WO2007048237A1 - System and method for use in air traffic management - Google Patents

Abstract

A system for use in air traffic management that enables users to effect air traffic management operations using graphical user interfaces (GUIs) comprising sets of graphical elements associated with aircraft. Each graphical element in a set of graphical elements that is associated with a given aircraft represents a period of time for performance of an activity relating to the given aircraft. Periods of times represented by a set of graphical elements that is associated with a given aircraft may cover activities performed as part of the given aircraft's turnaround phase, surface movement phase, and/or airborne phase. The GUIs may also comprise other graphical elements associated with aircraft and representing times of occurrence of events that relate to these aircraft. Times of occurrence represented by such other graphical elements that are associated with a given aircraft may cover events that occur as part of the given aircraft's turnaround phase, surface movement phase, and/or airborne phase. The system may comprise a plurality of local airport and air traffic management centers that can communicate with each other and with other remote systems (e.g., airline systems) via a communications network that includes a portion of a data network (e.g., the Internet).

Description

SYSTEM AND METHOD FOR USE IN AIR TRAFFIC MANAGEMENT

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority from U.S. Provisional Patent Application No. 60/730,372 filed on October 27, 2005 and hereby incorporated herein.

FIELD OF THE INVENTION

The present invention generally relates to air traffic management (ATM) and, more particularly, to an ATM system and method for shared planning of aircraft operations that provides common situational awareness and facilitates collaborative decision making for airport operations, flow management, airspace management, and air traffic control.

BACKGROUND

Existing air traffic management (ATM) systems can be divided into three groups that cover an aircraft airborne phase of a flight (from take-off to landing), an airport surface movement phase (taxi-in and taxi-out), and an aircraft ground operations (or turnaround) phase (between in-block and off-block times). The first two phases are subject to national air navigation service provisions and the third one is subject to airport airside operations and in particular to airport slot allocation, stand/gate allocation and aircraft ground handling activities.

Operational methods and systems of the first two phases are based on national regulations and Standards and Recommended Practices (SARPs) issued by the International Civil Aviation Organization (ICAO). They subject to certification and supervision by national and international safety oversight bodies, while those of the third phase are based on best operational practices applied locally or regionally and may differ from country to country. Due to the high complexity and the stringent safety requirements during the airborne phase, the operational procedures and systems of the first phase are highly automated, while those of the other two phases (surface movement and aircraft ground operations) are less likely to be automated, mainly because they require extensive visual control, most of the coordination is done by voice communications and data link is scarcely applied.

Adhering to the safety requirements prescribed by ICAO and aiming to facilitate pilots and controllers solving problems in time critical and often stressful conditions, currently the focus has mainly been put on real-time automated ATM systems for the airborne phase. Very few developments have been made for the ground operations phase. The main drawback of current ATM systems is that the three phases remain isolated from each other, which can lead to inadequate planning of operations, unexpected congestions, delays, and compromised safety levels.

Air traffic congestions are influenced six to seven months prior to operations, at the time when airline schedules are prepared and airport slots start being negotiated. At this time, flight planning is not directly connected to air traffic control and flow management is activated only a few hours before the expected congestion. As a consequence, demand and capacity are not balanced and congestions arise both in the air and on the ground. For commercial reasons, dozens of aircraft are scheduled months in advance to depart at the same time from major airports, and if a small problem arises or there is a need to adjust the planning, it is practically impossible to accommodate any changes not only from a runway, but also from terminal and en-route capacity point of view. To resolve the resulting congestion, flow measures are applied at a tactical level. However, this does not solve the problem, as congestions cascade through the airspace and flight schedules are disrupted beyond the National Airspace System (NAS).

For the last decade, a lot of effort has been devoted in Australia, Europe, and the United States of America to improve flow management systems. For example, the Central Flow Management Unit (CFMU) of EUROC ONTROL applies flow measures (re-routings and departure slots) to protect airspace sectors. However, as the number of flights increases, delays keep rising and no adequate solution has yet been found. International PCT application publications WO0062234 and WO02082407 describe systems applying similar flow measures, but they focus solely on airports, which does not solve en-route congestions and cannot be applied at a global level.

The main reason for inefficient airspace and airport capacity utilization is the lack of smooth flight planning that involves all the phases of air traffic management. Nowadays, this planning is done only for the airborne phase (route profile planning) and in most cases it is disconnected from the surface movement and ground operations phases. Accurate arrival times are known to airports only minutes before landing, ground operations are not transparent, off-block or 'gate' push-back times are inaccurate and therefore surface movement planning is often not done. As a result, runway holding delays are increasing, take-off times become unpredictable and more flow measures are applied both in the air and on the ground. Aviation starts suffering from lack of planning and advanced real-time applications only in the airborne phase cannot compensate anymore.

As the problem has grown exponentially in the past few years, more attention has been paid to the development of airport surface movement systems, such as the Advanced Surface Movement Guidance and Control Systems (A-SMGCS) developed in Europe, systems described in U.S. Patent Application Publication 2004/0225432 and U.S. Patent 5,714,948, and others that aim to optimize aircraft and vehicular surface movement using various surveillance means. Although they all provide accurate information about movements at airports, they usually remain disconnected from the ground handling operations and react only when a movement is detected. Some recent developments like the Real Time Surface Traffic Adviser (described in U.S. Patent 6,278,965) installed at Atlanta airport (USA) and the DARTS system of DELAIR (Germany) installed at Zurich airport provide advanced information about arrival, surface movement and departure events, but they still lack of turnaround and advanced surface movement planning functionality.

Traditionally, aircraft stand/gate allocation and ground handling services are not considered as functions of the air traffic control system. However, they have a strong impact on ATM from a network perspective. For example, a system described by the Japanese Patent Application Publication JP2001167154, the SAIGA system of Hog (France) installed at Paris OrIy and Charles de Gaulle, and Ascent's SmartAirport Operations Center® solution in USA (http://www.ascent.com/) provide functionality to optimize ground operations, but they still work independently at each airport and exchange limited data with local and national air traffic control systems.

Other problems in the area of airport planning process are the airport slot allocation and the "grand-father rights" granting principles, which are used to regulate airport congestions. For each scheduling season, measures are taken to coordinate the allocation of airport slots at congested airports, but for commercial reasons they are not equitably distributed and either airports remain underutilized, or aircraft operators are not equally served. The airport slot granting mechanism is not transparent and the impact of flight schedule modifications at downstream airports is not communicated to upstream airports. Furthermore, the airport slot allocation mechanism does not take into account airspace availability and the balance between demand and capacity is ensured only by applying flow measures at tactical level.

According to ICAO Standards and Recommended Practices (SARPs), aircraft are controlled either by applying distance separations using surveillance data (radar control), or by applying time spacing using position reports (procedural control). The surveillance data is presented to the controllers in three dimensions (azimuth, distance and height), while time spacing is controlled based on events reported by pilots or observed by controllers. For example, at airports, ICAO SARPs require visual contact and air traffic control is therefore procedural. In low visibility conditions, the radar data is the main source of information, but controllers cannot use it for radar control (due to licensing reasons). Although they can see the traffic picture, they still use position reports and apply procedural control. In such conditions flow restrictions are often imposed, even though the airport may still have available capacity.

While applying procedural control, air traffic controllers use paper strips - tapes on which they manually write times, flight levels and other information necessary to ensure flight safety. On these strips, data is typically presented in a tabular form, wherein characters, numbers, and possibly symbols are positioned in columns and rows. The paper strips are inserted into strip holders, which are moved up and down within a vertical column depending on the flight level of the aircraft and its entry point in the airspace. The paper strips are removed from the working position when the aircraft leaves the area of responsibility. With modern computer technology, strip printers are available, handwriting is automated, and strips can be displayed electronically on the screen, which provides additional functionality compared to paper strips. However, the way controllers use electronic strips remains the same. The electronic strips have the same disadvantages: they do not show aircraft 2D position, they do not provide indication about current and planned aircraft speed, they require delays to be calculated mentally, and there are no strips for motionless periods of time (e.g., for aircraft turnaround).

Until now, all the paper or electronic strips have been used only as a tool to plan the aircraft movements some 10-20 minutes ahead. Also, most of the existing planning tools use only events to express movements. Events are not always interdependent and one can occur before, after, or at the same time as another, without showing the impact on the next event or events. Existing air traffic control tools typically plan only the airborne phase of an aircraft movement, but not the taxiing and never the non-movement (turnaround) phase. The reason is that with the current event-based means only the airborne phase is (more or less) accurately predicted. Specifically, when an aircraft is in the air, it cannot stop flying, all the events along the flight route are consecutive, its speed is known, and its position can be predicted. On the ground, however, the planning is uncertain. The aircraft may stop at any time on the surface movement area, and then all the following events can only be planned after it starts moving again. During the turnaround phase, one event can precede or supersede another. If dependencies are ignored and coordination is ineffective, planning becomes impossible. In most of the cases, at airports, times are not always updated and if they are, changes are not always disseminated, which also leads to inefficient planning.

Another current limitation in the planning chain comes from insufficient automation on the apron area. In particular, ground operations are primarily based on voice communications. Only few airports in the world are equipped with mobile devices to exchange messages (e.g., Teklogix Workabout Pro Hand-Held computers in operation at Honk Kong airport and some other alphanumeric devices used at other airports). The lack of feedback from ground handling operations strongly impacts surface movement planning and air traffic control and totally fragments the entire aviation planning process.

Against this background, it is clear that existing ATM systems present several deficiencies and that improvements in ATM systems are needed. SUMMARY OF THE INVENTION

As embodied and broadly described herein, the present invention provides a method for use in air traffic management. The method comprises: obtaining data used for displaying a set of graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and causing display of the set of graphical elements.

The present invention also provides an apparatus for use in air traffic management. The apparatus comprises: a first functional entity for obtaining data used for displaying a set of graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and a second functional entity for causing display of the set of graphical elements.

The present invention further provides a computer-readable storage medium storing program code for execution by a processor to implement a graphical user interface for use in air traffic management. The program code comprises: first program code for obtaining data used for displaying a set of graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and second program code for causing display of the set of graphical elements.

The present invention also provides a computer-readable storage medium storing a database for use in air traffic management. The database comprises data used for displaying a set of graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft.

The present invention further provides a method for use in air traffic management. The method comprises: receiving from a remote system via a data network a request for data used for displaying graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; processing the request in an attempt to identify a data network address associated with a database storing the data; and responsive to identifying a data network address associated with a database storing the data, sending a message conveying the data network address to the remote system via the data network.

The present invention also provides an apparatus for use in air traffic management. The apparatus comprises: a first functional entity for receiving from a remote system via a data network a request for data used for displaying graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and a second functional entity for (1) processing the request in an attempt to identify a data network address associated with a database storing the data, and (2) responsive to an identification of a data network address associated with a database storing the data, sending a message conveying the data network address to the remote system via the data network.

The present invention further provides a method for use in air traffic management. The method comprises: wirelessly receiving a first message at a wireless device, the first message conveying a destination address and data used for displaying graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; processing the first message to determine whether the destination address is associated with the wireless device; responsive to a determination that the destination address is associated with the wireless device, storing at the wireless device the data used for displaying graphical elements associated with an aircraft so as to enable displaying of the graphical elements on a display of the wireless device; and responsive to a determination that the destination address is not associated with the wireless device, wirelessly transmitting a second message towards at least one other wireless device, the second message conveying the destination address and the data used for displaying graphical elements associated with an aircraft.

The present invention also provides a wireless device for use in air traffic management. The wireless device comprises: an interface for wirelessly receiving a first message, the first message conveying a destination address and data used for displaying graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and a processing apparatus for: (1) processing the first message to determine whether the destination address is associated with the wireless device; (2) responsive to a determination that the destination address is associated with the wireless device, causing storage at the wireless device of the data used for displaying graphical elements associated with an aircraft so as to enable displaying of the graphical elements on a display of the wireless device; and (3) responsive to a determination that the destination address is not associated with the wireless device, causing the wireless device to wirelessly transmit a second message towards at least one other wireless device, the second message conveying the destination address and the data used for displaying graphical elements associated with an aircraft.

These and other aspects and features of the invention will now become apparent to those of ordinary skill in the art upon review of the following description of specific embodiments of the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

A detailed description of embodiments of the invention is provided herein below, by way of example only, with reference to the accompanying drawings in which:

Figure 1 shows a global airport and air traffic management system (GAATMS) in accordance with an embodiment of the present invention;

Figure 2 shows an embodiment of a local airport and air traffic management center (LAATMC) of the GAATMS shown in Figure 1 ;

Figure 3 shows example of contents of a first database and a second database of the LAATMC shown in Figure 2, the second database including data regarding graphical elements representing (1) periods of times for performance of activities and (2) times of occurrence of events that relate to aircraft;

Figure 4 shows an example of an airport slot element; Figure 5 shows how an airport slot element such as the one shown in Figure 4 can be adjusted;

Figure 6A shows an example of a set of ramp elements, and Figure 6B shows sub-elements of the ramp elements;

Figure 7 shows how the set of ramp elements of Figures 6A and 6B can be adjusted;

Figure 8A shows an example of a set of taxi-out elements, and Figure 8B shows sub- elements of the taxi-out elements;

Figure 9 shows how the set of taxi-out elements of Figures 8 A and 8B can be adjusted;

Figure 1OA shows an example of a set of flight elements, and Figure 1OB shows sub- elements of the flight elements;

Figure 11 shows how the set of flight elements of Figures 1OA and 1OB can be adjusted;

Figure 12A shows an example of a set of taxi-in elements, and Figure 12B shows sub- elements of the taxi-in elements;

Figure 13 shows how the set of taxi-in elements of Figures 12A and 12B can be adjusted;

Figure 14 shows a set of taxi-in elements, a set of ramp elements, an airport slot element, and a set of taxi-out elements;

Figure 15 shows a number of graphical elements linked to each other in a chain of consecutive aircraft activities;

Figure 16 shows a network of wireless devices of the LAATMC shown in Figure 2;

Figure 17 shows examples of graphical user interfaces implemented by the wireless devices of the LAATMC shown in Figure 2; Figure 18 shows an example of a graphical user interface for an airline scheduler;

Figure 19 shows an example of a graphical user interface for an airport slot coordinator;

Figure 20 shows an example of a graphical user interface enabling estimation of runway traffic load for a given period;

Figure 21 shows an example of a graphical user interface enabling estimation of airspace traffic load for a given period;

Figure 22 shows an example of a graphical user interface enabling management of airport airside resources for a given period;

Figure 23 shows an example of a graphical user interface enabling application of procedural control of arrival and departure traffic;

Figure 24 shows an example of a graphical user interface displaying (1) graphical elements associated to aircraft and (2) radar screen graphics;

Figure 25 shows an example of a graphical user interface enabling look-ahead future simulations; and

Figure 26 shows tables describing graphical elements shown in the examples of Figures 4, 6A, 6B, 8A, 8B, 1OA, 1OB, 12A and 12B.

It is to be expressly understood that the description and drawings are only for the purpose of illustration of certain embodiments of the invention and are an aid for understanding. They are not intended to be a definition of the limits of the invention.

DETAILED DESCRIPTION OF EMBODIMENTS With reference to Figure 1, there is shown an architecture for air traffic management in accordance with an embodiment of the present invention. The architecture, which is hereinafter referred to as a "global airport and air traffic management system", comprises a plurality of local airport and air traffic management centers (LAATMCs) 103_I-103_N that can communicate with each other and with other remote systems 104]-104_R (e.g., airline systems) via a communications network 100 that includes a portion of a data network (e.g., the Internet).

In this embodiment, each of the LAATMCs 103 _!-103_N is associated with an area corresponding to a Flight Information Region (FIR) that comprises an en-route airspace and one or more Terminal Maneuvering Areas (TMAs) which include one or more airports and associated airspace. As shown in Figure 2, in this example of implementation, a LAATMC 103_n (l ≤ n < N) comprises an information management system 200 coupled to a plurality of computers 210_!-21 O_M adapted to be used by various users such as air traffic controllers, airport airside personnel members, strategic resource planners, etc.. Each computer 210_m (1 < m < M) comprises a display and possibly one or more other output devices (e.g., a speaker) as well as one or more input devices (e.g., a keyboard, a mouse, a stylus, a touchscreen, a microphone, etc.). Each computer 210_m also comprises a processing apparatus, which includes suitable software, hardware or a combination thereof for implementing a plurality of functional entities. Some of these functional entities enable applications for interaction of a user with the computer 210_m and for interaction of the computer 210_m with the information management system 200.

The information management system 200 is also coupled to a wireless messaging server 208 so as to enable exchange of messages with a plurality of wireless devices 209_I-209_Q adapted to be used by various users at the one or more airports associated with the LAATMC 103_n. Each wireless device 209_q (1 ≤ q < Q) comprises a display and possibly one or more other output devices (e.g., a speaker) as well as one or more input devices (e.g., a keyboard, a stylus, a touch-screen, a microphone, etc.). Each wireless device 209_q also comprises a processing apparatus, which includes suitable software, hardware or a combination thereof for implementing a plurality of functional entities. Some of these functional entities enable applications for interaction of a user with the wireless device 209_q> for interaction of the wireless device 209_q with the information management system 200, and for interaction of the wireless device 209_q with other ones of the wireless devices 209_I-209_Q.

The information management system 200 is further coupled to a data fusion server 206 that is operative to obtain aircraft position information from various devices 207, such as multi- lateration sensors, automatic dependant surveillance equipment, en-route, terminal and surface movement radars, induction loops etc., format this information, and provide it to the information management system 200, the computers 210_I-210_M, and the wireless devices 209,-209_Q.

The information management system 200 is also connected to one or more global aeronautical networks (e.g., AFTN, SITA/ARINC) via a gateway server 204 in order to enable exchange of messages with systems (e.g., legacy systems) via these networks (e.g., messages as described in ICAO Annex 10 and SITA/ARINC Manuals).

The information management system 200 is further coupled to a proxy server 205 that enables communication between the LAATMC 103_n, other ones of the LAATMCs 103₁- 103_N, and the other remote systems 104]-104_R (e.g., airline systems) over the communications network 100.

In this embodiment, the information management system 200 comprises a first database 202, a second database 203, and a processing apparatus 201.

Figure 3 illustrates an example of contents of the first database 202. In this example, the first database 202 includes information about segments of flight routes, taxi routes, and aircraft stands. The first database 202 also includes other aeronautical information that describes airport areas and sectors of the airspace associated with the LAATMC 103_n. For each segment, the first database 202 includes traveling times for different aircraft types, operational conditions, and modes of operations. For each airport area and airspace sector, the first database 202 includes operational constraints such as opening hours, maintenance periods, capacity numbers, speed limits, flight level restrictions, and other aeronautical information required to carry out safe operations. Part or all of this information may be obtained from the Aeronautical Information Publication (AIP) of the state in which is located the LAATMC 103_n or may be calculated in advance and further refined through statistical data derived from the information management system 200 itself.

Figure 3 also illustrates an example of contents of the second database 203. In this embodiment, the second database 203 includes data used for displaying graphical elements representing (1) periods of time for performance of activities and (2) times of occurrence of events that relate to aircraft which have been, are, or are expected to be in the area associated with the LAATMC 103_n. Examples of these graphical elements, which are described later on, are shown in Figures 4, 6 A, 6B, 8 A, 8B, 1OA, 1OB, 12 A, 12B, 14 and 15.

As further discussed below, the graphical elements are displayable on displays of the computers 210]-210_M, of the wireless devices 209_!-209_Q, and of the other remote systems 104_I-104_R (e.g., airline systems). They can be viewed and modified by users of the computers 210_!-21O_M, the wireless devices 209_!-209_Q, and the other remote systems 104i- 104_R and/or by the information management system 200 itself (e.g., based on information obtained from the data fusion server 206) so as to provide common situational awareness to these users in a collaborative decision environment.

More specifically, the second database 203 includes data used for displaying first graphical elements that represent periods of time for performance of activities relating to aircraft which have been, are, or are expected to be in the area associated with the LAATMC 103_n. These first graphical elements are hereinafter referred to as "period-representing graphical elements". Each period-representing graphical element represents a period of time for performance of an activity relating to a given aircraft. The activity may be performed by the given aircraft itself (e.g., taxiing, flying) or in relation to the given aircraft without being performed by the given aircraft itself (e.g., aircraft ground handling). The activity may be performed as part of the given aircraft's turnaround phase, surface movement phase, or airborne phase.

An activity relating to the given aircraft that is performed as part of its turnaround phase may be: disembarking of passengers from the given aircraft; off-loading of baggage and/or other cargo from the given aircraft; cleaning of, refueling of, and/or performance of another maintenance activity on the given aircraft; embarking of passengers on the given aircraft; loading of baggage and/or other cargo on the given aircraft; on-stand de-icing of the given aircraft; or any other activity that may be performed by the given aircraft or in relation to the given aircraft during its turnaround phase.

An activity relating to the given aircraft that is performed as part of its surface movement phase may be: deceleration after touch down and runway vacation of the given aircraft; taxiing-in of the given aircraft from an arrival runway to an aircraft stand; pushing- back/towing of the given aircraft from the aircraft stand to the taxiway system; taxiing-out of the given aircraft to a departure runway; remote de-icing of the given aircraft (e.g., at a de- icing pad between an aircraft stand and a departure runway); running up of the given aircraft's engine(s) at a designated location on the surface movement area; lining up of the given aircraft and acceleration on the departure runway; or any other activity that may be performed by the given aircraft or in relation to the given aircraft during its surface movement phase.

An activity relating to the given aircraft that is performed as part of its airborne phase may be: take off of the given aircraft from a departure runway and climbing (e.g., following its standard departure route (SID)); flight of the given aircraft on segments of its flight route; flight of the given aircraft in a TMA holding area; descent of the given aircraft on the approach path (e.g., following its standard arrival route (STAR)) and touching down; or any other activity that may be performed by the given aircraft during its airborne phase.

Each period-representing graphical element has a first dimension that is related to and indicative of the period of time represented by that graphical element. For example, each period-representing graphical element may have a length that is proportional to the period of time represented by that graphical element.

Each period-representing graphical element may also have a second dimension that is indicative of whether the period of time represented by that graphical element is associated with movement of the given aircraft. That is, the second dimension of each period- representing graphical element may indicate that the period of time represented by that graphical element is associated with movement of the given aircraft (e.g., pushing-back, taxiing, taking-off, flying, etc.) or is not associated with movement of the given aircraft (e.g., aircraft ground handling, starting up, taxiway/runway holding, waiting for wake turbulence separation with another aircraft, etc). When the period of time represented by a particular period-representing graphical element is not associated with movement of the given aircraft, the second dimension of that particular graphical element may indicate that the given aircraft's one or more engines are running but the given aircraft is not moving (e.g., during starting up, taxiway/runway holding, etc.). For example, each period-representing graphical element may have a height that is indicative of whether the period of time represented by that graphical element is associated with movement of the given aircraft. A first magnitude (value) of the height (e.g., a maximum height) may indicate that the period of time represented by a particular period-representing graphical element is associated with movement of the given aircraft, a second magnitude of the height (e.g., a middle height) may indicate that the given aircraft's one or more engines are running but the given aircraft is not moving, and a third magnitude of the height (e.g., a minimum height) may indicate that the period of time represented by that particular graphical element is not associated with movement of the given aircraft.

Each period-representing graphical element representing a period of time that is associated with movement of the given aircraft may also include an indication of speed of the given aircraft during that period of time. For example, the indication of speed of the given aircraft may be a line indicating a variation of speed of the given aircraft during the period of time for the activity relating to the given aircraft. The line may be discontinuous (e.g., dotted) when the speed that it indicates is an expected speed of the given aircraft and may be continuous when the speed that it indicates is an actual speed of the given aircraft (e.g., based on information obtained from the data fusion server 206).

Each period-representing graphical element may also be associated with alphanumeric information regarding the period of time that it represents. For example, the alphanumeric information may be indicative of the given aircraft's identify (e.g., callsign or registration), the given aircraft's type, the taxi route, the runway in use, the flight route, the waypoints and times over the waypoints, the flight level, the speed, or any other information that may be pertinent to the period of time for the activity relating to the given aircraft. In certain cases, each period-representing graphical element may comprise a plurality of graphical sub-elements, where each graphical sub-element represents a portion of the period of time for the activity relating to the given aircraft that is represented by that graphical element. For example, each period-representing graphical element may comprise: a first graphical sub-element representing a minimum period of time for the activity relating to the given aircraft that is represented by that graphical element; a second graphical sub-element representing a buffer period of time which is adjustable by a user to refine the period of time represented by that graphical element when the activity relating to the given aircraft is expected to take more than the minimum period of time; a third graphical sub-element representing an estimated delay period of time for the activity relating to the given aircraft that is represented by that graphical element; and a fourth graphical sub-element representing an actual delay period of time for the activity relating to the given aircraft that is represented by that graphical element. Each graphical sub-element of each period-representing graphical element may normally not be displayed on a display and can be selectively displayed on the display based on user input or can be displayed automatically in some situations (e.g., when an actual delay is detected).

The periods of time represented by the period-representing graphical elements associated with the given aircraft are linked to each other, i.e., they are interdependent. Specifically, a modification (i.e., augmentation or reduction) or movement (i.e., relative to a temporal reference frame) of a particular one of the periods of time will normally affect subsequent ones of the periods of time (and possibly prior ones of the periods of time). To reflect this, the period-representing graphical elements associated with the given aircraft may themselves be graphically linked to each other.

As shown in the examples of Figures 4, 6 A, 8 A, 1OA, 12 A, 14 and 15, in this embodiment, each period-representing graphical element is substantially rectangular with a length that is proportional to the period of time represented by that graphical element and with a height that is indicative of whether the period of time represented by that graphical element is associated with movement of the given aircraft. In other embodiments, each period- representing graphical element may have any other desired configuration (e.g., polygonal, curved, etc.) and different ones of the period-representing graphical elements may have similar or different configurations. Also, certain period-representing graphical elements representing periods of time that are associated with movement of the given aircraft include a speed-indicator line indicating a variation of speed of the given aircraft during these periods of time. Certain period-representing graphical elements are also associated with alphanumeric information regarding the periods of time that they represent. For their part, Figures 6B, 8B, 1OB and 12B respectively illustrate the examples of Figures 6 A, 8 A, 1OA and 12A with certain graphical sub-elements of certain one of the period-representing graphical elements being shown.

Continuing with Figure 3, the second database 203 also includes data used for displaying second graphical elements that represent times of occurrence of events relating to aircraft which have been, are, or are expected to be in the airport area associated with the LAATMC 103_n. These second graphical elements are hereinafter referred to as "time-representing graphical elements". Each time-representing graphical element represents a time of occurrence of an event relating to a given aircraft, i.e., a time (an instant) at which the event is expected to occur, occurs, or has occurred. The event may occur as part of the given aircraft's turnaround phase, surface movement phase, or airborne phase.

An event relating to the given aircraft that occurs as part of its turnaround phase may be: a last passenger checked in; a last baggage checked in; a last passenger boarded; an ATC clearance request; a start-up/push-back clearance request; an aircraft door closed; or any other event that may occur as part of the given aircraft's turnaround phase and could be pertinent to efficient conduct of ground handling operations.

An event relating to the given aircraft that occurs as part of its surface movement phase may be: a taxi -out clearance request; an instruction to stop/start taxiing; a line-up clearance request; a take-off clearance request; any clearance associated to a pilot's request; or any other event that may occur as part of the given aircraft's surface movement phase and could be pertinent to safe and expeditious surface movement of the given aircraft.

An event relating to the given aircraft that occurs as part of its airborne phase may be: a climb request; a descent request; a holding request; a landing request; a go-round request; any clearance associated to a pilot's request; instructions for change of aircraft speed and heading; or any other event that may occur as part of the given aircraft's airborne phase and could be pertinent to safe and expeditious flight of the given aircraft.

Each time-representing graphical element may also be associated with alphanumeric information regarding the time of occurrence of the event relating to the given aircraft that it represents. For example, the alphanumeric information may be the actual time (e.g., hour and minute) represented by the time-representing graphical element.

As shown in the examples of Figures 6 A, 8 A, 1OA, 12 A, 14 and 15, in this embodiment, each time-representing graphical element is substantially triangular, diamond-shaped, or shaped as two overlapping ellipses. In other embodiments, each time-representing graphical element may have any other desired configuration (e.g., polygonal, curved, etc.) and different ones of the time-representing graphical elements may have similar or different configurations.

In this embodiment, the data used for displaying graphical elements that is included in the second database 203 is structured as objects. More particularly, the data used for displaying each graphical element is structured as an object that comprises data elements (attributes) and methods (functions) that act on these data elements. In other embodiments, other data structures may be used for the second database 203.

With continued reference to Figure 2, the processing apparatus 201 comprises suitable software, hardware or a combination thereof for implementing a plurality of functional entities. Some of these functional entities enable applications for interaction of the information management system 200 with the computers 210_!-21O_M, the wireless devices 209_I-209Q (via the wireless messaging server 208), other ones of the LAATMCs 10O₁-IOO_N (via the communications network 100), the other remote systems 104]-104_R (via the communications network 100), the data fusion server 206, and the gateway server 204.

In particular, the processing apparatus 201 is operative to manage access to the first database 202 and the second database 203 and to process data included or to be included therein. Specifically, the processing apparatus 201 is operative to interact with processing apparatus of the computers 21Oi -210_M, the wireless devices 209_I-209_Q, and the other remote systems 104_!-104_R (e.g., airline systems) in order to enable users thereof to use the above-described graphical elements for air traffic management purposes. More specifically, interaction between the processing apparatus 201 and the processing apparatus of the computers 21O₁- 210_M, the wireless devices 209_!-209_Q, and the other remote systems 104I-104R provides on displays thereof graphical user interfaces (GUIs) that enable users to view, modify (e.g., move, resize, edit, etc.), create, and delete the graphical elements (by inputting certain commands, queries, or responses) in order to effect air traffic management operations. Examples of such GUIs are shown in Figures 17 to 25.

As shown in these examples, the above-described graphical elements can be displayed in different manners in different GUIs depending on user needs. For instance, in some GUIs, sets of graphical elements linked to one another are arranged in respective rows, where each set of graphical elements is associated to a given aircraft, as shown in the examples of Figures 18 and 20 to 23. In other GUIs, such as those used by airport slot coordinators, graphical elements may be sorted by aircraft stand, as in the example of Figure 19. In yet other GUIs, graphical elements may be sorted by flight level, as in the example of Figure 25.

Each GUI provides a temporal reference frame relative to which the graphical elements displayed in that GUI move as time elapses. In this embodiment, the temporal frame of reference comprises a time axis that is graduated and scalable. It will be recognized that the time axis may take on many forms. The temporal reference frame also provides an indication of current time relative to which are positioned the graphical elements displayed in the GUI. For instance, the indication of current time may be a line that intersects the time axis at the current time and separates past (e.g., left side of the line) from future (e.g., right side of the line). Each GUI may also provide various fields, selectable buttons, menus, etc., that may be used by a user to view, modify, create, and delete graphical elements as described above.

For illustrative purposes, an example of a set of graphical elements associated with a given aircraft in a surface movement phase is now described in greater detail with reference to Figures 8A, 8B and 9.

The set of graphical elements, which is denoted 800, represents the movement of an aircraft from its stand to a departure runway. It starts with a triangle representing the time at which the push-back clearance request 801 is expected to be issued. This triangle is positioned usually two or three minutes before the estimated off-block time 802 to allow for pilot reaction time. When a controller double clicks on it (Figure 9), the triangle becomes darker and moves automatically on the current time.

Between that triangle and the actual off-block time 802 there may be an estimated off-block delay 812 created by the controller to adapt the stand departure sequence and optimize the surface movement. After that, an actual off-block delay 813 may appear (e.g., in red color) if the aircraft does not start moving on time.

The surface movement begins with the actual off-block time 802 and finishes with the actual take-off time 810. The first graphical element may represent the period of time when the aircraft is pushing back - if there is no tow-truck and the aircraft is moving on its own power, the push-back period is omitted, otherwise it is represented by a high rectangle containing a minimum push-back period 814, followed by a push-back buffer 830. The minimum push- back period 814 depends on the length of the stand taxilane, the aircraft mass, and the type of truck used to push it back (lift-up or towing). The push-back buffer 830 is a time value collected statistically and depends on weather conditions. The start-up part is represented by a medium-height rectangle including a minimum start-up period 815 followed by an estimated start-up buffer 816, an estimated taxi-out delay 817 and an actual taxi-out delay 831. The minimum start-up period 815 depends on the number of aircraft engines and the airline start-up policy (e.g., start-up only one engine on the apron and the other three on the taxiway). The estimated taxi-out delay 817 is a period of time subjectively defined by the air traffic controller, aiming to optimize the traffic and ensure safety on the surface movement area. The actual taxi-out delay 831 is due to any reason that can delay the start of taxiing (e.g. late pilot's reaction, tow-truck or aircraft technical problem, etc.).

The period of time when the aircraft is moving on the airport taxiway system is represented by a series of high rectangles representing minimum taxiing periods on each taxiway segment, followed by estimated taxiway segment buffers. The chain of rectangles may be interrupted by one or several medium-height rectangles representing one or more estimated taxi-out delays 817, one or more actual taxi-out delays 831, one estimated runway holding area delay 821 or one actual runway holding area delay 822. The minimum taxiway segment periods 832 depend on the aircraft type (e.g., heavy, light), the form of the taxi route (straight or curved line) and the taxiway pavement category (can be found in the first database 202). The length of the estimated taxiway segment buffers 818 vary depending on the weather conditions (e.g., snow, low visibility, etc.). The estimated taxi-out delays 817 and the estimated runway holding area delay 821 are subjectively defined by the Tower controller to ensure safe and expeditious surface movement. The actual taxi-out delay 831 and the runway holding area delay 822 are due to technical reasons or pilots' decisions.

After the aircraft is cleared to line-up, it will continue moving on a taxi line that joins the taxiway system to the departure runway. This period is represented by the minimum line-up period 823 followed by an estimated line-up buffer 824.

The air traffic controller may decide to hold the aircraft on the runway (for safety reasons) before it starts accelerating for take-off. This period is represented by an estimated take-off delay 825, and can be followed by an actual take-off delay 826 (if the pilot holds the aircraft longer than cleared). Then follows an estimated roll-out period 827 represented as a rectangle higher than the others to indicate that the speed is increasing. After the estimated take-off time 810, an estimated wake turbulence period 828 may appear to warn the controller about the required separation with another departing or arriving aircraft. A time- representing graphical element may appear underneath the main chain of the set of elements 800 indicating the calculated take-off time 808 (provided for the CFMU) for the given aircraft.

The set of graphical elements 800 is designed to be displayed on a computer screen and move on it as the time elapses. The area it is displayed on is graduated and moves together with other graphical elements. For example, if the flight has an ATFM slot for 10:15, it will appear on the screen in such a way as its calculated take-off time 808 is positioned at 10:15 (see Figure 8A) and if the total duration calculated for that set of graphical elements is equal to 10 minutes, the estimated off-block time 802 will be positioned at 10:05.

The set of graphical elements 800 can be adjusted with a mouse or a stylus (for tactile displays) by adjusting its graphical elements on the screen, following certain rules shown on Figure 9. A graphical element can be moved ahead only when it is positioned completely in the future. If its beginning has already crossed the current time, the length can still be adjusted (extended or shrunk) only by changing the size of its buffer. While adjusting it, all the other graphical elements located on its right side will move accordingly, without changing their size. This functionality is used to allow for traffic adjustments at any time of the planning or execution process. For example, if a controller wants to delay the push-back time of an aircraft (case A on Figure 9), he will move ahead the minimum push-back period 814, which will cause the appearance of an estimated off-block delay 812 just in front of the beginning of the minimum push-back period 814. All the subsequent elements will also move ahead, except for the ATFM slot tolerance 833 element, which position depends only on the calculated take-off time 808 issued by the CFMU.

The following example describes how an actual off-block delay 813 is created. As the time elapses, the beginning of the minimum push-back period 814 reaches the current time. If at that moment the aircraft does not start pushing back, the left edge of the minimum push-back period 814 will stop at the current time and all the following elements will also stop moving (see also second row of Figure 23). The graduated time line 2301 on the upper side of this screen will continue moving to the left together with the other graphical elements. Then a red-color small-height rectangle will appear in front of the minimum push-back period 814, indicating the beginning of an actual off-block delay 813. This rectangle will keep on growing until the controller double-clicks on the minimum push-back period 814 telling the system that the aircraft has just started moving. After double-clicking, the color of the minimum push-back period 814 will become darker and it will start moving across the current time, followed by the other graphical elements. The actual off-block delay 813 will stop growing and will start moving in front of the minimum push-back period 814.

If the left edge of the minimum push-back period 814 has not reached the current time yet, but the aircraft has already started pushing back, the controller will double-click on the minimum push-back period 814 telling the system that the aircraft has just started moving. At this moment, the left edge of the minimum push-back period 814 will automatically jump at the current time, reducing or totally collapsing the estimated off-block delay 812. After double-clicking, the color of the minimum push-back period 814 will become darker and it will start moving across the current time followed by the other graphical elements. If the controller wants to postpone the taxi-out of an aircraft (case B on Figure 9), he/she will move ahead the minimum taxiway segment period 832i. All the following graphical elements will also move ahead and a medium-height rectangle representing an estimated taxi -out delay 734 will appear in front of the minimum taxiway segment period 832). As the time elapses, the left edge of the minimum taxiway segment period 832) will reach the line of the current time. If at that moment the aircraft does not start taxiing, this graphical element will stop at the line of the current time. All the graphical elements following that graphical element will also stop moving, while the graduated time area will continue progressing to the left together with the other graphical elements. Then, a red-color medium- height rectangle will appear in front of the minimum taxiway segment period 832i indicating the beginning of an actual taxi-out delay 831. This rectangle will keep on growing until the controller double-clicks on the minimum taxiway segment period 832 _\ telling the system that the aircraft has just started taxiing. After the double-click, the color of all the minimum taxiway segment periods 832^_N will become darker up to the minimum line-up period 823 and the entire set of graphical elements will start moving again to the left.

If the left edge of the minimum taxiway segment period 832 _\ has not reached the current time yet, but the aircraft has already started taxiing, the controller will double-click on that element telling the system that the aircraft has just started taxiing. Then its left edge will automatically jump at the current time, reducing or totally collapsing the estimated taxi-out delay 817. After the double-click, the color of all the minimum taxiway segment periods 832J-N will become darker up to the minimum line-up period 823 and the entire set of graphical elements will start moving again to the left.

If a controller decides to postpone the estimated take-off time 810 after the aircraft has started taxiing, he/she will tell the pilot to slow down and will move ahead the appropriate graphical element (e.g. minimum taxiway segment period 832_n) to the right (case C in Figure 9). By doing that, all the estimated taxiway segment buffers 818i to 818_n-i preceding that graphical element will extend. While moving ahead the minimum taxiway segment period 832_n, all the following graphical elements will also move ahead until the estimated take-off time 810 reaches the desired position on the screen. There is a limit beyond which the taxiway segment buffers 818i to 818_n-1 could not be extended anymore, as the taxi-out speed indicator 805 will start nearing to zero. Then, if the controller continues extending the minimum taxiway segment period 832_n (case D on FIG 9), an estimated taxiway holding delay 819 will appear just before the minimum taxiway segment period 832_n.

If the controller wants to hold the aircraft at the runway stopbar, he will move the minimum line-up period 823 to the right (case E in Figure 9) and all the following graphical elements will also move ahead. A medium-height rectangle representing an estimated runway holding area delay 821 will appear in front of the minimum line-up period 823. Also a time- representing graphical element, namely an estimated line-up request 807, will automatically appear just before the minimum line-up period 823.

As the time elapses, the left edge of the minimum line-up period 823 will reach the current time. If at that moment the aircraft does not start lining-up, the minimum line-up period 823 will stop at the line of the current time. All the following graphical elements will also stop moving, while the graduated time area will continue progressing to the left together with the other graphical elements. At that moment a red-color medium-height rectangle will appear in front of the minimum line-up period 823 indicating the beginning of an actual runway holding area delay 822. The length of this rectangle will keep on growing until the controller double-clicks on the minimum line-up period 823, telling the system that the aircraft has just started lining up. Then the color of that sub-element will become darker and will also start moving to the left together with the entire set of graphical elements 800.

If the left edge of the minimum line-up period 823 has not reached the current time yet, but the aircraft has already started lining up, the controller will double-click on the minimum line-up period 823 and the left edge of that element will automatically move to the current time reducing or totally collapsing the estimated runway holding area delay 821. The color of the minimum line-up period 823 will become darker and it will start moving across the current time together with all the following graphical elements.

If finally a controller wants to hold the aircraft at the runway, he will move the estimated roll-out period 827 to the right (case F in Figure 9) and the estimated wake turbulence period 828 will also move ahead. Then a time-representing graphical element, namely an estimated take-off request 809, will automatically appear just before the minimum estimated roll-out period 827. As the time elapses, the left edge of the estimated roll-out period 827 will reach the current time. If at that moment the aircraft does not start rolling out, the left edge of the estimated roll-out period 827 will stop at the current time. The following wake turbulence period 828 will also stop moving, while the graduated time area will continue progressing to the left together with the other graphical elements. At that moment a red-color medium-height rectangle will appear in front of the estimated roll-out period 827 indicating the beginning of an actual take-off delay 826. This rectangle will keep on growing until the controller doubleclicks on the estimated roll-out period 827, telling the system that the aircraft has just started rolling out. Then the color of the estimated roll-out period 827 will become darker and the entire set of graphical elements will continue moving to the left.

If the left edge of the estimated roll-out period 827 has not reached the current time yet, but the aircraft has started accelerating, the controller will double-click on that element, telling the system that the aircraft has just started accelerating. Then the left edge of the estimated roll-out period 827 will automatically jump on the current time reducing or totally collapsing the actual take-off delay 825. The color of the estimated roll-out period 827 will become darker and the set of graphical elements will start moving again to the left.

All along the taxi-out movement period, starting from the left edge of the minimum taxiway segment period 832₁, a dotted speed-progress line 805 appears on the taxi-out element, showing the planned and actual speed of the aircraft. This line goes up and remains almost horizontal until the aircraft approaches the stopbar. If the aircraft does not slow down at the stop bar, the dotted line remains horizontal until the aircraft starts accelerating, and then it goes further up until the end of the estimated roll-out period 827. The left part of the speed- progress line becomes continuous when it crosses the current time, showing the actual speed of the aircraft based on automatic position reports received from the surveillance devices 207 through the data fusion server 206. When the aircraft speeds up or slows down, the line also goes up and down within the rectangle's height. The total duration of an aircraft taxi-out movement period is closely linked with the height of the line - when the total length shrinks, the line goes up (the higher the speed, the shorter the time is) and when it gets longer, the line goes down (the lower the speed, the longer the time is). Figures 4, 5, 6, 6A, 6B, 7, 1OA, 1OB, 11, 12A, 12B and 13 show other examples of graphical elements and methods for their adjustment. They will not be described in detail, but Figure 26 provides a description of the periods of times for performance of activities and the times of occurrence of events represented by these graphical elements.

It will be appreciated that the above-described graphical elements provide several benefits. An important advantage of using such graphical elements for scheduling and other purposes is that they allow representation of periods of times. Periods of time can be linked to each other and form a chain of consecutive periods that are interdependent. Such a chain allows for predicting the future as the update of a period of time impacts the following period of time, which automatically predicts the position of the next period of time and defines all the future events. By using the graphical elements, planning becomes uninterrupted and events become predictable. Each aircraft movement includes a series of flying periods, taxi-in, turnaround and taxi-out periods, and then again another series of movement and non- movement periods until the last planned event. If a period changes, it impacts all the following periods and the new periods and events are immediately recalculated.

In addition, by using the graphical elements, controllers and other users do not need to do mental calculations anymore as all periods of time and times are automatically calculated and shown in a cognitive way. Users read the data only with one glance, which reduces their head-down time and permits concentrating on other priorities. Also, they may not need to constantly update periods of time and times as this may be done automatically by the surveillance devices 207 through the information management system 200, for instance, based on information obtained from the data fusion server 206. Also, as further described later on with reference to Figure 25, it becomes possible for users to do what-if simulations and plan the future, which is not readily possible using other existing means.

Furthermore, an important factor to control moving targets and predict traffic situations is to know the amount of delays, the place where they are likely to occur, and where they have really occurred. The period-representing graphical elements described above not only show estimated delays, but they also provide information about the place (airways, taxiways or aircraft stands) where they are planned to occur and where they have really occurred. Another important factor to control a moving target is to know its speed-tendency in order to estimate the remaining traveling time. Most of the period-representing graphical elements described above (except those that do not represent periods of time that are associated with movements of aircraft) not only provide users with a speed-indicator that shows the past, current and planned speed on each traveling segment, but also recalculate the traveling times over the remaining part of the route and re-plan all the following periods until the last event.

Moreover, when updating graphical elements, the information management system 200 may perform not only time-based, but also distance-based calculations. More particularly, with additional reference to Figures 24 and 25, the information management system 200 may convert graphical elements into trajectories and trajectories back to graphical elements. For example, in case of failure of a main radar picture conveying radar graphical information, this allows not only for quick reconstitution of radar tracks, but it also simulates aircraft movements as previously planned. This gives controllers sufficient time to de-conflict the traffic situation and safely move to procedural control using the available GUI. After resuming the main radar picture, both the radar positions and the GUI are instantly updated without any safety concern.

Also, the data regarding graphical elements that is included in the second database 203 enables generation and presentation in the GUIs of statistical and performance analysis reports on resource planning, flight scheduling, slot coordination, flow management, airspace management, delay analysis, capacity calculation, environmental protection, incident and accident investigations, cost-benefit analysis, simulations and training, etc. This is shown in the examples of Figures 18 to 23, where an area at the bottom of each GUI presents statistical or performance-related information.

With reference now to Figure 3, creation of the graphical elements may be effected as follows. As mentioned above, the graphical elements represent periods of time for performance of activities relating to aircraft and times of occurrence of events relating to these aircraft. As each activity is associated with a segment of a route, its duration can be found in the first database 202 against the corresponding route segment. For example, against a segment of a route corresponding to an aircraft stand, all the necessary data related to the turnaround phase can be found for each specific aircraft. The first database 202 may be consulted using a query that contains the stand number, the aircraft type, and other operational parameters that can further define the duration of the turnaround activity (e.g. number of passengers and connecting times, amount of baggage/cargo, etc.). The first database 202 will then provide all the durations associated with the specific aircraft turnaround activity on the given stand (required to create the period-representing graphical sub-elements) and all the data necessary to create the time-representing graphical elements (e.g. data required to define the position of an ATC clearance request 606 or a push-back clearance request 607).

Similar logic applies for the movement of an aircraft on a given segment of a route. The duration of each movement can be found in the first database 202 against the corresponding segment number. The first database 202 may be consulted using a query that contains the specific segment number, the aircraft type, the flight level, and other operational parameters that can better define the duration of the aircraft movement (e.g. wind direction, temperature, etc.). The first database 202 will then provide the minimum required period of time to travel on that specific segment and a buffer (an additional period of time) required for the given segment of the route. It will also provide all the data necessary to create the time- representing graphical elements such as clearances to change frequency, position of the symbols for initial or final approach fixes (IAF, FAF), etc.

Thus, referring to Figures 2 and 3, using an application implemented by a given computer 210_1n, wireless device 209_q, or other remote system 104_r (e.g., airline system), a user can cause the given computer 210_m, wireless device 209_q, or other remote system 104_r to interact with the processing apparatus 201 of the information management system 200 so as to create data (in this embodiment, objects) used to display graphical elements for inclusion in the second database 203. More specifically, in a first step, the given computer 210_m, wireless device 209_q, or other remote system 104_r queries the first database 202 using route segments contained in the route (e.g., in field 15 of an ICAO flight plan). In a second step, all the periods of time and operational constraints corresponding to that route are extracted from the first database 202 and provided to the given computer 210_m, wireless device 209_q, or other remote system 104_r. In a third step, data (in this embodiment, objects) used for displaying graphical elements corresponding to different graphical elements along the aircraft route is created by the given computer 210_m, wireless device 209_q, or other remote system 104_r and provided to the second database 203.

Reverting back now to Figure 1, it is recalled that the LAATMCs 103_I-103_N can communicate with each other and with the other remote systems KM_J-KM_R (e.g., airline systems) via the communications network 100. In this embodiment, a network entity 101 is provided in the communications network 100 to facilitate exchange of data regarding graphical elements between the LAATMCs 103rl03_N and between the other remote systems 104!-104_R and the LAATMCs 103i-103_N.

The network entity 101 comprises a processing apparatus including suitable software, hardware or a combination thereof for implementing a plurality of functional entities. Some of these functional entities enable applications for interaction of the network entity 101 with the LAATMCs IOO_J-IOO_N and the other remote systems 104!-104R via the communications network 100.

The processing apparatus of the network entity 101 has access to a database 102 that includes information regarding movements of aircraft from one airport to another on specific dates and hours of flight. For example, this information may include, for each movement of an aircraft: a flight index; key fields such as an aircraft identity (callsign or registration), a departure airport, an arrival airport, an off-block time, and an off-block date; and waypoints. The database 102 also includes, for each movement of an aircraft, one or more data network addresses (e.g., IP addresses) associated with the database 203 of one or more of the LAATMCs 103 I-103N which include detailed information regarding graphical elements that represent periods of time for activities and times of events relating to that aircraft.

When a user of a remote system 104_r desires to access data regarding graphical elements that pertains to a specific aircraft movement, the user interacts with the remote system 104_r to cause it to send a request to the network entity 101 via the communications network 100, the request being indicative of the specific aircraft movement (e.g., by an aircraft identity, departure airport, arrival airport, off-block time, off-block date, etc.). Upon receiving the request, the processing apparatus of the network entity 101 consults the database 102 in an attempt to identify therein information regarding an aircraft movement that matches the specific aircraft movement described in the request. In response to finding a match, the processing apparatus of the network entity 101 sends to the remote system 104_r via the communications network 100 a message conveying the one or more data network addresses associated with the database 203 of one or more of the LAATMCs 103!-103_N which include data regarding graphical elements pertaining to the specific aircraft movement. When it receives the one or more data network addresses, the remote system 104_r proceeds to establish a peer-to-peer connection with the one or more of the LAATMCs 103 _I-103_N and retrieves the required data from the database 203.

An approach similar to that described above may be implemented by a user located at a first one of the LAATMCs 103_I-103_N (which is a "remote system" from the perspective of the network entity 101) that desires to access data regarding graphical elements that is stored in the database 203 of a second one of the LAATMCs 103_r103_N.

The data regarding graphical elements that is stored in the second database 203 is, in this embodiment, structured as objects with unique indexes. Each object in that database is characterized by a set of key fields that makes it unique in the network of second databases 203. Each time a key field is modified, an automatic update is sent to the network entity 101, which updates its key fields and indexes accordingly.

Waypoints (describing the route of an aircraft) contained in the first database 202 also have unique names and indexes. If a new waypoint is added, modified or deleted in a LAATMC 103_n, an automatic update is sent to the network entity 101.

Each time an update is sent to the network entity 101, its database 102 is updated accordingly, and a refresh flag 105 is triggered to notify all the concerned users.

If no key field or waypoint has been changed, but the modification of an object (usually a set of flight elements 1000) has an impact on the adjacent center (e.g., new estimated time or changed flight level over the boundary), a direct communication is established with that LAATMC 103_n in order to update its second database 203 without notifying the network entity 101. The pull/push notification mechanism of the network entity 101 is not described here as it uses standard methods applied in other systems.

With reference now to Figure 2, it is recalled that, in this embodiment, each of the LAATMCs 103 _I-103_N is provided with the plurality of wireless devices 209_!-209Q. The wireless devices 209_I-209_Q are designed for pilots, vehicle drivers, ground handlers and other ground personnel. Each wireless device 209_q comprises a wireless interface (e.g., 802.1 lx-based) enabling wireless exchange of data of with other ones of the wireless devices 209_I-209_Q and/or with the wireless messaging server 208. Also, as mentioned previously, each wireless device 209_q comprises the aforementioned display and possibly one or more other output devices (e.g., a speaker) as well as the one or more input devices (e.g., a keyboard, a stylus, a touch-screen, a microphone, etc.). Each wireless device 209_q also comprises the aforementioned processing apparatus implementing functional entities. In particular, the processing apparatus implements a communication entity for exchange of data of with other ones of the wireless devices 209_I-209_Q and/or with the wireless messaging server 208.

The communication entity of each wireless device 209_q is adapted to receive messages from the wireless messaging server 208 and other ones of the wireless devices 209_!-209Q located at the same airport, each message conveying a destination address (e.g., in a header of that message) and data used for displaying graphical elements as described above (e.g., in a body of that message). The communication entity of a particular wireless device 209_q is adapted to process a received message to determine whether the destination address conveyed by that message is associated with the particular wireless device 209_q. If it is determined that the message is not associated with the particular wireless device 209_q, the communication entity causes the particular wireless device 209_q to wirelessly forward the message to other ones of the wireless devices 209_!-209_Q, and to send back an acknowledgment to any previous sender of the message. If a wireless sending device 209_q that has not received an acknowledgement from other ones of the wireless devices 209_I-209_Q it had sent the message to, it may store it in a persistent memory and re-send it later to those, who have not received it yet. If the end addressee wireless device 209_q receives the message, it sends back an acknowledgment saying that the message has been finally received and the corresponding sender stops transmitting it.

When the communication entity of the particular wireless device 209_q determines that the message is associated with the particular wireless device 209_q, it causes storage of the data in the message's body (possibly decoding it) so as to enable displaying of the graphical elements on a display of the particular wireless device 209_q as part of a GUI, an example of which is shown in Figure 17. The wireless device 209_q may be provided with a tactile screen which facilitates manual updates. When ready to be sent back, data regarding the graphical elements is converted into one or more messages, an appropriate header is attached to each message, which is then sent back towards the information management system 200 via the network of wireless devices 209i-209Qand the wireless messaging server 208.

Similarly to the Mesh technology, which transmits packets "hopping" from one device to another until they reach the end addressee, the above method also exchanges data between distant users that are not able to communicate directly, but the communication is done at message level, not at packet level. Unlike the packet-based protocols, the wireless devices 209]-209_Q allow transmission of messages to an unlimited distance without any time limit, provided that there are wireless devices between the originator and the end addressee. Messages can be deleted from the persistent memory after a timeout set as a parameter in the message header. Although this method is slower than the ones developed for binary data transmission, it is safer in terms of lower rate of message losses. The encryption and decryption is done at application level and the messages are received only by those that are subscribed to a topic (e.g., belonging to a specific airline), which satisfies the needs for commercial confidentiality and facilitates the implementation of a collaborative decision making process. All the wireless devices 209_I-209_Q form a network of wireless clients are virtually unaffected by the disadvantages of the binary peer-to-peer packet transmission (e.g., by reflections). The more clients, the longer the distance is. Messages do not reach their subscribers immediately, but within a few seconds that totally satisfies the needs of airport ground operations, does not cause any safety concern, and increases drastically the common situational awareness at airports. Referring now to Figures 1 and 2, in order to use the GAATMS, the first database 202 and the second database 203 of all the local LAATMCs 103 _I-103_N may have to be configured. To this end, airspace designers 21O₈ may enter additional flight level and route constraints, sector capacities, speed limits and other parameters related to their airspace, while aerodrome designers 21Oio may enter additional data like night curfews, maintenance periods, available vehicles, stand equipment, and other parameters related to their airports.

Each slot coordinator 210s may then define the estimated number of slots to be made available at the airport. This may be effected by assigning airport slots elements 400 to each stand taking into account all maintenance periods, times to vacate each particular stand (see period 1904), passenger terminal constraints (Schengen, domestic, long haul) and all the factors that may affect the turnaround duration (Figure 19).

Flight planning activities start with the preparation of the schedules for regular (repetitive) flights, where airline schedulers enter flight data in tabular forms (not described here) using standard software applications implemented by their airline systems 104^104_R. When they decide to plan a flight on a given route, they query the network entity 101 (Figure 1) to identify which of the LAATMCs 103 _I-103_N host the waypoints of that route (step 1). The network entity 101 sends back the corresponding IP address (step 2) and the remote system 104_r establishes a peer-to-peer connection (step 3) with the corresponding LAATMC 103_n and obtains from its first database 202 all the traveling times over each route segment (step 4), including the restrictions configured by the local airspace designers 21O₈ and the local aerodrome designers 2IO₉. Then the processing apparatus of the remote system 104_r creates a set of graphical elements corresponding to the entire route of the aircraft, including the surface movement and the turnaround phases of the departure and arrival airports. Once displayed on the user interface (Figure 18), the set of graphical elements is adjusted according to the latest airline requirement and saved locally until the fϊnalization of the entire schedule. Then data regarding the adapted set of graphical elements is forwarded (step 5) to the second database 203 of the corresponding LAATMCs 103 _I-103_N-

In order to maintain compatibility with existing procedures, the processing apparatus of the remote systems 104^_N may convert the graphical elements into AFTN/SITA/ARINC textual messages and forward them to all the concerned users through gateway 204 (Figure 2). As practiced by coordinated airports (usually congested hubs), airport slots are first allocated to scheduled flights with "grand-father rights, then to other scheduled (repetitive) flights that have lost their rights (have flown more than 80% out off their airport slots), and finally to episodical or individual flights that are applying for an airport slot for the first time. Nowadays, this process is commercially sensitive and lacks of transparency, airport slots are not efficiently allocated and congested airports cannot make full use of their capacity. As further described below, this process is facilitated by the present architecture by setting up new relations between users.

The airport slot allocation process starts when airline schedulers grant access rights to airport slot coordinators 21O₅, who extract the corresponding flights from the first database 202 in a drop-down list 1901 shown on Figure 19. They then drag each line from that list and drop it down on an airport slot element 400 that is automatically resized according to the requested time of arrival and departure. If necessary, they optimize the spacing between the adjacent graphical elements (see period 1904) to allow for one aircraft to vacate and the other to taxi in the stand. When ready, they confirm or reject the flight requests. Each modification or rejection is automatically sent to the airline scheduler's system 104_r, enabling the airline scheduler to adapt its schedule or negotiate another slot.

Through the present architecture, the airport slot allocation process is done in a transparent way. Every user of the architecture can see the same airport planning as others and make what-if simulations with those graphical elements that are under his responsibility.

In order to ensure equity and confidentiality, airline schedulers 104_!-104_N may be given access only to limited information related to other airlines. For example, a particular airline (e.g., Lufthansa (DLH)) can see which stands have already been allocated to other aircraft (Figure 19), but cannot see their callsigns and aircraft types. This helps protecting the commercial interests of the other airlines, but at the same time allows the particular airline to apply for the remaining airport slots before they are given to other airlines.

By working in a transparent way, overloading of the ATM system can be avoided at an early stage. Figure 19 illustrates how airport managers 21O₆ could better plan their resources. For example, they will display the graphics that show the excess of demand (1902 and 1903) for given resources and for a given period of time and will either modify their planning, or ensure more resources (in this case more tow trucks and passenger stairs).

Another example is shown in Figure 20, where British Airlines will notice that BAW358 and BAW233 are planned to arrive in the runway holding area at the same time as another aircraft 2001, but they will not see its callsign. Knowing that the runway holding area accommodates only one aircraft at a time and the runway is expected to be occupied for at least 20 minutes (see period 2003), the airline schedulers will realize that BAW358 could not depart on time and the passengers will miss their connecting times at the next airport. Although there is a runway slot available a minute earlier (see period 2004), BAW358 could not make it because its turnaround time is very tight (no layover time). In this case, British Airways will consider swapping the slot of BAW358 with the one of BAW591, whose turnaround time allows for earlier boarding (and earlier take-off).

Figure 21 shows another example, where ATM partners can plan traffic demand and manage its complexity at an early stage. In this embodiment, the traffic demand is calculated not only per volume of airspace, but also per flight level and per segment of the route. In addition to the traffic demand and the airspace configuration, other factors are taken into account, such as level changes, controller-controller coordination sessions, controller-pilot radio communication sessions (all represented by 2101) and other parameters that can influence the air traffic congestion and can be shown as period-representing or time-representing graphical elements. These factors can be easily attached to the graphical elements, as it is known when they occur. Using the graphics at the bottom of the GUI, airline schedulers 104_r can adapt their flight schedules and minimize the risks of delays, airspace designers 21O₈ can improve airspace capacity by removing traffic constraints (e.g., by opening a route segments), and ATC managers 21O₇ can roster controllers more efficiently based on the complexity forecasts.

The LAATMCs 1O3 _I-1O3_N are used not only for flight planning, as described above, but also for real-time management of airport ground operations and air traffic control. The real-time mode starts when graphical elements approach the current time and the air traffic controllers and airport airside personnel start taking over the responsibility of these graphical elements. After the hand over, they can apply either a procedural or a combined procedural and radar control - by using both the graphical elements and the classical radar screen. Examples of real-time mode of operations are given further below.

Referring to Figure 22, there will be described an example illustrating how an airport ground handling center can use the system to manage ground operations. Figure 22 depicts a GUI in which are displayed sets of graphical elements associated with six aircraft: four departure flights (MAH203, LZB408, DLH5099 and THY906) and two arrival flights (HMS8724 and BAW357). MAH203 was given an ATFM slot 833 for 11 :20 (-5 to +15 min) and its Taxi- out element 800 has calculated a push-back time at 11 :01, but the passenger embarkation was delayed for five minutes due to cleaning problems 617 and the take-off time 810 is now estimated at 11 :25. THY906 was initially planned to depart at 11 :25, but a tower controller decided to insert it at 11 :35 between the two arrival aircraft HMS8724 and BAW357, which represents an estimated take-off delay 825 of 10 minutes. This delay has been coordinated between the ACC and TMA controllers 21O₂ and 21O₃ (see below the description of sequencing and merging in the upper airspace) and it also suits the ground handling center 21O₆, as this will allow to move the cleaners consecutively from MAH203 to DLH5099 and then to THY906 without causing additional delays. The preparation of LZB408 is running smoothly and the push-back seems to take place on time. The cleaners have finished with MAH203 and the passenger embarkation has just started. The current time is 10:48. The Red-cap of MAH203 (person located at the apron, responsible for the ground handling of the aircraft) taps on the screen of his/her wireless device 209_q (Figure 17) to indicate that the passenger embarking period 618 has just started. The graphical element corresponding to this period of time becomes darker and starts moving across the current time. After confirmation through an OK button, the wireless device 209_q generates a message with the latest updates and sends it to all the concerned users throughout the network of wireless devices 209_J-209_Q (Figure 16). Then, the officer in duty in the ground handling center will notice that the cleaners of DLH5099 have not finished yet and will move forward the cleaning period 615 of THY906. This will move ahead its passenger embarking period 618 and the new estimated off-block time 608 will become 11 :13. Then he/she will re-organize the ground handling resources to meet the two arrival aircraft. Figure 23 illustrates how controllers can use the system as an integrated arrival and departure management tool for procedural control. The GUI shows the same graphical elements as those represented on the previous Figure 22. The current time is 11 :08. The first three departure aircraft (MAH204, LZB408 and DLH5099) have been cleared for push-back 801. The fourth (THY906) has just asked for push-back 607 and start-up the engines, but the ground controller has told the pilot to hold until 11 :15 due to runway capacity shortage. After coordination with the TWR controller 21O₄, the TMA controller 21O₃ has extended the set of graphical elements of the second arrival aircraft BAW357 in order to insert THY906 between it and the previous arrival HMS8724 and has told BAW357 to reduce the approach speed in order to land at 11:31. MAH203 has started pushing back a minute ago followed by LZB408, who had an actual off-block delay 813 of one minute because of a tow-truck problem. As a risk appeared for DLH5099 to be delayed because of LZB408, the ground controller 21O₄ has compressed the taxi-out element 800 of LZB408, so that it takes off before DLH5099 and has told its pilot to expedite taxiing in order to take off at exactly 11 :28. The surveillance data has updated all the graphical elements and the current situation is displayed on all the screens concerned. If no delay occurs from that moment on, the departure and arrival sequence will remain unchanged and all pilots, ground handlers and air traffic controllers will do their best to keep the planning.

In certain embodiments, as shown in Figure 24, GUIs may display both the above-described graphical elements as well as classical radar screen graphics. This may help air traffic controllers to see in real time not only the current height and position of each aircraft, but also predict events, monitor delays and adapt time spacing between conflicting aircraft well before the traffic situation becomes critical. Such a combined user interface will allow for simultaneous radar and procedural control, which is a substantial improvement not only for optimizing traffic flows on the ground and in the air (e.g., by applying both time-based and distance-based sequencing and merging), but also for increasing the level of safety in case of failure of the main radar screen.

This can be demonstrated by the following scenario shown on Figure 24. The sets of graphical elements associated with the six aircraft mentioned in the previous examples are displayed in a separate window located at the bottom right part of the main screen. At the same time, the same six aircraft are displayed on the main radar screen in a classical way, through moving targets and attached labels showing the aircraft callsign and other pertinent information. As it can be seen from the classical screen, LZB408 is lining up, DLH5099 is taxiing into holding position followed by THY906, HMS8724 is arriving from the South and BAW357 from the North. By looking at the classical screen, it is difficult to determine what will be the separation on short final between the two arrival aircraft HMS8724 and BAW357. It is also difficult to define if a departure aircraft could be inserted between the two arrivals. However, by looking at the window at the bottom right, this can be determined with one glance - the time spacing between HMS8724 and BAW357 is 3 minutes and the system has already taken into account the current wind and the aircraft speeds. If supposedly five minutes are required to insert THY906 between the two arrivals, the approach controller 21O₃ would extend the set of graphical elements of BA W357 to the right, so that its arrival time 603 becomes 11 :40. If the required time spacing cannot be reached only by stretching the set of graphical elements to its maximum, the approach controller 21O₃ will continue extending them until new rectangles 2401 appear between the current time and the mouse pointer. By doing that, a new trajectory will be selected from the second database 203 and the system will automatically recalculate the flight times from the current position of the aircraft to the touch-down point and will redraw the new approach path on the classical screen. The system will then uplink a message to BAW357 containing the new landing time, the pilot will test the proposal by entering it into the flight management system, and if feasible, will accept it. The aircraft will then start flying the new 4D trajectory and both the pilot and the controller will only monitor the flight.

The combined GUI can also be used to look ahead into the future. This can be done by dragging the current time progressively to the right, as if the graphical elements were moving more rapidly to the left. At this time, all the aircraft targets will also start moving ahead on the classical radar screen and the ACC controller 21O₂ will see the forecasted situation. As soon as the line is released, it will return to its normal position (corresponding to the new current time) and the classical radar screen will continue showing the real-time situation. This new functionality can be used in a number of applications such as short- and medium-term conflict detection, sequencing and merging, multi-sector planning, management of air traffic flows, and any other application that requires prediction of the traffic situation on the ground and in the air. Figure 25 shows an example, where each of the six aircraft displayed on the screen are represented by one graphical element (a square preceded by a low-height rectangle representing a separation period equal to the separation minima in the area). In this case, each graphical element represents the estimated period of time over a segment of the flight route that is common to all the aircraft. This segment can be selected in the vicinity of waypoint BRAVO (the dotted line drawn by the mouse around that waypoint). All the flights that contain this segment of the route are sorted by flight level contained in the corresponding graphical element - four flights are cruising at FL 350, one at FL 340 and one is waiting for take-off, planned to be merged into the flow of traffic at FL350. Screen B of Figure 25 illustrates a potential conflict S 1 about to happen after 11 :15 between AC A678 cruising at FL340 and LZB408, which is planned to climb to FL350. At the same time the screen shows that there will be sufficient separation S2 with AFR456 if LZB408 reaches FL350. In this situation, the air traffic controller will either move ACA678 to the left and let LZB408 cross safely FL340, or he will move LZB408 to the right to ensure the necessary separation with ACA678 (measured by the low-height rectangle sown in front of the graphical element). Then he will simulate the traffic situation on the classical screen by dragging the line of the current time to the right, until it crosses 11 :15. If no conflict is detected on both screens, the new planning will be accepted and the graphical elements will be validated in the second database 203. Then the controller will give the necessary instructions to the pilots (verbally or by datalink) and will keep on monitoring the traffic situation.

Those skilled in the art will appreciate that, in some embodiments, certain functionality or functional entities of a given component described herein (e.g., the information management system 200 (including the processing apparatus 201), each of the computers 210_I-210_M, and each of the wireless devices 209]-209Q of each of the LAATMCs 103_I-103_N; each of the remote systems 104_!-104_R; and the network entity 101) may be implemented as preprogrammed hardware or firmware elements (e.g., application specific integrated circuits (ASICs), electrically erasable programmable read-only memories (EEPROMs), etc.) or other related elements. In other embodiments, a given component described herein (e.g., the information management system 200 (including the processing apparatus 201), each of the computers 21Oi -210_M, and each of the wireless devices 209_I-209_Q of each of the LAATMCs 103 _I-103_N; each of the remote systems 104_I-104_R; and the network entity 101) may comprise a processor having access to a code memory which stores program instructions for operation of the processor to implement functionality or functional entities of that given component. The program instructions may be stored on a medium which is fixed, tangible, and readable directly by the given component (e.g., removable diskette, CD-ROM, ROM, fixed disk, USB key, etc.). Alternatively, the program instructions may be stored remotely but transmittable to the given component via a modem or other interface device connected to a network over a transmission medium. The transmission medium may be either a tangible medium (e.g., optical or analog communications lines) or a medium implemented using wireless techniques (e.g., microwave, infrared or other wireless transmission schemes).

Although various embodiments of the present invention have been described and illustrated, it will be apparent to those skilled in the art that numerous modifications and variations can be made without departing from the scope of the invention, which is defined in the appended claims.

Claims

1. A method for use in air traffic management, said method comprising:

- obtaining data used for displaying a set of graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and

- causing display of the set of graphical elements.

2. A method as claimed in claim 1, wherein, for each graphical element, the activity performed during the period of time represented by said graphical element is part of a turnaround phase of the aircraft, a surface movement phase of the aircraft, or an airborne phase of the aircraft.

3. A method as claimed in claim 1 , wherein the activity performed during the period of time represented by a first one of the graphical elements is part of a turnaround phase of the aircraft, the activity performed during the period of time represented by a second one of the graphical elements is part of a surface movement phase of the aircraft, and the activity performed during the period of time represented by a third one of the graphical elements is part of an airborne phase of the aircraft.

4. A method as claimed in claim 1 , wherein each graphical element has a dimension that is indicative of the period of time represented by said graphical element.

5. A method as claimed in claim 4, wherein the dimension is a length.

6. A method as claimed in claim 4, wherein the dimension of each graphical element is a first dimension, each graphical element having a second dimension that is indicative of whether the period of time represented by said graphical element is associated with movement of the aircraft.

7. A method as claimed in claim 6, wherein the second dimension is a height.

8. A method as claimed in claim 6, wherein, for each graphical element, a first magnitude of the second dimension indicates that the period of time represented by said graphical element is associated with movement of the aircraft, a second magnitude of the second dimension that is less than the first magnitude of the second dimension indicates that the period of time represented by said graphical element is not associated with movement of the aircraft.

9. A method as claimed in claim 6, wherein each graphical element representing a period of time that is associated with movement of the aircraft comprises an indication of speed of the aircraft during the period of time represented by said graphical element.

10. A method as claimed in claim 9, wherein the indication of speed of the aircraft is a line indicative of variation of speed of the aircraft.

11. A method as claimed in claim 1 , wherein each of at least one of the graphical elements comprises a plurality of graphical sub-elements each representing a portion of the period of time represented by said graphical element.

12. A method as claimed in claim 11, wherein, for each of the at least one of the graphical elements, a first one of the graphical sub-elements represents a minimum period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element, a second one of the graphical sub- elements represents a buffer period of time that is user adjustable to adjust the period of time represented by said graphical element, a third one of the graphical sub-elements represents an estimated delay period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element, and a fourth one of the graphical sub-elements represents an actual delay period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element.

13. A method as claimed in claim 1, wherein each graphical element is polygonal or curved.

14. A method as claimed in claim 1, wherein each graphical element is substantially rectangular.

15. A method as claimed in claim 1, wherein the graphical elements are period-representing graphical elements, said method further comprising:

- obtaining data used for displaying at least one time-representing graphical element, each time-representing graphical element representing a time of occurrence of an event relating to the aircraft; and causing display of the at least one time-representing graphical element in conjunction with the set of period-representing graphical elements.

16. A method as claimed in claim 15, wherein, for each time-representing graphical element, the event occurring at the time of occurrence represented by said time-representing graphical element is part of a turnaround phase of the aircraft, a surface movement phase of the aircraft, or an airborne phase of the aircraft.

17. A method as claimed in claim 15, wherein the at least one time-representing graphical element includes a first time-representing graphical element representing a time of occurrence of an event that is part of a turnaround phase of the aircraft, a second time- representing graphical element representing a time of occurrence of an event that is part of a surface movement phase of the aircraft, and a third time-representing graphical element representing a time of occurrence of an event that is part of an airborne phase of the aircraft.

18. A method as claimed in claim 15, wherein each time-representing graphical element is polygonal or curved.

19. A method as claimed in claim 1, wherein the set of graphical elements is a first set of graphical elements and the aircraft is a first aircraft, said method further comprising:

- obtaining data used for displaying a second set of graphical elements associated with a second aircraft, each graphical element of the second set representing a period of time for performance of an activity relating to the second aircraft; and - causing display of the second set of graphical elements in conjunction with the first set of graphical elements.

20. A method as claimed in claim 1, wherein said obtaining the data used for displaying the set of graphical elements comprises accessing a database to obtain the data.

21. A method as claimed in claim 15, wherein said obtaining the data used for displaying the set of period-representing graphical elements and the data used for displaying the at least one time-representing graphical element comprises accessing a database to obtain the data used for displaying the set of period-representing graphical elements and the data used for displaying the at least one time-representing graphical element.

22. A method as claimed in claim 1, further comprising causing movement of the set of graphical elements relative to a graphical temporal reference frame as time elapses.

23. A method as claimed in claim 1, further comprising: receiving a command associated with a modification of the set of graphical elements; and

- modifying the data used for displaying the set of graphical elements in accordance with the command.

24. A method as claimed in claim 23, wherein the modification is one of a movement of at least one of the graphical elements and a change in dimension of at least one of the graphical elements.

25. A method as claimed in claim 1, further comprising causing display of graphical trajectory information regarding the aircraft in conjunction with the set of graphical elements.

26. A method as claimed in claim 1, wherein the graphical elements are graphically linked to each other.

27. An apparatus for use in air traffic management, said apparatus comprising: - a first functional entity for obtaining data used for displaying a set of graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and a second functional entity for causing display of the set of graphical elements.

28. An apparatus as claimed in claim 27, wherein, for each graphical element, the activity performed during the period of time represented by said graphical element is part of a turnaround phase of the aircraft, a surface movement phase of the aircraft, or an airborne phase of the aircraft.

29. An apparatus as claimed in claim 27, wherein the activity performed during the period of time represented by a first one of the graphical elements is part of a turnaround phase of the aircraft, the activity performed during the period of time represented by a second one of the graphical elements is part of a surface movement phase of the aircraft, and the activity performed during the period of time represented by a third one of the graphical elements is part of an airborne phase of the aircraft.

30. An apparatus as claimed in claim 27, wherein each graphical element has a dimension that is indicative of the period of time represented by said graphical element.

31. An apparatus as claimed in claim 30, wherein the dimension is a length.

32. An apparatus as claimed in claim 30, wherein the dimension of each graphical element is a first dimension, each graphical element having a second dimension that is indicative of whether the period of time represented by said graphical element is associated with movement of the aircraft.

33. An apparatus as claimed in claim 32, wherein the second dimension is a height.

34. An apparatus as claimed in claim 32, wherein, for each graphical element, a first magnitude of the second dimension indicates that the period of time represented by said graphical element is associated with movement of the aircraft, a second magnitude of the second dimension that is less than the first magnitude of the second dimension indicates that the period of time represented by said graphical element is not associated with movement of the aircraft.

35. An apparatus as claimed in claim 32, wherein each graphical element representing a period of time that is associated with movement of the aircraft comprises an indication of speed of the aircraft during the period of time represented by said graphical element.

36. An apparatus as claimed in claim 35, wherein the indication of speed of the aircraft is a line indicative of variation of speed of the aircraft.

37. An apparatus as claimed in claim 27, wherein each of at least one of the graphical elements comprises a plurality of graphical sub-elements each representing a portion of the period of time represented by said graphical element.

38. An apparatus as claimed in claim 37, wherein, for each of the at least one of the graphical elements, a first one of the graphical sub-elements represents a minimum period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element, a second one of the graphical sub-elements represents a buffer period of time that is user adjustable to adjust the period of time represented by said graphical element, a third one of the graphical sub- elements represents an estimated delay period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element, and a fourth one of the graphical sub-elements represents an actual delay period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element.

39. An apparatus as claimed in claim 27, wherein each graphical element is polygonal or curved.

40. An apparatus as claimed in claim 27, wherein each graphical element is substantially rectangular.

41. An apparatus as claimed in claim 27, wherein the graphical elements are period- representing graphical elements, said first functional entity being further operative for obtaining data used for displaying at least one time-representing graphical element, each time-representing graphical element representing a time of occurrence of an event relating to the aircraft, said second functional entity being further operative for causing display of the at least one time-representing graphical element in conjunction with the set of period-representing graphical elements.

42. An apparatus as claimed in claim 41, wherein, for each time-representing graphical element, the event occurring at the time of occurrence represented by said time- representing graphical element is part of a turnaround phase of the aircraft, a surface movement phase of the aircraft, or an airborne phase of the aircraft.

43. An apparatus as claimed in claim 41, wherein the at least one time-representing graphical element includes a first time-representing graphical element representing a time of occurrence of an event that is part of a turnaround phase of the aircraft, a second time- representing graphical element representing a time of occurrence of an event that is part of a surface movement phase of the aircraft, and a third time-representing graphical element representing a time of occurrence of an event that is part of an airborne phase of the aircraft.

44. An apparatus as claimed in claim 41, wherein each time-representing graphical element is polygonal or curved.

45. An apparatus as claimed in claim 27, wherein the set of graphical elements is a first set of graphical elements and the aircraft is a first aircraft, said first functional entity being further operative to obtain data used for displaying a second set of graphical elements associated with a second aircraft, each graphical element of the second set representing a period of time for performance of an activity relating to the second aircraft, said second functional entity being further operative for causing display of the second set of graphical elements in conjunction with the first set of graphical elements.

46. An apparatus as claimed in claim 27, wherein said first functional entity is operative to access a database to obtain the data used for displaying the set of graphical elements.

47. An apparatus as claimed in claim 41, wherein said first functional entity is operative to access a database to obtain the data used for displaying the set of period-representing graphical elements and the data used for displaying the at least one time-representing graphical element.

48. An apparatus as claimed in claim 27, wherein said second functional entity is operative for causing movement of the set of graphical elements relative to a graphical temporal reference frame as time elapses.

49. An apparatus as claimed in claim 27, further comprising a third functional entity for receiving a command associated with a modification of the set of graphical elements and for causing modification of the data used for displaying the set of graphical elements in accordance with the command.

50. An apparatus as claimed in claim 49, wherein the modification is one of a movement of at least one of the graphical elements and a change in dimension of at least one of the graphical elements.

51. An apparatus as claimed in claim 27, wherein said second functional entity is further operative for causing display of graphical trajectory information regarding the aircraft in conjunction with the set of graphical elements.

52. An apparatus as claimed in claim 27, wherein the graphical elements are graphically linked to each other.

53. A computer-readable storage medium storing program code for execution by a processor to implement a graphical user interface for use in air traffic management, said program code comprising: first program code for obtaining data used for displaying a set of graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and second program code for causing display of the set of graphical elements.

54. A computer-readable storage medium as claimed in claim 53, wherein, for each graphical element, the activity performed during the period of time represented by said graphical element is part of a turnaround phase of the aircraft, a surface movement phase of the aircraft, or an airborne phase of the aircraft.

55. A computer-readable storage medium as claimed in claim 53, wherein the activity performed during the period of time represented by a first one of the graphical elements is part of a turnaround phase of the aircraft, the activity performed during the period of time represented by a second one of the graphical elements is part of a surface movement phase of the aircraft, and the activity performed during the period of time represented by a third one of the graphical elements is part of an airborne phase of the aircraft.

56. A computer-readable storage medium as claimed in claim 53, wherein each graphical element has a dimension that is indicative of the period of time represented by said graphical element.

57. A computer-readable storage medium as claimed in claim 56, wherein the dimension is a length.

58. A computer-readable storage medium as claimed in claim 56, wherein the dimension of each graphical element is a first dimension, each graphical element having a second dimension that is indicative of whether the period of time represented by said graphical element is associated with movement of the aircraft.

59. A computer-readable storage medium as claimed in claim 58, wherein the second dimension is a height.

60. A computer-readable storage medium as claimed in claim 58, wherein, for each graphical element, a first magnitude of the second dimension indicates that the period of time represented by said graphical element is associated with movement of the aircraft, a second magnitude of the second dimension that is less than the first magnitude of the second dimension indicates that the period of time represented by said graphical element is not associated with movement of the aircraft.

61. A computer-readable storage medium as claimed in claim 58, wherein each graphical element representing a period of time that is associated with movement of the aircraft comprises an indication of speed of the aircraft during the period of time represented by said graphical element.

62. A computer-readable storage medium as claimed in claim 61, wherein the indication of speed of the aircraft is a line indicative of variation of speed of the aircraft.

63. A computer-readable storage medium as claimed in claim 53, wherein each of at least one of the graphical elements comprises a plurality of graphical sub-elements each representing a portion of the period of time represented by said graphical element.

64. A computer-readable storage medium as claimed in claim 63, wherein, for each of the at least one of the graphical elements, a first one of the graphical sub-elements represents a minimum period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element, a second one of the graphical sub-elements represents a buffer period of time that is user adjustable to adjust the period of time represented by said graphical element, a third one of the graphical sub-elements represents an estimated delay period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element, and a fourth one of the graphical sub-elements represents an actual delay period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element.

65. A computer-readable storage medium as claimed in claim 53, wherein each graphical element is polygonal or curved.

66. A computer-readable storage medium as claimed in claim 53, wherein each graphical element is substantially rectangular.

67. A computer-readable storage medium as claimed in claim 53, wherein the graphical elements are period-representing graphical elements, said first program code being further operative for obtaining data used for displaying at least one time-representing graphical element, each time-representing graphical element representing a time of occurrence of an event relating to the aircraft, said second program code being further operative for causing display of the at least one time-representing graphical element in conjunction with the set of period-representing graphical elements.

68. A computer-readable storage medium as claimed in claim 67, wherein, for each time- representing graphical element, the event occurring at the time of occurrence represented by said time-representing graphical element is part of a turnaround phase of the aircraft, a surface movement phase of the aircraft, or an airborne phase of the aircraft.

69. A computer-readable storage medium as claimed in claim 67, wherein the at least one time-representing graphical element includes a first time-representing graphical element representing a time of occurrence of an event that is part of a turnaround phase of the aircraft, a second time-representing graphical element representing a time of occurrence of an event that is part of a surface movement phase of the aircraft, and a third time- representing graphical element representing a time of occurrence of an event that is part of an airborne phase of the aircraft.

70. A computer-readable storage medium as claimed in claim 67, wherein each time- representing graphical element is polygonal or curved.

71. A computer-readable storage medium as claimed in claim 53, wherein the set of graphical elements is a first set of graphical elements and the aircraft is a first aircraft, said first program code being further operative to obtain data used for displaying a second set of graphical elements associated with a second aircraft, each graphical element of the second set representing a period of time for performance of an activity relating to the second aircraft, said second program code being further operative for causing display of the second set of graphical elements in conjunction with the first set of graphical elements.

72. A computer-readable storage medium as claimed in claim 53, wherein said first program code is operative to access a database to obtain the data used for displaying the set of graphical elements.

73. A computer-readable storage medium as claimed in claim 67, wherein said first program code is operative to access a database to obtain the data used for displaying the set of period-representing graphical elements and the data used for displaying the at least one time-representing graphical element.

74. A computer-readable storage medium as claimed in claim 53, wherein said second program code is operative for causing movement of the set of graphical elements relative to a graphical temporal reference frame as time elapses.

75. A computer-readable storage medium as claimed in claim 53, further comprising third program code for receiving a command associated with a modification of the set of graphical elements and for causing modification of the data regarding the set of graphical elements in accordance with the command.

76. A computer-readable storage medium as claimed in claim 75, wherein the modification is one of a movement of at least one of the graphical elements and a change in dimension of at least one of the graphical elements.

77. A computer-readable storage medium as claimed in claim 53, wherein said second program code is further operative for causing display of graphical trajectory information regarding the aircraft in conjunction with the set of graphical elements.

78. A computer-readable storage medium as claimed in claim 53, wherein the graphical elements are graphically linked to each other.

79. A computer-readable storage medium storing a database for use in air traffic management, said database comprising data used for displaying a set of graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft.

80. A computer-readable storage medium as claimed in claim 79, wherein, for each graphical element, the activity performed during the period of time represented by said graphical element is part of a turnaround phase of the aircraft, a surface movement phase of the aircraft, or an airborne phase of the aircraft.

81. A computer-readable storage medium as claimed in claim 79, wherein the activity performed during the period of time represented by a first one of the graphical elements is part of a turnaround phase of the aircraft, the activity performed during the period of time represented by a second one of the graphical elements is part of a surface movement phase of the aircraft, and the activity performed during the period of time represented by a third one of the graphical elements is part of an airborne phase of the aircraft.

82. A computer-readable storage medium as claimed in claim 79, wherein each graphical element has a dimension that is indicative of the period of time represented by said graphical element.

83. A computer-readable storage medium as claimed in claim 82, wherein the dimension is a length.

84. A computer-readable storage medium as claimed in claim 82, wherein the dimension of each graphical element is a first dimension, each graphical element having a second dimension that is indicative of whether the period of time represented by said graphical element is associated with movement of the aircraft.

85. A computer-readable storage medium as claimed in claim 84, wherein the second dimension is a height.

86. A computer-readable storage medium as claimed in claim 84, wherein, for each graphical element, a first magnitude of the second dimension indicates that the period of time represented by said graphical element is associated with movement of the aircraft, a second magnitude of the second dimension that is less than the first magnitude of the second dimension indicates that the period of time represented by said graphical element is not associated with movement of the aircraft.

87. A computer-readable storage medium as claimed in claim 84, wherein each graphical element representing a period of time that is associated with movement of the aircraft comprises an indication of speed of the aircraft during the period of time represented by said graphical element.

88. A computer-readable storage medium as claimed in claim 87, wherein the indication of speed of the aircraft is a line indicative of variation of speed of the aircraft.

89. A computer-readable storage medium as claimed in claim 79, wherein each of at least one of the graphical elements comprises a plurality of graphical sub-elements each representing a portion of the period of time represented by said graphical element.

90. A computer-readable storage medium as claimed in claim 89, wherein, for each of the at least one of the graphical elements, a first one of the graphical sub-elements represents a minimum period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element, a second one of the graphical sub-elements represents a buffer period of time that is user adjustable to adjust the period of time represented by said graphical element, a third one of the graphical sub-elements represents an estimated delay period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element, and a fourth one of the graphical sub-elements represents an actual delay period of time for performance of the activity relating to the aircraft that is performed during the period of time represented by said graphical element.

91. A computer-readable storage medium as claimed in claim 79, wherein each graphical element is polygonal or curved.

92. A computer-readable storage medium as claimed in claim 79, wherein each graphical element is substantially rectangular.

93. A computer-readable storage medium as claimed in claim 79, wherein the graphical elements are period-representing graphical elements, said database further comprising data used for displaying at least one time-representing graphical element, each time- representing graphical element representing a time of occurrence of an event relating to the aircraft.

94. A computer-readable storage medium as claimed in claim 93, wherein, for each time- representing graphical element, the event occurring at the time of occurrence represented by said time-representing graphical element is part of a turnaround phase of the aircraft, a surface movement phase of the aircraft, or an airborne phase of the aircraft.

95. A computer-readable storage medium as claimed in claim 93, wherein the at least one time-representing graphical element includes a first time-representing graphical element representing a time of occurrence of an event that is part of a turnaround phase of the aircraft, a second time-representing graphical element representing a time of occurrence of an event that is part of a surface movement phase of the aircraft, and a third time- representing graphical element representing a time of occurrence of an event that is part of an airborne phase of the aircraft.

96. A computer-readable storage medium as claimed in claim 93, wherein each time- representing graphical element is polygonal or curved.

97. A computer-readable storage medium as claimed in claim 79, wherein the set of graphical elements is a first set of graphical elements and the aircraft is a first aircraft, said database further comprising data used for displaying a second set of graphical elements associated with a second aircraft, each graphical element of the second set representing a period of time for performance of an activity relating to the second aircraft.

98. A computer-readable storage medium as claimed in claim 79, wherein the graphical elements are graphically linked to each other.

99. A computer-readable storage medium as claimed in claim 79, wherein the data used for displaying the set of graphical elements is structured as objects, each graphical element being associated with a respective one of the objects.

100. A method for use in air traffic management, said method comprising: receiving from a remote system via a data network a request for data used for displaying graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; processing the request in an attempt to identify a data network address associated with a database storing the data; and responsive to identifying a data network address associated with a database storing the data, sending a message conveying the data network address to the remote system via the data network.

101. An apparatus for use in air traffic management, said apparatus comprising:

- a first functional entity for receiving from a remote system via a data network a request for data used for displaying graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and

- a second functional entity for: processing the request in an attempt to identify a data network address associated with a database storing the data; and responsive to an identification of a data network address associated with a database storing the data, sending a message conveying the data network address to the remote system via the data network.

102. A method for use in air traffic management, said method comprising: wirelessly receiving a first message at a wireless device, the first message conveying a destination address and data used for displaying graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft;

- processing the first message to determine whether the destination address is associated with the wireless device;

- responsive to a determination that the destination address is associated with the wireless device, storing at the wireless device the data used for displaying graphical elements associated with an aircraft so as to enable displaying of the graphical elements on a display of the wireless device; and responsive to a determination that the destination address is not associated with the wireless device, wirelessly transmitting a second message towards at least one other wireless device, the second message conveying the destination address and the data used for displaying graphical elements associated with an aircraft.

A wireless device for use in air traffic management, said wireless device comprising: an interface for wirelessly receiving a first message, the first message conveying a destination address and data used for displaying graphical elements associated with an aircraft, each graphical element representing a period of time for performance of an activity relating to the aircraft; and

- a processing apparatus for:

- processing the first message to determine whether the destination address is associated with the wireless device; responsive to a determination that the destination address is associated with the wireless device, causing storage at the wireless device of the data used for displaying graphical elements associated with an aircraft so as to enable displaying of the graphical elements on a display of the wireless device; and responsive to a determination that the destination address is not associated with the wireless device, causing the wireless device to wirelessly transmit a second message towards at least one other wireless device, the second message conveying the destination address and the data used for displaying graphical elements associated with an aircraft.