SYSTEMS AND METHODS FOR AUTONOMOUS GLOBAL ATFM/ACDM SYNCHRONIZATION WITH ANSP CLEARANCE, INFLIGHT DISPATCH AND

DEVIATION ALERTS

FIELD OF THE INVENTION

The present disclosure relates to aviation in general, and to pre-departure clearance delivery, inflight clearance delivery, ATFM, ACDM, inflight dispatch service, multi-FIR and multi-ANSP pre-departure and airborne inflight clearance synchronization, in particular.

BACKGROUND OF THE INVENTION

Clearance delivery is the position that issues route clearances to aircraft, typically before they commence taxiing or while the flight is airborne. These clearances contain details of the flight route that the aircraft is expected to fly. The primary responsibility of clearance delivery is to ensure that the aircraft has the correct departure time and airport information, the correct flying route and time restrictions relating to that flight.

Typically CD is managed manually by an ATCO, and may be provided via CPDLC or other communication allowing data transfer of ATC clearances. Typically,

CD or PDC is only given at the gate, prior to pushback, regardless of the filed flight plan hours prior to the pushback. Although some airports deploy CPDLC, typically the clearance is provided by voice, requires a read-back and hear-back, without any digital data.

SUMMARY OF THE INVENTION

The term ACDM refers herein to Advance Collaborative Decision Making. Typically, ACDM is used in major European busy airports, and is used to assist in more accurate prediction of future departures and arrival times.

The term airborne delay refers herein to an ANSP or FIR slowing down, longer- routing or execute holding patterns while airborne. The delay is generally used to create more space between flights and reduce controller workloads, typically due to bad weather. Another ANSP or another FIR can request a delay.

The term ANSP refers herein to Air Navigation Service Provider, providing air traffic control services, ensuring the safe separation of flights. Typically ANSP controls at least one FIR.

The term ANSP route refers herein to a route portion of a flight pertaining to a single ANSP for handling or authorization. According to embodiments of the invention, the Global ATFM Synchronization System uses several ANSP routes to create multiple routes to a flight for pilot selection. According to embodiments of the invention, the number of possible routes span over multiple ANSPs, thus creating multiple route combinations, scored by the Global ATFM Synchronization System for pilot selection.

The term ATCO refers herein to an air traffic controller. An ATCO typically provides clearance deliveries (CD) and controls departures, arrivals and overflights.

The term ATFM refers herein to Air Traffic Flow Management system. Whereby common ATFM systems comprise of functions related to monitoring of flights, weather and other global events including but not limited to volcanic ashes, restricted or closed airspaces, no fly zones and the like. Typically, only very busy and financially capable FIRs will have an ATFM system. Typically, an ATFM is operated by an ANSP on a per- country basis and does not allow for synchronization between 2 bordering countries, thus, each ATFM works in a silo approach without regard to traffic outside its borders.

The term capacity refers herein to the maximum number of runway operations per runway at an airport, or maximum number of flight per hour at an airport, or maximum number of flights within a given FIR route, FIR airspace, or ANSP airspace. Near capacity or capacity overload may trigger messages or NOT AMS. According to embodiments of the invention, FIR route capacity is set by an ATCO of an FIR or

ANSP, and is calibrating the flow rate of traffic by changing the availability percentage of the capacity.

The term CD/clearance delivery refers herein to the process of providing a pre departure clearance to an aircraft..

The term CFR/Committed FIR Route refers herein to the FIR flight route that has been cleared by he FIR/ ANSP. CFR is generated by the Clearance Delivery (CD). CFR confirms the FIR/ ANSP to a particular flight route with entry and exit data. The term city pair refers herein to any origin to destination airports. City pair is typically used when calculating possible flight routes with their flight route segments.

The term clearance refers herein to the commitment of an FIR or ANSP to a specific flight route at a specified entry and exit data. Also, a departure slot clearance is the commitment of the airport to allow the aircraft to depart within pre-defined time, typically 15 minutes from the scheduled departure time of the flight. Once an FIR or ANSP give a clearance, the FIR or ANSP needs to inform the pilot of any changes and possibly reissue a new clearance, typically while the flight is already airborne.

The term clearance refers herein to the process or authorization a flight a clearance for a flight route. The clearance delivery may be for an aircraft prior to departure or an airborne aircraft.

The term computing device refers herein to a device that includes a processing unit. Examples for such device are a personal computer, a laptop, a server, a tablet a cellular device and IOT (internet of things) device, or, an at least one computer program receiving or transmitting data related to flight clearances, flight schedules, weather information or flight delays. Computing devices. According to some embodiments of the invention, computing devices are used by FIRs, ANSPs, airports, airlines and aircraft, to receive data or messages from another computing device or from the Global ATFM Synchronization System, or to a repository or transmit to the Global ATFM

Synchronization System.

The term coverage area refers herein to an area on the earth (from one geographical coordinate to another), an altitude range, time range, WX (weather) data and its score. Each coverage area is equal to the earth being divided to a grid of 0.5 degrees or about 56.5972 kilometers, thus a grid of 7200 east to west by 3600 from the south pole to the north pole, for a total of 25920000 coverage areas.

The term CPDLC refers herein to Controller Pilot Data Link Communication, whereby the CPDLC is a technology used to send messages between an ATCO computing device and the FMS.

The term delay refers herein to either exiting or anticipated delays at an airport or a specified airspace or specified ANSP, affecting flight timing, including takeoffs, landings or rerouting a flight while airborne. The term departure slot clearance refers herein to a time window of start time and end time whereby an aircraft must depart from an airport.

The term deviation or deviation from a flight route or route deviation refer herein to an aircraft position not using the same path of the cleared flight route or with heading of 10 degrees or over from the assigned heading at any point along the flight route.

The term dispatch service refers herein to a service providing data to pilots while an aircraft is airborne, for possible changes in the flight due to weather or emergency, including alternate airports at any given time while the aircraft is airborne. Typically, the dispatch service is provided manually by an airline dispatcher, to ensure pilots have information for alternate airports in case of emergency or diversion while the aircraft is airborne. At times, the information related to the alternate airports for a flight are included as part of the flight plan submitted by the airline or pilot.

The term emergency type refers herein to any emergency while an aircraft is airborne, such as smoke in the cockpit, engine on fire and the like.

The term entry and exit data refers herein to data relating to the FIR/ANSP including but not limited to expected entry time, expected entry altitude, expected entry speed, expected exit time, expected exit altitude and expected exit speed. Entry and exit data may include the same data for each of the segments within the FIR route.

The term FIR entry time refers herein to the time a flight is scheduled to enter into an FIR airspace. FIR entry time is interchangeable with“ANSP entry time”.

The term FIR flight route refers herein to flight route segments within a FIR route. When requesting FIR preferred routes, the route segments within the FIR the data contains returned data includes only the flight route segments within the FIR.

The term FIR refers herein to Flight Information Region, whereby each FIR is responsible for the flow of flights. A FIR is operated by an ANSP. The term FIR is used for geographical region definition instead of the operating authority, thus the term FIR software is used in the scope of defining the ANSP workstations with a view of a specific region.

The term FIR route refers herein to a route in the sky, defined by a FIR or an ANSP. According to embodiments of the invention, an FIR route has segments made of waypoints and a score of availability and restrictions. The term FIR software refers herein to client-end software residing on a workstation at any FIR or ANSP. According to embodiments of the invention, the FIR software displays ATFM related information pertaining to the FIR region and allows for flow control related functions, including but not limited to ground delay requests, displaying scenarios of future traffic, weather messages and NOT AMS, sending messages, NOT AMS and the like.

The term flight plan/FP refers herein to the information filed by a pilot or airline prior to a flight requesting approval for a route clearance, including information about the aircraft type and crew. Typically a Flight Plan is used as wish of the pilot, but is overridden every time by a CD/PDC. An FP typically includes the flight route segments with their related data.

The term flight route refers herein to the route assigned to an aircraft. According to embodiments of the invention, a flight route includes multiple flight route segments.

The term flight route segment refers herein to the segments making a complete flight route. According to embodiments of the invention, a flight route segment includes an origin waypoint and destination waypoint as well as similar data as flight route for each waypoint such as entry altitude for the origin waypoint and exit altitude for the destination waypoint.

The term flight schedule refers herein to the updated scheduled time of an aircraft’s departure or arrival. The flight schedule differs from the initial flight schedule as it is updated due to affecting changes, such as weather, issues delaying an aircraft prior to a flight such as mechanical issues or weather. A flight schedule can also change while an aircraft is airborne due to rerouting and delays due to weather and the like.

The term flow rate refers herein to the number of flights an FIR route can handle in relation to its capacity. An example of a capacity of 40 flights an hour with 50% flow rate means the FIR route will only accept 20 flights per hour. According to embodiments of the invention, an ATCO of an FIR or ANSP is able to calibrate the flow rate of traffic by changing the availability percentage of the capacity for each FIR or FIR route segment through the FIR software.

The term FMS refers herein to Flight Management System aboard an aircraft.

The term ground delay refers herein to the delay of any departing traffic from taking off. The delay can be executed by the airport or a request by another ANSP or FIR. According to embodiments of the invention, the delays are requested by an ANSP or FIR due to weather issues. A ground delay request includes a delay of a set number of minutes or hours, but if no delay is given it is considered to be a ground stop until further notice.

The term HMI refers herein to Human Machine Interface, generally a graphical display on a computing device that may include audible output and inputs, including speech recognition, mouse, keyboard, touch-sensitive screen and other peripherals and software required for supporting the HMI.

The term initial flight schedule refers herein to the initial pre-departure route including all route legs/sections.

The term NOT AM refers herein to Notice To Airmen. NOT AMS are generally sent between FIRs, ANSPs and airports, and generally relayed to pilots for warnings, updates and changes affecting flights.

The term optimal route refers herein to a flight with the shortest possible route with the least weather effects and the least amount of fuel used. Sometimes a pilot selects the fastest route even if it not the shortest.

The term overflight refers herein to any aircraft entering, flying through or leaving any FIR at any altitude.

The term PDC refers herein to any pre-departure clearance, filing, processing, validating, rejecting, correcting and accepting. According to embodiments of the invention, PCD or CD is only given at the gate, prior to pushback, regardless of the filled flight plan hours prior to the departure. Although some airports deploy CPDLC, typically the clearance is provided by voice, requires a read-back and hear-back, without any digital data. Typically, the PDC manually processed by the FIR or ANSP or airport handling the departing flight and the CD being manually given by voice by the ATCO.

The term scenario refers herein to a set of data for providing ANSP with a future situation of aircraft positions, traffic flow, weather, ATFM messages, delays and possible capacity issues and messages. A scenario may also include a graphical depiction of the data. A scenario is transmitted to any subscriber’s computing device, including ANSP, airport, airline and pilot.

The term score refers, according to embodiments of the invention, to multiple mathematical calculations for a flight route or any combination of 2 or more flight route segments. Score calculations includes weather data, alternate airports and other flights expected for any combination of flights on a particular route.

The term synchronizing refers herein to the process of transmitting or receiving data between two or more computing devices, ensuring each computing device has the same data. The term is further explained in Fig. 1 1.

The term synchronized refers herein to data on two or more computing devices having the same data within a particular repository or within memory for processing. Usually, synchronized is used in data related to flight routes, clearance delivery (CD), pre-departure clearance (PDC), deviation from a route, departure times, departure slot, flight schedule and messages. The term is further explained with an example within the description.

The term Visual Clearance and Airborne Display refers to an HMI on a computing device allowing a pilot to interact with the Global ATFM Synchronization System, for selecting the route prior to the flight as well as monitoring for the flight route segments, waypoints, and alternates airports and being able to request a new clearance while airborne.

The term waypoint refers herein to a named location or intersection in the air, with possible heading in degrees, and applicable restrictions such as altitude, speed, use and the like.

The term WX/weather refers herein to a collection of data related to weather, including but not limited to winds, temperatures, storms, clouds, icing, METARs, TAFs, SIGMETs, AIRMETs, G-AIRMETs, VOLMETs, PIREPs, runway status reports, runway conditions and braking action at airports and rainfall. The term WX data is interchangeable with WX and weather.

The term weather conditions refers herein to weather data affecting an airborne flight. Typically, the conditions are the winds, temperatures, storms, clouds, icing and the like.

The term WX score refers herein to a set of logic and calculations related to WX data. According to embodiments of the invention, a WX score has a score for each type of data, including maximum and average calculations. The score calculations include but not limited to wind speeds, rainfall, dust, cloud coverage and the like.

Typically, embodiments and examples of the invention use control messages with parameters for sending and receiving data, commands and requests. Typically, embodiments and examples of the invention use data related to weather, whereby the data is extracted from a repository or derived from a computing device. Typically, weather data includes, but not limited to information such as METAR, icing, winds, temperatures, TAF, WAFS, SIGMET, AIRMET and visibility.

Typically, embodiments and examples of the invention refer to route deviation, whereby the deviation is an incorrect heading at any point within a route or the distance from any point within a route. As an example, if an aircraft is flying a heading 180 instead of the route heading 170, the deviation from a flight route refers to the 10 degrees deviation to the right or to the left. Another example would be where an aircraft is flying a route at a heading of 180, but is not flying over any points, but instead is flying in parallel to the points by a few miles, thus being in deviation from the flight route although at the same heading.

Typically, embodiments and examples of the invention uses scoring for a route or a combination of any number of routes. Scoring uses the information of the aircraft type with its performance, anticipated weather data such as winds, temperatures, storms, snow, icing, ash from volcanos and other aircrafts expected to be using the same route. The more aircrafts using the same route at the same time, the lower the score, the less time it would take to enter and exit a route, the higher the score, and, scoring is lowered as weather is deteriorating. For each flight clearance, multiple scores are compared, for best possible routes to be offered to the pilot for selection, whereby the scoring sorts the list of possible routes that can be used for clearance. When a score is very low, it is dropped and is unavailable for selection.

Typically, embodiments and examples of the invention use scoring for generating a clearance, whereby the highest scoring route is used to generate a clearance in the case where a pilot or ATC does not manually select a route and allows the automation of such clearance.

Typically, embodiments and examples of the invention generate a clearance, whereby the clearance is generated either by an HMI selection provided by a pilot or ATC or by an ATFM control message or by automation, where the highest scoring route is used for the clearance.

Typically, embodiments and examples of the invention generate a flight plan, whereby the flight plan is created using the same data from used in generating the clearance, with additional information used in flight plans, such as aircraft type and performance, etc.

Typically, embodiments and examples of the invention use weather associated with said flight route, whereby the complete set of weather data from the departing airport through the complete route of a flight and until the final destination of the flight. The data is related to each point in time for each point of the route in the future. For example, a flight with a route from Rome to Toronto would include the weather over Iceland several hours ahead, and not the weather at the time of departure, thus having applicable future weather data related to the time the flight when it is over Iceland.

Typically, embodiments and examples of the invention use data related to a delay, whereby the delays include data received from messages generated by a computing device of any subscriber. Typically, the delay data includes information such as the delay time, the reason, and the additional associated data for computing devices.

Typically, embodiments and examples of the invention use global scheduled flight Clearance Delivery (CD), whereby each CD is transmitted to computing devices as well as being saved into a repository for further retrieval.

Typically, embodiments and examples of the invention update a schedule, whereby each change to a flight clearance or flight plan is transmitted to computing devices as well as being saved into a repository for further retrieval.

Typically, embodiments and examples of the invention generate a scenario, whereby the data for any point in time includes the expected future positions of aircrafts from their clearance data or realtime position for the point in time, weather data for the point in time, NOTAMS affecting the point in time and messages related to the point in time. The scenario data may be used for generating a graphical depiction of the data, such as displaying clouds, aircraft positions, possible anticipated aircraft capacity overload for the point in time. A point in time can be current time (realtime), a point in time in the future or from the past.

One exemplary embodiment of the disclosed subject matter is system and method for autonomous clearance delivery (CD) and alternate airport management for flights. According to some embodiments, the system provides autonomous processing of CD. The system cycles through each flight and looks for possible routes from a database. According to some embodiments, for each flight route, the weather forecast is pulled from an external source, and checked to see if the flight route is still usable. An example is to eliminate a flight route if a storm hinders the safety of the flight.

According to some embodiments, each route is scored based on fuel efficiency, time to destination, weather issues, possible congestions with other aircrafts that may be a factor, and, information extracted from ATFM messages and ACDM messages.

The flight route is checked with other airports that may use the same route at any given point in the flight route and ensure there is sufficient vertical and lateral separation between the departing flight to be cleared and all other flights already cleared from the current or other airports.

According to some embodiments, the clearance of the flight route is presented, for example, in a graphical manner whereby a pilot and ATCO can easily see the clearance, ATFM messages, ACDM messages, any issues such as weather and traffic throughout the route. In some embodiments, the HMI for a controller is on a

workstation, whereas the HMI for the pilot is usually a portable device, such as a tablet for example.

Once scored, a list of possible flight routes is compiled for each flight.

A controller (ATCO) that is assigned to clearance delivery, may visually browse through the clearances and make them active or inactive.

A pilot may browse through all applicable active clearances several hours prior to departure and select the desired clearance, thus not requiring to file a flight plan.

Once the pilot selects the desired flight route, a clearance is issued and the pilot can depart without any delays or without any departure clearance-related

communication.

Once a clearance has been given, and until the flight is closed after arrival, the route is displayed to the pilot. In addition, the pilot is shown and given alerts on the HMI for any deviations from the route, ATFM and ACDM messages, NOT AMS and alternate airport information in case a landing is required instead of the destination airport.

According to some embodiments a Global ATFM Synchronization System processes messages received from multiple clearance delivery, ATFM and ACDM systems from around the world. The processes include sending gathered data to all connected FIR software and external clearance delivery, ATFM and ACDM systems around the globe. In addition, the Global ATFM Synchronization System sends all relevant clearance, ATFM and ACDM information to the HMI aboard aircrafts, each with its own particular messages related to its route. One problem dealt with by the present disclosure is that a controller reads to a pilot a clearance and the pilot needs to read back the instructions, whereby it is common for both the controller and the pilot to make mistakes.

Second problem dealt with by the present disclosure is that a CPDLC (controller- pilot data link) interface to the FMS requires expensive upgrades to each aircraft to handle such technology.

Third problem dealt with by the present disclosure is that if the pilot wishes a different route for clearance, the whole process needs to be restarted, and possibly a new flight plan refiled.

Forth problem dealt with by the present disclosure is that the clearance delivery (CD) process is completed prior to departure, occupying the gate or stand and delays departure time.

Fifth problem dealt with by the present disclosure is that the flight plan filed by the pilot is not guaranteed to be the same as the clearance provided.

Sixth problem dealt with by the present disclosure is that a controller (ATCO) is required for the clearance delivery (CD) process.

Seventh problem dealt with by the present disclosure is that the pilot needs to remember or write down the clearance delivered if not given by CPDLC.

Eighth problem dealt with by the present disclosure is that when a clearance is given in one part of the world, the process of clearance does not have information related to another part of the world, . For example, when a clearance is issued in Japan, Turkey does not have the ATFM true route that will be used by other FIRs and ANSPs along the route nor the true time the flight will enter Turkish airspace, until the flight is within Turkish radar range, thus, reducing the certainty of route parameters such as time and possible deviation required for weather. First solution is to eliminate the voice communication between controllers and pilots for clearance delivery whereby a graphical interface allows pilots to select from predefined cleared routes without data entry prone to errors.

Second solution is to provide the communication via existing networks, such as WiFi or existing cellular connectivity, satellite communication (SatCom), without the need for expensive communication hardware or systems to be installed, such as CPDLC.

Third solution is to provide the pilot with the means to select from several routes by browsing through graphical maps with relevant information such as evolving weather affecting the flight throughout the route.

Forth solution is to allow the pilot to select and complete the clearance delivery process a short time (for example a few hours) prior to departure, thus eliminating any possible departure delays from the gate or stand.

Fifth solution is to derive the most fuel and arrival time effective clearance in a single step during, the flight plan, eliminating possible flight plan rejects.

Sixth solution is to allow an autonomous system and methods to provide the clearance delivery, whereby a controller (ATCO) is interacting through HMI to possibly assign specific rules for decisions made the autonomous systems and methods.

Seventh solution is to provide the full route on a map, displayed on a device throughout the complete flight until destination is reached, thus providing full situational awareness and live data throughout the flight such as weather, NOT AMS, ATFM messages and the like.

Eighth solution is to have a global ATFM system, allowing clearance delivery, ATFM and ACDM systems to send information and receive information, thus allowing the use of the data in considerations in clearance delivery, ATFM planning and possible ACDM scheduling.

THE BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The present disclosed subject matter will be understood and appreciated more fully from the following detailed description taken in conjunction with the drawings in which corresponding or like numerals or characters indicate corresponding or like components. Unless indicated otherwise, the drawings provide exemplary embodiments or aspects of the disclosure and do not limit the scope of the disclosure. In the drawings:

FIG. 1 is a diagram of the Global ATFM system and its interaction with external systems, in accordance with some embodiments of the disclosed subject matter.

FIG. 2 is a diagram of the Visual Clearance and Airborne Display system and its processes, in accordance with some embodiments of the disclosed subject matter.

FIG. 3 is a diagram of the main Global ATFM processes, in accordance with some embodiments of the disclosed subject matter.

FIG. 4 is a diagram of a Clearance Delivery (PDC/CD) system, in accordance with some embodiments of the disclosed subject matter.

FIG. 5 is a diagram of an Alternate Airport system, in accordance with some embodiments of the disclosed subject matter.

FIG. 7 is a diagram of inflight ATFM and ACDM messaging, in accordance with some embodiments of the disclosed subject matter.

FIG. 9 lists the different types of repositories, in accordance with some embodiments of the disclosed subject matter.

FIG. 11 depicts the process for Global ATFM Synchronization System messaging and synchronization, in accordance with some embodiments of the disclosed subject matter.

FIG. 13 depicts the process for a departure slot clearance at an airport, in accordance with some embodiments of the disclosed subject matter.

FIG. 14 depicts the process for updating data for a coverage area, in accordance with some embodiments of the disclosed subject matter.

FIG. 16 depicts the process for generating usable flight routes, in accordance with some embodiments of the disclosed subject matter.

FIG. 18 depicts the process for a flight scheduling with departure time and entry/exit times, in accordance with some embodiments of the disclosed subject matter. FIG. 22 depicts the process for a FIR or ANSP controller (ATCO) changing a route or route segment availability, in accordance with some embodiments of the disclosed subject matter.

FIG. 31 depicts the process for generating PDC/CD for a flight, in accordance with some embodiments of the disclosed subject matter.

FIG. 32 depicts the process for requesting preferred routes list from an

FIR/ ANSP, in accordance with some embodiments of the disclosed subject matter.

FIG. 34 depicts the process for scoring a flight route, in accordance with some embodiments of the disclosed subject matter.

FIG. 51 depicts an example of a display of available flight routes for selection for a clearance, in accordance with some embodiments of the disclosed subject matter.

FIG. 52 discloses a diagram of a method for identifying a delay as a result of changes in previous flight, in accordance with some embodiments of the disclosed subject matter.

FIG. 54 discloses a diagram of a method for handling a deviation from a route, in accordance with some embodiments of the disclosed subject matter.

FIG. 61 discloses a diagram of a method for generating alternate airports to be used by an airborne aircraft for selecting an alternate airport in case or emergency or weather, in accordance with some embodiments of the disclosed subject matter.

FIG. 72 discloses a diagram of a method for generating a FIR or ANSP scenario, in accordance with some embodiments of the disclosed subject matter.

FIG. 73 discloses a diagram of a method for generating a ground delay or ground stop, autonomously of by an ATCO from a FIR or ANSP, in accordance with some embodiments of the disclosed subject matter.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. The detailed description refers to elements or features being "connected" or "coupled" together. As used herein, unless expressly stated otherwise, "connected" means that one element/feature is directly joined to (or directly communicates with) another element/feature, and not necessarily mechanically. Likewise, unless expressly or explicitly stated otherwise, "coupled" means that one element/feature is directly or indirectly joined.

In order to increase clarity, example embodiments are described with reference to the following drawings, where like numerals refer to like elements throughout.

Furthermore, well-known features that are not necessary for the understanding of the example embodiments may not be shown in the illustrations, block diagrams and flow diagrams within the figures are merely illustrative and may not be drawn to scale. In order to emphasize certain features, the drawings may not be to scale. It should be understood that although two elements may be described below, in one embodiment, as being "connected", in alternative embodiments similar elements may be "coupled", and vice versa. Thus, although the diagrams shown herein depict example arrangements of elements, additional intervening elements, devices, features, or components may be present in an actual embodiment. The illustrations, drawings, flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, hardware, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of program code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular form "a" and "an" and "the" and“with” and“or” are intended to include the plural form as well, unless the context clearly indicates otherwise. It will be further understood that for clarity of explanation within the invention, the term "process" may refer to the term“method” and/or state and/or an event within the method itself. It will be further understood that the term "comprises" and/or "comprising" when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As will be appreciated by one skilled in the art, the disclosed subject matter may be embodied as a system, method or computer program product. Accordingly, the disclosed subject matter may take the form of an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a“circuit”,“module” or“system”. Furthermore, the present invention may take the form of a computer program product embodied in any tangible medium of expression having computer-usable program code embodied in the medium. Any combination of one or more computer usable or computer readable medium(s) may be utilized. The computer-usable or computer-readable medium may be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium including a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory

(EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CDROM), a portable pluggable device (USB), an optical storage device, a transmission media such as those supporting the internet or an intranet, electrical connection with one or more wires, a local area network connection (LAN), a wide area wireless network connection (WAN), or a magnetic storage device. Note that the computer-usable or computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via, for instance, optical scanning or photographic device with optical character recognition (OCR) processing abilities of the paper or other medium, then compiled, interpreted, or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory. In the context of this document, a computer-usable or computer-readable medium may be any medium that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-usable medium may include a propagated data signal with the computer- usable program code embodied therewith, either in baseband or as part of a carrier wave. The computer usable program code may be transmitted using any appropriate medium, including but not limited to wireless, wire, optical fiber cable, RF, Satellite, Cellular network, Microwave transmissions and the like. Computer program code for carrying out operations of the present invention may be written in any combination of one or more programming languages, including an object oriented or procedural programming language or script-enabled language such as C, C++, Pascal, Python, Visual Basic, Perl, Java, .net, Rubi (any type), Pascal, Delphi, SQL, lisp, Java script, VB script, CSS, HTML, any ML (markup language) and the like. The program code may execute entirely or partially, as a stand-alone package, or a program or module or service, on any single or multiple computer hardware or devices of any type. Although the term network, LAN, WAN, Wi-Fi and the like are used, any Server or computer or device may be connected to any other Server or computer or device through any type of network, including a local area network (LAN) or a wide area network (WAN), RF, satellite, Wi-Fi, Microwave or any type of Area Traffic Network (ATN) protocol support for transferring data for the Aircraft industry. The corresponding structures, materials, acts, and equivalents of all means or step plus function elements in the claims below are intended to include any structure, material, or act for performing the function in combination with other claimed elements as specifically claimed. The description of the present invention has been presented for purposes of illustration and description, but is not intended to be exhaustive or limited to the invention in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the invention. The embodiment was chosen and described in order to best explain the principles of the invention and the practical application, and to enable others of ordinary skill in the art to understand the invention for various embodiments with various modifications as are suited to any particular or any use contemplated.

To further increase the clarity of the invention, it should be understood that the system is comprised of multiple methods, hardware, software package and embodiments, and therefore all methods and hardware and software package and embodiments should be assumed to rely and be“connected” or“coupled” to at least one or more method or hardware or software package or embodiment within the system, to comprise any combination of parts of the invention as an operable and industrialized system.

To further increase the clarity and readability of the invention, the following terms are used within the description, figures, illustrations, diagrams, claims and embodiments of the invention application. Solution and/or product and/or package and/or installation (SPI) are all similarly refer to the patent application for any combination of apparatuses and/or systems and/or methods within the embodiments and/or claims in both singular and or plural. Control Messages (CM) refer to all message types including but not limited to control messages, image data of all formats, binary data, text messages, ASCII codes, any type of map, directions, routes, commands, statuses, whereby the terms Message and Control Message are both used throughout the invention for ease of reading, and mean the same Control Message (CM). To further increase the clarity, example embodiments and contexts, the term CWP also includes a human computer operator as opposed to only an air traffic controller (ATC). To further increase the clarity, example embodiments and contexts, the terms

“database” and“repository” and“data repository” are interchangeable and have the same meaning.

To further increase the clarity, example embodiments and contexts, the word user describes any authorized human operator, including but not limited to ATC, controller, pilot and dispatcher.

To further increase the clarity, example embodiments and contexts, the term selection in the context of an option that is not related to an area or perimeter is simply a possible choice from at least one choice available on the HMI for selection, whereas the term selection in the context of an area or perimeter selected by a user is the action of a user marking the perimeter of an area on a display by using a mouse or marking with an at least one finger on a touch-screen or with at least one finger in the air via motion sensor, all which are translated to result with the same action as if an area or perimeter were selected by mouse action.

FIG. 1 is a diagram of the Global ATFM system and its interaction with external systems, in accordance with some embodiments of the disclosed subject matter. Block 100 represents the Global ATFM Synchronization System.

In one embodiment, the Global ATFM Synchronization System imports from external ACDM (200) data relating to updated airport schedules, including, but not limited to departures, arrivals, known delays, and associated data related to the airport such as closed runways and taxiways, runway conditions, and braking action for each of the runways.

In another embodiment, the Global ATFM Synchronization System exports to external ACDM (200) any newly processed flight delays and schedules around the world affecting a particular airport, including updated delays and scheduling received from other ACDM or as updated by the Global ATFM Synchronization System itself.

In another embodiment, the Global ATFM Synchronization System receives data from external ATFM (300) updated FIR and ANSP scheduling, FIR route preferences for the whole ANSP geographical region, and its known FIR and ANSP delays.

In another embodiment, the Global ATFM Synchronization System imports from external CD (400) data related to PDC/CD given by ATC at airports or by the ANSPs controlling the departing airspace, prior to a departure.

In another embodiment, the Global ATFM Synchronization System exports to external CD (400) all available global flight routes for each city pair, each including the relevant flight route segments and expected arrival time at the destination airport. Visual Clearance and Airborne Display (500) sends pilots a list of available flight routes prior to the flight and updated alternate airports information while airborne during the flight.

FIG. 2 is a diagram of the Visual Clearance and Airborne Display system and its processes, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, block 210 receives available routes for the flight. Block 220 presents the pilot the available flight routes for selection (explained in Fig. 51) to be used for PDC/CD. Block 230 allows the pilot to select the desired flight route from the list of available flight routes (explained in Fig. 16). Block 230 triggers the generation of a PDC/CD both prior to departure. Block 240 presents the pilot with each of the flight route segments with the related data (explained in Fig. 51). Block 250 presents the pilots with information related to alternate airports along the flight route (explained in Fig. 61). Block 260 enables the pilot to select a new route and generate a CD during the flight while airborne in case a new route is desired by the pilot. Block 270 enables the pilot to see NOTAMS, ATFM and ATC messages (explained in Fig. 7). The pilot is also able to send text messages to ATC (explained in Fig. 51).

FIG. 3 is a diagram of the main processes of the Global ATFM Synchronization System, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, block 110 imports weather (WX) data from multiple sources. In another embodiment, the weather module block (110) updates multiple coverage areas (explained in Fig. 14), fully covering earth, whereby each coverage area has its own WX data, and once processed, each coverage area is given an overall WX score (explained in Fig. 14). Once a coverage area receives a WX score, it is stored in a repository (910) for future retrieval.

In another embodiment, the weather module (110) receives queries from other blocks for retrieving coverage areas with their associated data and WX scoring.

An example embodiment is the query from the route scoring (130) (explained in Fig. 34), whereby each flight route segment is checked for its location, its coverage area data and its WX score, if the WX score is insufficient for the aircraft performance and type, the flight route segment is not used as a possible flight route segment for any of the routing calculations. The determination if a score is sufficient is usually based on maximum allowed performance criterias by the aircraft manufacturer. Thus if the winds gust at 100 knots at a particular flight route segment, a 737 type aircraft cannot safely operate, and the flight route segment is deleted. Another example embodiment is a query from the ground delay (170) (explained in Fig. 73), whereby preset rules can trigger ground-delay requests to other FIRs. Usually, if winds and rainfall are both expected to increase to high levels in the next few hours within a coverage area handled by an FIR, defining that a strong storm is approaching, thus, a new limit on the number of flights the FIR can handle in the next few hours ahead has to be set as per local or international regulations. The regulation settings triggers a preset ground delays at other FIRs and ANSPs.

In another embodiment, the Messaging module block (120) receives messages and NOTAMS from other ANSPs, airports and stores in the repository (920). In addition, this block generates its own messages and NOTAMS, usually based on the retrieving of WX segments with their associated data and WX scoring in block 110 or when a Maximum flow rate of an FIR route is set, generating a message automatically by the Global ATFM Synchronization System, updating all other connected computing devices of ANSPs, FIRs, airports and airlines.

An example embodiment is the creation of a new NOT AM message on a developing storm based on predicted worsening WX scoring over time (110). The new NOT AM is stored in the repository (920). In another embodiment, the routing module block (130) generates multiple flight routes (explained in Fig. 16), each with its multiple flight route segments and total route scores, available as a PDC/CD. For each flight, each ANSP and FIR along the flight route provides a list of ranked flight routes by their own preference criterias, thus providing an advanced clearance within each ANSP/FIR airspace, making each flight route with its associated flight route segments relevant for considerations. The ANSP/FIR preferred routes list includes the expected flight duration, further used in the calculation of the total flight route score.

In another example embodiment is each of the flight route segments of a flight route is checked for its WX score (110), and if the score logic of all flight route segments

(explained in Fig. 16 and Fig. 32) for a route is insufficient for the aircraft performance, it is unused. Thus, only the highest scoring flight routes are used and are then sorted for further pilot display and selection (explained in Fig. 51).

Another example embodiment is the score for alternate airports (140), used for flight route score, whereby if at any point along a flight route aside from an over the ocean duration, an alternate airport cannot be reached for emergency, the route is unused. The distance and time to an alternate airport is based on the ICAO ETOPS regulation, and may change in the future as engine technology or other propulsion types evolves.

In another embodiment, alternate airports (140) retrieves from airports repository

(940) the runway conditions and braking actions for each runway at each of the airports along a flight route, whereby if the aircraft type is not capable of safely landing at any of the runways, the alternate airport becomes unused within the scoring of the flight route. The alternate airport scoring is based on a per-runway basis using data including but not limited to runway length, width, ILS category, conditions, coverage, braking action and the like. The airport score is simply the sum of the runways at the airport where the aircraft can perform a safe landing. The alternate airports score is the number of airports with a score higher than zero. The alternate airport score is usually used within the flight route and related scoring (explained in Fig. 16 and Fig. 34).

In another embodiment, scheduling module block (150) allocates scheduling for entry and exit times for each pair of waypoints, as well as each ANSP and FIR. The scheduled times are calculated based on the aircraft performance of each flight as well as the anticipated weather at each of the flight segments between the waypoint pairs. The scheduled entry time into and exit time from an ANSP and FIR are usually a particular waypoint, whereby the waypoint is a handoff point between ANSPs or FIRs. Having the entry and exit times well in advance allow controllers and ATFM planners to better prepare for upcoming traffic, and possibly make request airborne delays or ground delays from other ANSPs or FIRs. Usually, the scheduled entry time of an ANSP or FIR is the scheduled exit time of the previously controlling ANSP or FIR or a flight. The schedule is then saved into the schedules repository (950).

In another embodiment, scheduling module block (150) allocates scheduling for airport time slots of departures and arrivals based on airport conditions, runway conditions, routes and clearances.

An example embodiment is a slotting schedule for a departing flight, whereby there is no visibility (IMC), with full procedural separation requirements at the airport.

The scheduler checked at the time separation required for the runway to be used, and schedules the departure based on the best scheduled runway operation slot allowing for the aircraft to depart while allowing enough time between the previous operation and the next scheduled operation. The scheduled departure slot is then saved into the schedules repository (950).

In another embodiment, PDC/CD module block (160) generates clearance delivery (CD)/pre-departure clearance (PDC). The clearance is generated after a pilot selected and confirms the flight route as committed for execution while airborne. The PCD/CD includes generating ANSP flight plans and clearances, airport slot scheduling, entry and exit times to each waypoint and for each ANSP and FIR along the flight route.

An example embodiment is the clearance generated for an aircraft, whereby the departure time slot is calculated first, then the entry time calculations to each waypoint along the route, and subsequently, the entry and exit times for each ANSP and FIR along the flight route. The calculations are executed by scheduling (150)

(explained in Fig. 18). In another embodiment, ground delays module block (170) generates delay requests to other ANSPs or FIRs. The request may be either a ground delay or an airborne delay. The delay or stop request is triggered either manually by a controller or autonomously (explained in Fig. 73) by the FIR SOFTWARE where a preset criteria to trigger the delay was fulfilled. Usually, delay requests are due to weather, volcanos, and an airspace capacity limits.

In another embodiment, ATFM module block (180) generates future traffic scenarios (explained in Fig. 72) hours prior to the entry of the flights to the

ANSP/FIR, thus allowing ATC to better plan and possibly issue delays in time. Usually, a scenario includes data and a visual depiction of the data and generated future operational conditions, including weather, flight positions and operational variables such as available routes and alternate plans.

An example embodiment is a generated scenario for 20 hours ahead, whereby the capacity of a single FIR route from the South is close to the defined maximum, the ATFM presets triggers a ground delay for 30 minutes to all airports with flight routes including the used incoming FIR route.

FIG. 4 is a diagram of a Clearance Delivery (PDC/CD) system, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, the Clearance Delivery system consists of logic and functions for generating a pre-departure clearance (PDC) as well as a clearance delivery (CD), both prior to departure as well as a CD during the flight while airborne.

Block 4001 receives information related to the departure slot available based on the departing aircraft type and performance and usually, is only used when an aircraft has not departed the airport. Block 4002 retrieves the route segments for each FIR/ANSP along the flight route, including the associated entry and exit data. In the case the flight is already airborne, only the remaining route segments are retrieved based on current aircraft flight segment and current location. Block 4003 represents the FIR routes corresponding to the selected flight route. Block 4004 generates the scheduling based on the departure time and updates the entry and exit data for each FIR/ANSP in the schedules repository (950). Block 4005 generates a Committed FIR Route (CFR), committing each of the FIRs/ANSP/s along the flight route to the corresponding FIR route as previously received within the FIR preferred routes (explained in Fig. 32), each with its entry and exit data. Block 4006 generates a flight plan (FP) according to ICAO regulations. Block 4007 transmits each FIR/ANSP along the flight route the related FIR route with the FP and data including expected entry and exit data. Block 4008 transmits the FP and departure slot to the departing airport if the flight has not departed yet. The individual processes of the PDC/CD system are further discussed with embodiments in Fig. 31.

FIG. 5 is a diagram of an Alternate Airport system, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, in some countries, each departing and airborne flight must take into considerations available alternate airports in case of emergencies during the flight, included in a dispatch service, usually operated by an airline for its flights.

The case is also true if a flight received a new clearance while airborne. Usually, the process of checking for alternate airports includes available runways capable of allowing a safe landing of the type of aircraft being flown with its performance parameters such as minimum required runway length for landing even if the runway is slippery and requires a longer time for braking to a complete stop. It is beneficial for pilots to have such information at hand at any given time during the flight, without the pilots having to look at maps for alternate airports, and not knowing which airports they can safely land at, taking precious time form pilots during critical operational mode during an emergency. The Global ATFM Synchronization System includes an autonomous system and related methods to checking if the conditions at each possible runway at airports along the flight route are capable of allowing a safe landing of the type of aircraft being flown with its performance parameters, such as the sufficient length of the runway. Block 5001 processes all possible flight routes and flight route segments. Block 5002 processes all possible airports and their runway information along each of the flight route segments. Block 5003 processes the expected weather at each of the airports and runways, including runway conditions at the time the aircraft is expected to land. Block 5004 processes the list of applicable airports and their runways available to the aircraft type and

performance. The list is then sent to the Visual Clearance and Airborne Display for presenting the pilot with the information. FIG. 7 is a diagram of inflight ATFM and ACDM messaging, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, ATFM and ACDM messages are the two main types of messages that are generated by several processes within the Global ATFM

Synchronization System. Usually ATFM messages are and NOT AMs are generated by FIR software and ACDM related messages are generated by scheduling, clearance and schedule delay processes.

In another embodiment, block 7002 receives a request to generate a message along with the type of message, urgency and the content of the message. Block 7003 converts the message to an ICAO standard format, depending on the message type.

Block 7004 saves the formatted message to the messages repository (920). Block 7005 transmits the formatted message computing devices of airports for ACDM type messages and ATFM type messages to airports, FIRs and ANSPs.

FIG. 9 lists the different types of repositories, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, block 910 is the repository for raw data from multiple inputs and WX segment related data. Block 920 is the repository for received and generated messages and NOTAMS. Messages and NOT AMS are generated in Fig. 7. Block is the repository for ANSP/FIR preferred routes and data, available flight routes with flight route segments and scoring, anticipated route traffic in next 48 hours and route capacity. The repository is usually used by Fig. 16, Fig. 18, Fig. 22, Fig. 32, Fig. 51 and Fig. 61. Block 940 is the repository for airport location, including runway parameters. The repository is usually used by Fig. 13 and Fig. 61. Block 950 is the repository for schedules of airport slotting for departures and arrivals, waypoints entry times, ANSP/FIR entry/exit times. The repository is usually used by Fig. 13 and Fig. 18. Block 960 is the repository for clearances given. The repository is usually used by Fig. 31 and Fig. 72. Block 970 is the repository for current and upcoming anticipated delays. The repository is usually used by Fig. 52. Block 980 is the repository for current emergencies. The repository is usually used by Fig. 61 when an aircraft needs to divert for emergency. Block 990 is the repository for scenarios. The repository is usually used by Fig. 72 or by FIR software for retrieving scenarios. FIG. 11 depicts the process for Global ATFM Synchronization System messaging and synchronization, in accordance with some embodiments of the disclosed subject matter.

In One embodiment, block 11002 retrieves data changes within a repository or receives a message from a computing device with data requiring processing for messaging or synchronization. The data usually includes any of the following, either as a single record or multiple records: FIR route, FIR flight route, FIR route preference, flight route, flight route segment, flight schedule, scenario, airport departure slot, PDC, CD, alternate airport, weather at a runway of an airport, weather of a flight route, flight route segment or any coverage area. Block 11003 formats a message for transmission based on regulatory standards for each type of regulation, usually ICAO, EASA and RTCA messaging standards are used. Block 11004 saves the message in its different formats to the messages repository (920). Block 11005 retrieves the computing devices to transmit to as subscribers. Usually, the subscribers include FIR/ ANS P/airport computing devices, Visual Clearance Airborne Display using a portable computing device, ATFM software on a computing device block 11006 transmits the message to the subscribers.

FIG. 13 depicts the process for a departure slot clearance at an airport, in accordance with some embodiments of the disclosed In One embodiment, block 13002 retrieves the flight requesting the departure clearance slot and aircraft type from the schedules repository (950) and deletes previous departure slot given to the same flight if exists, usually due to a delay of previous aircraft to the airport (explained in Fig. 52). Block 13003 retrieves the next available departure slot for the departing airport from the airports repository (940), based on the aircraft type and its performance data.

Usually, the logic for the next available slot includes the expected runway for departure based on the aircraft type, minimum required runway length and the expected taxiing duration from the gate/stand to the runway. Block 13004 creates a new record in the airports repository, confirming the runway slot time is reserved for the flight. Block 13005 updates the scheduling of the flight (explained in Fig. 18). FIG. 14 depicts the process for updating data for a coverage area, in accordance with some embodiments of the disclosed subject matter. In one embodiment, the coverage area of 0.5 degrees of the earth provides sufficient granularity and ability to allow for about 56 kilometers detour in any direction if a coverage area can not be flown through. The WX score is logic and calculations related to WX data. Usually a WX score has a score for each type of data, including maximum and average calculations. The score calculations include but are not limited to wind speeds, rainfall, dust, cloud coverage and the like. Knowing the weather with related data and score allow for better prediction of which coverage areas can be flown through by what type of aircraft and at what altitude ranges for optimal fuel saving and fastest route.

In another embodiment, block 14002 retrieves the weather data from the weather repository (910). Block 14003 updates the weather data within the weather repository in each coverage area corresponding the weather coordinates received and altitude range. Block 14004 For each updated coverage area, a message of the updated data is transmitted to the FIRs and ANSPs operating in that geographical area.

An example embodiment includes processing of multiple coverage areas with same geographical coordinates, but at different altitude ranges. Although altitude ranges may vary, usually, the altitude ranges for multiple coverage areas covering the same geographical areas may be one at between 0 and 5000 feet, another between 5000 and 10000, another between 10000 and 18000 feet, another between 18000 and

25000 feet, and others up to 90000 at 5000 feet increments. The altitude ranges for coverage areas are based on the expected aircraft types and their maximum cruising altitude, usually, for most commercial aircrafts and business jets, 60000 would cover almost all types of aircrafts and their maximum cruising altitude. Usually, where flights usually fly at high altitudes over 25000 feet such as oceans, only coverage areas above 18000 exist. The preset coverage area altitude ranges is based on the routes used in each geographical area, and the type of aircrafts being flown. Usually, coverage areas over oceans and where flights usually fly at high altitudes have an altitude range above 25000 feet.

FIG. 16 depicts the process for generating usable flight routes, in accordance with some embodiments of the disclosed subject matter. In one embodiment, the usable flight routes is a list of routes and their associated flight route segments, each having a time score, of the expected time duration for the aircraft to complete the flight route as well as a weather score for assisting the pilot to determine possible preference aside from shortest time and fuel consumption to destination.

In another embodiment, block 16002 retrieves from the routes repository (930) all available routes and their associated flight route segments. The retrieval is based on an origin-destination airport pair, such as Paris CDG to New York JFK. Block 16003 retrieves the weather score from the associated coverage score areas (explained in Fig. 14) from the weather repository (910) for each of the flight route segments. The resulting retrieval sets a list of flight routes and a list of flight route segments, whereby the flight route segments list does not contain duplicates flight route segments even if a flight route segment is part of more than one flight route. Block

16004 applies the coverage area weather score as the flight route weather score. Where a flight route segment passes through more than one coverage area, the lowest of the coverage area scores are used as the flight route segment score. If any of the scores are lower than the minimum operational requirements of the aircraft performance as specified by the aircraft manufacturer, the flight route segment and any flight routes using the flight route segment are dropped from the list of flight route segments and list of flight routes. Based on the aircraft performance, block

16005 calculates the time duration for the aircraft to fly each of the flight route segments. Usually, the calculation uses industry standard performance calculations, accounting for headwinds, temperature, altimeter, cross winds and altitude as the main factors. For each of the flight routes, block 16006 applies the flight route weather score from the lowest weather scores of the flight route segments. For each of the flight routes, block 16007 calculates the flight time score as the sum of durations of all its flight route segments. Block 16008 sorts the list of flight routes based on the shortest flight time score, than highest weather score. Block 16009 saves the list of flight routes and list of flight route segments in the routes repository (980) with associates time and weather scores.

An example embodiment includes a list of 3 flight routes in block 16008 to be sorted, whereby flight route #1 has a time score of 6.5 hours and weather score of 5, flight route #2 has a time score of 6 hours and weather score of 7, flight route #3 has a time score of 5.5 hours and weather score of 9. Although the weather score of flight route #3 is much better than the weather score of the other flight routes, it is important to remember that ultimately, the pilot selects the desired flight route and all flight routes adhere to the minimum requirements of the aircraft manufacturer as the others are dropped during the weather scoring of each of the flight route segments, thus dropping flight routes that do not conform to the minimum

manufacturer specifications. All of the flight routes adhere to PDC/CD requirements and therefore do not need to be rechecked during a PDC/CD process.

FIG. 18 depicts the process for a flight scheduling with departure time and entry/exit times, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, block 18002 retrieves the airport schedule from the schedules repository (950). If the departing airport has an ACDM, the ACDM information is retrieved and saved in the schedules repository. Unless the ACDM retrieves the PDC/CD data from GTASS schedules repository (950), the ACDM only contains planned slots which are not actual times with committed departure slots, thus making the ACDMM data unusable. The only time the ACDM data is used is when the ACDM is retrieving and the PDC/CD and departure slots from the schedule repository (950). Block 18003 generates a departure slot clearance for the flight (explained in Fig. 13). Block 18004 retrieves the flight route and its flight route segments, including the flight route time duration and time duration for each of the flight route segments. Block 18005 applies the updated entry and exit times to each of the flight route segments by adding the flight route segment time duration to the entry and exit times. For example, if a slotted departure time is 18:30, and the duration of the first two flight route segment are +23 minutes and +65 minutes respectively, thus the entry and exit times of the first flight route segment are 18:30 and 18:53 respectively (18:30 + 23 minutes for the exit), and the entry and exit times of second flight route are 18:53 and 19:58 respectively. Block 18006 applies the flight entry and exit times. The entry time of the flight route is the departure time and the exit time is the exit time of the last flight route segment. Block 18007 the updated flight route and flight segments are stored in the routes repository (930), allowing for future retrieval and presenting the flight durations to the pilot as part of the of the PDC/CD process (explained in Fig. 31).

FIG. 22 depicts the process for a FIR or ANSP controller (ATCO) changing a route or route segment availability, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, block 22002 receives a selection from an ATCO of an FIR route and its availability through FIR software. Usually, the availability is measured in the range of 0% through 100%. Block 22003 saves the availability in the routes repository (930). Block 22004 sorts all FIR routes based on entry and exit location and descending availability, thus 100% would be first and 90% latter. Block 22005 saves the sorted list in the routes repository (930).

In another embodiment, route segment availability determines the FIR route preference when requesting FIR routes (explained in Fig. 32) prior to generating usable routes for a flight (explained in Fig. 16). By allowing an ATCO to change route availability and rate of flights per hour (flow rate), ground delay requests may be triggered (explained in Fig.73).

In another embodiment, route availability can be changed autonomously by FIR software when scenarios are generated, whereby when any route conforms to a preset trigger for maximum number of flights per hour or passes an availability percentage or flow rate. Usually, ground delay requests are triggered once the flow rate is at 80 percent availability (explained in Fig.73).

FIG. 31 depicts the process for generating PDC/CD for a flight, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, the PDC/CD includes the processes required for both generating a pre-departure clearance (PDC) as well as a clearance delivery (CD), both prior to departure as well as a CD during the flight while airborne.

An example embodiment includes a flight departing in 12 hours, whereby the weather along the selected flight route is without any weather issues, nor expected congestions. Both the PDC and the CD are executed autonomously, thus allowing all FIRs and ANSP’s know the coming traffic 12 hours prior to the aircraft departing. In some cases, where an FIR entry time is 8 hours after the departure time, the FIR has the flight information 20 hours in advance (12 prior to departure + 8 entry after departure), allowing the FIR to better plan for future traffic. Essentially, when all the FIRs and ANSPs in the world utilize the Global ATFM Synchronization System, each FIR/ANSP does not need to plan ahead as all the upcoming traffic was already committed to by the FIR/ANSP as part of the clearance process for each flight. Block 31002 retrieves the selection of the flight route requested by the pilot (explained in

Fig. 51) from the routes repository (930) with the associated departure slot time. Block 31003 retrieves the route segments for each FIR/ANSP along the flight route, including the associated entry and exit data. In the case the flight is already airborne, only the remaining route segments are retrieved based on current aircraft flight segment and current location. Block 31004 generates a Committed FIR Route (CFR), committing each of the FIRs/ANSP/s to the corresponding FIR route as previously received within the FIR preferred routes (explained in Fig. 32), each with its entry and exit data. Block 31005 stores the CFR in the clearances repository (960) for future retrievals. Block 31006 generates a flight plan (FP) according to ICAO regulations. Block 31007 transmits each FIR/ANSP along the flight route the related FIR route with the FP and data including expected entry and exit data. Block 31008 transmits the FP to the departing airport if the flight has not departed yet. Block 31009 transmits the FP to the destination airport.

An example embodiment, a pilot of an airborne flight selects a difference route while flying. The pilot selection is at the pilot’s discretion and does not require a reason, thus, the CD provides a clearance delivery for the remaining route of the flight from the current location of the flight. Block 31004 only uses the remaining flight segments from the route, and the process does not execute Block 31008 since the flight is already airborne.

Another example embodiment is when a departure slot time has passed and the aircraft did not leave the gate/stand or when an aircraft is delayed at the gate due to technical issues and the departure slot will be missed, or the aircraft used for a flight arrives at the departing airport from a previous flight later than scheduled (explained in Fig. 52). Usually, entry and exit data change for the flight route when the departure slot time will be missed, calculated on the basis of the expected taxi time to the departing runway from current location, the Global ATFM Synchronization System tries to regenerate the same route (explained in Fig. 16) and receives the commitments from each FIR/ANSP along the flight route (explained in Fig. 32). If the same flight route cannot be used with the new departure slot time, both the departure slot time and the clearance are revoked, and pilot must select a new route (explained in Fig. 51) and only then, the CD is generated based on the newly selected flight route and new departure slot time. Usually, the Visual Clearance and Airborne

Display informs the pilot only if a new route selection is required, or the departure slot time changed.

Another example embodiment is when a flight has at least one stop until its final destination airport. In the case of a flight from Istanbul in Turkey to Buenos Aires in Argentina, with refueling, crew change, disembarking and embarking partial passengers in Sao Paulo, the aircraft requires an initial departure from Istanbul, an arrival in Sao Paulo, a departure in Sao Paulo and an arrival in Buenos Aires. The PDC is provided for each of the departing airport, however, the departing schedule and PDC will depend on the initial flight schedule, especially if is delayed (explained in Fig. 52) .

FIG. 32 depicts the process for requesting preferred routes list from an FIR/ANSP, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, the Global ATFM Synchronization System ensures the generated flight routes (explained in Fig. 16) are approved by all the FIRs or ANSPs along each flight route. Block 32002 retrieves the list of flight routes from the routes repository (930). Block 32003 sends each FIR and ANSP the list of FIR flight routes from the list of flight routes, each with entry and exit data. Block 32004 receives from each FIR and ANSP a list of FIR flight routes, whereby the list may or may not contain entry and exit data as processed by the FIR/ANSP. Usually, most ANSPs do not have the capability to anticipate entry and exit data. In block 32005, for each of the sent FIR flight routes, if the corresponding received FIR flight route is returned by the FIR/ANSP, the flight route will use the initial FIR flight route as the

FIR/ANSP is committed to provide the clearance for that FIR flight route. If the sent FIR route is not returned by the FIR/ANSP, the complete flight route is dropped and marked as unusable. Usually, the FIR flight route list is identical, unless weather issues are forecasted, whereas the Global ATFM Synchronization System and the ANSP have different calculations, usually, as the Global ATFM Synchronization System has a global view and the ANSP only has a local view, the model within the Global ATFM Synchronization System overrides any FIR/ANSP routing logic processes. In block 32006 the list of flight routes is updated in the routes repository (930).

FIG. 34 depicts the process for scoring a flight route, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, block 34002 receives from a computing device or from the schedule data repository (930) a flight schedule. Block 34003 extracts from the routes data repository (950) an at least one flight route associated with said at least one flight schedule. Block 34004 calculates the scoring of a flight route for each flight route. The calculations take into account data related to weather along the flight route and its flight route segments, any known FIR flow and capacity settings associated with each of the flight routes and flight route segments, and scheduled departure time. Block 34005 checks if the flight route can be used by the aircraft, if the flight route can be executed based on the aircraft performance it is added to the list of flight routes for pilot selection in block 3407. The process of blocks 34003, 34004 and 34005 is repeated until all possible flight routes have been scored is repeated. Block 34006 transmits a message to other computing devices the flight routes with associated scores. The transmission is for allowing an airline or a pilot to select a flight route from the scored flight routes for performing a PDC/CD. In the case where the aircraft is already airborne, the departure time is unused and only CD functionality is provided. Thus is the aircraft has not departed yet, the PDC is generated and not a CD. Block 34007 receives one selected flight route from a computing device for generating a clearance delivery on the selected flight route. Block 34008 uses the aircraft performance score calculations to schedule the flight route. Different aircraft types have different cruising speeds at different altitudes, for example, a Boing 747 can fly higher and faster than a Embraer 190, thus the schedule of the 747 will be shorter times for each flight route segment and the overall flight route. Block 34009 updates schedules repository (950). The process of scheduling is further explained in Fig. 18. Block 34010 transmits the updated flight schedule and the selected flight route with associated scores to computing devices. FIG. 51 depicts an example of a display of available flight routes for selection for a clearance, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, the human machine interface (HMI) provides the pilot with the ability to view each available flight route and its flight segment details. Usually, each flight segment detail includes one of the following: The entry time to the waypoint, the waypoint name (typically 5 letters), expected execution such as climbing or descending to a specified altitude or a heading to fly or the name of the direction to fly or a named airway/jetway, additional information or messages such as NOTAMS, ATFM messages or ATC related messages, including expected new routes clearances to select from or expected changes in altitude or direction due to weather or other ATC related matters such as sudden military airspace restrictions.

In another embodiment, the pilot can see multiple available flight routes by selecting “>” on the top menu bar to see the next available flight route, or,“<” to go back to the previous available flight route. Once the pilot presses on“select” from the top menu bar, a PDC is given and the flight route is“active”. Unless the departure slot time is missed, the pilot cannot change the PDC prior to the departure. Usually, due to weather, during the flight when airborne, the pilot may select any other flight route for clearance (CD). When weather changes and new flight routes with faster flight duration on the remaining flight route from current position or more fuel efficient routes are available, the pilot is notified through the HMI with a message

“IMPROVED CLEARANCES MAY BE AVAILABLE”, notifying the pilot to scroll through the available flight routes by pressing“>” and“<” from the top menu. In another embodiment, the HMI is used to alert the pilot when the aircraft deviates from the cleared flight route and its flight route segments. The HMI sounds an audible tone and displays the portion of the flight route segment being flown with a red background. The processing of the deviation is explained in Fig. 54.

In another embodiment, the HMI displays any available alternate airports between the flight route segments, showing each runway length and known conditions and braking actions for pilot considerations in case of an emergency and the need to divert to an alternate airport. The pilot can click on the each flight route segment to display or hide the information on alternate airports, usually, by default, the alternate airports are shown. An example embodiment the HMI displays NOT AMS and messages between the flight route segments where the NOTAM or messages are applicable. Usually, a NOTAM or message are from ATC of an FIR or ANSP pertaining to specific information between two flight route segments or to a complete FIR or an airport. An example embodiment the pilot can enter text at the top menu bar where the flight route name is shown for sending to the ATCO currently responsible for the flight. The text area where the pilot can type a message is shown as“SAO-IST 07”.

FIG. 52 discloses a diagram of a method for identifying a delay as a result of changes in previous flight, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, the time of delay of a flight due to a delay in an incoming previous flight to the airport is critical for providing update clearances as the related departure slot time will be missed, thus needing to cancel the initial flight clearance and issue a new flight clearance. Block 52002 retrieves from the schedules repository the schedule of the departing flight as well as the schedule of the previous flight using the same aircraft by using the serial number of an aircraft ( known as“tail number”). The previous flight is known based on the same aircraft serial number. Block 52003 takes the exit time of the last segment from the previous flight and adds gate turnaround time for refueling, scheduled maintenance, offloading and loading passengers and/or cargo from the aircraft (gate turnaround time). Typically, the gate turnaround time is based on the aircraft type and number of passengers and total cargo weight to be loaded. Typically, 20-40 minutes is sufficient for small type aircrafts such as a Embraer 190, but 60-150 minutes for a Boeing 747. Block 52004 A new departure slot is generated (explained in Fig. 13). Block 52005 retrieves the initial flight clearance from the clearances repository (960). Block 52006 tries to generate new flight routes (explained in Fig. 16.) and a departure slot clearance with the same flight route (explained in Fig. 31). If the new clearance uses the same flight route as the initial flight clearance, block 52007 updates the flight schedule

(explained in Fig. 18). If the original flight route is not available as a result of generating the flight routes in block 52005, the pilot has to manually select the flight route for clearance. FIG. 54 discloses a diagram of a method for handling a deviation from a route, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, block 54002 retrieves the aircraft position and cleared flight route segments from the routes repository (930). The position aircraft was updated from an external computing device which has received the aircraft position.

Typically, aircraft positions are received from radars or satellites. Block 54003 calculates the deviation between the aircraft position and the closest route segment. The final result of the calculation is a positive number as the calculation uses the common mathematical ABS function, As an example, if an aircraft is in geographical coordinate 34.12 and the closest position of any of the flight route segments is

34.6212, the resulting deviation is about 0.5 degrees, or about 56.6 kilometers. ICAO regulations defines the allowed deviation and change as technology progresses, thus block 54004 usual message settings include once the aircraft deviates more than 25%, 50%, 75% and 100% of the ICAO regulatory allowed deviation, a message is sent to the Visual Clearance and Airborne Display aboard the aircraft and to the

ATFM Software for each 25%, 50%, 75% and 100% deviation. Block 54005 the Visual Clearance and Airborne Display aboard the aircraft receives the message and sounds an audible tone as an alert and displays the pilot with a message of the deviation. In block 54006, The ATFM software alert the ATCO where the aircraft operates and has deviated to, highlighting the aircraft on the HMI in a color as per local warning color regulations, and, presenting a message near the aircraft on the HMI with the notification about the deviation.

FIG. 61 discloses a diagram of a method for generating alternate airports to be used by an airborne aircraft for selecting an alternate airport in case of emergency, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, if the country where the flight is departing from or the airline operates from requires a dispatch service, the scoring for alternate airports is used in the scoring of each of the possible flight route segments and ultimately if the flight route itself can be selected by the pilot from a list of available flight routes

(explained in Fig. 51).

Block 61002 retrieves all flight route segments relating to a flight route from the routes repository (930). If the aircraft already departed, the aircraft position is retrieved as well as only the current and remaining flight route segments are retrieved. Block 61003 retrieves all available airports and their runways from the airports repository (940) within 1000 miles of any given point along the flight route segments. The runways retrieved are only the runways with the length greater than the minimum required runway length for landing as per the flown aircraft manufacturer specifications. Block 61004 retrieves the known runway conditions for each the retrieved runways at each of the retrieved airports from the airports repository (940) and the weather repository (910), including the runway conditions and known braking action reporting. In block 61005, if the runway conditions are higher than the aircraft manufacturer specifications, the runway with its related information is added to the list of alternate airports. Block 61006 calculates the score for alternate airports, whereas the calculation is the sum of the number of alternate airports within the list of alternate airports. Where there is more than one runway available at an airport, the airport is only counted once.

Block 61007 saves the list of alternate airports and the score in the airports repository (940).

An example embodiment in block 61002, a Boeing 737-900 requires a minimum runway length of about 6800 feet or about 2073 meters to safely land and come to a complete stop, meaning any runways less than 6800 feet would not be retrieved from the repository, whereas a Boeing 747-800 requires a minimum runway length of about 7500 feet or about 2286 meters for the same landing operation, any runways less than 7500 feet would not be retrieved from the airports repository (940).

An example embodiment is an airborne flight of an Airbus 380 type aircraft into New York JFK airport being closed due to a snow storm. One of the alternate airports within the flight route is Buffalo, New York, with one runway long enough with good braking action, allowing the aircraft to land, thus the runway at the Buffalo airport receives a high alternates score.

FIG. 72 discloses a diagram of a method for generating a FIR or ANSP scenario, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, scenarios are used to present ATCO of a FIR or ANSP the future positions of flights and weather for a specific time in the future, thus, allowing the ATCO to view where there are congestions of flights on any particular FIR route, and change the availability of FIR routes for future flights. The WX data is presented on a computing device to the ATCO.

In another embodiment, in block 72002 ATCO selects a point in time for a scenario. Block 72003 retrieves the WX data from the weather repository (910) for all coverage areas within the FIR/ANSP geographical area, for the specific time of the scenario. Block 72004 presents the WX data on a map, whereby the map covers the FIR/ANSP area it provides service for. Usually, data block 72005 retrieves from the clearances repository (960) all flights with current position and flight path segments within the FIR flight path, having entry and exit data covering the scenario time. For example if a scenario is for 18:30, a flight with a flight path segment entry time of

18:00 and exit time of 20:00 is retrieved. Block 72006 calculates the position of each flight based on the distance of the flight route segment in relation to the entry and exit data. For example, a flight route segment of 4000 Kilometers having entry time of 18:00 and exit time of 20:00, in the case the scenario is for 18:30, the calculation of future flight position is the 30 minutes between the flight route entry time and the scenario time divided by the 120 minutes of flight route segment duration times 4000 kilometers of the flight route segment distance, thus (30/120) x 4000, thus 0.25 x 4000, resulting in a position on the flight route segment 1000 kilometers from the entry location of the segment. When wind speeds are over 20 knots, the common industry calculation of the speed deviation is used for more accurate position, whereby if the headwind speed deviation calculation resulting in -10%, the position of the aircraft would be reduced by 10%, and if there is a tail wind, the speed deviation calculation may result in 5%, and the position of the aircraft would increase by 5%. As shown in the example, a headwind deviation of -10% would reduce the position to 900 kilometers from the start of the route and the tailwind deviation of 5% in 1050 kilometers from the start of the route. Block 72007 saves the scenario in the scenarios repository (990) for future use. Block 72008 presents the position on the map relative to the flight route segment within the FIR route from the entry location of the aircraft.

In another embodiment, scenarios are generated autonomously every 30 minutes or when coverage area data and scores are changed within the FIR/ANSP geographical region (explained in Fig. 14). FIG. 73 discloses a diagram of a method for generating a ground delay or ground stop, autonomously of by an ATCO from a FIR or ANSP, in accordance with some embodiments of the disclosed subject matter.

In one embodiment, usually, an ATCO from an FIR or ANSP would request ground delays from countries or multiple FIRs/ANSPs, and not from any one departing airport. In addition, depending on the setup of FIR software, preset conditions for autonomously triggering ground delays and ground stops without an ATCO manual intervention.

In another embodiment, block 73002 the FIR software continuously searches if a preset of conditions exist to trigger a ground delay request. Block 73003 The ATCO selects a country, FIR or a region. In the case of autonomous presets being triggered by the FIR software, the information of the country, FIR or a region is selected.

Block 73004 converts the selected country, FIR or region to coverage areas, whereby each coverage area 0.5 degrees of the earth provides about 56 kilometers of boundary granularity between FIRs and ANSPs. Block 73005 retrieves all airports,

FIRs and ANSPs within the coverage areas from the airports repository. Block 73006 generates NOTAM messages (explained in Fig. 11). In block 73007, all generated NOTAMs and message are automatically sent to each airport, FIR and ANSP of the ground delay request. In addition, all airborne flights and flights to receive PDC bound to the FIR/ ANSP will receive the NOTAM as well (explained in Fig. 7).