of an aircraft to or from an NDB. To be used as applicable in controlling TRAC/FACT flights.

REL Relative

Resolution Advisory A display indication given to the pilot recommending a maneuver to increase vertical separation relative to an intruding aircraft. A resolution advisory is also classified as corrective or preventive. This data to be provided to TRAC system running FACT robotics flight to alter the aircrafts flight path for the safest un interrupted flight to the safe fly zone and SB landing zone—all such maneuvers and data causing course and altitude change relayed to SB RC simulator and monitoring stations on the surface with data recorded and reported in both locations for accountability.

RET (1) Rapid Exit Taxiway used for a FACT emergency to the local control and containment area or provide as a take off or landing parallel standard runway and taxi lane for immediate FACT flight, landing or local dealing—these exist on safe bases for sure and should be built with this consideration, however construction at standard FAA airports should be constructed or augmented in the future with this capability.

(2) Reliability Evaluation Test TRAC FACT systems self perform on boot up and periodically and qualified approved personnel perform physically.

REU Remote Electronics Unit

RF Radio Frequency. A general term for the range of frequencies above 150 kHz, to the infrared region (1012 Hertz).

RFI Radio Frequency Interference The above two to be monitored and manage by the TRAC/FACT scan and routing.

RFP Request For Proposal

RFTP Request For Technical Proposal RFTP need to be written from each area of the PFN/TRA/FACT technical area for OEMs of aircraft and avionics to prose constructing the components of the system.

RFU Radio Frequency Unit

RGCSP Review of the General Concept of Separation Panel

RIB Right Inboard

RIN UK Royal Institute of Navigation to help set up the NAV systems used for TRAC/FACT in Europe and England.

RLS (1) Remote Light Sensor used for security and other TRAC automation

(2) Reliable Link Source

RLY Relay used in the TRA/FACT system for remote switching.

R & M Reliability and Maintainability are always important element for any system and paramount for public safety and National security in TRAC/FACT.

RMI Radio Magnetic Indicator signal converted to electrical signal and used as needed for TRAC/FACT system.

RMP Remote Maintenance Panel

RMS Root Mean Square

RNAV Random Navigation/Area Navigation

RNG Range

RNGA Range Arc

RNP Required Navigation Performance the above 5 lines are important radar and navigational aids to aircraft tracking and each such locating system will be used as needed in the TRQAC/FACT system applicable by aircraft.

RO Roll Out

ROB Right Outboard

ROC Rate Of Climb

ROD Rate of Descent will be tracked and controlled by TRAC/FACT robotics flight during a FACT event.

ROI Return On Investment always good business and should be good for TRAC/FACT implementation from government funding Insurance rebates, the airline industry.

ROM Read Only Memory used in TRAC/FACT systems as needed possibly for the safe flight boot ups.

ROTHR Re-locatable Over-The-Horizon Radar used for the control of robotics and RC flights.

RPM Revolutions Per Minute

RSP Reversion Select Panel

RT Receiver-Transmitter (rt). Also referred to as a transceiver (see T/R). An interfaced portion of the TRAC/FACT scanner system.

RTA (1) Receiver Transmitter Antenna protected but efficient for TRAC/FACT communication link

(2) Required Time of Arrival to be monitored and updated by TRAC/FACT system.

RTCA Radio Technical Commission for Aeronautics to take part in determining the essential RF systems and scan functions for TRAC/FACT.

RTF Radiotelephony to be interfaced and controlled by TRAC/FACT processor and DSRC.

RTI Real-Time Interrogate all the I/O and for the proper personnel security responses and sensed data check as part of standard operational program for TRAC/FACT system.

RTP Reliability Test Plan to be determined for each TRAC/FACT system partially determined by OEMs and government agencies.

RTO Rejected Takeoff there will be a v point or take off abort electrical signal marker to Fact program to know to kill the flight and go to slow, stop, secure program on the ground and taxi to the secure holding area.

RTP Radio Tuning Panel to be locked down and protected from local access and available and interfaced with the TRAC/FACT system.

RTS Request To Send this communication command will be controlled by TRAC/FACT interfacing.

RTU Radio Tuning Unit SUC to TRAC/FACT operation.

Runway The act of inadvertently crossing the runway holding.

Incursion point without ATC clearance—limited or eliminated by FACT collision guardian program running in the TRAC unit and in the ground FACT control center both giving pilot notification and controlling the traffic pattern along the taxi ways and runways.

RVDT Rotary Voltage Differential Transducer interfaced and monitored by TRAC/FACT system

RVR Runway Visual Range enhanced by Radar and night vision interfaced into TRAC/FACT systems.

RVSM Required Vertical Separation Minimums to be programmed in the Fact robotics programs.

RWM Read-Write Memory. A memory in which each cell is selected by applying appropriate electrical input signals, and the stored data may be either sensed at the appropriate output terminal or changes in response to other electrical input signals. RWM memory storage will be employed as determined by stand by applications in the TRAC/FACT technology.

RWY Runway

RZ Return to Zero the term used for setting gauges—however all FACT programs will run data check programs to constants to recalibrate their electronic programs for the signal they are receiving and processing. In the TRAC/FACT system.

S

SA Selective Availability the TRAC/FACT program will be written with as much SA code as possible to allow for similar processors to use different location and communication and actuator control mechanism.

SAA Service Access Area

SAARU Secondary Attitude Air Data Reference Unit

SAE Society of Automotive Engineers to take part in the interfacing of surface transportation intranets like On star, Wing Cast and Tele-aid with the aviation intranet for high security applications and public information and better traffic management as all part of a large machine messaging matrix—the PFN/TRAC System.

SAI AEEC Systems Architecture and Interfaces.

Subcommittee to help determine standards rules regulations codes and law for TRAC/FACT.

SAMS Special Use Airspace Management System SAMS may well be a System to start developing the FACT SB flights zones and bases. The inventor is going to quarry government agencies and the military to locate property and existing bases that are capable of quick conversion for SBs.

SAR Search And Rescue will be changed to have a FACT response officer and crew to respond from FAA/FACT homeland security. Every agency like the FBI, NTSB, Coast Guard/Military etc, area law enforcement will have FACT training and be directly responsive to FACT command control center until released by FACT Homeland Security/the President of The United States or the Homeland Security Cabinet Member. When no threat to public safety and Homeland Security is satisfied a normal accident investigation team or activity continues the work on the lookout and monitored by a FACT representative and all information transmitted back to FACT center either the individual law enforcement agencies or the joint agency FACT center. Otherwise, SAR is handled the same only with a chain of command, a FACT trained commander in the field who is trained in FACT procedures and protocols from SAR as well and makes the call that it is safe enough for normal SAR personnel to proceed or whether there is a greater risk-more Terrorist activities etc. The air pursuit assist teams will have air cav helicopter teams with EMTs SWAT assault teams and CDC and HAZMAT skilled teams regionally scrambled by FACT control center. These personnel are recruited from the best in their specific areas and trained in FACT procedures and protocols. To start the program Air National guard in all the respective services can set up the aircraft teams. SWAT teams should have Police and, Military skill with trained psychiatrists and emergency medical people. Each regional area should have in triplicate people speaking every language known to man on pagers for a second wave helicopter to transport a FACT trained translator to tem up with the specialists. If people are not available translation programs on palmtops and lap tops with voice recognition technology should be available and this automation should be available a soon as possible.

SARPS Standards And Recommended Practices will be set up for TRAC/FACT technology and it's use. Much of the basics are covered in this patent white paper filing. TRAC the machine-messaging matrix is well documented through out the writings and skilled personnel can finalize applications of the technology to best suit the incident and their understanding of the job they perform. Additionally bomb squad robots and other robotics devices can be FACT approved or configured and interfaced to be part of any early SAR response entering high heat/high risk and dangerous environments and performing robotics rescue. Along with K-9 teams special personal PFN/TRAC units can be out fitted with the Nose, a sensor that sniffs at 2000 times that of a human being and is able to detect molecular structure. Equipped with an electronic library of odors this sensor on all SAR FACT people personal PFNS can record orders matched to accurate GPS coordinates at the event site all the time they are working and supply these detailed telemetries back to the FACT center on a calibrated map of the debris field or landing zone for analysis. Additionally the software running in the personnel PFNS can be set to FLAG dangerous odors or odors to help locate passengers or crews.

Finally as a standard recommended action from the inventor is that all second response teams to a second FACT incident should be listening to FACT central and their regional center where assigned staff is monitoring the first FACT event and issuing hazard bulletins in real-time to counter for any planned multiple attack like 9/11, or future event out of a present attack-like a secondary explosive device. The FAA did well to halt all flights with the management technology available 911. Hopefully, with a more responsive technology like TRAC in place to perform accountable real-time robotics and remote control we can continue to have the best response possible to save as many lives in the aircraft and on the surface for such future heinous acts. Emergency bulletins from FACT central of this nature should interrupted communication links with a real-time buffer in each personal PFN receiving all local communications and continuing local communications immediately after the critical central announcements. These announcements should be as short as possible—basically clear the area commands.

The many organizations and agencies and the general public in each society will help create the SARPS standards and roles everyone will be involved in for a FACT event and to use the PFN/TRAC System. This document is to detail this technology's architecture as a machine-messaging matrix of accountable robotics and remote control. TRAC is created to help humanity provide a safer existence, through the intelligent and authorized use of equipment vehicles and machines. It is designed for the long social learning curve and short life span we humans have on this wonderful spinning hydrosphere. Hopefully, for all us trying, we can travel, live and learn with each other peacefully and respectfully for a full 100 yrs each. It will require Peace, tranquility and accommodation for our differences as well as the intelligent use of our technology and the world's resources. TRAC addresses these important issues and helps organizes them respectfully for our learning humanity on a global scale with the least amount of individual anxiety and social and cultural turmoil. It manages humanities different needs, time and communication as a critically conscious part in all of humanity's technology.

SAS Situational Awareness for Safety SAS will be written and structured for FACT.

SAT Static Air Temperature is the total air temperature corrected for the Mach effect. Increases in airspeed cause probe temperature to rise, presenting erroneous information. SAT is the outside air temperature if the aircraft could be brought to a stop before measuring temperatures. SAT algorithms will be used in the subsystems for measuring air temperature or run in the TRAC/FACT ASIC receiving direct input data from a sensor experiencing MACH air resistance.

SATCOM Satellite Communication System will be integrated for TRAC communication and location of FACT flights globally.

SB Service Bulletin for TRAC/FACT require specific encoding encrypted that has to be scanned and handled by FACT equipment and personnel with proper repair security team dispatched for any physical repairs.

SBE Single Bit Error—a certain amount of fuzzy logic or error correction will be in the FACT software, however the error in encrypted commands will not allow for any error of the slightest and is to be worked out and tested extensively before approved and placed in service.

SC-186 RTCA Special Committee 186 (Responsible for ADS-B technical standards) all surveillance systems radio and radar standards to be applied and augment for FACT application by any standards effort operating or effected commercial interests and government agencies to FAA/FACT homeland Security.

SCAT Special Category in first generation systems there will be a lot of SCAT and I mean literally as well as special category TRAC/FACT configurations. The SCAT trail to TRAC/FACT ready aircraft will need some cleaning up as time goes on with universal consolidation and integration in future aircraft automation and avionics and further retrofitting. But anything that flies has to be approved into a FACT category so that the FAA/FACT command control system has the most control of the aircraft possible during a FACT event. I imagine the SCAT trail to be loaded in these early days with the scramble to interface disparate systems, so I suggest an on going alphabetical FAA/FACT access web site with a firewall and secure registration to include individual ID level to access a share ware program of hardware and soft ware with open lines of contact communications between manufacturers to upgrade legacy aircraft with what ever it takes to FACT ready planes in the US Skies. Government should fund and industry compensated reasonably for this collaborative effort with respect to cast loss and profit for any such system update. For this to happen it requires all to give a little but not to get hurt even profit in the expanding economy.

SCAT 1 Special Category 1 (approach)

SCD Specification Control Drawing

SCDU Satellite Control Data Unit

SCID Software Configuration Index Drawing The 4 above lines are all SCAT activities and must meet final FACT approval. OEMs avionics manufacturers can take any approach they feel will work for them—there should be a FAA/FACT assist board but not one to approve every step. The manufacturers must build it to be TRAC/FACT ready, and not just by this document but what is determined to be the FACT standard, which might well change from time to time. Additionally the 4 above lines are part of an ongoing process of development and deployment of TRAC/FAC technology but the crucial steps are the initial ones everyone will know the process for FACT approved components and systems when the organizational structure is in place.

SCIU Radio Altimeter Indicator Data transduced and SUC to TRACFACT management system.

SCMU Special Communications Management Unit will be exactly what each PFN/TRAC system will be and especially when operating FACT Event Software. However any electronic control units should be appraised for the their conversion to be a PFN/TRAC/FACT unit and augmented and upgraded to be interfaced as COTS into the system.

SCPC Single Carrier Per Channel all radio modalities will be approved for TRAC/FACT protocols and be SUC to TRAC/FACT.

SCS Single Channel Simplex. A communication system that uses simplex. All radio modalities will be approved for TRAC/FACT protocols and be SUC to TRAC/FACT—in this case with a simplex interface.

SCSI Small Computer System Interface SCSI will be security protected for interface at the secure levels of FACT data and tracked in a standard IP modality for general new access not just stored on local hard drives but sent as system reported inventory to FACT buffers or mass data handling and storage with time and date ESN or any other S/N and personal ID at the time of interface and/or access and use. There may be DES/DET configurations or other FACT security protocols used with SCSI interfaces, serial, parallel or USB or fire wire interfaces or protocols. The most important is the security and the firewall to sensitive TRAC/FACT data systems the hardware and software can start with present COTS systems as much as possible and be made more universal consolidated and integrated.

SCU Signal Conditioning Unit

SD (1) Side Display

(2) Storm Detection. It is the designation for the hourly transmitter radar observations from the NWS and ARTCC radars. Individual SDÕs are combined and transmitted once an hour as collectives (SDUÕs) over the aviation Teletype circuits. All data related to flying conditions to be provided for robotics FACT controllers and RC landing stations in electronic format.

SDD Standard Disk Drive

SDI Source Destination Identifier on all transmissions for TRAC/FACT transmission and command codes as part of the software command structure.

SDM Speaker Drive Module SUC to TRAC/FACT systems.

SDRL Supplier Data Requirements List to be determined for TRAC/FACT components and system as a result of evaluating goals and this list.

SDU Satellite Data Unit

Search In this mode, the DMS scans from 0 mile to the outer range for a reply pulse pair after transmitting an interrogation pulse pair. TRAC/FACT System will provide any recovery and rescue vehicle or aircraft a calibrated GPS/Rf triangulation calibrated map pinpointing last known and/or most recent transmissions on a monitor to lay in the debris monitoring sensors reply pulse and conversely this image is to be transmitted to FACT control central. Sensors for toxic substances, radiation, poison bio toxins HAZMAT are to identify objects and be marked on rescuers maps and central command monitors.

SEC Secondary

SED Secondary EICAS Display videoed and recorded and reported by TRAC/FACT system with possible course of actions from monitoring and management program.

SEI Standby Engineer Indicator

SEL Select

SELCAL Selective Calling System. A system used in conjunction with HF and VHF communication systems that allow a ground-based radio operator to call a single aircraft or group of aircraft without the aircraft personnel monitoring the ground station radio frequency.

Sensitivity Level Command An instruction given to the TCAS equipment for control of its threat volume. All such above communication links for coordinated ground movement must have a recording in the aircraft TRAC unit and in the surface control system and during a FACT event data delivered in electronic medium for the TRAC/FACT processor to control the aircraft—additionally and as soon as possible any voice transmission should be run through voice recognition technology for the TRAC/FACT unit to evaluate and respond as appropriate and confirmable to detect a FACT event and to perform robotics control.

SEPC Secondary Electrical Power Contactor monitor and manage by TRAC/FACT systems as determined appropriate.

SEPP Stress Evaluation Prediction Program For TRAC/FACT components to be determined and implemented—and for people performing FACT operations. There is to be software algorithms to read voice and sense other indications for all types of physical states that might less or be indicative of a FACT event or unsafe operating performance for all jobs.

SERNO Serial Number to accompany all transmissions for the aircraft and a header of equipment serno inventoried as safely possible for data handling of crucial commands.

SEU (1) Single Event Upset Flag for TRAC.FACT program

(2) Seat Electronics Unit

SFE Supplier Furnished Equipment

SG Signal Generator SUC to FACT

SGPNS Enhanced Ground Proximity Warning System used in robotics Taxiing by FACT.

SI (1) Standby Instruments

(2) Supporting Interrogator

SICAS Secondary Surveillance Radar Improvements and Collision Avoidance System

SICASP Secondary Surveillance Radar Improvements and Collision Avoidance System Panel the three radar components to deliver flight data to TRA/FACT processor for robotics flight and RC stations.

SID Standard Instrument Departure to be used as applicable for future robotics for TRAC flying.

Sidetone The reproduction of sounds in a headset (or speaker) from the transmitter of the same communication set. This allows a person to hear his/her own voice when transmitting.

SIF Standard Interchange Format used as applicable and not demeaning FACT security.

SIGMETS Significant Meteorological Observations to be transduced in real-time for TRAC robotics flights and landings.

SIL (1) Systems Integration Lab to determine the beset sub system integration for COTS to create FACT and consolidate it to a ASIC or SOC on a chip.

(2) Service Information Letter special handling for TRAC/FACT service paper work.

Simplex A communication operation that uses only a single channel for transmit and receive operations. Communications can take place in only one direction at a time. No matter how limited a RF system appears it is to be evaluated for TRAC/FACT monitoring interfacing and management via universal PFN/TRAC units and their Radio scanner process. As for aviation the simplex communication links for markers and beacons should be augmented with more comprehensive PFN/TRAC units able to receive ded return broad cast from overhead aircraft of packetized data and store the data in local buffers and retransmit them to a IP gateway or connect to land lines and transmit the data back to FAA/FACT command control center.

SIP Single In-line Package used as needed.

SITA Societe Internationale de Telecommunications Aeronautiques This organization to be involved in setting up the area TRAC/FACT systems and developing standards in it's region.

SIU Skywave Satellite Interface Unit employed as needed. A radio wave that is reflected by the ionosphere. Depending upon the state of the ionosphere, the reflected radio wave may propagate along the layer of the ionosphere or be reflected at some angle. It is also known as ionospheric or indirect wave. SW/sky wave will be monitored and utilized as needed and as relevant to maintaining communication with FACT aircraft.

SL Sensitivity Level

S/L Sub-Level

Slant Range The line-of-sight distance from the aircraft to a DME ground station. Data linked to TRAC/FACT robotics and RC f&l.

SLEP Service Life Extension Program

SLM Standard Length Message packaged for best speed and accuracy on the most favorable frequencies for RC in the ded RF for TRAC/FACT RF system.

SLS Side-Lobe Suppression. A system that prevents a transponder from replying to the side-lobe interrogations of the SSR. Replying to side-lobe interrogations would supply false replies to the ATC ground station and obscure the aircraft location SLS employed in TRAC/FACT for the most accurate Tracking signal the aircraft can provide to the surface system, additional back up via other tracking provided to the surface FAA/FACT command control center and additionally all beacons must be TRAC/FACT protected from in flight deactivation.

SLV Sync Lock Valve

SMC System Management and Communication SMC is the PFN/TRAC system.

SMD Surface Mount Device used as needed.

SMGCS Surface Movement Guidance and Control Systems For ground robotics and collision avoidance and coordination with aircraft landing in a controlled fashion and uncontrolled fashion—all telemetry entered in to the TRAC/FACT system and presented in a usable form for humans and machines to coordinate the best interaction for public safety and smooth operation in general movement.

SMI Standard Message Identifiers and FACT encrypted Identifiers

SMR Surface Movement Radar interfaced with the TRAC/FACT process or processor as available.

SMSO Space and Missile Systems Organization to review FACT protocols to terminate a FACT flight by air-to-air and surface to air and satellite to air missile attack. Additionally, to research the strategic capability to partially disable an aircraft and semi control a crash landing in a safe zone. And finally to plant with an adhesive or puncture clamp device a wireless PFN/TRAC unit to reestablish FACT surface control where original wireless units interfaced have been damaged or compromised.

SMT (1) Aileron/Rudder Servo Mount

(2) Elevator Servo Mount

(3) Servo Mount

(4) Stabilizer Trim Servo Mount The 4 above lines for servo controls and their mounts are to be protected for TRAC/FACT operations and inspected by FACT approved tech teams.

(5) Station Management—will be determined for a TAC/FACT FAA/FACT control center with a chain of command and an odd number of people in any decision tree. Decisions will be pre conditioned and timed for efficiency—each local station will have a similar structure. For RF station management SMT the TRAC/FACT processor will control all sub systems in the first generation and always manage all communications on board.

SNR Signal-to-Noise Ratio will be a determining factor for the RF options carried out by the sophisticated scan function of the TRAC processor or first generation drafted RF automated tuning equipment from existing COTS in aircraft. Normally there will be a number of dedicated FACT frequencies for the system to robotically and RC fly and land the aircraft. However the TRAC FACT protocol calls for the complete control over wireless communications at all time on board the aircraft with the capability to FACT contact the surface FAA/FACT center via any usable frequency and protocol for all devices on board. Understandably this requirement may be 6 months to a year in the construction and 24-30 months before all carryon devices are interfaced. It should and will be done for regular flight safety with normal wireless communication management concerns and an absolute must if we are prepared to smoke an aircraft carry our fellow citizens to protect others on the surface. This wireless interfacing exists for surface transportation to control driver distraction and to operate collision avoidance systems as an operational aid to the driver for PFN/TRAC technology in cars. So if the phones are to have a wireless connection to our operational programs in our cars the PFNTRAC units in the planes should also control them.

SOIT Satellite Operational Implementation Team should have FACT security checks.

SOP Standard Operating Procedure There will be standard operational procedures and they should start with security as the first step of implementation to any Operating procedure for FACT.

SOS Silicon On Sapphire

SPATE Special Purpose Automatic Test Equipment all FACT TEST equipment will be SPATE an have to be logged in and out and keep a record of it's use and handling locally and be capable of reporting this and it's data directly to TRAC/FACT mass data handling and storage. As part of FACT secure handling the system will quarry the ID's of the tech handler and the ESN of the unit and have a special a special self test for integrity check with FACT encryption—Inventor to provide an additional security element to the encryption security as a trade secrete when the proper time comes.

SPC Statistical Process Control—in every local command and control center a guardian FACT software program will run parallel at a manned station based on all the technical data recovered in real time. It will be running software scenarios and providing probabilities and tradeoffs as well as decision trees with count down markers for decisions and new scenarios until the event is concluded. This is from all levels ACARS—Air born—landing and ground response for as long as it takes. It might be decided that there should be an Air Commander a different surface commander or there might be a need to change personnel due to fatigue or some other reason.

Additionally all real-time recorded data will be processed for statistics and to create an electrical library for better options from past experience and to create virtual FACT events for practice and guardian programs.

SPD Speed always monitored and factored by TRAC/FACT for danger and deviation.

SPE Seller Purchased Equipment As part of the FACT program in the PFN/TRAC System there will be a national registry in which all manufacturers register their products and provide a hardware or software component that provides a ESN and lot No or Vin when interfaced with the TRAC processor. An inventory program on system boot up or as a periodic procedure—still to be determined for aircraft—probably every pre-take off check) quarries all interfaced E/E systems to include passenger carryon devices equipped with DSRC (blue tooth etc). Equipment removed is time and dated by the system and it s recorded and reported to FACT central registry. When any thing is added the same process takes place. This allows for the immediate recognition of stolen equipment and illegal use of that property in another aircraft, vehicle or equipment. It was designed to stop parts theft in automobiles and vehicle thefts as well. Also with sensors on removable mechanical parts the system asks for the service personnel's ID and the LOT and S/N for the new part in stalled. If there is a crash the entire equipment inventory is down loaded to FAA/FACT control center (with NTSB/FBI and all other proper homeland security having the data in real-time) the statistical algorithms is going to kick out hi probability commonalities with all the current data concentrated in the appropriate agencies and manufactures immediately.

Equally important is the FACT registry was designed for national security. It tracks all electrical components and provides for a nations security forces to implant their legitimate code identifiers to thwart the possibility of any wireless device being used in remote control sabotage of a piece of equipment. This system and process is discussed in surface transportation systems in earlier filings. Some of the crucial implementations are deliberately kept as a trade secret at this point.

Speed of Represented by the symbol c and has a value of Light 2.9979250×10 meters/second or 983,571,194 feet/second.

SPI Special Position Identification will be issued for each FACT triggered event in FAA/FACT command center on a calibrated map with the immediate download of flight telemetry data and robotics flight and local control lock out. Stations monitored, like a NASSA control with trained FACT mission staff, are scrambled from their recreational ready room next to the command center.

SPIP Designation for a transponder ident pulse.

SPKR Speaker

SPM (1) Surface Position Monitor reported to FACT control center with all critical signal data in a useable format for the TRAC processor for FACT robotics programming to factor.

(2) Stabilizer Position Modules protected and interfaced with TRAC/FACT system for robotics flight and RC landings.

Spoking Spoking refers to a display presentation that radiates outward from the display origin like the spokes on a wagon wheel. All displays to be videoed in the FACT control centers and in the FACT event aircraft with their data in an electrical digital form for the FACT software programs to process. Data to be recorded in both locations as it is transmitted and received and as it is reconfigured (error corrected and consistent).

SPR Sync Phase Reversal (term used in Mode S transponders) This transponder may be capable of the DATA link and FACT upload telemetry. If SPR can help protect critical flight data exchange for robotics augmentation in flight via small packetized commands or as a confirm signal given over other dedicated frequencies it should be set up with the proper encryption and special recognition technology to function for these applications.

SPS Standard Positioning Service all such data generated to be incorporated in the TRAC/FACT system.

SQ or Sql Squelch auto squelch and RF signal fix control and monitor and management to be performed SUC to TRAC/FACT operation.

Squall Line A squall line is a line of thunderstorms and developing thunderstorms. Read by forward searching radar, Doppler, ground and satellite systems and data provided in a concise confirmed format for robotics flight and RC landing by TRAC and FACT programming.

Squawk Reply to interrogation signal (XPD). Prepared in a protocols usable by TRAC/FACT programming and recorded and timed on location for FACT record

Squelch A control and/or circuit that reduces the gain in response of a receiver. The squelch is used to eliminate the output noise of the receiver when a signal is not being received. Auto controlled by TRAC management or interfaced sub-system.

Squitter (1) The random pulse pairs generated by the ground station as a filler signal.

(2) The transmission of a specified reply format at a minimum rate without the need to be interrogated (filler pulses transmitted between interrogations).

[XPD]. Used as needed in any system to maintain the optimal tracking of the aircraft during the FACT event

(3) Spontaneous Transmission generated once per second by transponders.

SR SwissAir to set up their TRAC/FACT System as applicable if they return.

SRADD Software Requirements And Design Description to be constructed form this paper for the TRAC System and FACT protocols.

SRAM Static Random Access Memory used as needed to construct TRAC/FACT system for each application as per COTS available.

SRD Systems Requirements Document to be generated individually for model and series of aircraft and for custom and home built aircraft. First SRD submitted by OEM manufacturers for all commercial production aircraft to develop their own automated local control locks out and summit SRD to FAA/FACT homeland security for review. The second SRD submitted is for a processor system either from adaptive autopilot or flight controller or flight computer units with automated controls to control the flight surfaces un-interrupted locally. The controller must use onboard location sensing and guidance equipment that is protected locally from in flight tampering and factor the positioning data via one of five robotics or preprogrammed flight plans running in the protected controller. The flight plans conduct the aircraft along FAA/FACT determined safe traceable routes to 5 Safe Bases/controlled crash Zones for the proper surface response and most complete possible response.

The system information and design via FAA/FACT secure handling is to be properly made available and priced feasibly for all legally registered aircraft to be equipped properly and cleared to fly in US airspace under TRAC/FACT conditions. The first TRAC/FACT condition that must be met by all aircraft is:

Deviation=complete robotics SB/Z flights without local control
If the aircraft can via proper communications and data recovered from the FACT event aircraft and TRAC/FACT tracking systems via communications to surface convince FAA/FACT command and control there is good reason for the deviation. Then the controls of the aircraft should be returned with flight instructions given to return to original heading or alternate approved course to the registered destination or approved new destination if FAA/FACT acceptable.

With communications established with the troubled FACT Event aircraft and suspicion still high pursuit assist fighters ASAP along the robotics flight path will escort the aircraft. The fighters as determined appropriate can place the suspect aircraft on a missile laser lock and the same is done from the ground with missiles or phalanx machine cannon with discernable different audible sounds provided to the FACT event Pilot via TRAC/FACT communications with the air craft communication signal broadcasted from a functional antenna location away from bunker protected surface personnel at the SB. Any hostile action from the aircraft can result in the immediate wasting of the FACT event aircraft or some real-time disable measure discussed through out the technology filings. One such system employs laser light (possibly when locked on the FACT target) can transmit RC control signals to the FACT vehicle or in this case air craft and shut down motors off or cut their power settings or perform other RC flight controls if radio controls are non functional.

With this FACT command control capability in place when over the Safe Base/crash zone in as much as a glide path to land the robotics, preprogrammed or RC FACT Event aircraft A FACT command can return the flight controls (so long as they can be re locked to the FACT Event pilot to land on the extra-extra long and large runway if this proves to be advantageous, feasible and prudent for a minimal robotics/RC controllable FACT flight—SB airfields fully fire and EMT equipped will additionally a have protected access tunnel way with sealed accessible ceiling for SWAT and EMT teams to approach the FACT flight when on the surface—The tunnel to have blinking light and audio tone at the closest tunnel access to the plane—video monitors in the tunnel with images from video cameras from PFN/TRAC/FACT units along the runway. FACT control center has all the images and the images most relevant to first board or deployed surface support.—Robtics Tillies or hi lifts to bag the air craft if contaminated and protected atmosphere systems for the bag and direct connect to aircraft cabin atmosphere with sensor system and compressed contaminant for atmosphere extracted from the aircraft. Additionally, protective gear for any first board individuals. Full complement of weapons and training for the first team in.

Note: this is a minimal system that can be accomplished by protection and programming of present aircraft relatively fast considering the nature of the threat and enormity of the change in aircraft control and TRUST in flight management from human to machine.

As stated by the inventor for PFN/TRAC car jack security systems; there are no real good options to very bad acts that misguided people want to do. However, the first goal is to limit the time and space the intentionally deviant event takes place. This is hard, to do with people in a free society. More possible for the immediate future is to better manage our machines and technology. These first robotics and local control lock outs save more lives on the ground during a suicide hijacking and provide more time, better places to land/control a crash with generally more options for the people in the aircraft. Perfect solutions for imperfect behaviors are tough, and even tougher to do rapidly. The TRAC/FACT System/process is a good progression to grow accountable Machine/Human management of our technology during these extremely dangerous human situations.

Obviously SRDs will continue to be issued for new systems and technology updates for legacy aircraft in an ongoing process to provide fully controlled robotics and RC landings for every aircraft. And not just at SBs, but also at any airport a pilot is experiencing difficulty in landing their aircraft. The point here being—you have to get the system and process in place and the PFN/TRAC/FACT System is architecture to organize and progressively accomplish that. And not just in aviation but also in all of transportation and machine use via The PFN/TRAC System machine messaging matrix.

SR Service Request Special security protocol for TRAC/FACT System and components.

SRU Shop Replaceable Unit much modular and component repairs tracked electronically through the TRAC/FACT system of registries will be done.

SSB Single Sideband. An AM signal that has a reduced carrier, with the power applied to a single sideband. Since the bandwidth of the information-carrying signal is reduced, a better signal-to-noise ratio is obtained at the receiver. This physical characteristic will be appraised for the application of data or communication desired in a TRAC/FACT communication link application by FAA/FCC security agencies and standards efforts to determine ded regular communications. Additionally the multi-translation protocol ASIC in the TRAC system will pre pare data in appropriate data packets for the physical characteristic of any frequency and receiver system it is transmitting to via FACT communication software.

SSCVR Solid State Cockpit Voice Recorder to be interfaced with the TRAC/FACT System and time and date synchronized.

SSEC Static Source Error Correction data to be factored by TRAC/FACT when available.

SSFDR Solid State Flight Data Recorder incorporated and interfaced with the TRAC/FACT system.

SSM Sign Status Matrix

SSR Secondary Surveillance Radar. A radar-type system that requires a transponder to transmit a reply signal. Used as needed by TRAC/FACT robotics and RC flight programs.

SSSC Single Sideband Suppressed Carrier. A SSSC signal is a band of audio intelligence frequencies that have been translated to a band of radio frequencies without distortion of the intelligence signal. Used as beneficial to the TRAC/FACT system communication link.

SSU Subsequent Signal Unit

STA Station the 2 lines above to be used as needed to complete the development interfacing and implementation for the TRAC/FACT system.

STAB Stabilizer automated for TRAC/FACT

Standard Atmosphere Represents the mean or average properties of the atmosphere. At sea level static pressure is 29.92 InHg and temperature is +15° C.

Standby Mode A DME mode that applies power to the DME RT but the unit does not transmit.

STAR Standard Terminal Arrival Routes

STARS Standard Terminal Automation Replacement System

Static Ports Flush-mounted openings in the skin of the aircraft fuselage used to sense static pressure.

Static Ambient atmospheric pressure or static pressure is pressure the force per unit area exerted by the air on the surface of a body at rest relative to the air. The 2 above terms—data recovered for external air pressure via sensing to be used by the TRAC/FACT processor as needed.

Static Ram constructed of bi-stable transistor elements.

Memory cells do not require refreshing (see “Dynamic RAM”).

Static Source Error (SSEC) A correction applied to static source pressure measurements to partly or completely correct for pressure errors, which are caused by airflow changes. It is computed as a function of Mach and altitude based on measured errors for a particular static system, a software algorithm in TRAC/FACT processor to account for this.

STBY Standby

STC (1) Sensitivity Time Control. A control circuit used in radar applications to control receiver gain with respect to time. SUC or sub system to supply data to TRAC/FACT system.

(2) Supplemental Type Certificate

STCA Short Term conflict Alert all alert or collision avoidance data is to be provided in useable input data to the TRAC/FACT robotics and RC flights programs and control stations.

STCM Stabilizer Trim Control Module to be SUC to TRAC/FACT control

STD Standard

STP Standard Temperature and Pressure

STS Stable Time Subfield

STVS Small Tower Voice Switch

SUA Special Use Airspace there is to be declared SUA routes and zones to and around safe bases for TRAC/FACT operations.

SUL Yaw Damper Actuator SUC and responsive in FACT robotics flights.

SUO (1) Aileron/Elevator/Rudder Servo

(2) Servo Actuator the above 2 lines to be made an intricate part of the Robotics control of an aircraft during a FACT event with the controls and components protected.

Super-heterodyne Receiver A receiver in which the incoming RF signal is mixed to produce a lower intermediate frequency, to be used as applicable to provide enough frequency for the data transfer by isolated channels in a TRAC/FACT application.

Suppressor A pulse used to disable L-band avionics during the pulse transmitting period of another piece of L-band airborne equipment. It prevents the other avionics aboard the aircraft from being damaged or interfered with by the transmission and any noise associated with that transmission the coordination of conflicting transmission equipment on board the aircraft alleviated by having and automated preprogrammed component in TRAC/FACT that quarries for other L-band airborne equipment. And provides a suppressor pulse or times equipment use.

SUT (1) Auto throttle Servo a component protected for FACT control robotics flying and RC landing when available and installed when not.

(2) Stabilizer Trim Servo same as above protected and SUC for TRAC/FACT.

SV Space Vehicle to have PFN/TRAC units.

SVC Service special security protocols for TRAC/FACT systems and components.

SVO Servo protected and SUC to TRAC processor and FACT protocols

SVT Servo Throttle used in the FACT robotics flights and landings

SVU Satellite Voice Unit

S/W Software

SYS System the 3 lines above applicable to TRAC/FACT technology and detailed though out the filings.

T

TA Traffic Advisory issued by TRAC/FACT system and each unit will be able to compare geographic position and elevation to be responsive in real-time to relevant TA information.

TAC (1) Test Access Control the test port on all TRAC/FACT equipment are ID access sensitive and protected against tampering or disturbing crucial connected TRAC/FACT components.

(2) Thrust Asymmetry Compensation SUC to FACT robotics flights.

TACAN Tactical Air Navigation System Provides azimuth and distance information to an aircraft from a fixed ground station (as opposed to DME providing only distance information). This data to be used by TRAC/FACT programming in robotics flight and landing and software code written to use the data in concert with other location and position and speed data source systems.

Tach Tachometer

TACIU Test Access Control Interface Unit a special connection and ID access process must be provided for any TACIU to be used and recognized by TRAC/FACT units and components as part of the security protocol in place in FACT protected avionics.

TAG AEEC Technical Advisory Group to aid in the development and use of TRAC/FACT technology and Protocols.

TAI Thermal Anti-Icing data sensed conditions data provided in usable form for FACT robotics flight programming to deploy proper counter measures.

Target An aircraft within the surveillance range of TCAS reported to TRAC/FACT command control and the TRAC/FACT unit on board with robotics being SUC to surface RC station controls—control to be determined by individual aircraft and conditions.

TAS True Airspeed always converted for accuracy and compared with surface calculations via GPS and any or all speed sensing technology available on the aircraft and on the surface.

TAT (1) Total Air Temperature. The air temperature, including heat, rise due to compressibility. To be equated and compensated for via surface upload data and recalibration software algorithm in the TRAC/FACT processor or sub-systems integrated in the earlier generations.

(2) True Air Temperature determined as above in the same manner recalibration software and protected temperature sensors.

TATCA Terminal Air Traffic Control Automation to be SUC to TRAC/FACT command and control during FACT event and interfaced with TRAC/FACT monitoring system to search for FACT Event flags.

TAU TAU is the minimum time a flight crew needs to discern a collision threat and take evasive action. It represents the performance envelope (speed and path of aircraft) divided by the closure rate of any intruder aircraft (TCAS). TAU greatly reduced with direct data fed to both aircraft TRAC/FACT systems and aircraft diverted from each other in plenty of time as they are in continual contact and electronically aware of their relative positions robotics flight can control or shared coordinated controls with dual human and machine control either airborne or from the surface.

TBB Transfer Bus Breaker

TBD To Be Determined a great deal of TRAC/FACT system configurations and protocols by OEMS avionics Manufacturers standards groups, Nations government agencies and the public.

TBS To Be Supplied

TC Type Certificate

TCA Terminal Control Area there is to be a special Control area to be set up a way from the Terminal with high security protocols and personnel to physically handle TRAC events not yet air borne

TCAS Traffic Alert Collision Avoidance System interfaced into the TRAC/FACT system.

TCAS I A baseline system that provides a warning (TA) to the flight crew of the presence of another aircraft (potential collision threat) within the surveillance area. No avoidance maneuver is suggested. interfaced into the TRAC/FACT system.

TCAS II A collision avoidance system providing traffic information (within approximately 30 nmi of the aircraft) to the flight crew, in addition to the resolution advisories (RA) (for vertical maneuvers only). A TCAS II equipped aircraft will coordinate with TCAS II equipped intruder aircraft to provide complementary maneuvers. interfaced into the TRAC/FACT system.

TCC Turbine Case Cooling

TCCC Tower Control Computer Complex interfaced into the TRAC/FACT system.

TCM Technical Coordination Meeting

TCS Touch Control Steering interfaced into the TRAC/FACT system with local control eliminated.

TCXO Temperature Controlled Crystal Oscillator

TDLS Tower Data Link System interfaced into the TRAC/FACT system.

TDM In the Time Division Multiplex Systems a common carrier is shared to transmit multiple messages (to multiple receivers) by time-sharing the carrier between the message sources. interfaced into the TRAC/FACT system.

TDMA Time Division Multiplex Access. When multiple transmitters are using a single carrier to transmit to a single receiver, the carrier is time shared between each of the transmitters, so the multiple messages are not garbled at the receiver. interfaced into the TRAC/FACT system.

TDOP Time Dilution of Precision. A term used to describe the error introduced by variances in the calculated time.

TDR Transponder interfaced into the TRAC/FACT system

TEC Thermo-Electric Cooler

TEI Text Element Identifiers interfaced into the TRAC/FACT system.

TEMP Temperature

Temperature A sensor protruding into the air stream to sense air.

Probe temperature. Requires correction to get static air temperature. interfaced into the TRAC/FACT system.

TERPS Terminal Instrument Procedures interfaced into the TRAC/FACT system.

TF1 RTCA Task Force One, GNSS Transition and Implementation Strategy interfaced into the TRAC/FACT system.

TF2 RTCA Task Force Two, Transition to Digital Communications

TF3 RTCA Task Force Three, Free Flight Implementation interfaced into the TRAC/FACT system.

TFM Traffic Flow Management interfaced into the TRAC/FACT system.

TFM-ART TFM Architecture and Requirements Team interfaced into the TRAC/FACT system.

TFT Thin Film Transistor

TG Transmission Gate

TGC Turbulence Gain Control interfaced into the TRAC/FACT system.

Threat A target that has satisfied the threat detection logic and thus requires a traffic or resolution advisor y interfaced into the TRAC/FACT system (TCAS).

TIS Traffic Information Service interfaced into the TRAC/FACT system.

TK Track Angle interfaced into the TRAC/FACT system.

TKE Track Angle Error

T/L Top-Level

TLA Thrust Lever Angle interfaced into the TRAC/FACT system.

TLM Telemetry Word interfaced into the TRAC/FACT system.

TLS Target Level of Safety interfaced into the TRAC/FACT system.

TMA Terminal Airspace For SBs TRAC/FACT protected.

TMAC TFM Modeling and Analysis Capability.

TMC (1) Thrust Management Computer TRAC/FACT interfaced.

(2) RTCA Technical Management Committee For TRAC/FACT implementation in every commercial company and government agency.

TMCF Thrust Management Computer Function FACT programmed.

TMCS Thrust Management Computer System interfaced into the TRAC/FACT system.

TMS Thrust Management System interfaced into the TRAC/FACT system.

TMU Traffic Management Unit interfaced into the TRAC/FACT system.

TO Take Off

TOC (1) Top of Climb

(2) Traffic Operations Center interfaced into the TRAC/FACT system.

(3) Transfer of Communication interfaced into the TRAC/FACT system.

TOD Top Of Descent

TO/FROM Indicates whether the omni bearing selected is the Indicator course to or from the VOR ground station.

TOGA Take-Off, Go-Around. Also seen as TO/GA. interfaced into the TRAC/FACT system.

TOR Terms of Reference

Touchdown The point at which the predetermined glide path interfaced into the TRAC/FACT system intercepts the runway.

TOW Time Of Week

TP Telecommunications Processor interfaced into the TRAC/FACT system.

TPMU Tire Pressure Monitor Unit

TPR Transponder interfaced into the TRAC/FACT system.

TR Temporary Revision. A document printed on yellow paper that temporarily amends a page or pages of a component maintenance manual.

T/R (1) Thrust Reversers interfaced into the TRAC/FACT system.

(2) Transceiver (see RT)

(3) Receiver-Transmitter

TRA Temporary Reserved Airspace interfaced into the TRAC/FACT system.

TRAC Terminal Radar Approach Control interfaced into the TRAC/FACT system.

Track (1) The actual path, over the ground, traveled by an aircraft (navigation).

(2) In this mode the DME transmits a reduced pulse pair rate after acquiring lock-on (DME).

(3) Estimated position and velocity of a single aircraft based on correlated surveillance data reports (TCAS). interfaced into the TRAC/FACT system.

TRACON Terminal Radar Approach Control

Proprietary Name for PFN/TRAC System™ processor

TRAC Trusted Remote Activity Controller is the primary protected communication and machine-messaging node in an aircraft. Ultimately, a protected ASIC that performs accountable Robotics flight/landing and interfaces Remote Control commands from a TRAC/FACT command center. The PFN/TRAC unit in the aircraft also interfaces with all wireless communications and can route communications and data from the E/E system of the aircraft via any interfaced RF protocol by a higher level software interface for emergency communication via a Translator scan program running as FACT software in the TRAC processor.

Return to avionics terms

TRACS Test and Repair Control System. An automated data retrieval system. TRACS functions include: 1) provide the location of any given unit at any time; 2) provide an efficient flow of work to and from test stations; 3) provide quick access to quality information generated by the actual testing process (performed by the technician); (4) provide statistical and historical data regarding throughput time for products, failure, yield rates, WIP, etc. TRACS is an excellent system that should be incorporated and augmented to provide FACT security protocols and testing wherever it is in use for all the avionics sub systems interfaced in a TRAC/FACT system.

Traffic Advisory Information given to the pilot pertaining to the position of another aircraft in the immediate vicinity. The information contains no suggested maneuvers. (Traffic advisory airspace is 1200 feet above and below the aircraft and approximately 45 seconds distant with respect to closure speed of the aircraft).

[TCAS] This data provided these systems will be SUC to the TRAC/FACT robotics running in the aircraft and should be used to avoid collision in any robotics flight or RC scenario.

Traffic Density The number of transponder-equipped aircraft within R nautical miles (nmi) of own aircraft, divided by p×(R nmi)½. Transponder-equipped aircraft include Mode-S and ATCRBS Mode A and Mode C, and excludes own aircraft (TCAS). Density air traffic for any SB route crash zone or SB will be determined by these different digital address transponders of area aircraft and TRAC/FACT command and control will clear with standard FAA flight control all unessential aircraft during a FACT event immediately upon an alert.

Transceiver A receiver and transmitter combined in a single unit.

Same as RT. To be SUC to TRAC/FACT unit

Transponder Avionics equipment that returns an identifying coded signal. To be linked with TRAC/FACT system and the TRAC ASIC or sub system interfaced capable of returning coded FACT signal back by other wireless systems interfaced to TRAC/FACT command and control centers on the surface.

TRK Track a major function of the TRAC/FACT monitoring system for flight deviation.

TRP (1) Mode S Transponder all data link capability via transponders or RF/wireless equipment will be interface with the TRAC/FACT processor and scan communication router and be capable to receive packetized data in a protocol they can handle.

(2) ARPA Technology Reinvestment Program

TRR Test Rejection and Repair

TRSB Time Reference Scanning Beam. The international standard for MLS installations. This microwave landing beam should be evaluated for landing applicably equipped aircraft for the guidance on the glide path to the final approach and used in conjunction with the TRAC/FACT robotics software and RC preprogrammed systems to land the FACT event flight absent of local cockpit controls.

TRU Transformer Rectifier Unit uses as needed.

True Airspeed The true velocity of the aircraft through the surrounding air mass. Data provided to the TRAC/FACT processor or the sub systems accurately or for sub routine algorithms to factor for accurate data for the robotics and RC programming.

True Altitude The exact distance above mean sea level (corrected for temperature). Data provided to the TRAC/FACT processor or the sub systems accurately or for sub routine algorithms to factor for accurate data for the robotics and RC programming.

True Bearing The bearing of a ground station with respect to true north. Data provided to the TRAC/FACT processor or the sub systems accurately or for sub routine algorithms to factor for accurate data for the robotics and RC programming.

True North The direction of the North Pole from the observer.

TSA Tail Strike Assembly

TSE Total System Error The TRAC/FACT integrity self test system will provide any system failure/error/or incongruity to be discovered—it will check for backup systems and the entire system is to have redundancy in all critical flight functions with designated compromised system states to Flag the TRAC/FACT system as down with the TRAC unit securing all flight controls. Because of the diversity of equipment these standards of certification will be somewhat flexible. However, no aircraft should fly with out ultimate control from the surface and control locks and communications and controls in working order prior take off.

TSM Autothrottle Servo Mount (without Clutch) this system to be controlled with the TRAC/FACT processor or sub systems SUC to FACT for at least flight and landing.

TSO Technical Standard Order. Every unit built with a TSO nameplate must meet TSO requirements. TSO operating temperature extremes are not the same as the manufacturing burn-in limits. All data is to be recorded and dated in the TRA/FACT processor as critical inventory data as well as any inspections for defects or standard maintenances—this data downloaded to buffers in the TRAC/FACT command and control center to be factored in any event pertaining to the host aircraft.

TTFF Time To First Fix calculated on board unit and reported to FAA/FACT command control/owner/airline and matter of public web presentation as appropriately determined information for monitoring.

TTL Transistor—Transistor Logic all electronics used as applicable.

TTR TCAS II Receiver/Transmitter Interfaced with TRAC/FACT

TTS Time To Station, an indication that displays the amount of time for an aircraft to reach a selected DME ground station while traveling at a constant speed. Obviously this system must be capable of providing data in a usable format for the TRAC/FACT processor or the sub systems SUC to TRAC would process the data for FACT robotics. Probably a system like TTS would be along the FACT safe flights corridors to confirm and control the robotics flight. The exact equipment requirements for the robotics flight might well be a series of ground stations encompassing position data ground to space weather conditions and down loading and up loading to the aircraft from these local markers and the FAA/FACT command control center running a parallel software program to the FACT flight Event underway in the protected adapted auto pilot or PFN/TRAC/FACT processor. Additionally same data to escort assist aircraft and the flight station simulator at the safe base. It becomes a complete team effort with the best real-time control commanding the flight. A combination of preprogrammed flying experience interfaced with real human skill and a speed of transmission algorithm software interface program to make the best real-time flight controls. As the aircraft nears the final SB the flight controls will be at the highest real-time responsiveness and may prove to be the best way to land legacy aircraft with limited avionics other that the mandatory flight controls.

TTY Teletypewriter recorded and interfaced as available for the ultimate communications via the TRAC/FACT system. The software program protocol send an electronic signal to type for TTY must be SUC to FACT programming either if it is running in the TRAC processor or some interface unit or as a sub system already in existence.

TURB Turbulence

Turbulence The US National Weather Service defines light turbulence as areas where wind velocity shifts are 0 to 19 feet per second (0 to 5.79 meters per second) and moderate turbulence as wind velocity shifts of 19 to 35 feet per second (5.79 to 10.67 meters per second). The above two terms. Sensing for turbulence in critical areas for a FACT robotics Flight should have the appropriate sensors in location and the national weather forecasters and FAA/FACT system connected with the all weather reporting satellites. Doppler and radar in and on the surface all should be reporting in route atmospheric conditions as close to the elevation that the FACT flight will be encountering prior to it happening for real-time flight adjustments.

TVBC Turbine Vane and Blade Cooling

TVC Turbine Vane Cooling

TWDL Two Way Data Link to be interfaced as much as possible to the on board TRAC/FACT system and SUC as much as possible to TRAC/FACT processing.

TWIP Terminal Weather Information for Pilots Data available electronically to the TRAC/FACT system to factor best robotics FACT flight from the instant the plane is airborne, this is an on going condition during flight until the aircraft in landed. The terminal pilot data translated to an electrical data stream allow for the aircraft to hot read GPS and other location technology on board and plot the best course with known and projected flying conditions in each individual aircraft. These FACT flights will be immediately cleared by FAA flight control and handed off to FAA/FACT command control with all the proper encoded signals for surface evaluation and concurrence. Basically the TRAC/FACT flight computer is ready to fly the plane in a nanosecond of a FACT event and knows exactly what is around it and what has to do to go to the safe zone as fast as possible.

TWP Technical Work Program Special for all TRAC/FACT components

TWT Traveling Wave Tube

TX Transmit (see XMIT) Fact monitored and controlled.

U

UART Universal Asynchronous Receiver/Transmitter used and SUC to TRAC/FACT system.

UAL United Airlines to be equipped with TRAC/FACT ASAP

UB Utility Bus Interfaced with the TRAC/FACT System, but the TRAC/FACT system has to be able to energize the essential flight and landing control component if the utility bus is compromised. And the processor running FACT robotics has to be protected from the utility bus being tampered with to disable the TRAC program. The processor component if not a PFN/TRAC system unit must have it's own emergency power source to operate the FACT programming and necessary accessories.

UBI Uplink Block Identifier to be encrypted special for FACT protocols.

UCS Uniform Chromaticity Scale

UD User Data. The N-User data may also be transferred between peer network members (OSI Model) as required. The OSI and all interface gateways to be evaluated by system and application for the FACT data transfer for all IP and wireless connections and gateways. A basic security evaluation may be in order and would make all parties more comfortable. However FAA/FACT homeland security cannot be compromised what so ever. For this reason as part of the Homeland security teams affected agency representatives have to be provided with full and complete security clearance over sensitive agency data.

UFDR Universal Flight Data Recorder to be incorporated in to the TRAC/FACT system and/or replaced.

UHF Ultra-High Frequency. The portion of the radio spectrum from 300 MHz to 3 GHz. Interfaced and used as needed with transmission formatted in an encrypted FACT code as used.

ULB Underwater Locator Beacon

ULD Unit Load Device For software or programming to be done by special FACT equipment and/or wirelessly by special FACT transmission. Additionally, special tools and learns as unit load devices to install and access the PFN/TRA/FACT unit and system. Same install and uninstall special modules for software applications.

UMT Universal Mount as much as possible but to be as secure and tamper proof as possible for any TRAC/FACT component, unit or interface.

Unpaired A DME channel without a corresponding VOR or ILS Channel frequency.

Uplink The radio transmission path upward from the earth to the aircraft. To be used in the precision FACT landing with data presented to the program via sub systems in a format useable for the program to factor and send commands to the appropriate actuators to affect a proper landing. This includes activating landing gear servomotors or solenoids on hydraulic systems at the appropriate time for landing.

UPS Uninterruptible Power System all PFN/TRAC Systems units have this quality as a standard component to be a PFN/TRAC unit. However any first generation subsystems interfaced and carrying out FACT programming must have redundant and protected power systems. They are not to be interrupted locally by any means.

USAF United States Air Force or air national guard to deploy members of the crew with pursuit aircraft to be a part of the FAA/FACT command and control process. They will be both the strong arm and the helping hand in the air. They will be scrambled from strategic location and scattered to reach a trouble FACT flight within 12 minutes—7 if a known high security risk and air cover is being flown they will fly escort with an assist RC pilot and they will have full capability to take the FACT EVENT aircraft out if this un thinkable option is the only solution for the maximum of public safety and/or national security. Additionally, as part of the unthinkable, strategically place will SAMS under the FAA/FACT command structure but manned by military (to be DOD determined). A FACT event triggers a ground response from these SAMS/Patriot to track/monitor and lock on. If the FACT flight is on the safe base flight plan they just monitor the flight through their effective range area and this is a continual process to the SB Landing. FACT command has the trigger. The inventor is not trying to state the type of ordinance to be use automated machine cannon or automated anti-aircraft weapons (determined by DOD) Chase assist aircraft to have a transponder recognized by the target selection process in the weapon system to differentiate them from the troubled target FACT Event aircraft.

If appropriate the Air force and military will be participating in the safe flight and landing of the troubled aircraft and in the construction maintenance and operation of the Safe Bases and safe crash zones protected around the Safe Bases. They will also supply much of the personnel to handle special opps in boarding the aircraft as well as the best in police hostage and SWAT teamwork—(to be determined by the best in these areas). Military to also provide expertise in weapon disarming from explosives to people.

The inventor retains a detailed set of writings and figures of the US—showing areas that could be used for safe fly zones and as safe bases to land at—they are not detailed in this paper for a number of reasons. The inventor feels it is not his place to make those statements in a possible public forum—he is willing at the appropriate time to elaborate on his thoughts to the appropriate authorities responsible for public safety and national security.

USB Upper Sideband is the information-carrying band and is the frequency produced by adding the carrier frequency and the modulating frequency. USB RF will be used and formatted with FACT protocols to handle data and ded dedicated as needed.

USGIC U.S.GPS Industry Council will be consulted and take part in determining how to construct there equipment for direct Avionics applications for TRAC/FACT procedures and protocols and to have their locating receivers owned as personal products be interfaced with the on board TRAC/FACT unit via DSRC and any other wireless to be managed while on board an aircraft and used to provide confirming location data. Additionally USGIC to aid in the FACT flight path redundant markers to certify in real-time the validity of a marker that is suppose to have a stationary address as a tamper resistant measure.

USTB Unstabilized to be sensed by TRAC/FACT programming for FACT event recorded and reported with all operating systems reporting for analysis.

UTC Universal Coordinated Time to be used for TRAC/FACT operations and stored on board and in FACT command and control centers as usual.

UUT Unit Under Test will show in a display to qualified and identified FACT team attendants at the units and any station terminal or control panel. System video cameras and infrared sensors and ID programming to quarry the persons present for TRAC/FACT clearance before displaying data. Any tampering will be recorded as needed for tampering snap shot to full video recorded locally and reported to the FACT command and control center for response.

UV Upper Sideband Voice all radio systems evaluated formatted and SUC to FACT management.

UW Unique Word the use of encrypted commands and formatting special and secure for FACT commands in each interfacing program.

V

V1 Critical engine failure velocity safe operational limits preprogrammed into TRAC/FACT program and engine performance sensed locally.

V2 Takeoff climb velocity preprogrammed in to flight robotics in the future for future robotics flight. Safe operational parameters for V2 for FACT monitoring for FACT event flags.

VA Volt-Amperes monitored for operational alerts by TRAC/FACT system and for switching to TRAC/FACT power system.

VAC Volts AC Monitored

VAP Visual Aids Panel videoed and electronic format recorded and reported for redundant storage.

VAPS (1) Virtual Avionics Prototyping System

(2) Virtual Applications Prototyping System these two to be used in the development of the TRAC/FACT system and components and incorporated in a proof tested form as a virtual RC simulation pilot station operation and for total system practice to simulate a FACT event for crew drills.

VAU Voltage Averaging Unit to be monitored by the TRAC/FACT system and a final regulator and fuse able link protection to critical TRAC/FACT components.

VBV Variable Bypass Valve controlled and monitored as deemed critical to TRAC/FACT system of management.

VCCS Voice Communication Council System electronic translation programs and voice recognition to run in TRAC/FACT aircraft with universal (Eng) language. Additionally electronic data communication link timed with voice communication to shadow and verify message accuracy in the aircraft and on the surface This message protocol should be part of an emergency message protocol developed for cross communication via different wireless protocols interfaced and processed in the TRAC translation scan portion of the PFN/TRAC/FACT unit. It can be further encrypted for FACT command controls.

VCD (1) Voltage Controlled Device

(2) Variable Capacitance Diode

VCO Variable Controlled Oscillator

VDC Volts Direct Current the 4 electrical component lines above will be SUC to TRAC/FACT systems as their application is critical to flight control and accountability in real-time. Either, directly connected or by interfacing with controllers, sub-systems or electrical bus in the appropriate FACT manner to insure uninterrupted service during a FACT event.

VDL VHF Data Link will be used to handle audio/video and large quantity of compressed digital telemetry data in to short packets from aircraft to surface gateway & data repositories for TRAC/FACT control command centers. Priority screening for data transmitted progression will be controlled in real-time by the FACT event software able to quarry the appropriate systems and/organize the transmission. This is done in both directions and timed universally by constant satellite timing. Actual frequencies will be determined by industry standard efforts and FAA and FCC approval and dedication.

VDOP Vertical Dilution of Precision monitored and compensated by appropriate sub-systems with alert flags for out of acceptable parameters possible FACT trigger.

VDR VHF Data Radio

Vertical Speed The rate of change of pressure altitude, usually calibrated in hundreds of feet per minute. Transduced to a format for the TRAC/FACT program to monitor rate of clime for FACT event flags.

VFO Variable Frequency Oscillator FACT implementations to be determined by application and system placement.

VFOP Visual Flight Rules Operations Panel Videoed and electronic signal stored.

VFR Visual Flight Rules To be equated as an electronic signal on board the aircraft via flight cams/night vision/radar equivalents factored by a software algorithm and configured as per visual flight rule requirements to be used in human machine interface applications to create virtual flight for real-time FACT event aircraft in simulator and monitoring screens. Also possible use for local pilot help if trusted Pilot determined. And additionally employed for Robotics via data formatted for FACT program to manage the Flight controls more responsive to real-time obstacles in the flight path.

REMINDER NOTE: On addressing terms. Bold face comments are made to define and teach the PFN/TRAC/FACT system not to further any base understanding of terms and acronyms listed and defined in small print. They are used to stimulate dialog and understanding to how this machine-messaging network interfaces all machinery equipment and vehicles for aviation with surface management and transportation.

Understandably VFR rules refer to flight conditions and not normally used by automated landing systems. They refer to pilots rather than an ILS landing. However as time goes on the robotics and RC assist systems will be better able to assist compromised pilots or limited skilled pilots (possible JFK Jr. scenario) if this proper software has been developed for even good and clear flying conditions. Obviously, it is needed for FACT event flight and landings at SB ASAP. This paper is dedicated to employing all the elements that make up aviation flying and conditions for FACT rather than local pilot to control and deal with in a real-time instant.

VHF Very High Frequency. The portion of the radio spectrum from 30 to 300 MHz. To be used as detailed and needed for TRAC/FACT applications with local control managed by FACT protocols.

VHS Very High Speed

VHSIC-2 Very High Speed Integrated Circuits—phase 2 These 2 above will be employed as much as possible and be an ongoing work in progress and better speeds are available. Always the fastest data speeds are given to real-time flight controls in processing and communications.

VIGV Variable Integral Guide Vane

VISTA Virtual Integrated Software Test bed for Avionics to be used to test interfaces and sub system integration and design for new ASICs to be TRAC/FACT units in avionics.

VIU Video Interface Unit will be expanded with dedicated circuitry and data handling for critical FACT event data. Special for cockpit applications, cabin surveillance and TRAC/FACT systems security and aircraft integrity. Separate but equally secure Flight Cams. With less secure multi-media systems for passenger entertainment. However all systems to be useable by FACT robotics and FAA/FACT homeland security. Possibly hardware Protocols like DES and FACT software.

V/L VOR/Localizer used as detailed for FACT flights and landing.

VLSI Very Large Scale Integration a TRAC FACT constant.

VLV Valve

V/M Voltmeter

Vmo The maximum airspeed at which an aircraft is certified to operate. This can be a fixed number or a function of configuration (gear, flaps, etc.) or altitude, or both. Vmo to be factored in to FACT program and used as a FACT event flag if appropriate.

VNAV Vertical Navigation monitored and Managed by FACT programming as needed.

VNR VHF Navigation Receiver used as needed and data factored into the robotics FACT flight and landing programs.

Voispond A causal function that would automatically identify an aircraft by a voice recording. Voispond is not yet implemented. To be used as detailed in this paper as a FACT identity protocol.

VOR VHF Omni-directional Radio Range. A system that provides bearing information to an aircraft.

VOR/DME A system in which a VOR and DME station are co-located.

VOR/MB VOR/marker beacon.

VORTAC A system in which a VOR and a TACAN station are co located. The 4 terms above are all to be used by FACT programming as needed to best out fit each avionics system per each aircraft. Ideally the best systems will be universally made more available for legacy aircraft.

VOS Velocity Of Sound

VOX Voice Transmission Recorded and reported on the surface and throughout the aircraft.

VPN Vendor Part Number to be recorded and reported in the FACT registry for each aircraft that it is interfaced with.

VR Takeoff Rotation Velocity monitored and recorded.

VRAM Video Random Access Memory all necessary application software and drivers to be redundant in the TRAC/FACT system in isolate RAM.

VS Vertical Speed monitored and Factored by FACT for event robotics implementation.

VSAT Very Small Aperture Terminal.

VSCF Variable Speed Constant Frequency to be determined by application for FACT transmissions.

VSCS Voice Switching and Control System managed by TRAC/FACT event programming and the surface control.

VSI Vertical Speed Indicator data formatted for the Fact program and TRAC process and recorded and reported to surface FACT system.

VSL Advisory Vertical Speed Limit advisory may be preventive or corrective (TCAS). All such conditions and over speed scenarios to have preventative parameters stored in the FACT software and the system to monitor and factor for FACT response.

VSM Vertical Separation Minimum for rotor wing aircraft and for all aircraft safe position parameters for operation to be programmed in to the Fact program for flight assistance as robotics flight becomes most reliable. Presently, for normal FACT flight exaggerated minimums.

VSV Variable Station Vane.

VSWR Voltage-Standing Wave Ratio. The ratio of the amplitude of the voltage (or electric field) at a voltage maximum to that of an adjacent voltage minimum. Vswr is a measurement of the mismatch between the load and the transmission line. To provide trouble alerts to FACT system with software diagnosing problematic cause e.g. tampering or service failure prompting proper response real-time automated augmentation to include substitution if needed and personnel dispatched to further remedy the difficulty.

VTO Volumetric Top-Off.

VTOL Vertical Takeoff and Landing monitored and managed as application specific for helicopters, pogos of old and ospreys if the military implement with DED and DET most likely.

W

WAAS Wide Area Augmentation System (Method of Differential GPS) to be used in the location and tracking of a FACT event access via the communication link established from the airborne TRAC/FACT unit and transponders.

WADGNSS Wide Area Differential Global Navigation Satellite System.

WADGPS Wide Area DGPS o be used in the location and tracking of a FACT event access via the communication link established from the airborne TRAC/FACT unit and transponders.

WADGNSS Wide Area Differential Global Navigation Satellite be used in the location and tracking of a FACT event access via the communication link established from the airborne TRAC/FACT unit and transponders.

WAFS World Area Forecast System interfaced with TRAC/FACT system and data available formatted for immediate application with the TRAC/FACT system command and control and regionally relevant provided to the TRAC/FACT unit performing FACT flight.

WAI Wing Anti-Ice SUC to TRAC/FACT—with FACT having sensor data for wing ice condition and deployed as needed in the TRAC FACT flight.

WARC-92 World Administrative Radio Conference (1992).

WARC-MOB World Administrative Radio Conference for the Mobile.

Service the 2 above to take part in as much as they are active in the determination of standard frequency and RF protocols.

Waypoint A position along a route of flight. Will be used as stated earlier in the robotics FACT flight via these transmissions especially formatted for processing for this purpose both in the aircraft and via the surface matrix.

WCP WXR Control Panels videoed and recorded and reported.

WD Wind Direction always sensed, recorded, reported, and used in the Flight maintenance.

WES Warning Electronic System interfaced into the TRAC/FACT system.

WEU Warning Electronic Unit interfaced into the TRAC/FACT system.

WFA WXR Flat Plate Antenna

WGS World Geodetic System

WGS-72 World Geodetic Survey of 1972

WGS-84 World Geodetic System 1984 The 3 above used as relevant for robotics flights and to determine safe flight paths to the SBs.

Whisper—Shout A sequence of ATCRBS interrogations and suppressions of varying power levels transmitted by TCAS equipment to reduce severity of synchronous interference and multi-path problems. To be used in the current applications but the data formatted for the TRAC/FACT system.

WIP Work In Progress PFN/TRAC/FACT System

WMA WXR Antenna Pedestal & WXR Wave guide Adapter

WMI WXR Indicator Mount

WMS Wide-area Master Station will be employed in the navigation programs and communications for FACT monitoring and management as need be.

WMT WXR Mount

WN Week Number

WORD Grouping of bits. Size of group varies from microprocessor to microprocessor. Will be used as appropriate in the TRAC processor/FACT programs the interface software to all necessary sub system microprocessors or controllers

WOW Weight On Wheels as sensed in the aircraft to be transmitted to the TRAC/FACT processor on board and to the TRAC/FACT surface computers to check for abnormalities. A section of the taxiway to be set with a scale mechanism weighing those aircraft not having weight sensor and software algorithm to determine total aircraft weight. These records are stored on board the aircraft and in the FACT Mass data storage and factored by FACT programs for a FACT flag event (criterion to be determined and application to be determined as meaningful or discernable data per aircraft type).

Additionally, fuel and ship, store weights, Baggage plus shipping weights and people carry on weights could be measured and added to TAR weight value of the aircraft each receiving inspection weighed in and entered electronically into the FACT system. This record used to create traveling weight profiles for aircraft type, route weights all sensitive to time of year activities which may be used to project wear and tear on aircraft with flight conditions recorded during all flights for early safety checks on structural components and for transportation management through out the air and surface systems.

WP Working Paper to be a continual process, however this procedure needs to be put in place for the use of TRA/FACT documentation even in the earliest form. This final development of the specific systems in an aircraft to be FACT worthy may need to be handled with certain security measures in place. A FAA/FACT homeland security group on Technology security should determine this. Obviously, all specific code writing (encrypted) software needs the highest security, but even for how existing COTS are used needs some security.

WPT Waypoint used in TRAC/FACT flights to monitor for an event and to manage any SB point. The type of technology used may vary at first but the tracking function must be redundant both in the TRAC/FACT system in the aircraft and on the surface. As time passes the best combination or best technology that can be secured/protected and provide consistent redundant and reliable service may be consolidated and integrated as an ASIC-SOC for a PFN/TRAC/FACT set of markers. Ideally, universal use and interfacing improves efficiency and cost effectiveness. However, any and all operating systems performing way point location functions or aircraft tracking must be configure to interface with FACT or FACT will run a sub routine to use their formatted data. Hopefully all technologies and commercial interest will want to interface with the TRAC/FACT System the way FAA/FACT home land security determines best for safe secure control in the system data management.

WRC World Radio communication Conference—Conferences organization will meet to determine area standards and global standards in frequency and for procedures to be incorporated in to computer and automated protocols for real-time application with some uniform consistency. At least this should be the goal. As much as possible the use of TRAC should be uniform around the world and respectful of individual rights with greater public safety in transportation. Due to national cultural/religious differences the implementation of TRAC/FACT will vary to some degree. It would be possible for automated stored FACT programs to monitor for different maybe unfair FACT Events and to use different ded dedicated frequencies for conducting FACT procedures and protocols in an airspace over a particular area. The inventor hopes through WRC and other industry organizations and national government agencies cooperating that the same frequencies will be used around the world generally and that FACT procedures and protocols to determine an event and any course of action become universal with good respect for human rights as mentioned above.

WRS Wide-area Reference Station all systems used for tracking aircraft will be used as needed in the TRAC/FACT system by first formatting data to be synthesized and factored by running programs and sub routines in the FACT operation.

WRT WXR Receiver/Transmitter all such devices are to be interfaced with the TRAC/FACT system with identifiers.

WWW Internet World Wide Web IP connections and WWW communication link in flight is part of the in flight systems connected to the TRAC/FACT management system on board. This is a recent area of commercial infringement on TRAC proprietary technology that should be interfaced with FACT event control during a WoJack event or any FACT event. It is also another system that must be a sub system to the TRAC process. Additionally all data on aircraft location, performance and impact on the environment should be handled by FACT and presented on public web pages on the WWW. This is another proprietary function of the PFN/TRAC system.

WX Weather

WXI WXR Indicator

WXP Weather Radar Panel

WXR Weather Radar System the 2 above all crucial weather data timed and positioned is to be delivered via useable data streams to the FACT program and the FAA/FACT command control center for monitoring and mid flight course corrections as well as RC landings.

WYPT Waypoint Altitude all way points should be monitored by TRAC/FACT for deviation and FACT event flag (altitude) but used as crucial sensed events in the robotics flight of the aircraft.

X

X-BAND Channel The frequency range between 8000 and 12500 MHzX-A DME channel. There are 126 X-Channels for DME operation. For the first 63 channels, the ground-to-air frequency is 63 MHz below the air-to-ground frequency. For the second 63 X-channels the ground-to-air frequency is 63 MHz above the air-to-ground frequency. These above communications have to be completely controlled from FACT command control central handling a FACT event on board the compromised aircraft. The TRAC processor also can use all the frequencies available in its automated contact to the surface. However, all local communication switching must be locked out from local control. And the aircraft monitored for any unauthorized transmissions.

X.25 Packet Switched Data Network X.25 to be used for TRAC/FACT data and Communication Link for robotics and remote control.

XCVR Transceiver interfaced into the TRAC/FACT system on board and on the surface.

XFR Transfer

XLTR Translator XLTR unit will be part of the TRAC process to scan different communication protocols and transfer emergency messages via any communication link interfaced with a TRAC system.

XM External Master

XMIT Transmit

XMTR Transmitter on board all interfaced, surrounding area monitored by TRAC/FACT RF scan system.

XPD ATC Transponder (also XPDR, XPNDR, TPR) data interfaced into the TRAC/FACT system in helping to monitor flights for FACT events and to fly and land them via FACT robotics programs and RC flight commands.

XPDR Transponder to be protected from in flight tampering and RF incorporated in creating the PFN/TRAC unit in aircraft.

Y

Yagi Antenna An antenna with its maximum radiation parallel to the long axis of its array, consisting of a driven dipole, a parasitic dipole reflector, and one parasitic dipole director or more.

YSAS Yaw Stability Augmentation System sub-system to TRAC/FACT.

YD Yaw Damper automated for TRAC/FACT flight SUC to FACT.

Z

Z Refer to reflectivity factor.

ZFW Zero Fuel Weight. TRAC/FACT on board system will have the capability to dump fuel in the Hi Jack event as part of the first line of TRAC/FACT defense options, and to dump it along a Safe fly crash zone where hazmat surface teams are activated to evacuate, initiate preplanned protective measures and deal appropriately with such an in flight fuel dump if over land (SEA response?). Additionally, a compressed flame retardant possibly CO2 should be released in the evacuated areas of the fuel tanks to suppress remaining fuel ignitions—(possibly some expandable flame retardant gel or O2 absorbent foam as another possible tank filler or a solvent solution that reduces fuel to be flammable) Final Approach to SB controlled crash/landing zone with all flame suppression measures employed on the ground. NOTE: Absolute Emergency Fuel dump requires tanks to be empted in 30 sec while simultaneously filled with anti inflame ant. Triggered by a confirmed collision (robotically determined by PFN/TRAC/FACT matrix or FAA/FACT command surface control center. This is a definite collision response and the fuel dump insures flight termination with the least incendiary contribution to accident fires. Not a good option, hopefully not a necessary one.

Z-Marker A marker beacon, sometimes referred to as a station locator that provides positive identification to the pilot when the aircraft is passing directly over a low frequency navigation aid. Z-Markers will be used on a ded TRAC/FACT frequency. However the protected FACT program must be capable of out thinking the bad guy. This means that all location data is used by TRAC/FACT programming and all forms of communication. Code and sub programs have to be as deeply written, as there are accessory options on any specific aircraft. For example the FACT program must be capable of processing GPS, dead reckoning, all the marker frequencies, Lorands, automated RF triangulation, use any location data from cellular phone protocols and contact TRAC/FACT command and control center via all RF equipment interfaced via wireless gate ways to IP internet/intranet direct connect confirm and coordinate all data available. The objective is to develop a mindful machine in the aircraft that moves at the speed of electricity or light from local computer generated decisions to surface override commands. It is suggested as an ultimate security measure that FACT code and encryption always be subject to the Chief Executive's order, the president of the US for the US must have total override and have the same security procedure as those held for nuclear weapons along with the same backup procedures.

Special Z-Markers will be along the SB routes to SBs with physical security and electronic integrity checks through the system. (Frequency to be determined and encrypted coordinates as well as an integrated local GPS sealed back up to sense any unauthorized movement of the RF unit. Ultimately this should be an application specific PFN/TRAC Z-marker unit. Additionally, system integrity checks between Marker and FACT command control and security/service check schedule.

Summary

The PFN/TRAC technology provides the capacity to organize, record, report, relay and control data and equipment through a large machine messaging matrix, by either sharing or replacing local and standard Human Machine Interfacing HMI with accountable robotics and/or remote control. This patent filing deals with transportation and specifically avionics and air travel.

The following are basic terms and definitions used for this invention: The PFN is a Protected Primary Focal Node (an accountable telematics interface unit and communication router. The PFN contains TRAC a Trusted Remote Activity Controller to perform accountable & reliable robotics and remote control. FACT stands for Federal Access and Control Technology. RC=Remote Control, WoJack=War ops and Jack is taken from hi jacking. TRUSTED for this invention means; reliable, accountable, and Acceptable to all the public (the citizens, government, and commerce).

Of particular value right now, TRAC technology can be embedded into aircraft (at the design stage or after-market) and perform accountable functions for the purpose of gaining control and stopping the unauthorized or unsafe use of an aircraft. Known as the PFN/TRAC SysteMTM, the architecture utilizes existing Commercial Off the Shelf (COTS) aircraft technology to create the automated controls for robotics flight and remote controlled landings absent any human (local) to pilot the aircraft.

However, in a hijacking the lack of flying skill is not the only concern. The aircraft might well be commandeered and deliberately used and guided for it's destructive potential (e.g. a human guided missile into the WTC). In this scenario it is necessary to restrict the local flying controls immediately. For fly by wire controls the conversion to exclude a local pilot on board the aircraft can be achieved far faster than those aircraft still using physical links. Total hydraulic systems and hydraulic assist systems can be converted to exclude local controls easer than physical link systems, but still more difficult than fly by wire systems. Systems and modalities for physical lockouts on human controls and the automation of those controls is taught in prior related filings so that anyone skilled in the art (engineers) can shop up the necessary devices to construct a protect an RC capable or robotics flight aircraft.

The initial goal after eliminating local control is to stabilize the planes flight path. This second objective is accomplished via robotics (for better real-time responsiveness) in flying the plane to a Safe Base This control protocol PFN/TRAC System is secured and secluded onboard with preprogrammed software (5 preprogrammed flight plans available to TRAC processor) The TRAC processor is interfaced with the essential E/E system bus to operate the planes flight control surfaces to guide it to the best location emergency response specific safe base. All available location systems and communication systems are interfaced with the TRAC processor. Additional controls interfaced with PFN/TRAC are to be the cabin and cockpit air pressure controller to restrict any air exhausted from the aircraft by either routing the air through carbon dioxide scrubbers/converters, as well as adding fresh air. The removed and compressed atmosphere is canned. This un-recyclable air or waste air is then presented to a sensor array to detect biohazards and toxins. Once transducers have converted any molecular substance to an electrical signature, the signal is analyzed for recognition by the TRAC system software library, recorded and reported to the surface by any secure on board TRAC unit for the surface Safe Base system to prescribe the appropriate safe base response to the troubled landing craft. Informed decisions to determine whether to terminate it bag it, sterilize it or how to unseal it on the ground). Also, connected to the ventilation system the TRAC processor controls a valve with debilitating gas (sleep gas or chloroform) that can be activated from the ground or robotically for what is termed a WoJack scenario or FACT protocol.

During the final approach to the designated safe base landing zone the robotics flight and glide path control does a hand off to a Remote Control RC pilot in a surfaced based converted flight simulator receiving secure and redundant essential data streams via a protected communication system with the greatest real-time responsiveness of the aircraft heightened by a guardian software algorithm. The result is an intelligent airplane with an accountable autopilot and a Remote Control RC pilot.

Abhorrent RC Accessory Options

TRAC will have the ability to dump any fuel from a remote location or as a robotics function another option that must be reviewed, but can be available. Obviously, the PFN/TRAC system could perform all these undesirable functions as well; including the ultimate destruction of the aircraft. The proper Decision Tree protocol has to be determined ahead a time by all the public for these emergency FACT scenarios. PFN/TRAC was created to improve public safety; the quality of human life and to save lives in transportation, e.g. A detected FACT/WoJack flagged event with no ground or robotics control may well result in a forced destruction of the FACT event aircraft. But at least we are progressing options to save more lives through technical advancement, both through better management of our equipment and through an increase communication with each other and our machines.

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CLASSIFICATIONS
U.S. Classification 701/16, 701/2, 244/189
International Classification B64D45/00, B64C13/20, G07C5/00
Cooperative Classification B64D2045/0055, B64C13/20, G08B13/1965, G08B27/008, G07C5/008, B64D2045/0045, Y02T50/44, B64D45/0015, B64D2045/0035, G08B31/00
European Classification G08B13/196L3A, G08B31/00, G08B27/00T, B64C13/20, B64D45/00H, G07C5/00T
LEGAL EVENTS
Date Code Event Description
Dec 20, 2004 AS Assignment
Owner name: KLINE & WALKER, LLC, MARYLAND
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:WALKER, RICHARD C.;REEL/FRAME:015590/0659
Effective date: 20041005
May 25, 2009 REMI Maintenance fee reminder mailed
Nov 15, 2009 LAPS Lapse for failure to pay maintenance fees
Jan 5, 2010 FP Expired due to failure to pay maintenance fee
Effective date: 20091115