Schedule activated management system for optimizing aircraft arrivals at congested airports

• US 6,584,400 B2
• Filed: 11/06/2001
• Issued: 06/24/2003
• Est. Priority Date: 04/09/2001
• Status: Active Grant

• Current Assignee: Louis J.C. Beardsworth
• Original Assignee: Louis J.C. Beardsworth
• Inventors: Beardsworth, Louis J C
• Primary Examiner(s): Zanelli, Michael J.
• Assistant Examiner(s): Gibson, Eric M
• Application Number:
  US10/012,983
• Publication Number:
  US 20020177943A1
• Time in Patent Office: 595 Days
• Field of Search: 701/120, 701/121, 701/122, 701/3, 701/16, 701/301, 705/5, 705/8, 705/13
• US Class Current: 701/120
• CPC Class Codes: G08G 5/0043 Traffic management of multiple aircrafts from the ground G08G5/003 takes precedence; data processing specially designed for resource management, e.g. scheduling or allocating time, human or machine resources G06Q10/06
• CPC Class Codes: G08G 5/0095 Aspects of air-traffic control not provided for in the other subgroups of this main group

Abstract

A system is provided for managing the inbound flow of aircraft to an airfield by ensuring that aircraft are sequenced before departure into an arrival stream. Sequencing uses operational data obtained from airlines and then provides a methodology for sharing this data with the air traffic control (ATC) agency. The outcome is a daily arrival schedule providing a predetermined operational arrival time for each aircraft movement. The operational data used by the system relates to airline punctuality, taxi times at departure airfields and actual flight times predicted on a flight-by-flight basis by airline flight planning systems. This information is combined to effect a predictive arrival time at a desired navigational fix.

Claims

1. A method for optimizing aircraft arrivals at congested airports, comprising the steps of:

obtaining by an Air Traffic Service Provider (ANSP) basic flight information for all flights scheduled to arrive at an airport during a specified operational period, said basic flight information including for each flight a requested Tactical Arrival Time (TAT) and a flexibility measure for said TAT;

creating from said basic flight information target TATs for each of said flights;

offering said target TATs to airlines controlling said flights;

negotiating with said airlines until acceptance of TATs for said flights;

issuing said TATs, each TAT for a flight being issued prior to departure of said flight.

2. The method of claim 1, wherein said requested TAT is calculated by combining Ground Process Time (GPT) and flight time, said GPT being a sum of taxi time and historical delay time.

3. The method of claim 1, wherein said basic flight information also includes a wake vortex type.

4. The method of claim 3, wherein said creating step includes an additional step of creating provisional TATs for long range arriving aircraft, said provisional TATs being recalculated at a predetermined distance from said airport.

5. The method of claim 4, wherein said provisional TATs are allocated so as to produce contiguous TAT blocks assigned to heavy classification wake vortex flights.

6. The method of claim 5, wherein said provisional allocation takes account of expected short haul traffic.

7. The method of claim 1, wherein said specified operational period is a day.

8. The method of claim 1, wherein for each said flight said obtaining step further comprises one of:

receiving said information from an airline, using said information previously provided by said airline, or generating said information from historical data.

9. The method of claim 1, wherein said negotiation includes a measure of departures from requested TATs, such that over time this measure is shared proportionally by said airlines.

10. The method of claim 9, wherein said measure of departures from requested TATs is weighted.

11. A Schedule Activated Management System for optimizing aircraft arrivals at congested airports, comprising:

means for obtaining by an Air Traffic Service Provider (ANSP) basic flight information for all flights scheduled to arrive at an airport during a specified operational period, said basic flight information including for each flight a requested Tactical Arrival Time (TAT) and a flexibility measure for said TAT;

means for creating from said basic flight information target TATs for each of said flights;

means for offering said target TATs to airlines controlling said flights;

means for negotiating with said airlines until acceptance of TATs for said flights;

means for issuing said TATs, each TAT for a flight being issued prior to departure of said flight.

12. The system of claim 11, wherein said requested TAT is calculated by combining Ground Process Time (GPT) and flight time, said GPT being a sum of taxi time and historical delay time.

13. The system of claim 11, wherein said basic flight information also includes a wake vortex type.

14. The system of claim 13, wherein said means for creating includes an additional means for creating provisional TATs for long range arriving aircraft, said provisional TATs being recalculated at a predetermined distance from said airport.

15. The system of claim 14 wherein said provisional TATs are allocated so as to produce contiguous TAT blocks assigned to heavy classification wake vortex flights.

16. The system of claim 15, wherein said provisional allocation takes account of expected short haul traffic.

17. The system of claim 11 wherein said specified operational period is a day.

18. The system of claim 11, wherein for each said flight said means for obtaining further comprises one of:

means for receiving said information from an airline, means for using said information previously provided by said airline, and means for generating said information from historical data.

19. The system of claim 11, wherein said negotiation includes a measure of departures from requested TATS, such that over time this measure is shared proportionally by said airlines.

20. The system of claim 19, wherein said measure of departures from requested TATs is weighted.