Patent Grant
10748431
The present disclosure relates to methods, devices, and systems for airfield traffic status management.
Aircraft and airport terminal traffic analysis can be a major challenge for airports with significant air traffic and passenger throughput. Maintaining a fast and efficient throughput for both airline traffic associated with an airport and passenger traffic through the airport can reduce delays and costs for airlines and passengers.
Maintaining efficient throughput for both airline traffic and passenger traffic can be challenging. Airports can experience terminal side delays of passenger traffic that can be caused by crowds at airline check-in counters, security gates, airport transit system delays, and/or customs/immigration checkpoints, among other causes of terminal side delays. Airports may also experience airside delays of airline traffic that can be caused by a large volume of air traffic at the airport, and/or can also be a result of the terminal side delays of passenger traffic, among other causes of airside delays. Delays on the airside and/or the terminal side can result in delayed flights, or cause passengers to miss flights altogether. Further, these airside and terminal side delays can propagate to future flights at the airport and/or at other airports as well.
Airport infrastructure is typically fixed. On the airside, an airport infrastructure typically has a fixed number of runways, taxiways, aircraft stands, etc. On the terminal side, an airport infrastructure typically has a fixed number of passenger vehicle parking spaces, airline check-in counters, security gates, customs/immigration counters, boarding gates, etc.
Methods, devices, and systems for airfield traffic status management are described herein. One device includes a memory, and a processor to execute executable instructions stored in the memory to receive airport information associated with an airport, generate, using the airport information, an aircraft arrival and departure analysis, where the aircraft arrival and departure analysis includes aircraft scheduled to arrive at the airport in a graphical view and aircraft scheduled to depart from the airport in the graphical view, where the graphical view includes a graphical representation of an amount of aircraft scheduled to arrive at or depart from the airport for a particular time period, and display the aircraft arrival and departure analysis in a single integrated display.
Although airport infrastructure may be fixed, airfield traffic may increase. For example, airlines may increase flights to and/or from an airport in order to satisfy demand from travelers for air travel. Accordingly, managing throughput of airport traffic at an airport utilizing existing airport infrastructure may be a challenge. For example, expediting traffic to increase aircraft throughput at an airport while directing aircraft safely through the airfield can be a challenge.
An airport operations center (APOC) for the airport may need to manage an increased airline and passenger throughput with the same fixed airport infrastructure. However, current systems may not provide a user, such as an APOC supervisor, with the information needed to efficiently manage airside and terminal side airport infrastructure. This lack of information can lead to delays for passengers and/or airlines.
Airfield traffic status management, in accordance with the present disclosure, can allow a user, such as an airport operations center controller, to expedite aircraft traffic at an airport. For example, the user can quickly determine the status of aircraft arriving at the airport and/or aircraft departing from the airport and reassign resources in the event of delays or other issues. Airfield traffic status management can be adaptable to different airport systems and layouts, and can provide for a safe and efficient way to increase aircraft throughput at an airport while utilizing existing airport infrastructure, which can reduce delays for passengers and/or airlines.
Airfield traffic status management can be displayed on a single integrated display. Displaying the airfield traffic status management in a single integrated display can allow the user or others to quickly determine awareness regarding airport operations. A user, as used herein, may include an airport operations center controller, airport employee, air traffic controller, a system engineer, a duty engineer, and/or a shift engineer, among other users.
In the following detailed description, reference is made to the accompanying drawings that form a part hereof. The drawings show by way of illustration how embodiments of the disclosure may be practiced.
These embodiments are described in sufficient detail to enable those of ordinary skill in the art to practice embodiments of this disclosure. It is to be understood that other embodiments may be utilized and that process, electrical, and/or structural changes may be made without departing from the scope of the present disclosure.
As will be appreciated, elements shown in the various embodiments herein can be added, exchanged, combined, and/or eliminated so as to provide a number of additional embodiments of the present disclosure. The proportion and the relative scale of the elements provided in the figures are intended to illustrate the embodiments of the present disclosure, and should not be taken in a limiting sense.
The figures herein follow a numbering convention in which the first digit or digits correspond to the drawing figure number and the remaining digits identify an element or component in the drawing. Similar elements or components between different figures may be identified by the use of similar digits. For example, 100 may reference element “00” in
The aircraft arrival and departure analysis can be generated by a computing device (e.g., computing device 646, as described in connection with
The aircraft arrival and departure analysis can include aircraft scheduled to arrive 102. Aircraft scheduled to arrive 102 can include aircraft scheduled to arrive at the airport.
As illustrated in
The aircraft arrival and departure analysis can include aircraft scheduled to depart 104. Aircraft scheduled to depart 104 can include aircraft scheduled to depart from the airport.
Similar to aircraft scheduled to arrive 102, aircraft scheduled to depart 104 can be shown in graphical view 100. For example, the graphical view 100 can show an amount of aircraft scheduled to depart 104 from the airport at various times. For instance, the current time may be 9:40 AM. A user of the aircraft arrival and departure analysis can view aircraft scheduled to depart 104 from the airport at various times throughout the day. For example, a user of the aircraft arrival and departure analysis can view aircraft scheduled to depart 104 from the airport at, for instance, a particular time period 106 or at a particular time, as is further described herein.
Although aircraft scheduled to arrive 102 and aircraft scheduled to depart 104 are both illustrated in
As shown in
For instance, in the time slot 110 of 9:50 AM to 10:00 AM illustrated in
In the example illustrated in
Although time slots 110 are described as being ten minute time slots, embodiments of the present disclosure are not so limited. For example, the computing device can modify a length of time slots 110. A user may modify the length of time slots 110 by utilizing modify time slots 112. For example, a user may modify the length of time slots 110 via modify time slots 112 to change the length of time slots 110 to five minutes, thirty minutes, one hour, six hours, or any other length of time.
In response to a modification in the length of time slots 110, an amount of aircraft scheduled to arrive 102 at the airport and/or an amount of aircraft scheduled to depart 104 from the airport in a given time slot 110 may change. For example, a thirty minute time slot may include a higher amount of aircraft scheduled to arrive 102 at the airport and/or depart 104 from the airport than a ten minute time slot 110 (e.g., more aircraft may be arriving and/or departing in a time slot from 10:30 AM to 11:00 AM relative to a time slot from 10:30 AM to 10:40 AM).
Graphical view 100 can include a graphical representation of an amount of aircraft scheduled to arrive 102 at the airport or an amount of aircraft scheduled to depart 104 from the airport for a particular time period 106. For example, a user may select a particular time period 106 as being from 10:10 AM to 10:22 AM. Graphical view 100 can include a graphical representation of the amount of aircraft scheduled to arrive at or depart from the airport 108 from 10:10 AM to 10:22 AM. For example, from 10:10 AM to 10:22 AM, aircraft with flight numbers EK 003, EK 232, and EK 005 can be scheduled to be arriving at the airport (e.g., flight EK 003 is scheduled to arrive at the airport at 10:12 AM, flight EK 232 is scheduled to arrive at the airport at 10:14 AM, flight EK 005 is scheduled to arrive at the airport at 10:16 AM), and aircraft with flight number QA 1050 can be scheduled to be departing from the airport (e.g., flight QA 1050 is scheduled to depart from the airport at 10:16 AM).
The particular time period 106 can be selected by a user. For example, a user can select any time period in graphical view 100. The computing device can, in response to the selection of particular time period 106, display the aircraft scheduled to arrive at the airport 102 in the particular time period 106. Additionally, the computing device can, in response to the selection of particular time period 106, display the aircraft scheduled to depart 104 from the airport in the particular time period 106.
The aircraft arrival and departure analysis can include aircraft that have arrived at the airport in the graphical view 100. For example, although graphical view 100 is illustrated as showing the current time as 9:40 AM, and the aircraft scheduled to arrive at the airport in graphical view 100, embodiments of the present disclosure are not so limited. For example, graphical view 100 can include aircraft that have arrived at the airport prior to the current time of 9:40 AM. In other words, graphical view 100 can include historical data, including aircraft that have previously arrived at the airport.
The graphical view 100 can be scrollable to view aircraft that have arrived at the airport prior to the current time. For example, graphical view 100 can be scrollable to view time slots prior to the current time. The time slots prior to the current time can include aircraft that have arrived at the airport prior to the current time.
Similarly, the aircraft arrival and departure analysis can include aircraft that have departed from the airport in the graphical view 100. For example, graphical view 100 can include aircraft that have departed from the airport prior to the current time of 9:40 AM. In other words, graphical view 100 can include historical data, including aircraft that have previously arrived at the airport. The graphical view 100 can be scrollable to view aircraft that have departed from the airport prior to the current time. For example, graphical view 100 can be scrollable to view time slots prior to the current time. The time slots prior to the current time can include aircraft that have departed from the airport prior to the current time.
The computing device can include a user interface (e.g., user interface 652, as is further described in connection with
Graphical view 200 can include a graphical representation of an amount of aircraft scheduled to arrive 202 at the airport and/or an amount of aircraft scheduled to depart 204 from the airport at a particular time 216. For example, in the example illustrated in
The particular time 216 can be selected by a user. For example, a user can select any time in graphical view 200. The computing device can, in response to the selection of particular time 216, display the aircraft scheduled to arrive at the airport at the particular time 218. Additionally, the computing device can, in response to the selection of particular time 216, display the aircraft scheduled to depart from the airport at the particular time 218.
In some examples, the user selection of particular time 216 can include a user hovering a cursor over that particular time in graphical view 200. For example, a user can hover a cursor over the particular time 216 to display the amount of aircraft scheduled to arrive 202 at the airport and/or the amount of aircraft scheduled to depart 204 from the airport at the particular time 216.
The arrival and departure analysis (e.g., graphical view 300) can include a grouping of coordinated aircraft. As used herein, the term “coordinated aircraft” can, for example, refer to aircraft which may be scheduled to arrive at or depart from the airport, but were delayed and/or cancelled. For example, an aircraft that was scheduled to depart from the airport at 10:00 AM but has not yet departed from the airport when the current time is 10:15 AM can be a coordinated aircraft.
In some examples, a grouping of coordinated aircraft 320 can include a subset of aircraft scheduled to arrive at the airport that did not arrive at the airport on time. For example, the subset of aircraft comprising a grouping of coordinated aircraft can include aircraft which were scheduled to arrive by 10:00 AM, but have not yet arrived at the airport when the current time is past 10:00 AM (e.g., the current time is 10:30 AM).
In some examples, a grouping of coordinated aircraft 320 can include a subset of aircraft scheduled to depart from the airport that did not depart from the airport on time. For example, the subset of aircraft comprising a grouping of coordinated aircraft can include aircraft which were scheduled to depart by 10:00 AM, but have not yet departed from the airport when the current time is past 10:00 AM (e.g., the current time is 10:30 AM).
The arrival and departure analysis can include a grouping of uncoordinated aircraft. As used herein, the term “uncoordinated aircraft” can, for example, refer to aircraft which may not be originally scheduled to arrive at or depart from the airport, but arrived at or departed from the airport unexpectedly. A grouping of uncoordinated aircraft can include aircraft that arrive at the airport that are not scheduled to arrive at the airport, and aircraft that depart from the airport that are not scheduled to depart from the airport. For example, uncoordinated aircraft 322 can include an aircraft performing an emergency landing, very important person (VIP) departures and/or arrivals, military aircraft, and/or go-around aircraft (e.g., an aircraft which has deviated from a traffic pattern at the airport, such as an aircraft on a final approach that may have aborted a landing), among other examples of uncoordinated aircraft 322.
Although coordinated aircraft 320 and uncoordinated aircraft 322 are both illustrated in
As illustrated in
Aircraft arrival and departure analysis 424 can include aircraft arriving 428 at the airport in timeline view 426. For example, aircraft arriving 428 at the airport can be displayed in timeline view 426 in chronological order. As used herein, the term “chronological order” can, for example, refer to an arrangement of things following one after another in time. For example, aircraft arriving 428 at the airport can be shown in timeline view 426 one after another in time. For example, in the example illustrated in
Aircraft arrival and departure analysis 424 can include aircraft departing 430 from the airport in timeline view 426. For example, aircraft departing 430 from the airport can be displayed in timeline view 426 in chronological order (e.g., one after another in time). For example, in the example illustrated in
As illustrated in
For instance, in the time slot 427 of 10:25 AM to 10:30 AM, a user can determine that aircraft having flight numbers QF 001 and DY 5021 are scheduled to arrive at the airport between 10:25 AM to 10:30 AM, and aircraft having flight number EK 573 is scheduled to depart from the airport between 10:25 AM to 10:30 AM.
In the example illustrated in
Although time slots 427 are described as being five minute time slots, embodiments of the present disclosure are not so limited. For example, the computing device can modify a length of time slots 427. For example, the length of time slots 427 may be modified to change the length of time slots 427 to ten minutes, thirty minutes, one hour, six hours, or any other length of time.
In response to a modification in the length of time slots 427, an amount of aircraft scheduled to arrive 428 at the airport and/or an amount of aircraft scheduled to depart 430 from the airport in a given time slot 427 may change. For example, a thirty minute time slot may include a higher amount of aircraft scheduled to arrive 428 at the airport and/or depart 430 from the airport than a five minute time slot (e.g., more aircraft may be arriving and/or departing in a time slot from 10:30 AM to 11:00 AM relative to a time slot from 10:30 AM to 10:35 AM).
The timeline view 426 can be scrollable to view aircraft that have arrived at and/or departed from the airport prior to the current time. For example, timeline view 426 can be scrollable to view time slots prior to the current time. The time slots prior to the current time can include aircraft that have arrived at and/or departed from the airport prior to the current time.
The computing device can generate an aircraft gate turnaround analysis 432 in response to a selection of an aircraft arriving at and/or departing from the airport from timeline view 426. For example, in the example illustrated in
The aircraft gate turnaround analysis 432 can include flight information for a selected aircraft and aircraft turnaround progress information for the selected aircraft. For example, the flight information can include a flight number (e.g., flight EK 232), an inbound flight route (e.g., LHR to DXB), a scheduled flight arrival time (e.g., 10:20), and a flight arrival status (e.g., ON-TIME). The flight information can include a number of total passengers aboard the aircraft (e.g., 322 total passengers) and a number of connecting passengers aboard the aircraft (e.g., 128 connecting passengers). The flight information can include an assigned parking stand and/or terminal gate (e.g., B12).
In some examples, the aircraft gate turnaround analysis 432 can include arrival process information for the aircraft. As used herein, the term “arrival process information for the aircraft” can, for example, refer to processes performed when an aircraft arrives at a destination airport. Arrival process information can include putting wheel chocks under aircraft wheels, setting marker cones, connecting a ground power unit to the aircraft, connecting a jet bridge to the aircraft, deboarding passengers, cleaning the aircraft cabin, unloading passenger baggage, unloading cargo, draining the lavatory, among other arrival process information. In some examples, the number of arrival processes may be dependent on the size of the airport, the size of the aircraft, or a combination thereof.
In some examples, the aircraft gate turnaround analysis 432 can include departure process information for the aircraft. As used herein, the term “departure process information for the aircraft” can, for example, refer to typical processes performed when an aircraft is preparing to depart a destination airport. Departure process information can include catering, refueling the aircraft, water cartage, loading passenger baggage, loading cargo, cooling and/or heating changes to the aircraft cabin, boarding passengers, disconnecting the jet bridge from the aircraft, disconnecting the ground power unit from the aircraft, utilizing a jet/air starter for the aircraft, removing marker cones, removing wheel chocks, aircraft pushback from the gate, among other departure process information. In some examples, the number of departure processes may be dependent on the size of the airport, the size of the aircraft, or a combination thereof.
In some examples, arrival and/or departure process information included in the aircraft gate turnaround analysis 432 can include corresponding icons. The icons can indicate to a user the status of the aircraft turnaround progress. For instance, as illustrated in
Aircraft gate turnaround analysis 432 can include a delay alert 434. A delay alert 434 can indicate a delay in the aircraft gate turnaround analysis 432. Delay alert 434 can include delays such as delays related to catering, cleaning, fueling the aircraft, passenger not being boarded, other emergencies at the airport such as an emergency landing, fire, or other emergency situation, aircraft blocking taxiway due to mechanical issue (e.g., tire puncture, engine fault, etc.), allotted parking stand and/or terminal gate to an arriving aircraft is occupied by another aircraft, among other types of delays.
The aircraft arrival and departure analysis 424 can be displayed in a single integrated display. For instance, the aircraft arrival and departure analysis can be displayed in a single integrated display on the user interface of the computing device.
Airport dashboard 536 can include aircraft scheduled to depart 504 from the airport. The aircraft scheduled to depart 504 from the airport can correspond to aircraft scheduled to depart 104, 204 previously described in connection with
Airport dashboard 536 can include dashboard graphical view 544. Dashboard graphical view 544 can include aircraft scheduled to depart from the airport that are on time and/or aircraft scheduled to depart from the airport that are delayed. For example, in the example illustrated in
Dashboard graphical view 544 can quickly give a user an idea of an amount of aircraft scheduled to depart from the airport. Dashboard graphical view 544 can allow the user a snapshot of on time versus delayed departures of aircraft from the airport. The user can take corrective action if, for example, a high number of aircraft scheduled to depart are delayed.
Airport dashboard 536 can include departing aircraft status summary 542. Departing aircraft status summary 542 can include a total amount of aircraft scheduled to depart from the airport in a particular time period. For example, in the example illustrated in
The departing aircraft status summary 542 can include an amount of aircraft of the total amount of aircraft that are delayed, and an amount of aircraft of the total amount of aircraft that are on time. Continuing with the example from above, of the forty-seven aircraft scheduled to depart from the airport between 9:40 AM and 10:40 AM, thirty-five of the aircraft are “Normal” (e.g., are on time) and twelve of the aircraft are “Alert” (e.g., delayed). In other words, “Normal” can correspond to aircraft that are on time of the total amount of aircraft scheduled to depart from the airport in a particular time period, and “Alerts” can correspond to aircraft that are delayed of the total amount of aircraft scheduled to depart from the airport in a particular time period.
The departing aircraft status summary 542 can include an aircraft turnaround status of aircraft scheduled to depart from the airport. Continuing with the example from above, of the forty-seven aircraft scheduled to depart from the airport between 9:40 AM and 10:40 AM, twelve of the aircraft are fueling, eight of the aircraft are boarding, three of the aircraft are being towed, and nine of the aircraft are ready to depart.
Although the aircraft turnaround status of aircraft scheduled to depart from the airport is described above as including fueling, boarding, towing, and ready to depart, embodiments of the present disclosure are not so limited. For example, the aircraft turnaround status of aircraft scheduled to depart from the airport can include cleaning the aircraft cabin, loading passenger baggage, taxiing, etc.
Although departing aircraft status summary 542 is described above as including a total amount of aircraft scheduled to depart from the airport in a particular time period, embodiments of the present disclosure are not so limited. For example, departing aircraft status summary 542 can include a total amount of aircraft scheduled to depart from the airport at a particular time.
Airport dashboard 536 can include departing aircraft status chart 540. Departing aircraft status chart 540 can include an aircraft turnaround status of a total amount of aircraft scheduled to depart from the airport in a particular time period. Although not shown in
Departing aircraft status chart 540 can include an amount of the total aircraft which have an on-time aircraft turnaround status. For example, in the example illustrated in
Departing aircraft status chart 540 can include an amount of the total aircraft which have a delayed aircraft turnaround status. Although not shown in
Although departing aircraft status chart 540 is described above as including a total amount of aircraft scheduled to depart from the airport in a particular time period, embodiments of the present disclosure are not so limited. For example, departing aircraft status chart 540 can include a total amount of aircraft scheduled to depart from the airport at a particular time.
Airport dashboard 536 can include an aircraft turnaround status table 538 of aircraft scheduled to depart from the airport. Aircraft turnaround status table 538 can include various status information about aircraft scheduled to depart 504 from the airport. For example, as illustrated in
For example, in the example illustrated in
The airport dashboard 536 can be displayed in a single integrated display. For instance, the airport dashboard 536 can be displayed in a single integrated display on the user interface of the computing device.
Computing device 646 can be, for example, a laptop computer, a desktop computer, and/or a mobile device (e.g., a smart phone, tablet, personal digital assistant, smart glasses, a wrist-worn device, etc.), and/or redundant combinations thereof, among other types of computing devices.
The memory 650 can be any type of storage medium that can be accessed by the processor 648 to perform various examples of the present disclosure. For example, the memory 650 can be a non-transitory computer readable medium having computer readable instructions (e.g., computer program instructions) stored thereon that are executable by the processor 648 for airfield traffic status management in accordance with the present disclosure. The computer readable instructions can be executable by the processor 648 to redundantly generate the airfield traffic status management.
The memory 650 can be volatile or nonvolatile memory. The memory 650 can also be removable (e.g., portable) memory, or non-removable (e.g., internal) memory. For example, the memory 650 can be random access memory (RAM) (e.g., dynamic random access memory (DRAM) and/or phase change random access memory (PCRAM)), read-only memory (ROM) (e.g., electrically erasable programmable read-only memory (EEPROM) and/or compact-disc read-only memory (CD-ROM)), flash memory, a laser disc, a digital versatile disc (DVD) or other optical storage, and/or a magnetic medium such as magnetic cassettes, tapes, or disks, among other types of memory.
Further, although memory 650 is illustrated as being located within computing device 646, embodiments of the present disclosure are not so limited. For example, memory 650 can also be located internal to another computing resource (e.g., enabling computer readable instructions to be downloaded over the Internet or another wired or wireless connection).
As illustrated in
As an additional example, user interface 652 can include a keyboard and/or mouse the user can use to input information into computing device 646. Embodiments of the present disclosure, however, are not limited to a particular type(s) of user interface.
User interface 652 can be localized to any language. For example, user interface 652 can display the airfield traffic status management in any language, such as English, Spanish, German, French, Mandarin, Arabic, Japanese, Hindi, etc.
Although specific embodiments have been illustrated and described herein, those of ordinary skill in the art will appreciate that any arrangement calculated to achieve the same techniques can be substituted for the specific embodiments shown. This disclosure is intended to cover any and all adaptations or variations of various embodiments of the disclosure.
It is to be understood that the above description has been made in an illustrative fashion, and not a restrictive one. Combination of the above embodiments, and other embodiments not specifically described herein will be apparent to those of skill in the art upon reviewing the above description.
The scope of the various embodiments of the disclosure includes any other applications in which the above structures and methods are used. Therefore, the scope of various embodiments of the disclosure should be determined with reference to the appended claims, along with the full range of equivalents to which such claims are entitled.
In the foregoing Detailed Description, various features are grouped together in example embodiments illustrated in the figures for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the embodiments of the disclosure require more features than are expressly recited in each claim.
Rather, as the following claims reflect, inventive subject matter lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby incorporated into the Detailed Description, with each claim standing on its own as a separate embodiment.
| Number | Name | Date | Kind |
|---|---|---|---|
| 20120245836 | White | Sep 2012 | A1 |
| 20180373246 | Laughlin | Dec 2018 | A1 |
| Number | Date | Country | |
|---|---|---|---|
| 20190147750 A1 | May 2019 | US |
