An embodiment relates to the field of aircraft travel. More particularly, an embodiment relates to the field of aircraft boarding bridges.
Air travel has become increasingly popular over the past decade and has evolved to handle a growing passenger volume. An important trend of this evolution is that flight routes are often laid out through a “hub” airport. Hub routing for a passenger's itinerary has become one method for the operation of an airline. An older method includes maximizing nonstop flights for passenger convenience. The two marketing schemes, however, can have antagonistic methods of management.
The hub and nonstop trends have been influenced by the advent of regional aircraft. As the trends have continued, significant interest has been taken in smaller aircraft as commercial carriers. One technology on the commercial horizon is a market for what is referred to as “air taxis”. Several commercial ventures are exhibiting activity in this new area of commerce. Some of them include Eclipse Aviation, which is developing the Eclipse 500™; Cessna, which is developing the Cessna Mustang™; and Adam Air, which is developing the Adam A-700™. Other air taxis in development include the Safire™ Jet, the Avocet Projet™, the Diamond D-Jet™, the Beechcraft Baron 58™, the Piper Malibu Mirage™, and other commercial ventures.
In order to understand the manner in which embodiments are obtained, a more particular description of various embodiments will be rendered by reference to the appended drawings. These drawings depict embodiments that are not necessarily drawn to scale and are not to be construed to be limiting in scope.
Some embodiments will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:
In the following detailed description, reference is made to the accompanying drawings which form a part hereof, and in which is shown, by way of illustration, specific ways which embodiments may be practiced. In the drawings, like numerals may describe substantially similar components throughout the several views. These embodiments are described in sufficient detail to enable those skilled in the art to practice various embodiments. Other embodiments may be utilized and structural, logical, and layout changes may be made without departing from the scope of the various embodiments.
The term “air taxi”, strictly defined in an embodiment includes an aircraft with two-to about 20 seats, one of which is allocated for a pilot. In an embodiment, two pilot seats are available, but only one pilot is required to fly the air taxi, and, e.g., the “right seat” is available for a passenger. In an embodiment, an air taxi includes from about one to about 19 passenger seats. In an embodiment, an air taxi includes from about two to about 13 passenger seats. In an embodiment, an air taxi includes from about three to about 11 passenger seats. In an embodiment, an air taxi includes from about five to about nine passenger seats. And example of a “five-to-nine is the air taxi manufactured by Eclipse aviation; a four-seater with two pilot seats, one of which may be available for a passenger.” In an embodiment, an air taxi includes from about five to about seven passenger seats. In an embodiment, an air taxi is a passenger-configured aircraft that does not have lavatory facilities on board. By “passenger-configured aircraft” it is meant that passenger seating is configured as one payload in the fuselage. In an embodiment, the number of aircraft seats is variable, but it is a passenger-configured aircraft. And the air taxi is capable of executing a turn within the geographical footprint of an aircraft bay at a concourse.
The term “regional aircraft” is an aircraft with a passenger capacity from about 22 to about 110 passengers, but which usually is operated with two pilots. Examples of regional aircraft include aircraft made by LM Bombardier, Embraer, Fairchild Aerospace, Gulf Stream, Cessna, Learjet, and others. In an embodiment, a regional aircraft is a designated “air taxi” because of the method of power-forward taxiing toward, docking at, and power-push forward taxiing away from a passenger bridge. The term “large aircraft” is an aircraft with more than 110 passenger seats. Examples of large aircraft include a narrowbody such as the MD-80 and the Boeing 757, up to a widebody such as the Boeing 767 or MD-11. The term “jumbo” aircraft relates to an aircraft of the class such as the Boeing 747 or the Airbus A380, which was intended to go into service in 2006. Hereinafter unless specifically stated otherwise, however, “large” and “jumbo” aircraft will be referred to as “large aircraft”.
The term “interstitial” can mean an aircraft first docking ramp that takes up a given space in part of the docking ramp area required for a large aircraft. It further means a second ramp is contiguous to the first docking ramp, but the first docking ramp allows for a plurality of aircraft, although the apron footprint is substantially the same for both. Similarly, interstitial can mean between two large aircraft docking ramps. Similarly, interstitial can mean taking up a given space for a regional aircraft or an air taxi, that is less than the docking ramp area required for a single large aircraft in a docking ramp. Similarly, interstitial can mean taking up a given space that is less than twice the docking ramp area required for a single large aircraft in a docking ramp. Other meanings for interstitial are set forth in this disclosure.
As used herein, a “concourse” is a single structure or wing of an airport with usually sequentially numbered boarding gates for aircraft. The term airport “terminal” is synonymous with concourse or denotes a group of interconnected concourses. In an embodiment, a concourse can include simply a location at an airfield that accommodates an air-taxi docking ramp as defined herein.
In an embodiment, the concourse first interface 113 is a regional aircraft passenger boarding hub, also referred to as a rotunda, such as are illustrated in U.S. patent application Ser. No. 10/756,648, the disclosure of which is incorporated herein by reference.
In an embodiment, the first secondary air-taxi bridge 116 makes contact with the tarmac at ground level of the air-taxi stand 110. Consequently, a passenger boards or deplanes by stepping out at ground level. In an embodiment, the air-taxi stand 110 includes the first primary air-taxi bridge 114, the first secondary air-taxi bridge 116, and a subsequent secondary air-taxi bridge 118.
By “power forward-in-forward-out push”, it is meant that the air taxi 126 taxis in under forward power, stops and interfaces with the first secondary air-taxi bridge 116, allows passenger ingress/egress, and taxis out under forward power.
Where present, docking ramps that are contiguous or close to the air-taxi stand 110, can include large-aircraft passenger bridges 120, 122, and 124. At the air-taxi stand 110, a first air taxi 126 is depicted as being docked at the first secondary air-taxi bridge 116. In this embodiment, the air-taxi boarding bridge includes an aircraft distal end, which is the passenger pass-though 113, and an aircraft proximal end 117, which is an interface at the first secondary air-taxi bridge 116 for the first air taxi 126. The aircraft proximal end 117 can also be referred to as an aircraft second interface 117. In an embodiment where the aircraft proximal end 117 makes contact with the tarmac at ground level of the air-taxi stand 110, a boarding passenger can step onto the tarmac briefly.
In an embodiment, the first air taxi 126 has reached the depicted position by a forward power-in mode. In an embodiment, the forward power-in mode allows the pilot to position the air taxi 126 without use of a tug. In this embodiment, the aircraft proximal end 117 is coupled to the first air taxi 126 by mating the passenger floor height of the aircraft proximal end 117 with approximately the passenger-door sill height of the first air taxi 126.
In an embodiment, the air-taxi stand 110 includes interfaces for the first air taxi 126 and for a subsequent air taxi 128, which is docked at the subsequent secondary air-taxi bridge 118. Other aircraft can be docked adjacent or near the air-taxi stand 110. In an embodiment, at least one large aircraft 130, 132, and 134 are docked adjacent or near the air-taxi stand 110. Consequently, a method embodiment includes allowing the simultaneous ground movement of a plurality of air-taxi aircraft within the confines of the conventional docking ramp 102. In other words, the method embodiment includes allowing the simultaneous ground movement of the plurality of air-taxi aircraft therewithin 102. Such simultaneous ground movement is exemplified by the first air taxi 126 and the second air taxi 128, operating independently of each other because of the presence of the first secondary air-taxi bridge 116 and the subsequent secondary air-taxi bridge 118.
Where the air-taxi stand 110 is occupied according to an embodiment, queued-up air taxis 136 and 138 can wait for an air-taxi boarding bridge inside an object-free line (OFL) 140. In an embodiment, the OFL 140 is not present per se, but can be construed as a boundary behind the tail section of a docked or parked large aircraft, if present, that is next to or near the air-taxi stand. Generally, an OFL can be ascertained by the traditional use of the concourse as being a boundary behind, collectively, the tail sections of aircraft that are parked in nearby docking bays. Hereinafter a docking ramp can be defined with an object-free line 140 for a large aircraft that is substantially adjacent to the concourse external boundary 108.
In an embodiment, yet another queued-up air taxi 142 awaits the movement of an air taxi that is within the OFL 140, before it moves across the OFL 140 and prepares to dock. Accordingly, the docking ramp for the air-taxi stand 110 can accommodate more aircraft than those that are currently docked. In an embodiment, the first air taxi 126 remains at the first secondary air-taxi bridge 116 for a duration only long enough to allow passenger(s) to deplane, if they are present, and to allow new passenger(s) to board, if likewise they are present.
In an embodiment, the first secondary air-taxi bridge 116 touches the tarmac at the aircraft proximal end 117, and the passenger must board the first air taxi 126, such as by climbing up to the sill height of the air-taxi passenger door, whether by a ramp, steps, or otherwise. In an embodiment, the first secondary air-taxi bridge 116 couples with the first air taxi 126 at about the passenger-door sill height of the first air taxi 126. Accordingly, the passenger(s) need not step out into the elements incident to weather; neither must the passenger(s) deal with steps or steep ramps, etc.
In an embodiment, all services for the first air taxi 126 are conducted at a site that is remote to the concourse 108. In an embodiment, non-equivalent services such as fueling, catering, mechanical maintenance, and sewage, are provided at a site that is remote to the concourse 108. In an embodiment, catering is carried out through the concourse 108 and through the first primary air-taxi bridge 114. In an embodiment, catering is carried out a starboard door in the first air taxi 126. In an embodiment, fueling is carried out by placing a refueling vehicle near the starboard wing of the first air taxi 126.
In an embodiment, all movement of a given air taxi is carried out within the confines of a docking ramp for a large aircraft, which movement is therefore within the OFL 140. In this embodiment, the docking ramp, which is part of the air-taxi stand 110, is delineated by the boundaries of the concourse 108, a left boundary 144, the OFL 140, and a right boundary 146. Where the boarding bridge is removable from this docking ramp, the left boundary 144 becomes a port wing boundary 144 for a large aircraft, and the right boundary 146 becomes a starboard wing boundary 146 for the large aircraft.
In an embodiment, the air taxi, e.g. air taxi 138, moves slightly left of the left boundary 144, and encroaches into the docking ramp 102 of the large aircraft 130 by crossing a starboard wing boundary 148 for the large aircraft 130. The air taxi 138 can execute a starboard turn at the turning area, depicted approximately at item 131. The air taxi 138 does not disturb the large aircraft 130, however, because the space between the starboard wing of the large aircraft 130 and the external boundary of the concourse 108 is not accessible to the large aircraft 130. Similarly, the air taxi 138 cannot disturb the large aircraft 132 that is beyond a port wing boundary 150 but adjacent the air-taxi stand 110.
In all of the movement of the air taxi 138 from crossing the OFL 140 into the docking ramp that contains the air-taxi stand 110, docking at one of the secondary air-taxi bridges 116 or 118, and crossing the OFL 140 to exit from the air-taxi stand 110, the air taxi 138 uses the docking space for about only one large aircraft, as set forth and described, in each of the several embodiments in the disclosures that are incorporated herein by reference. Where the air taxi 138 does not need to breach the docking ramp bounded by the starboard wing boundary 148 for the large aircraft 130, the air taxi 138 uses a space equal to or less than about one docking ramp area for a large aircraft. In any event, the space is less than about two docking ramp areas for two adjacent large, i.e., non-jumbo, large aircraft.
In an embodiment, the use of the air taxi includes passenger boarding at a location on the air taxi 128 by ingress/egress between the wing and the nose of the air taxi 128. In an embodiment, a method requires the use of an air taxi, as defined, as to the number of passenger seats. In an embodiment, a method requires the use of a commercial arrangement between an air-taxi passenger and a commercial venture that uses the air taxi, as well as the use of an air taxi as strictly defined as to the number of passenger seats. In an embodiment, a method includes the use of a regional aircraft with a passenger seat number greater than that of an air taxi, a PFIFO push, or a part thereof, being accomplished. The method embodiments are applicable, singularly or in combinations, to all illustrated and described embodiments set forth in this disclosure.
In an embodiment, a method of operating an air taxi stand is provided. In this embodiment, a first air taxi 126 is hailed by a potential passenger. In an embodiment, “hailed by a potential passenger” means contacting air-taxi personnel at the concourse or the like or at the airport or the like that includes the concourse. In an embodiment, “hailed by a potential passenger” means contacting air-taxi personnel telephonically. In an embodiment, “hailed by a potential passenger” means contacting air-taxi personnel using electronic measures such as the internet. In an embodiment, “hailed by a potential passenger” means contacting air-taxi personnel through an intermediary such as a travel agency such that the potential passenger is a first party and a potential customer is the intermediary. In an embodiment, a method of responding to a passenger hail includes any of these passenger-personnel interactions, and the like.
A route is identified and agreed to by the customer and “personnel”, whether personnel is automated or live, which are associated with the first air taxi 126. The customer in an embodiment is a passenger. The customer in an embodiment is an agent of the passenger. The customer in an embodiment is an agent for cargo to be transported by the air taxi.
In an embodiment, the customer and the air-taxi personnel decide upon an appointment time, and the passenger boards or the cargo is loaded at the first air taxi 126 the first secondary air-taxi bridge 116 after the first air taxi 126 has docked with a forward power-in push. Thereafter, the first secondary air-taxi bridge 116 is moved away from the port wing of the first air taxi 126, and the first air taxi 126 can push out under a forward power-out push. Accordingly the first air taxi 126 has completed pushing in, docking, and pushing out with an FPIPO push. In an embodiment, the first secondary air-taxi bridge 116 articulates vertically instead of laterally as illustrated in
In an example method embodiment, the first air taxi 126 carried a first passenger by landing at the airfield that possesses the air-taxi stand 110. The passenger has arrived in the first air taxi 126 from a distant airfield. The first passenger deplanes. In an embodiment, the first passenger deplanes and transfers to a large aircraft such as any of the large aircraft depicted in
In an embodiment, a second passenger has contacted air-taxi personnel, and has boarded the first air taxi 126 at the first secondary air-taxi bridge 116, which is located at, e.g., the Salt Lake City International Airport. Thereafter the second passenger travels in the first air taxi 126 to another airfield at, e.g., Moab, Utah, and deplanes. In an embodiment, the second passenger deplanes by stepping onto the tarmac of the other airfield. In an embodiment, the second passenger deplanes by stepping onto an air-taxi bridge of the other airfield. In an embodiment, the second passenger deplanes by stepping onto a large-aircraft passenger bridge. In an embodiment, the first air taxi 126 pushes away at the other airfield by with a forward power-out push. In an embodiment, the first air taxi 126 pushes away at the other airfield with a power-reverse out push. In an embodiment, the first air taxi 126 is moved with a tug.
It should become clear by reading this disclosure that without the need of a tug, and without the need to stop outside the OFL, and unhook the tug and optionally the “wing-walker's” intercom etc. after a reverse push, an aircraft that is docked as an air taxi according to any of the embodiments set forth in this disclosure, can reduce the total ground time between flights. Accordingly, a method of accommodating an aircraft includes accommodating an FPIPO push at an air-taxi stand, and optionally allowing passengers and/or freight to board or deplane. Additionally, a method of accommodating an aircraft includes accommodating an FPIPO push at an air-taxi stand and providing services such as refueling, catering, and cleaning etc. at a site remote to the air-taxi stand used during the FPIPO push. Similarly, a method of accommodating an aircraft includes accommodating an FPIPO push and providing less than all services such as refueling, catering, and cleaning etc. within an air-taxi stand. Similarly, a method of accommodating an aircraft includes accommodating an FPIPO push and providing all services such as refueling, catering, and cleaning etc. within the air-taxi stand that accommodates the FPIPO push.
In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about 30 minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about 20 minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about 10 minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about five minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about two minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about one minute or less.
In an embodiment, an air taxi can use only one push, whether power-forward push-in or power-forward push-out, and the other push is accomplished with a tug. Similarly in an embodiment, an air taxi can be pushed by FPIPO at an air-taxi stand embodiment, where a tug accomplishes both pushes, albeit they are technically towing the aircraft behind the tug. Similarly in an embodiment, an air taxi can be pushed in by power-backward in, and pushed out by power-forward towing the aircraft behind the tug.
Another embodiment includes a method of accommodating an FPIPO push and using a single-individual ground crew, airside, of one person for the optional tarmac intercom. Another embodiment includes a method of accommodating an FPIPO push and using a single-individual ground crew, concourse side, of one person at a ticket podium, and using air-taxi personnel, e.g., the air-taxi pilot, for assuring the correctly ticketed passenger(s) is boarding the appropriately hailed air taxi. For all method embodiments set forth in this paragraph, it should also be clear than any of FPIPO-push, forward partial-push, and forward towing embodiments set forth in the previous paragraph, can be combined for more disclosed method embodiments. Further, an assisted power-in reverse push, followed by a forward power-out push is also an embodiment.
In an embodiment, the air-taxi stand 210 includes a first secondary air-taxi bridge 216. In an embodiment, the air-taxi stand 210 includes a subsequent secondary air-taxi bridge 218.
Where present, docking ramps that are contiguous or close to the air-taxi stand 210, can include large aircraft 230, 232, and 234 that are docked adjacent or near the air-taxi stand 210. At the air-taxi stand 210, a first air taxi 226 is depicted as being docked at the first secondary air-taxi bridge 216. In an embodiment, the air-taxi stand 210 includes accommodation for docking the first air taxi 226 and a subsequent air taxi 228, which is docked at the subsequent secondary air-taxi bridge 218. Other aircraft can be docked adjacent or near the air-taxi stand 210. According to an embodiment, the air-taxi stand 210 accommodates an FPIPO push of a given air taxi similar to the FPIPO-push movement of air any given air taxi depicted in
In an embodiment, any of the method embodiments set forth for the first air taxi 126 depicted in
In an embodiment, the fixed passenger tunnel 314, which can be referred to as a primary air-taxi bridge 314, is coupleable with an air taxi with an interface 313 that allows the terminal end of the fixed passenger tunnel 314 to form a controlled enclosure between the concourse 308 and a secondary air-taxi bridge 316. In an embodiment, the interface 313 is referred to as a passenger pass-through 313. Other air taxis 336 and 338, are depicted as waiting in a queue behind the first air taxi 326, for docking at the aircraft proximal end 317 of the secondary air-taxi bridge 316.
Consequently, a method embodiment includes allowing the simultaneous ground movement of a plurality of air-taxi aircraft within the confines of the air-taxi stand 310, which may be the confines of a conventional docking ramp. Such simultaneous ground movement is exemplified by the first air taxi 326 and the second air taxi 336, operating simultaneously within the confines of the air-taxi stand 310, but operating in a queue that focuses at the secondary air-taxi bridge 316. Further, an air-taxi stand embodiment is configured to allow the simultaneous movement of a plurality of air taxis within confines of the air-taxi stand.
Hereinafter unless otherwise disclosed, method embodiments include allowing simultaneous and independent PFIFO ground movement of a plurality of air taxis, where more than one secondary air-taxi bridge is present within the air-taxi stand. Further unless otherwise disclosed, method embodiments include the simultaneous PFIFO movement of a plurality of air taxis, where only one secondary air-taxi bridge is present within the air-taxi stand. By the same token, air-taxi stand embodiments similarly are configured to allow “simultaneous and independent” or “simultaneous” PFIFO ground movement.
In an embodiment, the fixed passenger tunnel 314 is laid out to extend substantially parallel to the large-aircraft boarding bridge that accommodates the large aircraft 332. Accordingly although not illustrated, the major axis of the fixed passenger tunnel 314 can be substantially parallel with the major axes of the large-aircraft passenger bridges depicted in
In an embodiment, the primary air-taxi bridge 314 extends up to and within about a meter or two of the OFL 340 to minimize the jet blast or the prop blast, albeit it may be a minor fraction of the jet blast of a large aircraft upon the concourse 308 or personnel, etc. In an embodiment, the secondary air-taxi bridge 316 extends to the OFL 340, such that an air taxi does not cross the OFL 340 for passenger ingress/egress.
In an embodiment, any of the method embodiments set forth for the air taxis depicted in
Jet blast for an air taxi in the vicinity of the plan layout 301 is minimal for an air taxi in comparison with a regional jet such as a Canadair® CRJ-700, which is greater than that of an air taxi by a factor of about 10. Similarly, the jet blast for an air taxi in the vicinity of the plan layout 301 is minimal for an air taxi in comparison with a regional jet such as a Boeing® 737-900, which is greater than that of an air taxi by a factor of more than about 20. And because jet blast dissipates by a factor that is inversely proportional to the distance between the motor of the air taxi and any structure of the plan layout 301 that is impacted by jet blast, the jet blast is significantly low.
In an embodiment, the first air taxi 326 docks by a forward-power in push, pushes back either by use of a tug or a power-reverse push, and taxis away from the layout 301 by a power-forward mode.
In an embodiment, security issues require a passenger to remain substantially contained and away from free movement on the tarmac during boarding or deplaning. Accordingly, an air-taxi passenger who is boarding, must pass through security screening within the terminal 308 as do passengers who are boarding on any of the large aircraft 330, 332, and 334. Thereafter, the air-taxi passenger remains contained within the terminal 308, within the fixed passenger tunnel 314, within the interface 313, within the secondary air-taxi bridge 316, and through the aircraft proximal end 317 and into the air taxi 326. Similarly for a deplaning passenger, it can be subjected to security screening before arrival at the airfield that contains the layout 310, or it can be subjected to security screening after deplaning, but before further movement within the terminal 308 as illustrated in
In an embodiment, the large aircraft passenger bridge 412, which can be referred to as a primary air-taxi bridge 412, is coupleable with an air taxi 426 with an interface 413 that allows the terminal end of the large aircraft passenger bridge 412 to form a controlled enclosure therebetween. In an embodiment, the large aircraft passenger bridge 412 is a fixed passenger tunnel. In an embodiment, the interface 413 is referred to as a passenger pass-through 413. In an embodiment, the air-taxi stand 410 includes a secondary air-taxi bridge 416. Other air taxis 436 and 442 are depicted as waiting in a queue behind the first air taxi 426, for docking at the aircraft proximal end 417 of the secondary air-taxi bridge 416. In an embodiment, the air taxi 442 proceeds to dock at the aircraft proximal end 417 before the air taxi 436. In this embodiment, the “queue” is a parallel queue, where a first-in air taxi, e.g., air taxi 436, waits for a subsequent-in air taxi, e.g., air taxi 442 to execute a PFIFO push.
In an embodiment, any of the method embodiments set forth for the air taxis depicted in
In an embodiment, the unit 416 is mounted upon a platform 527. The air-taxi bridge 416 as a whole, can be positionable to interface at the aircraft distal end 413 on either side; on the side obscured in
In an embodiment, the aircraft proximal end 417 also includes a telescoping structure 519 that can shorten a gap between the aircraft proximal end 417 and the passenger-door sill of the air taxi 426. In an embodiment, a plank can be dropped onto the passenger-door sill of the air taxi 426 and also onto the first secondary air-taxi bridge 416 at the aircraft proximal end 417.
In an embodiment, the unit 416 is mobile-capable such that it can be dynamically positioned at the large-aircraft passenger bridge 412. In an embodiment, the unit 416 is a wheeled 529 conveyance. In an embodiment, the unit 416 is moveable, but not necessarily with a wheel 529. In an embodiment, the unit 416 is mounted on a track (not pictured) that replaces the wheels 529 depicted in
In an embodiment, the unit 416 is not articulated as depicted in
In an embodiment, the unit 416 is stationary with a base 529 such as wheels, but the passenger pass-through 413 and the aircraft-proximal end 417 are allowed to slide laterally upon the base 527 such as upon tracked rollers. Accordingly in this embodiment, the “conveyance” relates to the passenger pass-through 413 and the aircraft-proximal end 417 as they are moved laterally and above the base 527.
In an embodiment, the unit 416 can be constructed without any significantly moving parts, such that the hub 514 and the variable wall 515 are not present, and the passenger pass-through 413 and the aircraft proximal end 417 are connected. Accordingly, the unit 416 can be moved right and left laterally to dock with the first air taxi 426 and simultaneously to align the access that is opposite the access 521 where it interfaces with a structure such as the large-aircraft passenger bridge 412.
In an embodiment, the first air taxi 626 has reached the depicted position with a forward power-in push. In an embodiment, the forward power-in push allows the pilot to position the air taxi 626 without use of a tug. Similarly, the subsequent air taxi 628 has reached the subsequent secondary air-taxi bridge 618 with a forward power-in push.
Where the air-taxi stand 610 is occupied according to an embodiment, a queued-up air taxi 642 can wait for a boarding bridge outside the OFL 640. In an embodiment, FPIPO movements of both the first air taxi 626 and the subsequent air taxi 628 are depicted in phantom lines as the respective first and subsequent air taxis 627 and 629. The subsequent air taxi 627 can execute a turn at the turning area 633 in the air-taxi stand 610.
In an embodiment, a combination of the air-taxi stand 610 in
Where the air-taxi stand 710 is occupied according to an embodiment, a queued-up air taxi 742 can wait for a boarding bridge inside the OFL 740. In an embodiment, FPIPO-push movement of both the first air taxi 726 and the queued-up air taxi 742 are carried out inside the OFL 740.
The other structures for the air-taxi stand 810 include the primary air-taxi bridge 814 and at least the first secondary air-taxi bridge 816. In an embodiment, the air-taxi stand 810 includes the primary air-taxi bridge 814, the first secondary air-taxi bridge 816, and the subsequent secondary air-taxi bridge 818. As depicted in
In an embodiment, the air-taxi stand 810 is adjacent at least one large-aircraft docking bay, which includes large aircraft such as the aircraft 830 or 832. Other large aircraft, e.g., large aircraft 834 may be neighboring but not adjacent the air-taxi stand 810.
In the interstitial air-taxi embodiments, a method embodiment includes allowing the simultaneous ground movement of a plurality of air-taxi aircraft but only one air taxi at a time is the confines of the air-taxi stand 910. Consequently, the plurality of air-taxi aircraft may include an air taxi that that recently departed from the confines of the air-taxi stand 910, or an air taxi that is waiting beyond the OFL 940 for a turn to enter the confines of the air-taxi stand 910. Further, an air-taxi stand embodiment is configured to allow the simultaneous movement of a plurality of air taxis as described herein for interstitial air-taxi embodiments.
In an embodiment a subsequent air-taxi stand 911 illustrates a subsequent air taxi 928 that was docked at a subsequent air-taxi bridge 918. In this embodiment, the subsequent air-taxi bridge 918 has been articulated to allow the subsequent air taxi 928 to complete an FPIPO push. Similar to the air-taxi stand 910, the subsequent air-taxi stand 911 can share boarding equipment with a large aircraft 934. Similarly, the subsequent air-taxi stand 911 can be adjacent a docking bay for a large aircraft 935.
In a method embodiment, a regional jet 1026, acts as an air taxi by executing an FPIPO push. In
Similar to the space-limiting interstitial air-taxi embodiments, a method embodiment includes allowing the simultaneous ground movement of a plurality of air-taxi aircraft (which are regional aircraft) but only one regional aircraft at a time is within the confines of the air-taxi stand 1010. Consequently, the plurality of air-taxi aircraft may include a regional aircraft that that recently departed from the confines of the air-taxi stand 910, or a regional aircraft that is waiting beyond the OFL 940 for a turn to enter the confines of the air-taxi stand 910. Further, an air-taxi stand embodiment is configured to allow the simultaneous movement of a plurality of regional aircraft as described herein for regional aircraft embodiments.
A large-aircraft passenger bridge 1112 or air taxi, or one of them, or optionally a fixed passenger tunnel couples to a concourse 1108. A passenger pass-through 1113 forms an interface between the concourse 1108 and a primary air-taxi bridge 1114. Similar to other structures set forth in this disclosure, a first secondary air-taxi bridge 1116 and a subsequent secondary air-taxi bridge 1118, or one of them, are provided, to facilitate the respective FPIPO pushing of a first air taxi 1126 and a second air taxi 1128 which are docked as depicted. Additionally, queued-up air taxis 1136 and 1138 are positioned inside an OFL 1140. The queued-up air taxis 1136 and 1138 are depicted as executing a starboard turns at a turn-around space 1131.
In an embodiment, the primary air-taxi bridge 1114 can be attached at the position where the large-aircraft passenger bridge 1112 is attached to the concourse. The large-aircraft passenger bridge 1112 is not present, and the two docking bays for the large aircraft 1132 and 1133 are arranged for substantially orthogonal docking, such as for aircraft 1134. In this embodiment, the primary air-taxi bridge 1114 is a fixed passenger tunnel 1114 that terminates at about the location of the subsequent air-taxi bridge 1118. In this embodiment, the subsequent air-taxi bridge 1118 is the only air-taxi bridge in the air-taxi stand 1110, and the air-taxi stand 1110 may accommodate only one air taxi at a time within the confines of the OFL 1140.
Additionally,
The interstitial air taxi 1139 is depicted, with two trailing images in phantom lines as having pushed away from a grafted interstitial air-taxi bridge 1179. In an embodiment, the grafted interstitial air-taxi bridge 1179 is retracted sufficiently such that the interstitial air taxi 1139 is able to complete an FPIPO push as it crosses the OFL 1140 and leaves the docking bay it has shared with the large aircraft 1133. In an embodiment, the walls of the grafted interstitial air-taxi bridge 1179 and optionally the ceiling, are collapsible such as accordion-like, such that retraction of the grafted interstitial air-taxi bridge 1179 can be accomplished without blocking the passenger pass-through portion thereof.
In an embodiment, the concourse 1308 includes grafted-interstitial boarding bridges 1369, 1379, 1389 and 1399 at gates D12 and D11 and at D14 and D13, respectively. In an embodiment, a two-aircraft equipment business operation is carried out at Gate D13. For example, a two-aircraft equipment business operation includes a Canadair regional jet as a first-equipment aircraft and a Boeing 737 jet as a second-equipment aircraft A large-aircraft passenger bridge 1312 at Gate D13 is coupled to the concourse 1308. A first secondary passenger bridge 1399 is coupled to the large-aircraft passenger bridge 1312 at a passenger pass-through 1313. In other words, the first secondary passenger bridge 1399 is grafted into the docking ramp at Gate D13. In this embodiment, the first secondary passenger bridge 1399 is configured to accommodate a large aircraft 1330 at an aircraft distal end, and smaller aircraft 1326 at an aircraft proximal end 1317. In an embodiment, the smaller aircraft 1326 is a regional aircraft. In an embodiment, the smaller aircraft 1326 is an air taxi. In an embodiment, the passenger pass-through 1313 at the first secondary passenger bridge 1399 is a module that attaches to a unit such as the unit 416 depicted in
A substantially identical unit 1389 is depicted at Gate D14 according to an embodiment Similarly but not identical units 1379 and 1369 are depicted at Gates D12 and D11 respectively according to an embodiment.
In an embodiment, the two-aircraft business effort includes two aircraft such as a fleet of large aircraft, e.g., Boeing 737 aircraft and as a fleet of smaller aircraft, e.g., Canadair regional aircraft. In an embodiment, the smaller aircraft includes air-taxi aircraft as set forth in this disclosure.
At 1410, a concourse is the, e.g., re-designed “Concourse D” (
At 1420, a method embodiment includes replacing an existing regional aircraft concourse with a concourse that includes at least one air-taxi stand. In another embodiment at 1420, an existing regional aircraft concourse is retrofitted with an air-taxi stand.
At 1430, a method embodiment includes docking an aircraft at an air-taxi stand.
At 1440, a method embodiment includes boarding or deplaning at an air-taxi stand.
At 1450, a method embodiment includes transferring between two aircraft, using at least one air-taxi stand.
Similarly but with a different structure, the first secondary passenger bridge 1379 is configured to accommodate the large aircraft 1332 at the air-taxi distal end 1313 and a smaller aircraft at the air-taxi proximal end 1317. In an embodiment, the smaller aircraft is a regional aircraft. In an embodiment, the smaller aircraft is an air taxi. In an embodiment, the passenger pass-through 1313 at the first secondary passenger bridge 1379 is part of an “L” shape that couples to the air-taxi proximal end 1317.
At 1710, a concourse is the, e.g., redesigned “Concourse D” (
At 1720, a method embodiment includes replacing an existing regional aircraft concourse with a concourse that includes at least one grafted-interstitial aircraft boarding bridge. In another embodiment at 1720, an existing regional aircraft concourse is retrofitted with a grafted-interstitial aircraft boarding bridge.
At 1730, a method embodiment includes docking an aircraft at a grafted-interstitial aircraft boarding bridge.
At 1740, a method embodiment includes boarding or deplaning at a grafted-interstitial aircraft boarding bridge.
At 1750, a method embodiment includes transferring between two aircraft, using at least one grafted-interstitial aircraft boarding bridge.
In an embodiment, the pre-established fare is based upon distance and airport taxes. In an embodiment, the preestablished fare is based upon other commercial considerations such as the time span between the act of making a bid and the proposed departure time. In an embodiment, the pre-established fare is based upon distance, airport taxes, and other commercial considerations such as the time span between the act of making a bid and the proposed departure time.
In an embodiment, the act of “making a bid” is carried out electronically. In an embodiment, if the act of “making a bid” is carried out on a web-based tool, an air taxi company, an air taxi broker, or another business entity manages the web-based tool. A “web-based tool” means using an internet communication or the like to carry out the act of making a bid. In an embodiment with a web-based tool or the like, a potential passenger who desires to make a trip but has a flexible schedule, is notified that other bids have been received for the same flight plan or a portion thereof, and the air taxi company suggests a fare that will cause all bids to be accepted and binding.
In an embodiment, the act of hailing the air taxi includes taking into account the desired flight plan and the number of fares requesting the flight plan or a portion thereof. When the air taxi company or the like has received enough bids from potential customers to join the proposed flight plan, or a portion thereof, the air taxi company accepts the bids and in an embodiment, the potential customers' bids are binding upon acceptance by the air taxi company. In an example embodiment, a potential customer hails an air taxi for the air taxi company to fly two passengers, in Utah, from Moab 1810 to Las Vegas 1820 in Nevada 1820. The bid is for during the time window between 8:00 a.m. and 12:00 p.m. The air taxi company acknowledges the bid, and waits for one more bid to make the trip “profitable” within their business model. In an embodiment, the trip with only two fares, is not profitable on paper, but is still deemed profitable for market-development or other reasons. In an embodiment, the trip makes a profit on paper, with only two fares. In an embodiment, the air taxi company waits for or solicits additional bids for passengers or cargo to join the flight plan, and when a threshold level of bids is reached, the air taxi company accepts the bids and binds the bidders.
In an embodiment, a first bid or a plurality of first bids for a given flight plan or a portion thereof, has been accepted by the air taxi company under a bid model termed “the efficient breach”. In this embodiment, the first bidders in an “efficient breach” contract, acknowledge that despite the accepted first bid, the air taxi company can received and accept a higher second bid by another potential customer or group of bidders, and that the second bid will be accepted such that the first bid with its acceptance is nullified. In an embodiment, the nullified first bid is placed on “standby” status, and if the first bidder or first bidders have or will indicate flexibility with their proposed flight plan, it will be executed within a pre-proposed flexibility window. In an embodiment, the air taxi company announces an efficient breach, and proposes a flexibility window for the first bidders including the optional alternative of at least one of different fares or different flight plans.
Because of the flexibility of an air taxi using rural airports, municipal airports, and commercial airports that service large passenger aircraft such as the Boeing 737 family of aircraft, an embodiment for hailing an air taxi includes an existing air taxi contract being modified to accommodate a potential customer's haling the air taxi. In an embodiment, an engaged air taxi is flying or will soon fly between Reno 1830 in Nevada and Salt Lake City 1840. In an embodiment, a contract is entered in to, and an air taxi executes the contract by flying nonstop, from Reno 1830 to Salt Lake City 1240.
In an embodiment, however, before or during execution of the Reno-to-Salt Lake City contract, a potential passenger in Grouse Creek 1850 hails the air taxi by making a bid. The existing customers have entered a contract with at least an arrival time window, for passenger(s) and/or cargo. The arrival time window allows for the Reno-to-Salt Lake flight to be diverted to a rural airstrip in Grouse Creek 1850 to service the potential customer. In an embodiment the air taxi company has equipment manufactured by Eclipse Aviation. The equipment is the Eclipse® 500. The Eclipse® 500 has a maximum cruise speed of about 375 knots and it can carry up to six occupants. It also can sustain a range of about 1,280 nautical miles and a ceiling of about 41,000 foot. In this embodiment, the flight has room for a passenger or for cargo, and it diverted or it enters the diversion into the flight plan upon a given level of acceptance of the Grouse Creek customer's bid such as accepting a credit card payment through the web-based tool. In an embodiment, the Grouse Creek customer has a destination that varies from Salt Lake City 1840 and the existing contract is modified to have the air taxi fly to, e.g., Sun Valley 1860 in Idaho before continuing on to Salt Lake City 1850. In an embodiment, the Sun Valley 1860 destination is achieved after the air taxi has attained the Salt Lake City 1850 destination.
In an embodiment, the bidding program is posted on a web-based tool and bids are not recognized as legally binding bids. Rather, a proposal is posted by a potential customer. In an embodiment, a proposed flight plan with an optional proposed fare is part of a “discussion” by a potential customer or potential customers. In an embodiment, the “discussion” is on a web-based tool such as a discussion board, and a potential air taxi carrier, an agent thereof, or a broker (hereinafter “air taxi broker”), monitors or is notified of the discussion board. In an embodiment, the potential customer(s) post “earnest money” that will bind them upon acceptance of their proposal including some or all conditions proposed such as equipment, price, departure/arrival time window(s) and others. In an embodiment, the air taxi broker, enters the discussion board and accepts the proposals, which acceptance binds the potential customer(s). In an embodiment, the air taxi broker, enters the discussion board and makes non-binding counterproposals. Upon the acceptance of a non-binding proposal by the discussion group, the discussion board is upgraded to a “contract board” and the parties enter the contract as discussed. In other words, the air taxi broker(s), monitor(s) the discussion and at least one thereof makes an offer to the potential customer(s) that have been discussing the proposed flight plan or portion thereof. The potential customer(s) then respond(s) until a critical mass is achieved such that the air taxi broker binds itself, or has been bound to the proposed contract.
In an embodiment, a passenger with passage on an aircraft such as a Boeing 737, is monitoring an air-taxi board and notes that a discussion is taking place, which if accepted by an air taxi broker, would be useful for this passenger to join. In an example embodiment, a passenger with passage between, e.g., Cheyenne 1870 in Wyoming and Las Vegas 1820 with a stop in Denver 1880, notes that an air taxi contract appears to be forming, or has been formed, to fly between Denver 1880 and Bullhead City 1890 in Arizona, which is the passenger's preferred destination. The passenger hails the air taxi. The air taxi company observes the hail along with bid particulars, and allows the passenger to join the contract if one has been formed on the discussion board. In an embodiment, the passenger's bid forms the critical mass the air taxi company can decide will result in a contract being formed. The airline that has booked passage for the passenger releases the passenger from the Denver-to-Las Vegas leg and optionally receives value from the passenger for the incomplete passage, which is less than the value of the Denver-to-Las Vegas leg of the passage. In an embodiment, the passenger returns to Cheyenne 1870 by departing from Las Vegas 1820 on the carrier that originated from Cheyenne for the passenger. This same method embodiment is also applicable between two air taxi companies where a subsequent leg of a trip for a passenger of a first air taxi company is released in favor of a leg of a different trip for the passenger by a second air taxi company.
In an embodiment, any of the above air taxi hailings, discussions, or contracts is combined with allowing an air taxi passenger to be aboard the air taxi during or after an FPIPO push embodiment. In an embodiment, any of the above air taxi hailings, discussions, or contracts is combined with allowing an air taxi passenger to be aboard the air taxi that moves within the confines of any air taxi stand as set forth in this disclosure. In an embodiment, any of the above air taxi hailings, discussions, or contracts is combined with allowing an air taxi passenger to be aboard the air taxi that moves within the confines of any air taxi stand, before, during, or after an FPIPO push embodiment.
Following are method embodiments. A method comprising: observing hailing of an air taxi; allowing a passenger to board air taxi equipment related to said hailing; and allowing the passenger to ride in the air taxi equipment. The method wherein allowing the passenger to board includes allowing the passenger to board air taxi equipment that includes up to eight occupant seats. The method wherein observing hailing includes observing a potential customer making a bid including a proposed flight plan. The method wherein observing hailing includes observing a potential customer making a bid including a proposed flight plan and a proposed fare. The method including observing making a bid on a web-based tool. The method, wherein observing hailing is preceded by observing discussing a proposed flight plan among potential customers, and wherein an air taxi company related to the air taxi equipment responds to the discussing by proposing the flight plan and at least one potential customer involved in said discussing. The method, wherein observing hailing includes modifying an existing air taxi contract. The method, wherein observing hailing includes modifying a passage on an existing large aircraft flight plan. The method, wherein observing hailing includes modifying a passage on an existing air taxi equipment flight plan. The method, wherein the air taxi moves within the confines of any air taxi stand as set forth in this disclosure. The method, wherein the air taxi moves within the confines of any air taxi stand as set forth in this disclosure, before, during, or after an FPIPO push embodiment. The method, wherein at any two, and up to and including all method elements articulated in the phrases in this paragraph are combined.
The Abstract is provided to comply with 37 C.F.R. §1.72(b) requiring an abstract that will allow the reader to quickly ascertain the nature and gist of the technical disclosure. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims.
The preceding description has been presented only to illustrate and describe disclosed embodiments. It is not intended to be exhaustive or to limit the embodiments to any precise form disclosed. Many modifications and variations are possible in light of the above teaching.
Several embodiments were chosen and described in order to best explain the principles of the embodiments and their practical application. The preceding description is intended to enable others skilled in the art to best utilize the embodiments in various embodiments and with various modifications as are suited to the particular use contemplated. It is intended that the scope of the disclosed embodiments be defined by the following claims.
It will be readily understood to those skilled in the art that various other changes in the details, material, and arrangements of the parts and method stages which have been described and illustrated in order to explain the nature of this invention may be made without departing from the principles and scope of the invention as expressed in the subjoined claims.
This is a Continuation-In-Part of U.S. patent application Ser. No. 10/756,648, filed Jan. 12, 2004, the disclosure of which is incorporated herein by reference
Number | Date | Country | |
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Parent | 10756648 | Jan 2004 | US |
Child | 11811238 | Jun 2007 | US |