FIELD OF THE INVENTION

The present invention relates to a controller and vehicle identification system, and in particular to a controller and vehicle identification system used for a Remotely Piloted Aircraft System ("RPAS").

RPAS including drones or Unmanned Aerial Vehicles ("UAVs") are a growth business, across a wide range of industries. These industries may include agriculture, science and research, recreation and retail, for example the delivery of goods within cities. Larger vehicles typically are used on longer flights or missions, with complex control systems. Other types of RPAS may be used locally such as to assess crop health or photograph sporting events over water. As the numbers of RPAS increase so does the need for information about their use and users, to ensure appropriate qualifications, insurance and permissions to operate a particular RPAS on a particular mission. For audit purposes, accurate record keeping is extremely important, to track back who has been pilot on a particular flight or operation.

Various attempts internationally have been made to introduce record keeping for RPAS similar to those used in manned flights. These are traditionally a paper based system, whereby details of the pilot and equipment used are recorded against a proposed flight path. Insurance documents and permissions also generally need to be sought and approved, and logged with the proposed flight. The current process is slow and laborious both for the pilot, and for any record keeping authority in checking recording from the paper data.

Some electronic flight logging systems are available for RPAS missions but are not mandated by law. Typically, these are for an organisation, and their Chief Pilot will review a proposed RPAS flight plan and provide approval. The Chief Pilot is the person to whom regulators give the authority to approve missions. Various registrations and documentation may be part of the approval process for a Chief Pilot from the regulators.

At present, there is no means for effectively and in a time saving manner identifying electronically both the pilot, and the RPAS, and various equipment used for a particular mission such that this can be readily checked for authorisation and permissions. The information may be invaluable for tracking flights made and auditing, and similarly tracking the people and equipment involved, at each step.

The inventors of the present invention have, through careful and considered research in the industry, developed a new and surprising system of verified identification of both the pilot and the vehicle equipment for authorisation, audit and tracking. It is likely that the system will be universally adopted as the standard system, due to the significant need to solve the problem in a coordinated and easy to use manner.

BACKGROUND OF THE INVENTION

The following describes a non-limiting example of the invention being used with reference to a RPAS, being a UAV or drone. The invention is particular useful for UAVs or drones but it is not intended that the invention be limited to UAVs or drone use, other than as stated in the claims. It is also possible to use the invention for piloted vehicles, for example Vertical Take-off Landing Vehicles ("VTOL"). The invention could also be used for other vehicles including water vessels or vehicles travelling outside of the atmosphere "space vehicles". However, as the use for drones is of particular interest, this will be used as a suitable illustrative example.

Throughout, the specification the term "pilot" is used as a convenient and readily understandable means to refer to the person or persons in control of the vehicle. The term is used in the industry to describe the person in control of the RPAS, on a particular mission. There may be a team or a series of people in the control of the vehicle in which case the pilot may be more than one person. Generally, in use where there is a team a "Pilot in Command" has the overall authority on the flight. It is not intended, other than as specifically stated in the claims, to limit the meaning of the term "pilot", or to limit to a single person. The described invention has a wide reaching scope, to the nature of the vehicles, pilots and equipment to be identified. In some forms of the invention only one or two key items of vehicle equipment may be identified, including the RPAS itself. In other forms of the invention many or most parts, software and hardware used in the RPAS are "labelled" or "tagged" so as to be able to be identified and logged into the system. The label or tags are readable by people or electronically, to provide information, and may include an identification plate. Equipment such as cameras, load carriers or other equipment may be used with the RPAS depending on the tasks to be performed during the mission. The complexity of the information available and used will vary between country and application, depending perhaps on the demands of authorities or desires of the users.

The trip, journey or flight path of the vehicle is referred to generally as a "mission" throughout the specification, for ease of reference. The mission is intended to mean any travel from one point to another point, by an appropriate vehicle.

For clarity, any prior art referred to herein, does not constitute an admission that the prior art forms part of the common general knowledge, in Australia or elsewhere.

It is an object of the present invention to provide a controller and vehicle identification system, that at least ameliorates one or more of the aforementioned problems of the prior art. It is a further object of the present invention to provide a method of use of a controller and vehicle identification system, that at least ameliorates one or more of the aforementioned problems of the prior art.

DISCLOSURE OF THE INVENTION

Accordingly, the present invention provides a controller and vehicle equipment identification system including:

one or more identification means of the vehicle equipment;

controller identity means, for identifying the controller of the vehicle; and an electronic device,

wherein the system enables verification of an authorised controller and identification of the vehicle equipment, together, through use of the electronic device.

Accordingly, the present invention also provides, a controller and vehicle equipment identification system including: one or more identification means of the vehicle equipment;

controller identity means, for identifying the controller of the vehicle equipment; an electronic device and suitable application;

a server, in communication with the electronic device and application through a network, wherein the system enables verification of an authorised controller and identification of the vehicle equipment, together, through use of the electronic device, application and connection to the server through the network. Preferably, the controller is the pilot of a vehicle. Preferably, the vehicle equipment includes a vehicle, and other equipment to be transported. However, the vehicle equipment may also be the vehicle alone, or the vehicle with minimal other parts or load, carried with the vehicle on the mission. The pilot may be one or more persons. Preferably, the controller is a human, a real person in charge of controlling the vehicle. Preferably, each controller, pilot or person who controls the vehicle during a trip or mission is identified through use of the system. There may be a "Pilot in Command" where there is a team to be lead. There may be several controllers and each is identified and verified as an authorised user. A team of controllers may be identified. Preferably, each person who takes control of the vehicles is identified and logged as doing so through use of the system.

Preferably, the controller is a person. The controller could, in other forms of the invention be replaced by, or work with, an artificial intelligence or electronic or robotically means of controller. Most preferably, the vehicle equipment includes a RPAS or similar and the controller is the pilot. Where the invention is used for a manned vehicle, the pilot or driver of the manned vehicle may be the controller. In any of these situations, the pilot may be a team of controllers. The particular role of a controller may be to fully control and pilot the vehicle. The controller may control one or more aspect of the control of the vehicle. In this case there may be more than one controller at who can control the vehicle together. Most preferably, each person who controllers the vehicle equipment on a journey is identified and verified and authorised to do so. Most preferably, a history is recorded of the persons identified as involved in control of the vehicle equipment, over the journey. The automatic record keeping aspect of the invention should not be underestimated as it will streamline an otherwise laborious task of uploading paper documents, which could lead to errors. The automatic, "tap and go" style system enables convenient and accurate use, and accurate records to be kept of those identified, verified and authorised.

Most preferably, the vehicle of the vehicle equipment is a RPAS, such as a drone or UAV. Any suitable RPAS or similar may be the vehicle of the invention. Preferably, the vehicle of the vehicle equipment is chosen from following group: RPAS including UAV and drone; water vehicle; space vehicle; land based vehicle; other flying vehicle. Preferably, Secure Identifiers are used to identify equipment or the controller. Secure identifiers may be included in the identification means. Secure identifiers may be included in the controller identity means.

Most preferably, there is more than one identification means of the vehicle equipment. Preferably, one identification means identifies a vehicles of the vehicle equipment itself and other identification means identify other equipment that form part of or are used with the vehicle. Preferably, one identification means identifies the vehicle as a particular RPAS and other identification means identify other equipment that form part of or are used with the RPAS. For example, a load carried by a drone may be given a specific identifier information, and this identifier information would be different to the information of the specific identifier or the vehicle itself.

Preferably, the identification system identifies the controller of the system and the vehicle of the vehicle equipment. Most preferably, together there is a further step to ensure that the verified controller is authorised to fly that vehicle. In a most preferred form a biometric verification step is carried out on a mobile device to authorised the controller for that particular vehicle equipment, which must also be authorised.

Preferably, the system allows convenient verification of both the controller and the vehicle equipment through use of an electronic device and the server maintains the useful records for the appropriate authorities in this regard. Most preferably, the identification means identifies the details of the vehicle and or vehicle equipment as required by the regulatory authorities. The identification means may include information provided from an in built computer or autopilot. Such information may include mission or journey information such as a flight path. Most preferably, one of the identification means identifies a vehicle specifically. Preferably, the identification means identifies the specific vehicle and vehicle details to the system. If not identified separately, features and payload of the vehicle may be included in this step. So the vehicle equipment may be identified as authorised to fly, and individually the vehicle and load. The controller is also verified and authorised to fly.

Most preferably, the vehicle and its authority to operate may be verified against preregistered data. The data may be held in the system or by authorities. Permission may be given or declined to an identified vehicle to operate, or to operate for a particular mission. Preferably, an entire history of the vehicle is available to be considered, identified by the identification means. Preferably, any maintenance issues are included. Preferably, the identification means includes information chosen from the following group: age; weight; maintenance history; craft identification number or registration; kind or type of craft; total service time; total flight time; and operational equipment. The identification means can be adapted to include the necessary information for a particular jurisdiction or a particular type of vehicle or operation.

Most preferably, the vehicle is identified, and separately, other equipment to be used for a particular mission are separately identified. These may be a camera, payload, energy available, any suitable equipment.

Any feature or part of the vehicle equipment may be identified. These parts may be chosen from the group: software; hardware; communication devices; optional equipment; load carrying equipment; cameras; or other useful equipment for an operation.

Information about a particular mission or flight path may be identified and communicated as part of the system. The information may be uploaded to the system or the vehicle itself may provide the information.

Preferably, the identification means enables the vehicle and equipment to be checked and verified as authorised to operate. Preferably, the authorisation and verification apply to a particular location and particular conditions. Preferably, preapproval may be sought for a particular controller or pilot. This may be by lodgement of appropriate paperwork with the appropriate authority or regulator. Insurance, qualifications and advanced courses may be logged against a controller to enable permission and authority to be given for a particular flight.

Preferably, the controller identity means enables the controller to be checked that they are authorised to make a mission. Preferably, the controller identity means enables the controller to be checked that they are authorised to operate a vehicle. Preferably, the controller identity means enables the controller to be checked that they are authorised to operate vehicle equipment. Any suitable verification of the controller may be made through the system. The identification means and controller means may be the same or different to one another. Preferably, tags or labels are included which may be "read" by the system. Preferably, electronic tags are included. Preferably, the electronic tags include NFC able to communicate with the electronic device. Where the electronic device is a mobile phone the NFC may be incorporated in the mobile phone. Preferably, one or more electronic tags communicate with one another through NFC. Other similar electronic communication may be used between the electronic device and the tags themselves. The tags may be in the form of adhesive labels applied to an item. QR codes may be included as a further identification means. Any suitable form of identification may be included.

Most preferably, a plurality of identification means are included being electronic tags attached at suitable locations on the vehicle. Preferably, the location is a secure location. Preferably, an identification means includes or links to the data about the vehicle itself. The identification means may be an electronic tag readable by the electronic device to provide the system with the data to enable identification of the vehicle for verification and permission or decline authority.

Preferably, where the electronic device is a mobile phone a "tap" is used and when the mobile phone is brought close enough to the electronic tag the data is uploaded or read to the system. Preferably, a single "tap" or move of the electronic device enable all the identification means to be read.

Similarly, the controller identity means can include one or more electronic tag or similar. In this way the data can be read to the electronic device and uploaded into the system. Any suitable tag or label may be used. A traditional pass may be used. A combination of biometric security and traditional pass may be used. Passwords, codes or biometric security may be used to upload the data.

Preferably, the identification of the controller is so that the controller can be identified as authorised to operate the vehicle on a particular mission. Any suitable identification requirements may be included, as required by the regulatory authority. Preferably, preloaded data is checked against authorisations of controllers and permissions given or refused based on the held data.

The electronic device may take any suitable form. Preferably, the electronic device is a hand-held electronic device. In other forms of the invention the electronic device may be a PC or standalone computer. The electronic device may be wearable technology. Preferably, a software application is usable through the electronic device. Preferably, the software application enables communication between the electronic device, identification means, controller identity means. A remote server may be included. In this form of the invention verification of the data is against that held at the remote server. Some data may be held on the electronic device. The electronic device may synchronise with the remote server periodically. The synchronisation may be through use of a wireless network and occur when the electronic device has network coverage.

Most preferably, in a convenient form of the invention the electronic device is a mobile phone. Preferably, the mobile phone is a smart phone. Preferably, an application on the smart phone enables user access to the system. Preferably, only authorised users can access the software application. Biometric security may be used to access the application. The biometric security of accessing the application may form part of the controller identity means.

Preferably, a server is included, in communication with the electronic device to log, and verify the one or more identification means or controller identification means, other data.

Most preferably, the vehicle is a RPAS and the one or more identity means identifies the RPAS, enabling verification and authority to operate, and the controller identity means identifies the pilot and their authority to operate the particularly vehicle, and the data is logged and held for investigation or audit purposes. Preferably, in one form of the invention a credit card is used as part of the identification and or authentication process. In this form of the invention payment security may be used to identify the controller. In this form of the invention payment may also be taken, such as for a pay per flight arrangement.

Preferably, in one form of the invention contactless technology, such as used on mobile phones and electronic devices is utilised as part of the system. In one form of the invention, it is contactless and automated or semi-automated.

Preferably, the invention uses wireless networks. These may be mobile phone networks. These may be private wireless networks. Wired forms of the invention are also considered. A separate server, in communication with the software of the electronic device is preferred. However, a proprietary combined device where the data and electronic device are one and the same may also be used.

Accordingly, the present invention provides, in a variant, a controller and vehicle equipment identification system including:

one or more identification means of the vehicle equipment;

controller identity means, for identifying the controller of the vehicle;

an electronic device and suitable application;

a server, in communication with the electronic device and application through a network, wherein the system enables verification of an authorised controller and identification of the vehicle equipment, together, through use of the electronic device, application and connection to the server through the network.

Accordingly, the present invention provides in a further variant, a controller and vehicle equipment identification system for a mission, the system including:

one or more identification means of the vehicle equipment;

controller identity means, for identifying the controller of the vehicle; and an electronic device, wherein the system enables verification of an authorised controller and identification of the vehicle equipment of the mission, together, through use of the electronic device.

Accordingly, the present invention provides in another variant a controller and RPAS equipment identification system for RPAS mission, the system including:

one or more identification means of the RPAS equipment;

controller identity means, for identifying the controller of the RPAS for the particular mission; and

an electronic device, wherein the system enables verification of an authorised controller and identification of the RPAS equipment of the mission, together, through use of the electronic device.

Accordingly, the present invention provides, in a further variant, a controller and vehicle equipment identification system including: one or more identification means of the vehicle equipment being a near field communication tag or similar;

controller identity means, for identifying the controller of the vehicle, being an electronic or biometric identifier of the controller;

a portable electronic device with and suitable application, the portable electronic device including a near field communication reader, able to read the tag and communicate the data

a server, in communication with the electronic device and application through a network, wherein the system enables verification of an authorised controller and identification of the vehicle equipment, together, through use of the electronic device, application and connection to the server through the network.

Preferably, the biometric reader reads the fingerprint of the controller and this is verified through the software application on the electronic device communicating to the remote server, to verify that the controller is authorised to fly, and logging that data appropriately.

Preferably, the electronic device is a smart mobile phone, including a biometric reader to read the fingerprint of the controller and communication this verification to the remote server.

Preferably, the electronic device is a smart mobile phone, and a "tap" of the smart phone close to the NFC tags of the RPAS and or other equipment records the data of these through the software application on the mobile phone to the remote server.

Preferably, the electronic device is a smart mobile phone, including a biometric reader to read the fingerprint of the controller and communication this verification to the remote server and the electronic device is a smart mobile phone, and a "tap" of the smart phone close to the NFC tags of the RPAS and or other equipment records the data of these through the software application on the mobile phone to the remote server.

Preferably, in another form of the invention the controller identifier may be a tag or pass containing a NFC tag, authorising and identifying the controller.

A method of use of a controller and vehicle equipment identification system, the system including one or more identification means of the vehicle equipment, controller identity means, for identifying the controller of the vehicle equipment and an electronic device, the method including the following steps:- a) Opening an application on the electronic device;

b) identifying a controller to the application;

c) verifying that the controller is authorised to operate the vehicle equipment; d) identifying one or more part of the vehicle equipment;

e) logging the verified controller and equipment data.

The identification steps may include biometric identifiers. The identification steps may include NFC or similar devices. Preferably, a plurality of identifiers for the vehicle equipment together are communicated to the system. Preferably, electronic tags are used to identify the controller to the system for verification and authorisation. Preferably, one or more electronic tags are included to identify vehicle equipment. Preferably, these tags use NFC communication.

A method of use of a controller and vehicle equipment identification system, the system including one or more identification means of the vehicle equipment, controller identity means, for identifying the controller of the vehicle equipment and an electronic device, the method including the following steps:- a) identify and authorised person to operate mission;

b) identity and authorise vehicle to operate particular mission;

c) record data of vehicle equipment and identified person used on a particular mission for future use, including audit or investigation purposes.

A method of use of a controller and vehicle equipment identification system, the system including one or more identification means of the vehicle equipment, controller identity means, for identifying the controller of the vehicle equipment and an electronic device used to operate a mission, the method including the following steps:- a) identify vehicle;

b) test against authorisation data for permissions to operate vehicle and approve of decline;

c) identify pilot; d) test against authorisation data for permissions to operate vehicle approve of decline;

e) identify mission details;

e) test against authorisation data for permissions of pilot and vehicle for mission approve of decline;

f) log data, of details of pilot, vehicle and mission.

The invention also provides, a method of identifying and verifying users and components of a RPAs mission, including the following steps:=

a) identify RPA;

b) verify identified RPA is authorised to fly, and if yes;

c) identify controller; and

d) verify identified controller is authorised to fly identified RPA, and if yes;

wherein only a verified authorised controller of the RPA will be logged as authorised to fly.

Preferably, a further step is included:

e) logging of the locations of the RPA and controller;

f) move position of RPA is set to desired location;

g) Flight clock starts to indicate start of RPA journey to desired location;

h) and flight clock continues until end of journey when RPA reaches desired location according to the set move position.

Any one or more of steps e) to h) may be included in the method.

Preferably, the remote server goes through a verification and recordal process, to verify the RPA and controller, together, are verified to fly. Preferably, any of the equipment carried or load are also verified in each of the forms or variants, or methods of the invention.

Preferably, if any of the verifications show that the controller or RPA are not authorised to fly, the mission will not go ahead.

The methods of invention wherein the controller and vehicle equipment identification system is the controller and vehicle equipment identification system of the invention in any of its forms or variants.

INDUSTRIAL APPLICABILITY

The invention will be used in the useful industry of RPAs, UAV which are now used in agriculture, research and commercially, for example, to collect data and to deliver goods. The invention will be used to verify the pilot, drone and load, and communicate centrally so that this data is available to the relevant authorities.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described in connection with a non-limiting preferred embodiment, with reference to the accompanying drawings, in which:

Figure 1 is a schematic overview of a pilot and vehicle equipment identification system, according to a preferred embodiment of the invention;

Figure 2 is a schematic perspective view from the front of the pilot authorisation pass being used with the system to identify the authorised pilot to the application on the mobile phone;

Figure 3 is a schematic perspective view from the front of the mobile phone and application being used to identify different parts of the equipment used through use of different identity tags communicating together; and

Figure 4 is a flow diagram of the steps of use of the system of Figures 1 to 3 according to a preferred embodiment; and

Figure 5 is a flow diagram of the verification step of the system of Figures 1 to 4.

DETAILED DESCRIPTION OF THE INVENTION INCLUDING A BEST MODE

With reference to Schedule 3 (9) of Patent Regulations 1991 , we note that labels in the system are included in Figure 1 , 4 and 5 are included to particularly facilitate understanding of the invention, in an overview.

Referring to Figures 1 to 5, a preferred embodiment of the invention will be described, where pilot and equipment identification system 1 is shown in overview for ease of explanation. Clearly, the pilot, drone and other components are shown as labelled blocks so that the interactions, in particular, can be seen. The person skilled in the art will readily understand that the nature of the drone or RPAS used, or the particular vehicle equipment used, does not alter the invention, as such. The invention is particularly useful in this way, in that it is applicable, and can be set up and used for all kinds of vehicle, equipment and authorisation levels of pilot. Pilot 10 (not illustrated throughout other than as a "block" in the diagram) is the user or controller of the equipment, a real person, the user of the system. Other users of the system may be the authorities responsible for permissions, air traffic controllers or other monitors of the use of RPAS, as well as the administrators and managers of the inventive system themselves, and regulators of RPAS operations and operators in a particular jurisdiction. The term "pilot" is used as a general term and may include a series of authorised pilots taking shifts over time, or may be a team working together, as well as a single person piloting the RPAS for the entire mission. Individual authorities will need to be issued to ensure permission is given for each pilot. As with usual authorisation systems, pilot 10 will have preregistered with appropriate authorities, and applied for suitable insurances and permissions. So that when a particular pilot 10 connects, these authorities are checked and verified as current and pilot 10 logged as an authorised user making a mission, that is a flight or journey, using particular equipment. A company may be authorised to operate, and then the particular operator performing the task at the time is also identified, logged, verified and authorised or declined. The levels and stages to these authorities can be varied to suit the regulations of a particular jurisdiction or use of the RPAS. A useful part of the inventive system is that criteria can be incorporated into the pre-approval process, and these criteria can be checked, for example, to verify it is the correct craft or vehicle, and in the right location. Drone 12 is included using software 14 and carrying load 16, in this example. Drone 12 can be any suitable drone or UAV, any appropriate RPAS or similar as would be understood by a person skilled in the art. A wide range of types or RPAS vehicle may be used, as the system is applicable to any size, and includes manned vehicles such as VTOL vehicles. A suitable example drone for use with the system is used with an DJI Matrice 600 (TRADE MARK), which is useful as it is quick to interchange payload options, including camera, Light Detecting and Ranging ("LiDAR") equipment and other equipment.

Mobile phone 18 enables pilot 10, to enter, "read" or "scan" the information sought by the system into application 20. Mobile phone 18 is illustrated as a smart phone of a usual form, APPLE (TRADE MARK device as illustrated) as may be carried by pilot 10 in their day to day life. Other smart technology devices could be used, such as a tablet or phablet, or other brands of phone as would be understood by a person skilled in the art, provided the reader technology was included, see below. The invention is also usable with wearable technology in any of its forms, including smart watches, smart rings, or in fact any form of wearable technology that may be used with suitable software. Hand-held devices are most useful for implementation of the invention as it allows the pilot to "tap" and enter the information to identify the craft and authorise the user very quickly and easily. Other forms, including use of fixed parts of the electronic system, or use of a PC, or use of propriety equipment to enter and identify the people and parts may also be used, in other forms of the invention.

Application 20 is downloaded and used on mobile phone 18 through the mobile network and "shop front" in the usual manner, or can be downloaded direct from a website or other host site. In other forms of the invention the application can be provided with the electronic device, such as secure supply only to authorised users, or through secure e-mail links to users. Other electronic hand-held devices, or wearables may be used instead, including proprietary equipment, particular to the system, or fixed PC type computers instead, in a different form of the invention. It is particularly convenient, however, for the invention to be usable on a mobile phone, which is typically to hand and carried with a person, wherever they go.

Application 20 will be installed on mobile phone 18 of pilot 10 prior to any mission being carried out. Any security, registration, permissions or authorities would also have been obtained prior to the use of application 20, but this information can be logged on application 20 and or at server 22. It may be that during times where the network or server connection is unavailable the information will be held by application 20, and synchronise later, when a connection to server 20 is possible. The delayed synchronisation may be a usual manner of use in some forms of the invention such as when used underground or in remote areas where a telephone network is unavailable in these places. In alternative forms of the invention in-house networks may be used, and data in application 20 may synchronise directly with server 22 or via such an in-house network. The usual form of this registration process will be the completion of an online form in application 20 and attaching evidence such as a copy of insurance documents and a pilot's license if applicable. The registration may be undertaken on mobile phone 18 if through use of application 20, or could be through use of a paper, PC or other form of registration process. It is with this registered information that the rest of the system can interact to check that pilot 10 is authorised and that everything is in order for a particular mission.

Registration of a particular RPAS and particular equipment to be used may also occur before use. There may be a registration of RPAS equipment tied to pilot 10, or independent thereof. In other words there may be a pilot who owns a drone and these are registered together. There may be a company who is registered as an authorised drone user and has numerous authorised pilots and authorised drones. In this latter case each pilot and drone is registered independently and then logged as in use together, by the invention. Mobile phone 18 is therefore used throughout by pilot 10 to upload the identification information to remote secure server 22 and communicate therewith through the mobile networks. The identification data is to identify a particular pilot 10, and verify that the pilot is authorised, by checking against the preregistered data. Biometric security is used by some mobile phone companies including in the illustrated APPLE (TRADE MARK) device mobile phone 18 and use of fingerprint scanning and authentication. It is through this method that pilot 10 can be identified, as authorised to log on to application 20. The fingerprint technology can form part of the pilot identification as application 20 recognises the fingerprint as of an authorised user of the software opening secure application 20 ready for the next stage of authentication. Other authentication is usable of course as well such pin or passcodes, and in combination with biometric data, to access application 20. Any suitable biometric data may be included such as retinal, other eye scans, fingerprint, facial scans, voice, any suitable particular biometric that can securely identify a person, pilot 10, for access to application and ultimately for verification and authentication. Any suitable NFC devices may be included to read or write data enabling secure access. The logged data is useful for auditing purposes to see who actually was piloting and when on a particular mission, as well as records for incident investigation. Where the particular mobile phone does not include biometric data readers these may be connected to the phone prior to use. In some forms of the invention biometric data may be included in the controls of drone 18 so that the person actually using the controls at any time can be recorded, such as through use of their fingerprints. This may be useful to record where a team of controllers is authorised to control a flight to track who is operating at a particular time. If there is then an incident the actual pilot at the time can be identified clearly, and the circumstances investigated.

The authentication and information about a particular pilot and particular permissions, insurances and associated RPAS authorised to the pilot could, alternatively be entered here, as part of a registration process if this is the first time of use. It would be more usual to have the preregistration completed ahead of time, including collection of any biometric data that may be used for identification of a particular pilot prior to use, to tie into other passes. However, where the process has been registered elsewhere, it may be that a simple registration number with a particular regulatory authority, combined with biometric or other pass codes to identify the user associated with the registration number may be used instead.

Pilot 10 may be issued with a special issued pilots licences to operate these kind of vehicles and such information could be verified through use of the system. As part of the process personal information such as passport, credit card, driver's license or other suitable identification details may be taken. If a printed license is used in a jurisdiction, which could also be kept in electronic and digitally secure form this can be linked through to pilot 10 identification within the system. One option may be to use biometric data to identify a person, the pilot to application 20, which in turn is verified as connected to a license to operate and associated permissions and insurances through scanning a pass. So the person is identified and separately, the authority verified of permission of this person to operate, or permission denied. Clearly, there are many ways to achieve the various levels of permission and authorities not limited to those described.

Secure identifiers (SIDs) are used in the system to securely identify users and equipment. Electronic tags containing the SIDs are included wherever in the system it is desired to be able to securely read and identify something or someone. These include to identify the pilot and to identify the vehicle equipment, both being required for the system. As illustrated these are in the form of an electronic chip and transmitter/reader that can communication with a corresponding transmitter or reader used by mobile phone 18 through use of Near Field Communication ("NFC"). With improved smart phone technology as used in mobile phone 18, both reading and writing of data can occur, so through use a record of the secure interactions between the secure identity tags, mobile phone, application and server can all be tracked and recorded, useful for the system. The tracking is quickly and simply achieved through use of a "tap" of phone 18 close to the tags but includes very high levels of security, authorisation and verification to keep the system secure.

As shown in Figure 1 authentication step 24 follows access to the system through application 20 on mobile phone 18. As described above, this authorisation can include identification of pilot 10, through the biometric or other identifiers, and then scanning a pass (refer to the description of Figure 2), which identifies the permissions to operate, verifiable with the centrally held data already in the system. Similarly, data held for an individual drone, people and components, and the carried equipment can be checked and permission to fly issues considered. The data may be used or verified against records such as for insurance, air traffic notifications, operation authorisations as may be required in a particular jurisdiction, risk management assessments and requirements. The authentication step includes numerous steps to check the data uploaded to the system about the pilot, drone and equipment used against the permissions. Prompts may also be issued through application 20 for pilot 10 to enter data during the process, if necessary, such as safety checklists, for example.

Referring to Figure 2 in particular, an example pilot authorisation pass 26 is illustrated including electronic tag 28. Biometric identification means may be included to access the pass, or as part of the pass, or part of the use of the pass to enter into the system. Where the pass is a physical pass then the usual precautions may be included to prevent fraud. In other forms the pass may be electronic and securely held by the mobile device, and only accessible such as through biometric access, such as use of a fingerprint read, and authentication. Electronic tag 28 includes NFC SIDs in a known form including a programmable chip, antennae and transmitter, writable and readable to smart phone 18 incorporating NFC technology. Each chip or SID used as part of the NFC tag includes unique identifiers, which can then be transmitted on to other devices or tags, and also be read by smart phone 18 which includes a NFC reader. Tag 28, in the given example, is in the form of an adhesive label that can be very strongly and securely attached to equipment, at a secure location. Although not shown a QR code is included in case of accident and other parts of the tag not being readable the QR code should still be usable for identification purposes. Other forms of mounting such as inside a holder could be used instead. Use of the label form of tag provides a streamline use whereby tags can be applied to the drone at a suitable location that may be out of sight without interfering with aesthetics but is still readily readable through use of the mobile phone when moved close to the tag. Further, should there by an accident the tags can be used by accident investigators to identify the drone and other embedded information from recovery of the chip. In other forms of the invention, where the mobile phone is replaced with a proprietary electronic device NFC equipment may be incorporated, built into the system itself. Other forms of label or tag can be used too, such as including a hologram.

NFC tags are very useful here, as they can be programmed before use with the necessary data, which then can be applied as a label or tag fixed firmly to identify an item. The information can be read and also write and communicate to one another to exchange data, between tags. So as each NFC tag is introduced programmed with data, once in use it can communication with mobile phone 18, and other tags to provide networked data. Tags can in fact be used to identify the vehicle or aircraft, payload, packing boxes, personnel involved in various stages of the use, including the pilot, ground equipment, various components that may be used for a particular use, flight or mission. Where the data exchanges a single "tap" of mobile phone 18 enables all this multitude of data to be entered into application 20 quickly, easily and accurately for verification.

In this way, through use of a series of NFC SID tags, mobile phone, application and server detailed information about the drone, equipment used and the pilot and suitable authorisations can be accessed together, in a simple to use, secure system. Application 20 on mobile phone 18 can be triggered by one or more of these tags to open or open an appropriate section. Authentication of drone 12 may occur automatically as tag 30 is processed and read by application 20, connects to server 22, and the verification as authorised made, and in combination with the particular journey details stipulated, for example. Incorporated may be bypass systems for geo- locking mechanisms preventing use of some applications or devices and some locations. These may be preprogramed safety inclusions such as sensitive locations or proximity to an aerodrome or may be incident locks in the case of fire or other incident. In this case where a particular user is authorised to operate, such as a firefighter in a fire zone or a police officer at a crime scene, these geo-locks can be bypassed to enable the user to operate, whereas others would still be blocked. If the equipment may be used to take action in flight, perhaps to drop a load, or take a picture, this action can be incorporated into the system. Triggers may also be caused to action from the tags, so that checklists that need to be completed are opened at a particular location or at a particular part of a journey. If a load is carried and this requires additional paperwork the system can detect this and the software highlight this to the user. Any kinds of checklists including to remind the pilot to do something or to make a safety check may be stimulated as part of the process. Again if a load or equipment is to be carried when tapped and tagged application 20 can alert pilot 10 of the order of packing or other checks or actions that need to be undertaken.

Where pilot 10, who in the example is wearing pilot authorisation pass 26 around his neck, moves mobile phone 18 into a suitable proximity electronic tag 28 may be read. Pass 26 is loaded with all the suitable identification and other information to enable pilot 10 to operate RPAS in a jurisdiction, and this identification can be made and uploaded to mobile phone 18 in a single "tap". In some forms of the invention this is a simple identifier, that is a string of code to identify one user in the system, which can then be checked against a list of authorised users. In other forms, and as described, more detailed information is included on the preprogramed electronic chip, such as an aviation authority pass, and or personal details of the pilot, including licenses or relevant advanced training, for example. The information is uploaded to mobile phone 18 to application 20 which in turn communicates through the mobile network to secure server 22. In this way, pilot 10 is identified as wanting to make a RPAS flight. Authentication step 24 may in part occur at this point, to check that the person is verified to operate in the region and that the proper insurance and permissions are in place. Authorisation may be staged or stepped and may also occur later when the vehicle equipment identification has been made and similarly uploaded.

Referring to Figure 3, in particular, three example tags are included, represented schematically, to illustrate how many different parts of the vehicle and equipment may be tagged and separately identified. It is anticipated that numerous tags would be used to identify and provide equipment information. Usefully the tags are made to be fire, damage and corrosion resistant so as to remain intact in the long term, and after a collision, for example, to assist in investigation. For ease of illustration only a couple are included here. Pilot 10, having already identified himself to apparatus 20 on mobile phone 18, now "taps" towards the tags on drone 12 itself to identify the drone and other vehicle equipment. Labelled 12, tag 30 is an important tag as it identifies drone 12 to the authorities. Any suitable information may be included but important and desirable information of the illustrated system includes aircraft identification, total time in service of that particular RPAS, total flight time for the RPAS, and variations between the service and flight times, operating weight for the RPAS, defects or abnormalities reported and what action has been taken to remedy these, and operational equipment and fail safes fitted, and if any of these are unserviceable.

In addition flight information may be registered at this point, for example identification of the RPAS to be used, date, crew if any and used on a manned flight, pilots including unique identifiers thereof, duties assigned for the flight, location information, as well as general notes or comments on users and system logs. For the flight or mission itself information includes the place of departure and arrival, flight path information, date and time the flight starts and finishes, the duration of the flight, certification of pre-flight "fit-to- operate" check, certification of post launch stability and control check to check that the pre-flight checks have been completed and checks with the on-board auto pilot and or the mobile phone and application, in this form of the invention. Separately, the equipment used is logged. Other information logged is the amount of fuel or battery energy available, at the start and end of the flight, incidents and observations, serviceability of safety critical aircraft systems, purpose of the flight, nature of the flight, Visual Line of Sight ("VLOS") or Beyond Visual Line of Sight ("BVLOS"). Different levels or types of flights required different authority of the pilot in command, but in some circumstances may be in the line of sight of an observer and so the system can deny access to the flight if a particular pilot is not authorised to carry out that particular kind of flight.

Electronic tags 30, 32 and 34 as illustrated share electronic data through use of NFC SIDS so data can be uploaded collectively. Use of a "tap" is a quick and easy means to provide instant data between identifiers, and upload to the electronic device and then via a network to the server. In this way the invention provides a significant advance over the prior art.

Other levels of security and identification can be used in the system. In one form of the system a credit card may be used as part of the pilot identifier, and or craft or equipment, which also enables payment to be taken. The combination of authority enables a high level of security, as is used for credit card payments, to be incorporated into the system. Where the use of the drone is through payment, this payment, such as pay per operation can be taken as part of the system.

Where the journey is a long one then it is desirable that re-authentication occurs periodically. In this case multiple pilots 10 may need to be logged and registered as verified to operate and logged as doing so. For beyond the visual line of sight operations or where the mission parameters may change this may also be important. The rules and regulations on these kinds of flights differs between jurisdictions and so it is important to have an ability to monitor the kinds of flight, and require different authentication thereof.

QR codes or other mobile authentication may be used as part of the system as a backup. For example, where there has been an incident and the NFC may be damaged, such as in a crash or fire, but inclusion of a QR code which may still be readable provides a backup. Multiple levels of identification, label and tag are used to improve the overall security of the system and to provide options should there be a problem with one of the forms of tag or communication. All kinds of data about drone 12 may be included in one or more tag. Or the tag can be an identifier that leads to other information accessed from server 22, for example. Some of this data could be uploaded to the system during preregistration. In other forms of the invention this data may be uploaded at the time of use, through use of one or more tag. The data about drone 12 may include type, weight, country of origin, age, maintenance data all these kinds of data specific to drone 12. Tag 30 could be positioned at any suitable location on drone 12, but as illustrated is positioned inside drone 12 for security. Ideally tag 30 includes all the data necessary to upload about drone 12. Additional tags or multiple tags could also be used.

Many different parts of drone 12, or features used could also be identified through use of numerous different tags, each able to communicate the information through nearfield technology between themselves and mobile phone 18, and application 20.

Two further examples are given but any number of equipment tags and information may be provided with a tag to be read before commencing the journey. Tag 32 is labelled 14 and so in this example provides information on the software used by drone 12. The software used may be important in the case of an incident, or simply when performing maintenance or operation of drone 12. Any of the parts of hardware important to use of drone 12 may be tagged and the information uploaded to mobile phone 18, via application 20 ultimately to secure server 22.

The final tag example is tag 34 on load 16. Not all drones 12 carry loads but where a load is carried it may be useful to identify the weight or nature of the load, for example. Any suitable information may be included in an appropriate tag, placed at a suitable position and tapped and uploaded to application 20 by mobile 18, by the pilot. Load 16 could be a package to be delivered, or a camera for example, to photograph an area. In other uses of the invention a camera may be included regularly and have its own specific tag to provide information on the type, software or brand, whatever information it may be useful to include about the camera. The information is useful to assist to locate particular photographs, images or video or other data later.

Referring to Figure 4 a general overview of the steps of use of the system are given with the verification steps shown in Figure 5.

Overall, a very clever system has been developed to readily identify a pilot for a mission, the drone to be used and other equipment on board. A quick tap of the mobile phone reads the controller's authority pass and this is logged to the system, the same or another tap can upload the information on the drone and the equipment, so a detailed log is created for a mission. The details are verified against held data in the server, and all being well permission given to operate the mission. No known system provides a similar result of identifying both controller and vehicle, and vehicle equipment, and is achieved in an easy to use manner, a significant advance over the prior art.

It will be apparent to a person skilled in the art that changes may be made to the embodiment disclosed herein without departing from the spirit and scope of the invention in its various aspects. REFERENCE SIGNS LIST:

1 Pilot and equipment identification system

10 Pilot

12 Drone/UAV

14 Software used

16 Load carried by UAV

18 Mobile phone

20 Application on phone

22 Server

24 Authentication

26 Pilot authorisation pass

28 Tag of 26

30 Tag of 12

32 Tag of 26

34 Tag of 26