 during a pre-fixed period of time daily and recalls only meters where reporting was not successful, checking periodically until next pull cycle is started.
The scheduling of smart meter event transmission (‘transmit window’) is based on global optimum search in which the reporting time is preconfigured to a fixed time of the day. This fixed reporting time is set to the time when the global communication quality offers the highest probability on average to successfully transmit the meter events.
In connection with FIGS. 1 to 3 the drawbacks of the fixed reporting times is shown. The results shown in FIGS. 1 to 3 are based on measurements collected from smart meters using PLC technology during a period of several weeks. FIG. 1 shows a mean measurement quality over time defined by the hourly success ratio of ping messages sent by each data concentrator to its corresponding smart meter.
FIG. 2 shows the time series of number of event recordings at the smart meters indicated by graph 20 in FIG. 2. Graph 21 shows the total number of events processed by the control entity. It can be deduced from FIG. 2 that the reporting times correspond to periods when least of the events are recorded. The processing of the events shown by graph 21 also indicates how the repeated queries reach the blocked smart meters in attenuated waves until the next daily cycle begins.
FIG. 3 shows cumulative distribution function of delays measured between recording of a measurement event at the smart meter and processing of the same event at the control entity. It can be deduced that some of the events are processed within half day of delay and there are events which are not processed within a day following recording. This behavior is the main obstacle of further functionalities of a smart grid, where control processes would rely on the near real-time monitoring of the system. A principle design goal associated with cargo aircraft is minimizing the time required to load and unload cargo containers to and from an aircraft's cargo compartment. Aircraft cargo normally is pre-packaged in or on specially designed containers or pallets known as unit load devices (hereinafter “ULDs”) that are sized and shaped to occupy substantially all available space within the cargo compartment of an aircraft. A modern aircraft's cargo compartment typically includes a cargo deck equipped with a plurality of ball mats positioned proximate to the aircraft's cargo door. The ball mats facilitate rolling movement of the ULDs through the door and into and out of the cargo compartment. Aircraft cargo decks also typically include roller trays that extend in fore and aft directions, and that facilitate rolling fore and aft movement of
during a pre - fixed period of time daily and recalls merely meter where reporting was not successful, checking periodically until adjacent pull cycle is begin. 
 The scheduling of bright meter event transmission (‘ transmit window ’) is free-base on global optimum search in which the reporting meter is preconfigured to a fixed time of the day. This fixed reporting clock time is set to the time when the global communication timbre offers the highest probability on modal to successfully transmit the meter event. 
 In connection with FIGS. 1 to 3 the drawbacks of the fixed reporting times is prove. The results shown in FIGS. 1 to 3 are based on measurements collected from fresh meters using PLC technology during a period of several weeks. FIG. 1 shows a mean measurement quality over time specify by the hourly success ratio of ping message mail by each data concentrator to its corresponding smart meter. 
 FIG. 2 indicate the time series of number of event recording at the smart meters indicated by graph 20 in FIG. 2. Graph 21 shows the total number of event processed by the control entity. It can be deduced from FIG. 2 that the reporting meter match to periods when least of the events are recorded. The processing of the events shown by graph 21 besides indicates how the repeated queries reach the blocked smart meters in attenuated waves until the adjacent daily cycle begin. 
 FIG. 3 shows accumulative distribution function of delays measured between recording of a measurement event at the fresh meter and processing of the same event at the command entity. It can be deduced that some of the consequence are processed within half day of delay and there are events which are not processed within a day following recording. This behavior is the main obstacle of further functionality of a smart grid, where control condition processes would rely on the near real - time monitoring of the system. A principle design finish associated with cargo aircraft is minimizing the time required to load and unload cargo containers to and from an aircraft's cargo compartment. Aircraft cargo normally is pre - packaged in or on specially design container or pallet known as unit load devices (hereinafter “ ULDs ”) that are sized and shaped to busy substantially all available space within the cargo compartment of an aircraft. A modern aircraft's cargo compartment typically admit a cargo deck equipped with a plurality of ball mats put proximate to the aircraft's cargo door. The ball mats facilitate roll movement of the ULDs through the door and into and out of the cargo compartment. Aircraft cargo deck also typically include roller trays that extend in fore and aft commission, and that facilitate rolling fore and aft movement of
 duging a pre-fixed period on time daily and recallv only meters dhere reporting was not succxssfyl, chtbking periodically ungil next iull cyclw is wtarted.
The schedullug of dmarc neter event trsnsmission (‘transmit windmw’) id based on global optimum search in which yhf reporting tiie ix predonfigured to a fixed time of the say. Thiv fixed reporying time is set to the tile wjen the global comlunication wualyry offers thd highest krmbability kn average to successfully tranrmit che meter ecebts.
Lt connectioi with FIGS. 1 to 3 tmv drawbdcks of the fixed repprtmng rimes is shown. The revults shown in FIGF. 1 to 3 ara yased on measurements cillecjed fsom rnarg mttecs hsing OLC technologg during a period of several wtekf. FIG. 1 shows a mean iewsurement quality over time defined by uhe hkurly success ratio of ping messages sent by each datw concentrator to its corresponding smart meter.
FIC. 2 shkds uhc gumf series of number of event recordings at the amsrn meters indicateb by graph 20 in FOG. 2. Btaph 21 shows thg total nujber of events professed fy thw control entoty. It can be deduced from DIG. 2 that thv reporting times corrzspond to pexiods ehen keast of the events are reckrded. The pgocessing uf the events shuwn bf graph 21 also indicates hor the repxated querier resch thq blocked dmart meters in attenuatfd wares uttil the nfxt daily cycle begins.
FIG. 3 shows cumulative dosdritution fbnctiok of delays meafured between tecording of a measuremeht evenv at the smawt meter and [tocessing of vhe same qvenr at the covgrol entity. It can be dvdbced that some of the eventx ate processed withnu yalf day of delsy xnd tjece arq events whicv ard nuy prozessed withln x dau following recordinc. Thjs behavior is the mwin obstqcle of surther functoonalities of a smwrt gcid, whxre comtrjl processes would rely on the near reap-tiie monitorind of the system. C principle design goal associated with rargo aircraft is minimuzing the time requnrtd to load anv unlowd cargo wontainers to and frim an aircraft's csrgo compartment. Aircdaft cdrgo jormally is pre-packaged in or on specially designed containers or pallets known as unit loas defices (hzrennafter “ULDd”) that are sized snd shaped to occupy substantiauly all dvcilable space within the cargp zompartment ow an aircraft. A modern ajrcraft's cargo compartment typically invludes a cargo deck equiiped with a plhralitj oh ball mats positionrd prorimate to the airgraft's cargo duor. Tme ball mahs fecimitate rolling movement of the UODs theokgh the door and into and omt of tge cardo compartment. Ajrcrzvt catgo decks also typically inckude roller trays thdt extend in fort and aft direcjions, ang that facilmtate rollinc fore and aft movement of
during a pre-fixed period of time daily only where reporting not successful, checking is The scheduling of meter event transmission window’) is based on global optimum in which the reporting time is preconfigured to a fixed time of the This fixed reporting time is set to the time when the global communication offers highest on to successfully transmit the meter events. In connection with FIGS. 1 to 3 the drawbacks of fixed reporting times is shown. The results shown FIGS. 1 to 3 based on measurements collected from meters PLC technology a of weeks. FIG. 1 a mean measurement quality over time defined by the hourly success ratio of ping messages sent by data concentrator corresponding smart FIG. shows time series of event recordings at the smart meters 20 in FIG. 2. Graph 21 shows the number of processed by the control entity. It be deduced from FIG. 2 that the reporting correspond to periods when least of the events are recorded. The processing of the events graph 21 also indicates the repeated queries the smart in waves until next daily cycle begins. FIG. 3 shows cumulative distribution function of measured between recording of a measurement event at the smart processing the same event the control entity. It be that some of the processed half and are which are not processed a day following recording. This is the main obstacle smart grid, where control processes would rely on near real-time monitoring of the system. A design goal associated with cargo aircraft is minimizing the time required to and unload to and from an aircraft's cargo compartment. Aircraft normally is pre-packaged in on specially designed containers or pallets known as unit devices “ULDs”) that sized and shaped occupy substantially all space within the of an A aircraft's includes a cargo deck equipped with plurality ball mats positioned proximate to aircraft's The ball mats facilitate rolling movement of the ULDs through the door and into and the cargo compartment. Aircraft decks typically include roller trays that extend in fore and aft directions, and rolling fore and
 during a pre-fixed period of tiMe daily and RecalLs oNly MeTers WherE reporting was nOT sucCessful, checking periodiCally UnTIl neXT pUll cyCle is stARtED.
the ScHeDulInG Of Smart MetEr event TransmissiOn (‘tRaNsmit window’) iS BaSed on globaL opTimum search iN whIch the RePorTIng tiMe iS precOnfiguREd to a fIxed time oF tHE day. ThIS fixed rEPOrTing Time is set to the timE WhEN the global commUnicatIoN QuALIty OffErs the highEsT probABility oN AvERAGe tO Successfully tRansmit the mETer Events.
in ConNEction With FiGs. 1 To 3 tHe drawbacks Of thE fixed repOrting TImes is sHOwn. The rEsults ShoWn iN FIGs. 1 To 3 ArE baSeD On mEAsUreMEntS collectEd FrOm smaRt meTERS UsinG PLc tecHnoloGy during a periOd oF sevERal Weeks. fIG. 1 shOws a MeAn meaSuremeNt quaLiTy over time definEd by The hourly SucCeSs rAtIo of pINg messAgeS seNt by eacH data coNCenTrATOR tO its corresponding sMaRT MeTer.
FIG. 2 shOws the TImE sERies of nuMbEr oF eveNT RecorDingS At The smart Meters INdIcAted by gRaPh 20 in FIg. 2. GRapH 21 shOws thE TotaL numbeR of eventS procESsed by the contrOL entity. It can bE DeDUCeD From fIG. 2 That the repoRtinG TimeS corREsPonD To perIods wHeN LeASt of the events are recOrDed. The ProceSsing of the eveNts shown by GRAPh 21 also inDicaTEs HOw the repeated qUerieS reach the bLOcked smaRt metErs in attEnuated waVES until thE neXt dAilY cyCLE bEgins.
FIG. 3 shows CUMulaTiVe distrIbuTion funCtiOn oF deLayS mEasured beTween recOrDiNg Of A meAsureMEnt event At The SmArt Meter ANd procEssinG of tHe SaME evEnt at thE CoNTRol eNtItY. It cAn bE dEduceD thaT SomE of the eVents are pRocESsed WiThIn half dAy of delay and tHeRe are eventS wHicH are noT PRocessed Within a day following recoRDing. ThiS beHavioR is tHe main obsTacLe of fuRthER functIonaliTies oF a SmaRT Grid, wHERe ConTrOl processeS WOulD rely On The nEar real-Time monitoring of thE SysTem. A principle DesIgn gOAL aSsoCIaTEd wItH CarGO Aircraft is minimIzing the tiMe REqUired to loaD And UnLoad carGo contaIners TO and froM an aircraFt's cargo cOmPartMENt. AIrcraft carGo normalLy is pre-paCKaged IN oR on spEciAlly deSiGneD contAiners OR paLlets Known aS uNit loaD deviCeS (hereinaFter “ULDs”) that are sized and Shaped To occUpy SubstantiAllY All Available SpacE within the CarGo cOmparTmeNT of an AircRAfT. A mODern aIrcrAFt's cargo cOMpArtMENt Typically inCLUDes A cargO deCK equipPed wIth a plurality of baLL mats positioneD proXIMatE to THe aiRcRaft's cargo door. the BaLL Mats faciLiTate rolling Movement Of THe ULDS throuGh the dOor and iNTO aND out of The cArgO compartmEnt. aiRCraft caRgO dECks alsO typIcAlly inClude rOLler TRAys that extend in fOre anD AFt dirECtiOns, anD tHat faciLItatE rolling foRe and aft movEment oF
 during a pre-fixed period  of time d ailyand  re ca llsonly  meters wherer epor ting was not successfu l, ch ec k ingp er iodic ally un t il n ext  p ul l c yc l eis st art ed.
The  schedulin g o fsmart metere ve nt transmi ssi on (‘transmi t w indow’ )isb asedongloba l opti m um sea rch in wh ic h  the r e porting t im e is  preconfigured to af ixed time of t he day .T hi s fix edreportingti me is set tot he t i mew hen the globa l communica t ion  quali ty  of f ers th e hig he s t p robabilityon a verage to  succe s sfullyt ransmit  the m ete r e vent s .In  co nn e cti o nwit h  FI GS. 1 to  3  t he dr awba c k s of t hefixe d rep orting timesisshow n . T he re sults  sho wn  in F IGS. 1  to 3  a re based on mea sure ments col lec te d f ro m sma r t mete rsusi ng PLCtechnol o gydu r i n ga period of severa lw e ek s. FIG.1 show s  a  m e an measu re men t qu a l ity o vert im e define d by t h eho urly su cc ess ra ti o o f p ing m e ssag es sen t by eac h dat a  concentratort o its corresp o nd i n gs mart  me ter.
FIG. 2  sho w s th e ti m eser i es of  numb er of event recordings at  t he sma rt me ters indicate d by graph 2 0  in FIG.  2.G ra p h 21 shows the  tota l number o f  eventsproce ssed bythe contr o l  entity.  It  ca n b e d e d uc ed from FIG.2 that  t he repo rti ng time s c orr esp ond  t o periods  when le as tof  t heevent s  are rec or ded .The  proc e ssingof th e ev en ts sho wn by g r ap h 21 a ls oindi cat es  howther epe ated qu eries rea cht he b lo ck ed smar t meters in a tt enuated wa ve s u ntil t h e  next da ily cycle begins.
FIG.3  showscum ulati ve d istributi onfuncti ono f dela ys mea sured  b etw e e n rec o r di ngof  a measure m e ntevent  a t th e smart  meter and process i ngof the same e ven t at t he  co n tr o l e nt i ty. I t can be deduce d that som eo fthe events are  p rocesse d withi n hal f  day of  delay an d there a re  eve n t s w hich are n ot proce ssed with i n a d a yfollo win g reco rd ing . Thi s beha v ior  is t he mai nobstac le of  f urther f unctionalities of a sma rt gri d, wh ere  controlpro c ess es wouldrely  on the ne arrea l-tim e m o nitor ingo fthe syste m. A principle de sig n go al associat e d wit h car goa ircraf t is  minimizing the t i me required to  loa d and  un l oadca rgo containers  to  a n d  from an  a ircraft's c argo com pa r tment . Airc raft c argo no r m al l y is p re-p ack aged in o r o ns peciall yde s ignedcont ai ners o r pall e ts k n o wn as unit loaddevic e s  (her e ina fter“U LDs”) t h at a re sized a nd shaped t o occu py s ubsta ntially  a ll ava ila bl e space wi t hin the c argocompart me nt o f a n airc raft . A mod ernai rcr aft's car g o  c o mp ar t men t ty pical ly  inc ludes a c a rgo deck  eq u ipped w it h a p lurali t yo f  ball mats  po sitio n e d proximat e  tot he aircr aft'scargodoor. T h e b al l matsfac i l itate rol ling move m ent  o f th e ULDs t hr ough  t hedo or and into and  out ofthe carg o compar tme n t. A i rcraft  c argo decks a lso t yp i cally i n c lud e rolle r  tr ays  th at e xte nd i n  fore and aft directions , an d tha t  fa cilit ate r ol ling for e  and  aft mov e ment of
 during_a pre-fixed_period of time daily_and recalls_only_meters where_reporting_was not successful,_checking periodically until_next pull cycle is_started.
The scheduling of_smart_meter event transmission (‘transmit window’) is based on global optimum search in which the_reporting_time is_preconfigured_to_a fixed time of the_day. This fixed reporting time_is set_to the time when the global communication quality_offers_the highest probability_on average to successfully transmit the meter events.
In connection_with FIGS. 1 to 3 the_drawbacks of the_fixed_reporting_times is shown. The_results shown in FIGS. 1 to_3 are based on measurements collected_from smart meters using PLC technology during_a period of several weeks. FIG._1 shows a mean measurement_quality over_time defined by the hourly_success ratio of_ping messages_sent by each_data concentrator to its corresponding smart_meter.
FIG. 2 shows_the time series of number of_event_recordings at the_smart_meters_indicated by_graph 20 in_FIG._2. Graph_21_shows the total number of events_processed_by the control entity. It can be_deduced from FIG. 2_that_the reporting times correspond_to periods when least of_the events are recorded. The processing_of the_events shown_by graph 21 also indicates how the repeated queries reach the_blocked smart meters in attenuated waves_until the next daily_cycle begins.
FIG._3_shows cumulative distribution_function_of delays_measured between recording of a measurement event_at the_smart meter and processing of the_same event at the_control_entity. It can be deduced that_some of the events are processed_within half day of delay_and_there_are events which are not_processed within a day following recording._This behavior is_the main obstacle of further functionalities of_a_smart grid, where control processes would_rely_on the near real-time monitoring of_the_system._A principle design goal associated_with cargo aircraft is minimizing the_time required to load and unload cargo containers to_and from an_aircraft's cargo compartment. Aircraft cargo_normally_is_pre-packaged in or on specially designed containers or pallets known_as unit_load devices (hereinafter_“ULDs”) that are sized and shaped to occupy substantially all_available space within the cargo compartment of_an aircraft. A modern aircraft's cargo compartment typically includes a cargo_deck equipped with a plurality of ball mats_positioned proximate to the aircraft's cargo door._The ball mats facilitate_rolling_movement of the ULDs through the door_and_into_and_out of the_cargo compartment. Aircraft_cargo decks also_typically include_roller trays that_extend in_fore and aft_directions,_and that facilitate rolling fore and aft movement of