Integrated system-wide contingency management system

Abstract

To provide incident management for air traffic. [Solution] An integrated, system-wide contingency management system (ISCMS) detects contingency events related to air traffic. The ISCMS uses a contingency state model to determine contingency control measures for one or more flights that are in a contingency state in relation to the detected contingency event. The ISCMS uses a tactical state model to determine tactical control measures for flights in a tactical state based on the contingency control measures. The ISCMS uses a strategic state model to determine strategic control measures for flights in a strategic state based on the contingency and tactical control measures. The ISCMS transmits information to trigger the determined tactical control measures for flights in a tactical state. The ISCMS transmits information to trigger the determined strategic control measures for flights in a strategic state.

Description

[Technical Field]

[0001] The present disclosure generally relates to contingency management for aircraft traffic and an integrated system-wide contingency management system. [Background Art]

[0002] Advanced Air Mobility (AAM) is an emerging air transportation system that supports the use of aircraft such as, among other examples, vertical take-off and landing (VTOL) aircraft, remotely piloted aircraft, autonomous aircraft, and / or unmanned or unmanned aerial vehicles (UAVs), to transport people or cargo between locations that are not typically served by conventional aviation modes. AAM use cases include Urban Air Mobility (UAM), Regional Air Mobility (RAM), cargo delivery, public services, and private or recreational vehicles. UAM involves air transportation of passengers or cargo in urban areas. RAM involves air transportation connecting rural or hard-to-reach areas. [Summary of the Invention] [Means for Solving the Problems]

[0003] One embodiment of the present disclosure is an integrated system-wide contingency management system.ISCMS provides one or more memories, an accidental state model configured to determine accidental control measures for flights in an accidental state, a tactical state model configured to determine tactical control measures for flights in a tactical state, a strategic state model configured to determine strategic control measures for flights in a strategic state, and one or more processors communicably coupled to one or more memories, which detect one or more accidental events related to aircraft traffic including multiple flights, use the accidental state model to determine at least one accidental control measure for each of the one or more flights in an accidental state in relation to the detected one or more accidental events, use the tactical state model to determine one or more tactical control measures for each of the one or more flights in a tactical state based on at least one of the at least one accidental control measure for each of the one or more flights in an accidental state, or the detected one or more accidental events, and battle The system comprises one or more processors configured to determine one or more strategic control measures for each of one or more flights in a strategic state based on at least one of the following: at least one contingency control measure for each of one or more flights in a contingency state, one or more tactical control measures for each of one or more flights in a tactical state, or one or more detected contingency events, using a simplified state model; and a communication system configured to transmit information to the flight management system (FMS) of each aircraft associated with each of the one or more flights in a tactical state for triggering one or more tactical control measures determined for the flights in a tactical state, and to transmit information to the flight management system (FMS) of each aircraft associated with each of the one or more flights in a strategic state for triggering one or more strategic control measures determined for the flights in a strategic state.

[0004] Another embodiment of the present disclosure is an aircraft FMS, comprising: one or more memories; and one or more processors communicatively coupled to one or more memories, configured to receive information indicating tactical or strategic control measures for a flight of an aircraft based on contingency control measures for another flight of another aircraft, and to control the aircraft in accordance with the tactical or strategic control measures.

[0005] Further embodiments of this disclosure provide a system including an ISCMS and an aircraft FMS, the ISCMS comprising one or more memories, a contingency state model configured to determine contingency control measures for flights in a contingency state, a tactical state model configured to determine tactical control measures for flights in a tactical state, a strategic state model configured to determine strategic control measures for flights in a strategic state, and one or more processors communicably coupled to one or more memories, which detect one or more contingency events relating to aircraft traffic including a plurality of flights, determine at least one contingency control measure for each of the one or more flights in a contingency state in relation to the detected one or more contingency events, and determine at least one contingency control measure for each of the one or more flights in a contingency state, or the detected one or more contingency events, using the tactical state model The FMS comprises one or more processors configured to determine one or more tactical control measures for each of one or more flights in a tactical state, and to determine one or more strategic control measures for each of one or more flights in a strategic state, based on at least one of the following: at least one contingency control measure for each of one or more flights in a contingency state, one or more tactical control measures for each of one or more flights in a tactical state, or one or more detected contingency events; and a communication system configured to transmit information indicating tactical control measures determined for flights in a tactical state and information indicating strategic control measures determined for flights in a strategic state, wherein the FMS is configured to receive information indicating tactical control measures or information indicating strategic control measures and to control the aircraft in accordance with the tactical control measures or strategic control measures.

[0006] The features, functions, and advantages described herein can be achieved independently or in combination in various implementations, further details of which are shown in the drawings and described below. [Brief explanation of the drawing]

[0007] [Figure 1A] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1B] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1C] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1D] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1E] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1F] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1G] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1H] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1I] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1J] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1K] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1L]This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1M] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1N] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 10] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 1P] This is a diagram illustrating an exemplary implementation of an integrated, system-wide contingency management system (ISCMS). [Figure 2A] This is a diagram illustrating an exemplary algorithm related to the operation of ISCMS. [Figure 2B] This is a diagram illustrating an exemplary algorithm related to the operation of ISCMS. [Figure 2C] This is a diagram illustrating an exemplary algorithm related to the operation of ISCMS. [Figure 2D] This is a diagram illustrating an exemplary algorithm related to the operation of ISCMS. [Figure 3] This figure shows an exemplary environment in which the system and / or method described herein can be implemented. [Figure 4] This figure shows exemplary components of devices related to contingency management across an integrated system. [Figure 5] This is an illustrative flowchart of the process related to contingency management across an integrated system. [Figure 6] This is an illustrative flowchart of the process related to contingency management across an integrated system. [Modes for carrying out the invention]

[0008] For a detailed description of the exemplary implementation configuration, please refer to the attached drawings. The same reference number in different drawings identifies the same or similar elements.

[0009] A next-generation advanced air mobility (AAM) system may involve a highly complex air traffic environment. For example, air traffic in an AAM environment can be heterogeneous, with many different types and sizes of aircraft used for various purposes, such as passenger transportation, cargo transportation, personal use, or public service, among other examples. Air traffic in an AAM environment may also be dense with a large volume of flights in relatively small urban areas. To achieve operability of an AAM system, it is important to maximize safety while maintaining a high level of efficiency. However, balancing safety and efficiency can pose significant challenges when considering a highly complex air traffic environment, especially when an unforeseen event or emergency occurs. Existing contingency management approaches focus on automated on-board solutions for individual aircraft tailored to specific failure cases and procedures. While such contingency management approaches are effective in specific cases, they cannot account for the broader impact that a contingency event has on the overall surrounding air traffic. For example, measures implemented by an individual aircraft to resolve a contingency for that aircraft may cause unintended impacts to the flights of other aircraft, such as mid-air collisions and / or scheduling conflicts. Accordingly, existing contingency approaches are not sufficient to achieve a high level of safety and efficiency when a contingency event occurs in air traffic.

[0010] Several implementations described herein include an integrated, system-wide contingency management system (ISCMS). The ISCMS is configured to perform aircraft traffic management using a state-based approach with different models used for traffic classified into different states. The ISCMS considers flights in three states: contingency, tactical, and strategic. A flight is in a contingency state if a contingency related to the flight is detected; in the mid-flight stage of the flight, the flight is in a tactical state (e.g., the flight is in the air); and in the pre-flight stage of the flight, the flight is in a strategic state (e.g., the flight is scheduled, but the aircraft has not yet taken off). The ISCMS includes a contingency state model configured to determine contingency control measures for flights in a contingency state; a tactical state model configured to determine tactical control measures for flights in a tactical state; and a strategic state model configured to determine strategic control measures for flights in a strategic state. The ISCMS detects the occurrence of contingency events related to aircraft traffic and identifies flights that are in a contingency state in relation to the contingency event. ISCMS uses a contingency state model to determine contingency control measures for each flight in a contingency state.

[0011] In some implementations, ISCMS triggers an aircraft of a flight in a contingency state to perform contingency management actions determined for the flight, thereby resolving the contingency associated with the flight. Then, ISCMS uses a tactical state model to determine tactical management actions for the flight in a tactical state based on the contingency management actions for the flight in the contingency state. In some implementations, the tactical state model identifies potential mid-air collisions for the flight in the tactical state that may arise from the flight in the contingency state executing the contingency management actions, and the tactical state model determines tactical management actions for the flight in the tactical state to prevent potential mid-air collisions. ISCMS triggers the aircraft of the flight in the tactical state to execute the tactical management actions, thereby preventing mid-air collisions resulting from the contingency management actions executed for the flight in the contingency state. Then, ISCMS uses a strategic state model to determine strategic management actions for assets in a strategic state based on the contingency management actions determined for the flight in the contingency state and the tactical management actions determined for the flight in the tactical state.

[0012] In some implementations, the strategic management model identifies potential scheduling conflicts for flights in a strategic state (e.g., scheduled flights) resulting from contingency management actions performed for flights in the contingency state and / or tactical management actions performed for flights in the tactical state. ISCMS triggers strategic management actions to be performed for flights in the strategic state, thereby resolving potential scheduling conflicts. Modular state-based traffic management performed by ISCMS enables ISCMS to provide a cohesive response to contingencies related to air traffic, which provides rapid resolution of in-flight contingency issues while protecting surrounding traffic and thus maintaining the safety and efficiency of the overall air traffic environment. In this way, ISCMS supports the dynamic and complex nature of AAM operations and is enabled to handle a wide range of contingency scenarios without compromising operational efficiency or safety.

[0013] Figures 1A to 1P illustrate an exemplary implementation configuration 100 related to an integrated, system-wide contingency management system. As shown in the figures, the exemplary implementation configuration 100 in Figures 1A to 1P includes an ISCMS and multiple aircraft, each containing a Flight Management System (FMS). The ISCMS, aircraft, and FMS will be described in more detail below in relation to Figures 3 and 4.

[0014] ISCMS considers three distinct states of flight in air traffic (e.g., AAM traffic and / or other air traffic) to manage air traffic safely and efficiently in unforeseen circumstances. The three states for flight include contingency, tactical, and strategic states. A flight is considered to be in a contingency state when a contingency event (e.g., an emergency) related to the flight is detected. A flight is considered to be in a tactical state during the mid-flight phase of the flight. A flight is considered to be in a strategic state during the pre-flight phase of the flight (e.g., before takeoff). ISCMS includes a contingency state model, a tactical state model, and a strategic state model. For example, the contingency state model, the tactical state model, and the strategic state model may be stored in one or more memories of ISCMS. ISCMS uses the contingency state model to determine contingency control measures to resolve contingency events detected for flights in the tactical and strategic states. ISCMS uses a tactical state model to implement in-flight updates (e.g., tactical control measures) for flights in a tactical state to resolve potential conflicts during emergencies (e.g., resulting from contingency control measures). ISCMS uses a strategic state model to provide timely updates to flight schedules (e.g., strategic control measures) for flights in a strategic state in the event of unfavorable traffic conditions (e.g., resulting from contingency control measures and / or tactical control measures). ISCMS integrates states based on state machine representations to manage aircraft traffic.

[0015] Figure 1A shows the ISCMS and air traffic, including flights of multiple aircraft. A flight refers to a single trip of an aircraft (from origin to destination). Therefore, each trip of an aircraft from origin to destination is considered a separate flight. An aircraft flight includes a pre-flight phase and an in-flight phase. The pre-flight phase of a flight is the time period before the aircraft takes off for the flight, and the in-flight phase of a flight is the time period between the aircraft's takeoff and landing for the flight. As shown in reference no. 102 in Figure 1A, the ISCMS monitors the flight status of flights in air traffic. As further shown in Figure 1A, aircraft transmit flight status information related to each of their flights. The flight status information transmitted by an aircraft indicates the flight status of the aircraft's flights. The flight status indicates whether the flight is in the pre-flight phase or the in-flight phase. The ISCMS monitors the flight status of aircraft's flights by receiving flight status information. In some implementations, the aircraft's FMS transmits flight status information related to the aircraft's flights. In some implementations, the ISCMS receives flight status information directly from the aircraft. In this case, the ISCMS's communication system is configured to communicate with the aircraft (e.g., using the FMS or the aircraft's communication system) and receive flight status information directly from the aircraft. In some other implementations, instead of receiving flight status information directly from the aircraft, the ISCMS receives flight status information from aircraft-related communication devices, such as the aircraft operator's communication devices or the aircraft-related service provider's communication devices. In some other implementations, the ISCMS obtains flight status information from one or more databases outside the ISCMS, such as one or more databases maintained by the aircraft-related operator or service provider.

[0016] In some implementations, an aircraft periodically transmits flight status information. For example, an aircraft's FMS may be configured to periodically transmit flight status information at specific intervals. In some implementations, an aircraft transmits flight status information in response to changes in the flight status of an aircraft. For example, an aircraft's FMS may be considered to transmit flight status information in response to changes in the flight status of an aircraft (e.g., from before the flight to during the flight). In some implementations, an ISCMS stores the flight status information of an aircraft (e.g., in a flight status database) and updates the stored flight status when the ISCMS receives or retrieves flight status information indicating a change in the flight status of an aircraft.

[0017] Figure 1B shows ISCMS, a contingency risk map, and a set of inputs to the contingency risk map. As shown in reference no. 104 in Figure 1B, ISCMS detects one or more contingency events related to air traffic. In particular, ISCMS is configured to detect the occurrence of contingency events related to flights included in air traffic and contingency events related to the infrastructure supporting air traffic. A contingency event is an emergency related to a specific flight or infrastructure (e.g., a vertiport, airport, or communications infrastructure) supporting one or more flights. ISCMS is configured to use a contingency risk map to detect the occurrence of flight-related contingency events. The contingency risk map is a mapping of a flight or at least one individual action of a flight to probability values ​​representing the probability of a contingency event occurring, based on a set of inputs to the contingency risk map. ISCMS maintains the contingency risk map based on a set of inputs to the contingency risk map. For example, ISCMS is configured to generate and update the contingency risk map based on a set of inputs. As shown in Figure 1B, the set of inputs to the contingency risk map includes an aircraft in-flight failure model, a support infrastructure failure model, service provider interaction dependencies, operator interaction dependencies, a weather probability model, and topographic information related to the flight. In some implementations, the set of inputs to the contingency risk map may include one or any combination of the inputs shown in Figure 1B.

[0018] The ISCMS is configured to perform contingency monitoring for each flight and supporting infrastructure using a contingency risk map. In some implementations, the contingency risk map is a grid map with grids representing different probability values, and the ISCMS includes points on the grid map corresponding to various flight operations, with each point on the grid map representing the probability of a contingency occurring for each flight operation. By maintaining a contingency risk map for flights, the ISCMS monitors the probability of a contingency occurring for each flight operation. The ISCMS detects a flight contingency event if the probability of a flight operation exceeds a threshold probability. In some implementations, the ISCMS may also detect contingency events related to the flight's in-flight operations during the mid-flight phase, and the ISCMS may also detect contingency events on the ground for the flight in the pre-flight phase (e.g., vehicle / aircraft contingencies, vertiport-related contingencies, and / or weather-related contingencies). When the ISCMS detects a contingency event related to a flight, it determines that the flight is in a contingency state. In some implementations, when ISCMS detects a contingency event, it determines the severity of the detected contingency event. In some implementations, ISCMS maintains a separate contingency risk map for each flight. In some implementations, ISCMS is configured to receive or retrieve input to the contingency risk map from one or more sources, such as the aircraft associated with the flight (e.g., the aircraft's FMS), the aircraft operator, the aircraft's service provider, and / or other sources.

[0019] In some implementations, in addition to using a contingency risk map for contingency monitoring (e.g., for detecting contingency events related to air traffic), or instead, the ISCMS detects contingency events by receiving information (e.g., messages or warnings) indicating the occurrence of a contingency event. For example, when a flight-related contingency event occurs, the FMS of the aircraft associated with the flight or another communication device associated with the flight (e.g., a communication device of the operator or service provider associated with the flight) sends a warning (e.g., information indicating that the flight is in a contingency state) indicating that a contingency event has occurred, and the ISCMS receives the warning and thereby determines that a contingency event has occurred and the flight is in a contingency state. In another example, when a contingency event related to support infrastructure (e.g., a vertiport) occurs, the ISCMS receives a warning (e.g., from a communication device associated with the support infrastructure) notifying the ISCMS of a contingency event related to the support infrastructure.

[0020] Figures 1C to 1D show the ISCMS, the contingency state model included in the ISCMS, and the set of inputs to the contingency state model. The contingency state model is configured to determine contingency control measures for flights in a contingency state. As shown in the figures, in Figures 1C to 1D, the inputs to the contingency state model include flight plans, intent information, surveillance information, vertiport information, and safe landing site information. As shown in reference no. 106 in Figure 1C, the ISCMS uses the contingency state model to determine at least one contingency control measure for each flight in a contingency state. The contingency state model determines contingency control measures (multiple) for each flight in a contingency state based on the inputs to the contingency state model.

[0021] The contingency state model identifies whether any given flight is in a contingency state. In some implementations, ISCMS triggers the contingency state model when a contingency event is detected, and ISCMS identifies which (if any) flights are in a contingency state in relation to the detected contingency event. When a contingency event is detected for a flight, that flight is identified as being in a contingency state. In some implementations, one or more flights may also be identified as being in a contingency state in relation to a detected contingency event related to the support infrastructure or a detected contingency event related to another flight, for example, if the detected contingency event causes (or is expected to cause) another contingency in one or more flights. Once each flight in a contingency state is identified, the contingency state model determines at least one contingency control measure for each flight in a contingency state. A contingency control measure is an appropriate safety measure related to the flight to resolve or attempt to resolve an unforeseen event for the flight. In some implementations, the contingency state model determines the contingency control measure(s) for each flight in a contingency state using a rule-based method.

[0022] In some implementations, the contingency management measures determined by the contingency state model vary depending on the operational stage of the flight (e.g., pre-flight or mid-flight) and the severity of the detected contingency event. For flights in the pre-flight stage (e.g., flights in contingency and strategic states), the contingency state model determines contingency management measures to manage departure at the bertyport (or airport) using one or more delay thresholds, along with potential group ground delay policies and flight aborts. For flights in the mid-flight stage (e.g., flights in contingency and tactical states), contingency management determines contingency management measures to address in-flight contingencies, including hovering or direct proceeding to an emergency landing, depending on the severity of the contingency event. This structured approach allows the decisions made by the ISCMS using the contingency state model to be optimized to enhance operational safety and efficiency in response to evolving flight conditions.

[0023] The contingency state model operates as a dynamic model for determining contingency control measures according to an algorithm, and manages contingencies during flight operations. Therefore, ISCMS operates as a dynamic system for managing contingencies in flight operations using the contingency state model. An example of the algorithm for the contingency state model is described with reference to Figure 2A. ISCMS is configured to use the contingency state model to process inputs to the contingency state model and generate pre-flight and / or in-flight contingency control measures for flights in a contingency state. As shown in Figures 1C to 1D, the inputs to the contingency state model include flight plan information, intent information, monitoring information, vertiport information, and safe landing site information. Flight plan information includes the flight plan for flights in a contingency state. Intent information includes intent information associated with flights in a contingency state. For example, intent information associated with a flight may, among other examples, indicate the purpose of the flight, the type of flight, the type of aircraft associated with the flight, one or more objectives of the flight, and / or one or more constraints associated with the flight (e.g., time constraints). Monitoring information includes real-time or near-real-time monitoring information related to a flight in an accidental state. In some implementations, monitoring information includes real-time or near-real-time monitoring information acquired by the aircraft in flight (e.g., by the aircraft's cameras or sensors). In addition, or instead, in some implementations, monitoring information includes real-time or near-real-time monitoring (e.g., images or video) of the aircraft in flight acquired by external cameras or sensors (e.g., in particular, cameras or sensors on other aircraft, cameras or sensors on operator or service provider devices, or cameras or sensors at the vertiport or airport). Vertiport information includes the location of a vertiport, which may be a potential emergency landing site for a flight in an accidental state. A vertiport is a location specifically for the takeoff and landing of vertical takeoff and landing (VTOL) aircraft.Safe landing site information includes locations other than vertiports that provide a safe landing site for aircraft in a contingency state (e.g., VTOL aircraft). In some implementations, the input to the contingency state model may include one or more arbitrary subsets of the inputs shown in Figures 1C and 1D. In some implementations, the input to the contingency state model may further include other information, such as airport information indicating the location of an airport, or other information indicating potential landing sites for other types of aircraft in a contingency state (e.g., landing platforms or aircraft carriers, among other examples).

[0024] The contingency state model operates within the simulation framework according to its algorithm, continuously checking for the occurrence of contingency events in traffic. Specifically, the contingency model simulates aircraft traffic involving multiple flights, and the contingency mode identifies whether each flight is in a contingency state. Furthermore, the contingency state model identifies and updates the traffic status of each flight in a contingency state and evaluates the contingency of each flight based on its flight stage.

[0025] As shown in Figure 1D, the ISCMS is configured to use a contingency state model to identify one or more flights in a contingency state and to determine one or more in-flight or pre-flight contingency control measures for each flight in a contingency state. As shown by reference no. 108 in Figure 1D, for each flight in a contingency state, the contingency state model determines whether the flight is in the in-flight or pre-flight stage. In some implementations, the contingency state model may determine whether a flight is in the in-flight or pre-flight stage based on monitoring of the flight status of flights included in the air traffic performed by the ISCMS, as described above in relation to Figure 1A.

[0026] As further shown in Figure 1D under reference no. 110, for each flight in a contingency state determined to be in the pre-flight phase, the contingency state model determines one or more pre-flight contingency control measures for the flight. The one or more pre-flight contingency control measures determined by the contingency state model for a flight in the pre-flight phase include one or more of the following: delaying the flight's departure or canceling the flight. Thus, when a pre-flight flight is in a contingency state, the contingency state model determines whether to delay the flight's departure time, cancel the flight, or both (e.g., delay the flight according to certain conditions and then cancel the flight). In some implementations, for a flight in a contingency state in the pre-flight phase (e.g., a scheduled flight at a vertiport), the contingency state model determines pre-flight contingency measures that perform ground delays (e.g., delaying the departure time) and flight cancellations based on a time threshold. In this case, the contingency state model decides to first delay the flight's departure according to a delay time threshold. If the contingency is resolved before the delay time exceeds the delay time threshold, the flight departs at the delayed departure time. If the delay time exceeds the delay time threshold, the contingency state model decides to cancel the flight. In one example, the delay time threshold may be 10 minutes. In some other examples, other delay time thresholds may be used. In some implementation forms, different delay time thresholds are used for different flights based on different delay sensitivities associated with different flights. For example, different delay time thresholds may be used for different types of flights (e.g., passenger or cargo flights), different types of aircraft, and / or different times or locations (e.g., based on the amount of flight traffic scheduled at a port at a given time).

[0027] In some implementations, the determination of pre-flight contingency control measures for flights in contingency and pre-flight states by the contingency state model is based on the severity of the contingency event that caused the flight to enter a contingency state. For example, in some implementations, in the case of a high-severity contingency event affecting the flight on the ground (e.g., in the pre-flight phase), the contingency state model would determine to immediately implement a pre-flight abort pretingency control measure for the flight (e.g., without initially delaying the flight according to a delay time threshold).

[0028] As further shown in Figure 1D under reference number 112, for each flight in a contingency state determined to be in the mid-flight phase, the contingency state model determines one or more in-flight contingency control measures for that flight. The one or more in-flight contingency control measures determined by the contingency state model for a flight in the mid-flight phase include one or more of the following: hovering measures or emergency landing measures. Hovering measures (also called “Reuters measures”) trigger the aircraft associated with the flight to hover at its current position. Emergency landing measures trigger the aircraft associated with the flight to perform an emergency landing. In some implementations, for a flight in a contingency state in the mid-flight phase, the contingency state model evaluates the feasibility of hovering measures and / or emergency landing measures for the flight based on the severity of the contingency event and one or more operational constraints of the aircraft, such as the aircraft's battery state or flight envelope. In this case, the contingency state model determines the in-flight contingency measures(s) based on the evaluation of the feasibility of the hovering measures and / or emergency landing options. In some implementations, in the case of a low-severity contingency event for a flight in the mid-flight phase (e.g., if the contingency event is a transient problem such as a momentary loss of communication or control), the contingency state model determines / triggers a hovering action for the flight subject up to a maximum duration. If the contingency is resolved for the flight before the hovering duration reaches the maximum duration, the aircraft terminates the hover and the flight resumes. If the contingency remains unresolved and the hovering duration reaches the maximum duration, the contingency state model determines / triggers an emergency landing action for the flight. The emergency landing action may be based on the availability of a nearby bertiport (or airport) or safe landing area and operational limitations of the airport. In one example, the maximum duration of the hovering action may be 2 minutes. In some other examples, other maximum durations may be used. In some implementations, different maximum durations are used for different flights, different types of aircraft, and / or different operating characteristics of the aircraft (e.g., according to feasibility assessments).In some implementations, in the event of a high-severity contingency event for a flight in the mid-flight phase, the contingency state model may immediately determine / trigger emergency landing measures for the flight. When the contingency state model determines a contingency event for a flight, it also selects a landing site for the emergency landing of the flight. For example, the contingency state model selects a landing site based on the location of a nearby berthport, airport, or other safe landing site and the aircraft's operational limitations.

[0029] Figure 1E shows the ISCMS, the aircraft associated with a flight in a contingency state, and the aircraft's FMS. As shown in reference numeral 114 in Figure 1E, the ISCMS transmits and the aircraft's FMS receives information to trigger one or more contingency control measures determined by the contingency state model for the flight in a contingency state. For each flight in a contingency state, the ISCMS transmits information to the aircraft's FMS associated with that flight to trigger the contingency control measure(s) determined for that flight. In some implementations, the ISCMS transmits information to the aircraft's FMS directly to trigger the contingency control measure(s) determined for the flight in a contingency state. In this case, the ISCMS's communication system is configured to communicate with the FMS to transmit information to the FMS directly to trigger the contingency control measure(s), and the FMS is configured to communicate with the ISCMS's communication system to receive information to trigger the contingency control measure(s) directly from the ISCMS. In some other implementations, instead of directly transmitting information to the aircraft's FMS (Flight Management System) to trigger the contingency control measures determined for a flight in a contingency state, the ISCMS transmits the information to aircraft-related communication devices (or multiple communication devices), such as the aircraft operator's communication devices and / or the aircraft-related service provider's communication devices, and the aircraft-related communication devices transmit the information to the aircraft's FMS to trigger the contingency control measures.

[0030] Information for triggering a determined contingency control measure for a flight in a contingency state includes information indicating the determined contingency control measure for the flight, as well as any other relevant information related to the contingency control measure. In some implementations, the information for triggering a contingency control measure includes, or is contained within, a command or message that triggers (e.g., a command or request) the FMS to control the aircraft to perform the indicated contingency control measure. If the flight in a contingency state is in the pre-flight stage, the information for triggering a contingency control measure indicates the determined pre-flight contingency control measure for the flight, as well as any relevant information related to the pre-flight contingency control measure. For example, in this case, the information for triggering a contingency control measure may indicate a delayed departure measure and the delay time threshold associated with the delayed departure measure, and / or the information for triggering a contingency control measure may indicate a canceled flight measure. When a flight in an accidental state is in the mid-flight phase, the information for triggering an accidental control measure(s) indicates the in-flight accidental control measure(s) determined for the flight, as well as any relevant information related to the in-flight accidental control measure(s). For example, in this case, the information for triggering an accidental control measure(s) may indicate a hovering measure and the maximum duration associated with the hovering measure, and / or the information for triggering an accidental control measure(s) may indicate an emergency landing measure as the location of the landing field for the emergency landing measure.

[0031] As further shown in Figure 1E under reference number 116, the aircraft's FMS controls the aircraft to perform one or more contingency control measures determined for a flight in a contingency state. The aircraft's FMS associated with a flight in a contingency state receives information to trigger the contingency control measures(s) determined for the flight, and the FMS controls the aircraft to perform the contingency control measures(s) in connection with the receipt of the information. That is, the information triggers the FMS to control the aircraft to perform the contingency control measures(s) indicated in the information. In some implementations, if a flight in a contingency state is in the pre-flight stage, the FMS controls the aircraft to delay the flight's departure time and / or cancel the flight, according to the indicated pre-flight contingency control measures(s) and relevant information related to the pre-flight contingency control measures(s) contained in the information received by the FMS. In some implementations, if a flight in a contingency state is in the mid-flight phase, the FMS controls the aircraft to hover for a specific period of time (e.g., until the contingency is resolved or reaches its maximum duration) and / or to make an emergency landing at a designated landing site, in accordance with the indicated in-flight contingency control measures and relevant information related to those measures included in the information received by the FMS.

[0032] Using the contingency management model, ISCMS determines contingency management actions for one or more flights in a contingency state, and after triggering the determined contingency management actions for one or more flights in a contingency state, ISCMS uses the tactical and strategic management models to determine relevant traffic management actions for other flights, maintaining a safe and efficient environment for surrounding airline traffic and other airline traffic directly or indirectly affected by one or more flights in a contingency state and / or contingency management actions taken for the underlying contingency event.

[0033] Figure 1F shows the ISCMS, the tactical state model included in the ISCMS, and the set of inputs to the tactical state model. The tactical state model is configured to determine tactical control actions for flights in a tactical state. A flight is considered to be in a tactical state during the mid-flight phase of its flight. Tactical control actions are in-flight actions or maneuvers performed by the aircraft associated with a flight in a tactical state. As shown in Figure 1F, inputs to the tactical state model include flight planning information, intent information, monitoring information, and vertiport information. The ISCMS is configured to use the tactical state model to identify flights in a tactical state and to determine tactical control actions for one or more flights in a tactical state. Tactical control actions for flights in a tactical state include heading adjustment, speed adjustment, and / or altitude adjustment. In some implementations, the ISCMS is configured to activate the tactical state model in connection with the detection of one or more contingency events after the ISCMS has resolved contingency events for any flight in a contingency state using the contingency state model.

[0034] As shown in Figure 1F under reference number 118, the tactical state model identifies flights in a tactical state. In some implementations, the tactical state model determines which flights in the air traffic are in the mid-flight stage based on monitoring of the flight status of flights included in the air traffic performed by ISCMS, as described above in relation to Figure 1A. The tactical state model identifies each flight in the mid-flight stage as a flight in a tactical state.

[0035] As further shown in Figure 1F at reference number 120, the tactical state model determines tactical control measures for one or more flights in a tactical state. Tactical control measures for a flight include heading adjustment, speed adjustment, and / or altitude adjustment. The ISCMS is configured to use the tactical state model to determine tactical control measures for one or more flights in a tactical state based on inputs to the tactical state model. As shown in Figure 1F, inputs to the tactical state model include flight plan information showing the flight plan for the flights in a tactical state, intent information related to the flights in a tactical state, monitoring information related to the flights in a tactical state, and vertiport information. In some implementations, inputs to the tactical state model may include one or more arbitrary subsets of the inputs shown in Figure 1F. In some implementations, inputs to the tactical state model may further include other information, such as information related to the flights in a tactical state, information related to the aircraft of the flights in a tactical state, and / or information related to the infrastructure supporting air traffic, among other examples.

[0036] In some implementations, the tactical state model identifies conflicts between flights in a tactical state based on contingency control measures taken by one or more flights in a contingency state, and applies a conflict resolution model to determine tactical control measures to resolve the identified conflicts. A conflict between flights in a tactical state refers to a potential collision (e.g., a mid-air collision) between one flight and another. In some implementations, to identify conflicts between flights in a tactical state based on contingency control measures taken by flights in a contingency state, the tactical state model determines whether the contingency control measures would cause a flight to be within an abnormal proximity distance of another flight. An abnormal proximity distance is defined by the horizontal and vertical separation thresholds such that two flights are within an abnormal proximity distance of each other when the horizontal distance between the aircraft of each flight is within a horizontal separation threshold and the vertical distance between the aircraft of each flight is within a vertical separation threshold. In one example, the horizontal separation threshold is 150 meters and the vertical separation threshold is 30 meters. When the tactical state model determines that a contingency control measure(s) for a flight in a contingency state causes a flight in a contingency state and a flight in a tactical state to be within an abnormally close distance of each other, the tactical state model can identify a conflict between a flight in a contingency state and a flight in a tactical state. When a tactical control measure is determined for one or more flights in a tactical state, the tactical state model similarly identifies a conflict (e.g., a potential collision) resulting from the tactical control measure by determining whether the tactical control measure causes one or more flights to be within an abnormally close distance of any other flight in a tactical state.

[0037] In some implementations, the conflict resolution model applied by the tactical state model focuses on three different tactical control measures (e.g., in-flight actions) as potential solutions for resolving conflicts identified for flights in a tactical state. These tactical control measures include heading adjustment, speed adjustment, and altitude adjustment. The tactical state model selects the tactical control measures for flights where conflicts have been identified in a rule-based manner. In some implementations, each individual tactical control measure (e.g., heading adjustment, speed adjustment, and altitude adjustment) is available in multiple variations (e.g., multiple current values ​​for each tactical control measure). For example, each tactical control measure (e.g., heading adjustment, speed adjustment, and altitude adjustment) may be available in two variations. In one example where each tactical control measure has two variations, the speed adjustment measure option includes a speed reduction of 5 meters / second or 10 meters / second, the altitude adjustment measure option includes a 100-meter climb or 100-meter descent, and the heading adjustment measure option includes adjusting the heading 10 degrees to the right or left. In some implementations, when an aircraft associated with a flight takes a tactical control measure, the tactical control measure functions as a set of maneuvers, with the primary objective being to meet the measure limits, then maintain the adjusted heading, speed, and / or altitude for a specific period of time, and finally return to its planned flight path. In some implementations, if multiple conflicts are identified for flights in a tactical state, the tactical state model selects which flight (e.g., which aircraft) should perform tactical control and which tactical control measure should be performed first, based on the flight's battery level and contingencies, in order to efficiently resolve the conflicts. In some cases, when a conflict is identified between a flight in a contingency state and a flight in a tactical state (but not a contingency state), the flight in the tactical state (but not a contingency state) is selected as the flight to implement tactical control measures to ensure safe separation between aircraft involved in the flight.Once tactical control measures are implemented and separation between flights is ensured, the de-conflicted flights return to their planned operational limits and execute their flight plans.

[0038] A tactical state model operates to dynamically manage flights in a tactical state (e.g., mid-flight) by adjusting speed, heading, or altitude in response to any type of contingency event, according to an algorithm. In some implementations, the tactical state model monitors emergencies in air traffic (e.g., contingency control measures for flights in a contingency state and / or other effects of contingency events) and determines tactical updates to reorganize air traffic (e.g., tactical control measures for one or more flights in a tactical state). An example of a tactical state model algorithm is illustrated with reference to Figure 2B. The tactical state model operates continuously within a simulation framework in which air traffic is simulated and flight traffic conditions are updated to ensure real-time responsiveness, according to the tactical state model algorithm. The tactical state model evaluates each flight in air traffic to determine whether any flights are in a contingency state. If so, the tactical state model searches tactical phase traffic data and evaluates all potential conflicts of flights in the tactical state (for example, based on the contingency control measures of each flight in the contingency state). Once a conflict (e.g., a potential collision) is identified, the tactical state model selects the flight for which subsequent tactical control measures will be determined. If the compared pair of flights in which a conflict has been identified includes a flight in the contingency state, the tactical state model then selects the other flight in the compared pair (e.g., a flight not in the contingency state) as the flight for which one or more tactical control measures to resolve the conflict have been determined. If neither flight in the compared pair is in the contingency state, the tactical state model then checks which flight plan consumes the most energy throughout the flight's operation and selects the flight that consumes less energy to take one or more tactical control measures to resolve the conflict. The tactical state model iteratively resolves traffic conflicts, with a set of tactical control measures being determined (and triggered) in a specific order (e.g., based on flight energy levels) until all traffic conflicts are addressed.In this way, for flights in a tactical state that is not associated with a contingency event (e.g., not in a contingency state), ISCMS uses the tactical state model to continuously monitor traffic in order to maintain situational awareness and operational safety on board.

[0039] Figure 1G shows the ISCMS, the aircraft associated with a flight in a tactical state, and the aircraft's FMS. As shown in reference numeral 122 in Figure 1G, the ISCMS transmits information to trigger one or more tactical control actions determined by the tactical state model for a flight in a tactical state, and the aircraft's FMS receives this information. For each of the one or more flights in a tactical state for which the tactical state model determines one or more tactical control actions, the ISCMS transmits information to the aircraft's FMS associated with that flight to trigger the determined tactical control action(s) for that flight. In some implementations, the ISCMS transmits this information to trigger the determined tactical control action(s) for a flight in a tactical state and transmits it directly to the aircraft's FMS associated with that flight. In this case, the ISCMS communication system is configured to communicate with the FMS to directly transmit information to the FMS for triggering tactical control measures (multiple), and the FMS is configured to communicate with the ISCMS communication system to directly receive information to trigger tactical control measures (multiple) from the ISCMS. In some other implementations, instead of directly transmitting information to the aircraft's FMS for triggering tactical control measures (multiple) determined for a flight in a tactical state, the ISCMS transmits the information to aircraft-related communication devices (or multiple communication devices), such as the aircraft operator's communication devices and / or the aircraft-related service provider's communication devices, and the aircraft-related communication devices transmit the information to the aircraft's FMS for triggering tactical control measures (multiple). The information for triggering tactical control measures (multiple) determined for a flight in a tactical state includes information indicating the tactical control measures (multiple) determined for the flight. For example, information to trigger tactical control measures(s) might include adjusting the aircraft's heading, speed, and / or altitude for flight.In some implementations, the information that triggers a tactical control action(s) includes, or is contained within, a command or message that triggers (e.g., a command or request) the FMS to control the aircraft to perform the indicated tactical control action(s).

[0040] As further shown in Figure 1G at reference number 124, the aircraft's FMS controls the aircraft to perform one or more contingent tactical actions determined for a flight in a tactical state. The aircraft's FMS, associated with a flight in a tactical state, receives information to trigger a tactical control action(s) determined for the flight, and the FMS controls the aircraft to perform the tactical control action(s) in connection with the receipt of the information. That is, the information triggers the FMS to control the aircraft to perform the tactical control action(s) indicated in the information. In some implementations, the FMS controls the aircraft to adjust its heading, adjust its speed, and / or adjust its altitude in accordance with the tactical control action(s) indicated in the information.

[0041] Figure 1H shows the ISCMS, the strategic state model included in the ISCMS, and the set of inputs to the strategic state model. The strategic state model is configured to determine strategic control actions for flights in a strategic state. A flight is considered to be in a strategic state during the pre-flight phase of its flight. Strategic control actions are pre-flight actions related to scheduling flights in a strategic state. As shown in Figure 1H, inputs to the strategic state model include flight planning information, intent information, monitoring information, and vertiport information. The ISCMS is configured to use the strategic state model to identify flights in a strategic state and to determine strategic control actions for one or more flights in a strategic state. Strategic control actions for a flight in a strategic state (e.g., a scheduled flight) include departure time update actions and flight cancellation actions. In some implementations, the ISCMS is configured to invoke the strategic state model after the ISCMS has resolved a contingency event for any flight in a contingency state using the contingency state model in connection with the detection of one or more contingencies, and after the ISCMS has resolved a potential in-flight conflict using the tactical state model.

[0042] As shown in Figure 1H under reference number 126, the strategic state model identifies flights in a strategic state. In some implementations, the strategic state model determines which flights in the air traffic are in the pre-flight stage based on monitoring the flight status of flights included in the air traffic performed by ISCMS, as described above in relation to Figure 1A. The strategic state model identifies each flight in the pre-flight stage as a flight in a strategic state.

[0043] As further shown in Figure 1H by reference no. 128, the strategic state model determines strategic control measures for one or more flights in a strategic state. Strategic control measures for flights include updated departure time measures or canceled flight measures. ISCMS is configured to use the strategic state model to determine strategic control measures for one or more flights in a strategic state based on inputs to the strategic state model. As shown in Figure 1F, inputs to the strategic state model include flight plan information indicating the flight plans in a strategic state, intent information regarding the flights in a strategic state, monitoring information regarding the flights in a strategic state, and vertiport information. In some implementations, inputs to the strategic state model may include one or more arbitrary subsets of the inputs shown in Figure 1H. In some implementations, inputs to the strategic state model may further include other information such as information relating to the flights in a strategic state, information relating to the aircraft of the flights in a strategic state, and / or information relating to the infrastructure supporting air traffic, among other examples.

[0044] In some implementations, the strategic state model determines strategic control measures to address the rapid scheduling and rescheduling of ground traffic following a contingency event in the traffic environment, as well as the resulting actions taken in response to the contingency event (e.g., contingency control measures and tactical control measures). In the event of an emergency (e.g., a contingency event), the emergency itself or the resulting actions may disrupt scheduled flights. The strategic state model determines strategic control measures to replan air traffic in the pre-flight stage (e.g., flights in a strategic state).

[0045] The strategic state model applies a traffic planning / replanning model that considers multiple constraints to determine efficient ground delay and flight cancellation policies for flights in a strategic state. The strategic state model identifies conflicts for flights in a strategic state and determines strategic control measures for flights in a strategic state to resolve these conflicts. Conflicts for flights in a strategic state are scheduling conflicts, such as two flights being scheduled to depart from the same location at the same time. In some cases, potential conflicts are resolved during the strategic planning phase when flights are first scheduled. However, additional conflicts for flights in a strategic state can still arise throughout daily operations, such as initiating an emergency landing, altering the intended flight path for a flight related to a contingency event, reallocating traffic during the mid-flight phase, and deviating from the flight plan. The strategic state model identifies potential conflicts for flights in a strategic state (e.g., scheduling conflicts) caused by the occurrence of contingency events (e.g., contingency events related to flights or infrastructure supporting air traffic), contingency control measures for one or more flights in a contingency state, and tactical control measures for one or more flights in a tactical state. In some implementations, the strategic state model considers the capacity limitations of the vertiport when determining strategic controls for flights in a strategic state, balancing the expected demand at the vertiport with the available capacity at the vertiport and allocating resources appropriately accordingly to efficiently maintain daytime operations. In some implementations, the strategic state model considers battery status and aircraft (e.g., electric AAM aircraft) charging considerations when determining strategic controls for flights in a strategic state. In some implementations, the strategic state model considers sensitivity to delays when determining strategic controls for flights in a strategic state. The strategic state model determines strategic controls based on all or a subset of the above factors to adjust the scheduling of flights in a strategic state while maintaining safety and efficiency.

[0046] The strategic state model operates according to an algorithm to dynamically schedule and reschedule flights in strategic states (e.g., pre-flight phases) in response to both ground and in-flight contingencies in the aircraft traffic environment. The strategic state model determines (and triggers) strategic control measures, such as departure delays or flight cancellations, to efficiently schedule and / or reschedule aircraft traffic (e.g., AAM traffic). An example of the strategic state model algorithm is illustrated with reference to Figure 2C. The strategic state model operates continuously within a simulation framework in which aircraft traffic is simulated and the flight traffic status is updated to reflect real-time conditions, according to the strategic state model algorithm. For each flight in aircraft traffic, the strategic state model determines whether the flight is in a contingency state. If so, the strategic state model retrieves information on all flights in strategic states (e.g., input information) and identifies potential conflicts between flights in contingency states and other scheduled traffic (e.g., flights in strategic states). If a conflict is identified, the strategic state model determines strategic control measures for one or more flights in strategic states to resolve the identified conflict. For example, the strategic state model decides, as needed, to update / adjust the departure times of one or more flights in a strategic state, or to cancel one or more flights in a strategic state, based on various constraints, in order to resolve identified conflicts and mitigate potential disruptions. In some implementations, the constraints considered by the strategic state model include identified conflicts (e.g., those resulting from one or more contingency control measures, one or more tactical control measures, or contingency events), capacity limits at intended departure and arrival vertices, energy levels of aircraft associated with flights in a strategic state, and sensitivity to delays (e.g., passenger sensitivity). In some implementations, the strategic state model continuously monitors flights that are not currently facing contingencies, thereby ensuring continued operational stability and efficiency.This proactive approach enables effective adjustment of flight schedules, improved safety, and minimization of delays within the operational framework.

[0047] Figure 1I shows the ISCMS, the aircraft associated with a flight in a strategic state, and the aircraft's FMS. As shown in Figure 1G under reference no. 130, the ISCMS transmits information to trigger strategic control measures determined by the strategic state model for flights in a strategic state, and the aircraft's FMS receives this information. For each of one or more flights in a strategic state for which the strategic state model determines strategic control measures, the ISCMS transmits information to trigger the strategic control measures determined for that flight to the aircraft's FMS associated with that flight. In some implementations, the ISCMS transmits information to trigger the strategic control measures determined for flights in a strategic state directly to the aircraft's FMS associated with the flight. In this case, the ISCMS's communication system is configured to communicate with the FMS to transmit information to trigger strategic control measures directly to the FMS, and the FMS is configured to communicate with the ISCMS's communication system to receive information to trigger strategic control measures directly from the ISCMS. In some other implementations, instead of directly transmitting information to the aircraft's FMS to trigger strategic control actions determined for a flight in a strategic state, the ISCMS transmits information to aircraft-related communication devices (or multiple communication devices), such as the aircraft operator's communication devices and / or the aircraft-related service provider's communication devices, and the aircraft-related communication devices transmit information to the aircraft's FMS to trigger strategic control actions. Information that triggers strategic control actions determined for a flight in a strategic state includes information indicating the strategic control action(s) determined for that flight. For example, information that triggers strategic control actions may indicate an update to the flight's scheduled departure time or a flight cancellation. In some implementations, information that triggers strategic control actions includes, or is contained within, a command or message that triggers (e.g., a command or request) the FMS to control the aircraft in accordance with the instructive strategic control action.

[0048] As further shown in Figure 1I at reference number 132, the aircraft's FMS controls the aircraft in accordance with strategic control measures determined for a flight in a strategic state. The aircraft's FMS, associated with a flight in a strategic state, receives information to trigger strategic control measures determined for the flight, and the FMS controls the aircraft in accordance with the strategic control measures in connection with the receipt of the information. That is, the information triggers the FMS to control the aircraft in accordance with the strategic control measures indicated in the information. In some implementations, the FMS controls the aircraft to take off at the updated departure time, or the FMS controls the aircraft in accordance with an aircraft flight that is aborted in connection with the receipt of information to trigger strategic control measures.

[0049] ISCMS is an integrated system that includes a chance state model, a tactical state model, and a strategic state model. Each discrete state model has its own function and is triggered under specific conditions with continuous and discrete dynamics. In some implementations, ISCMS represents the aircraft traffic environment using a hybrid automaton that provides a mathematical model representing the continuous-time and event-driven behavior of the system. This approach also enables the modularity of the system and allows for a testing infrastructure for the separate models included in ISCMS. The hybrid automaton A is given by A={S,T,γ,s}. i ,S f It can be expressed as}, where S is a set of system states, T is a finite set of transition events, γ:S×T→S is the transition function, and s i This is the initial state of the system, S f This is the set of the system's final states.

[0050] Figure 1J shows the state transition model 134 of ISCMS. Flights in air traffic are initialized in the strategic state and remain in that state as long as the actual arrival time of the most recent flight f is less than the current time (t>AATf) and the scheduled departure time of the next flight f+1 is greater than the current time (t≦SDTf+1). Subsequently, the flight remains in the tactical state as long as the current time is less than the actual arrival time of the flight (t≦AATf) and greater than the actual departure time (t>ADTf). In the case of a contingency with a high probability of observing the contingency, the contingency flag is raised in the system (pcont=1) regardless of the flight state, and the flight is placed in the contingency state. Once it is determined that a flight is in the contingency state, ISCMS invokes the contingency state model as described above and uses the contingency state model to determine the contingency control measures for the flight.

[0051] The ISCMS assigns a different state to each individual flight based on the traffic situation (for example, according to the state transition model 134 shown in Figure 1J). In some implementations, when a contingency event is detected for any flight in the air traffic (e.g., the probability of contingency risk is determined to be above a threshold), the entire traffic is flagged as contingency, and the ISCMS begins assigning states to the flights. First, the ISCMS invokes the contingency state model to determine contingency control measures for any flight in the contingency state, and the ISCMS triggers aircraft associated with the flight to execute the contingency control measures to mitigate the unforeseen event. Subsequently, the ISCMS invokes the tactical state model to determine tactical control measures for flights in the tactical state, and the ISCMS triggers aircraft associated with the flight in the tactical state to execute tactical control measures to avoid potential in-flight conflicts (e.g., collisions). Finally, ISCMS activates the strategic state model to determine strategic control measures for flights in a strategic state, and ISCMS triggers strategic control measures for flights in a strategic state to resolve potential competition with remaining traffic, taking into account capacity, passenger, and energy-related constraints.

[0052] Figures 1K to 1P illustrate an example of AAM traffic management performed by ISCMS. Figure 1K shows the operation of AAM traffic under planned conditions. The AAM traffic includes multiple flights. As shown in Figure 1L with reference number 136, a contingency event is detected on one of the flights. As shown in Figure 1M with reference number 138, the flight on which the contingency event was detected is in a contingency state, and ISCMS activates / triggers the contingency state model and uses the contingency state model to determine the contingency control action for the flight in the contingency state. As shown in reference number 140, the contingency control action for the flight is an emergency landing at the nearest possible safe landing site. As shown in Figure 1N at reference number 142, after contingency control measures have been determined and triggered for flights in a contingency state, ISCMS activates / triggers the tactical state mode and uses the tactical state model to determine and trigger tactical control measures for flights in a tactical state to resolve potential conflicts between flights in a contingency state and flights in a tactical state. As shown in Figure 1O at reference number 144, once tactical control measures have been taken for flights in a tactical state, ISCMS activates / triggers the strategic state model and uses the strategic state model to determine and trigger strategic control measures for flights in a strategic state to resolve any remaining potential conflicts detected between flights in a contingency state, tactical state, and strategic state. As shown in Figure 1P at reference number 146, after all potential conflicts resulting from contingency and contingency-related activities have been resolved, all flights continue to operate under planned conditions.

[0053] As previously shown, Figures 1A to 1P are provided as examples. Other examples may differ from those described with respect to Figures 1A to 1P. The number and arrangement of devices shown in Figures 1A to 1P are provided as examples. In practice, there may be fewer devices than the additional devices, different devices, or devices in a different arrangement than those shown in Figures 1A to 1P. Furthermore, two or more devices shown in Figures 1A to 1P may be implemented within a single device, and a single device shown in Figures 1A to 1P may be implemented as multiple distributed devices. In addition, or instead, a set of devices shown in Figures 1A to 1P (e.g., one or more devices) may perform one or more functions that were described as being performed by another set of devices shown in Figures 1A to 1P.

[0054] Figures 2A to 2D are diagrams of exemplary algorithms related to the operation of ISCMS, such as the ISCMS described above, in relation to Figures 1A to 1P. ISCMS will be described in more detail below in relation to Figures 3 and 4.

[0055] Figure 2A shows an example of algorithm 200 (hereinafter referred to as "algorithm 1") of the contingency state model provided by ISCMS. As shown in Figure 2A, algorithm 1 takes flight plan information, intent information, monitoring information, vertiport information, and safe landing site information as inputs, and outputs contingency control measures for each flight in a contingency state. As shown in reference number 202, algorithm 1 is iterated over each flight in a set of flights included in air traffic. As shown in reference number 204, algorithm 1 determines whether a flight is in a contingency state. As shown in reference number 206, if a flight is in a contingency state, algorithm 1 determines whether the flight is in the pre-flight stage. As shown in reference number 208, if a flight is in the pre-flight stage, algorithm 1 determines a contingency control measure to implement a departure delay until the flight contingency is resolved. As shown in reference number 210, if the delay time of the departure delay exceeds the delay threshold (and the contingency has not yet been resolved), algorithm 1 determines a contingency control measure for the flight to be aborted. As shown in reference number 212, if a flight in a contingency state is not in the pre-flight stage, Algorithm 1 determines whether the flight is in the mid-flight stage. As shown in reference number 214, if the flight is in the mid-flight stage, Algorithm 1 determines whether the severity of the contingency event associated with the flight is below the severity threshold. As shown in reference number 216, if the severity of the contingency event associated with the flight is below the severity threshold, Algorithm 1 determines a contingency control measure to perform hovering until the contingency of the flight is resolved. As shown in reference number 218, if the hovering time exceeds (or meets) a threshold (e.g., the maximum duration of hovering), Algorithm 1 determines (e.g., outputs) a contingency measure for the flight to initiate an emergency landing contingency measure for that flight, select a safe and feasible landing site for the emergency landing, and perform the emergency landing at the selected landing site.As shown in reference number 220, if the severity of a flight-related contingency event exceeds the severity threshold, Algorithm 1 initiates an emergency landing contingency measure for the flight, selects a safe and feasible landing site for the emergency landing, and determines (e.g., outputs) the contingency measure for the flight to perform an emergency landing at the selected landing site.

[0056] Figure 2B shows an example of algorithm 230 (hereinafter referred to as "algorithm 2") of the tactical state model included in ISCMS. As shown in Figure 2B, algorithm 2 takes flight planning information, intent information, monitoring information, and vertiport information as inputs and outputs tactical control measures for flights in a tactical state where a conflict has been identified. As shown in reference number 232, algorithm 2 is iterated over each flight in a set of flights included in air traffic. As shown in reference number 234, algorithm 2 determines whether a flight is in a tactical state (e.g., mid-flight stage). As shown in reference number 236, if a flight is in a tactical state, algorithm 2 determines whether a flight is in a contingency state. As shown in reference number 238, if a flight is not in a contingency state, algorithm 2 checks for conflicts between flights in a contingency state and flights in a tactical state. As shown in reference number 240, if there is a potential conflict between a flight in a contingency state and a flight in a tactical state, Algorithm 2 selects flights to determine tactical control measures for conflict resolution based on the energy levels associated with the flights, and determines at least one of the following tactical control measures for each selected flight: heading adjustment, speed adjustment, or altitude adjustment.

[0057] Figure 2C shows an example of algorithm 250 (hereinafter referred to as "algorithm 3") of the strategic state model provided by ISCMS. As shown in Figure 2C, algorithm 3 takes flight planning information, intent information, monitoring information, and vertiport information as inputs and outputs strategic control actions for flights in strategic states where conflicts have been identified. As shown in reference number 252, algorithm 3 is iterated over each flight in a set of flights included in air traffic. As shown in reference number 254, algorithm 3 determines whether a flight is in a strategic state (e.g., pre-flight stage). As shown in reference number 256, if a flight is in a strategic state, algorithm 3 determines whether a flight is in a contingency state. As shown in reference number 258, if a flight is not in a contingency state, algorithm 3 checks for conflicts between the flight and flights in a contingency state, a tactical state, and a strategic state. As shown in reference number 260, if a potential conflict exists for a flight, algorithm 3 determines an updated departure time strategic control action for the flight or a canceled flight strategic control action.

[0058] Figure 2D shows an exemplary algorithm 270 (hereinafter referred to as "Algorithm 4") for integrated traffic management by ISCMS, using contingency state modes, tactical state models, and strategic state models. As shown in Figure 2D, Algorithm 4 takes flight planning information, intent information, monitoring information, vertiport information, and safe landing site information as inputs, and outputs traffic management actions for the flights. As shown in reference number 272, Algorithm 4 iterates over the simulation time. As shown in reference number 274, Algorithm 4 updates the current status of the flights in each iteration. As shown in reference number 276, Algorithm 4 detects whether any of the flights are in a contingency state. As shown in reference number 278, if at least one flight is in a contingency state, Algorithm 4 activates the contingency management model to determine contingency management actions for the flights in the contingency state and resolve the contingency event. As shown in reference number 280, after determining contingency control measures to resolve contingency events, Algorithm 4 activates the tactical state model to determine tactical control measures for flights in the tactical state to resolve potential in-flight conflicts. As shown in reference number 282, after determining tactical control measures to resolve potential in-flight conflict events, Algorithm 4 activates the strategic state model to determine strategic control measures for flights in the strategic state to resolve potential pre-flight conflicts. As shown in reference number 284, if no flights are in a contingency state during an iteration, Algorithm 4 monitors the current status of the flights.

[0059] As previously shown, Figures 2A to 2D are provided as examples. Other examples may differ from those described with respect to Figures 2A to 2D.

[0060] Figure 3 is a diagram of an exemplary environment 300 in which the systems and / or methods described herein may be implemented. As shown in Figure 3, the environment 300 includes an aircraft 310, an FMS 320, an aircraft sensor system 330, an ISCMS 340, a communication device 350, and a network 360. The devices of environment 300 may be interconnected via wired connections, wireless connections, or a combination of wired and wireless connections.

[0061] Aircraft 310 includes any suitable vehicle and / or device capable of flight. Aircraft 310 may include, for example, aircraft (e.g., jet-flight aircraft, propeller-flight aircraft, glider-flight aircraft, etc.), helicopters, unmanned or unmanned aerial vehicles (UAVs), VTOL aircraft, electric VTOL (eVTOL) aircraft, remotely piloted aircraft, autonomous aircraft, drones, rockets, spacecraft, spaceships, or airships, as well as other examples of aircraft and / or aeronautical instruments capable of flight.

[0062] FMS 320 includes one or more devices capable of receiving, generating, storing, transmitting, processing, and / or providing information, as described elsewhere in this specification. FMS 320 may include one or more devices such as a Flight Management Computer (FMC), a Control Display Unit (CDU), and / or other devices that automate one or more of the flight planning, navigation, and operational tasks of the aircraft 310. FMS 320 may be configured to receive information indicating one or more contingency control measures, one or more tactical control measures, and / or one or more strategic control measures for the flight of the aircraft 310, as described elsewhere in this specification. FMS 320 may be configured to guide or otherwise control the aircraft 310 in accordance with one or more contingency control measures, one or more tactical control measures, and / or one or more strategic control measures for the flight of the aircraft 310.

[0063] The aircraft sensor system 330 includes one or more devices capable of receiving, generating, storing, transmitting, processing, detecting, and / or providing information, as described elsewhere in this specification. The aircraft sensor system 330 may also include one or more sensors or other devices configured to monitor, measure, and report information relating to the operation, environment, and / or performance of the aircraft 310. For example, the aircraft sensor system 330 may include one or more sensors or other devices for detecting airspeed, ground speed, altitude, attitude, position, bank angle, acceleration, one or more engine performance parameters, and / or other information relating to the aircraft. The aircraft sensor system 330 may also be configured to detect or identify a state (e.g., a contingency event) or information and transmit instructions for the detected state or information to the FMS 320 (e.g., in real time or near real time) using a wired or wireless communication interface.

[0064] ISCMS 340 includes one or more devices capable of receiving, generating, storing, processing, and / or providing information, as described elsewhere in this specification. ISCMS 340 may also include communication devices and / or computing devices. For example, ISCMS 340 may include servers such as application servers, client servers, web servers, database servers, host servers, proxy servers, virtual servers (e.g., running on computing hardware), or servers in a cloud computing system. In some implementations, ISCMS 340 may include computing hardware used in a cloud computing environment, such as one or more serverless components (e.g., one or more serverless functions), among other examples. In some implementations, ISCMS 340 may include wireless communication devices, mobile phones, user devices, laptop computers, tablet computers, desktop computers, or similar types of devices. ISCMS 340 may also include a communication system configured to communicate with one or more other devices in the environment 300 (e.g., sending and receiving information), as described elsewhere in this specification. In some implementations, the ISCMS 340 may be centralized on a computing device or on multiple devices under common control. In some implementations, the ISCMS 340 may be distributed or federated across multiple devices, such as computing devices and / or communication devices associated with different operators or service providers for aircraft flights. In some implementations, the ISCMS 340 may include one or more ground-based devices, one or more devices included in one or more aircraft (e.g., aircraft 310), or a combination of one or more ground-based devices and one or more devices included in one or more aircraft.

[0065] The communication device 350 includes one or more devices capable of receiving, generating, storing, processing, and / or providing information, as described elsewhere in this specification. In some implementations, the communication device 350 may be a computing device, a server device, a wireless communication device, a mobile phone, a user device, a base station, a laptop computer, a tablet computer, a desktop computer, a game console, a set-top box, a wearable communication device (e.g., a smart watch, smart glasses, a head-mounted display, or a virtual reality headset), or a device of a similar type. In some implementations, the communication device 350 may be a non-terrestrial communication device such as a low Earth orbit (LEO) satellite, a medium Earth orbit (MEO) satellite, a geostationary Earth orbit (GEO) satellite, a high elliptical orbit (HEO) satellite, or another type of satellite. The communication device 350 may communicate with one or more other devices in the environment 300, as described elsewhere in this specification.

[0066] Network 360 includes one or more wired and / or wireless networks. For example, Network 360 may include wireless wide area networks (e.g., cellular networks or public land mobile networks), satellite networks, local area networks (e.g., wired local area networks or wireless local area networks (WLANs) such as Wi-Fi networks), personal area networks (e.g., Bluetooth® networks), short-range wireless communication networks, telephone networks, private networks, the Internet, and / or combinations of these or other types of networks. Network 360 enables communication between devices in Environment 300.

[0067] The number and arrangement of devices and networks shown in Figure 3 are provided as an example. In practice, there may be additional devices and / or networks, fewer devices and / or networks, different devices and / or networks, or devices and / or networks in a different arrangement than that shown in Figure 3. Furthermore, two or more devices shown in Figure 3 may be implemented within a single device, or a single device shown in Figure 3 may be implemented as multiple distributed devices. In addition, or instead, a set of devices in environment 300 (e.g., one or more devices) may perform one or more functions that are described as being performed by another set of devices in environment 300.

[0068] Figure 4 shows an exemplary component of device 400 related to contingency management across an integrated system. Device 400 corresponds to one or more of the aircraft 310, FMS 320, aircraft sensor system 330, ISCMS 340, and / or communication device 350. In some implementations, the aircraft 310, FMS 320, aircraft sensor system 330, ISCMS 340, and / or communication device 350 include one or more devices 400 and / or one or more components of device 400. In the example shown in Figure 4, device 400 includes the bus 410, processor 420, memory 430, input component 440, output component 450, and / or communication component 460.

[0069] Bus 410 includes one or more components that enable wired and / or wireless communication between components of device 400. Bus 410 connects two or more components of Figure 4 to each other via operational coupling, communication coupling, electronic coupling, and / or electrical coupling, etc. For example, bus 410 may include electrical connections (e.g., wires, traces, and / or leads) and / or wireless buses. Processor 420 includes a central processing unit, graphics processing unit, microprocessor, controller, microcontroller, digital signal processor, field-programmable gate array, application-specific integrated circuit, and / or other types of processing components. Processor 420 may be implemented in hardware, firmware, or a combination of hardware and software. In some implementations, processor 420 includes one or more processors that can be programmed to perform one or more operations or processes described elsewhere in this specification.

[0070] Memory 430 includes volatile and / or non-volatile memory such as random access memory (RAM), read-only memory (ROM), hard disk drives, and / or other types of memory (e.g., flash memory, magnetic memory, and / or optical memory). Memory 430 may also include internal memory (e.g., RAM, ROM, or hard disk drives) and / or removable memory (e.g., removable via a universal serial bus connection). In some implementations, memory 430 is a non-temporary computer-readable medium. Memory 430 stores information related to the operation of device 400, one or more instructions, and / or software (e.g., one or more software applications). In some implementations, memory 430 includes one or more memories coupled to one or more processors (e.g., processor 420) via a bus 410, etc. (e.g., communicate-connected). The communication coupling between processor 420 and memory 430 enables processor 420 to read and / or process information stored in memory 430, and / or to store information in memory 430.

[0071] The input component 440 enables device 400 to receive inputs such as user input and / or sensing input. For example, the input component 440 may include a touchscreen, keyboard, keypad, mouse, buttons, microphone, switch, sensor, global positioning system sensor, global navigation satellite system sensor, accelerometer, gyroscope, and / or actuator. The output component 450 enables device 400 to provide output via a display, speaker, and / or light-emitting diode, etc. The communication component 460 enables device 400 to communicate with other devices via wired and / or wireless connections. For example, the communication component 460 may include a receiver, transmitter, transceiver, modem, network interface card, and / or antenna.

[0072] In some implementations, device 400 performs one or more operations or processes described herein. For example, a non-temporary computer-readable medium (e.g., memory 430) may store an instruction set (e.g., one or more instructions or code) for execution by processor 420. Processor 420 may execute the instruction set to perform one or more operations or processes described herein. In some implementations, one or more processors 420 and / or device 400 perform one or more operations or processes described herein by having one or more processors 420 execute a set of instructions. In some implementations, hardwired circuitry is used instead of or in combination with instructions to perform one or more operations or processes described herein. In addition, or instead, processor 420 may be configured to perform one or more operations or processes described herein. Therefore, the implementations described herein are not limited to any particular combination of hardware circuitry and software.

[0073] The number and arrangement of components shown in Figure 4 are provided as an example. Device 400 may include additional components, fewer components, different components, or components in a different arrangement than that shown in Figure 4. Additionally or alternatively, a set of components of device 400 (e.g., one or more components) may perform one or more functions that are described as being performed by another set of components of device 400.

[0074] Figure 5 is a flowchart of an exemplary process 500 related to contingency management across an integrated system. One or more process blocks in Figure 5 are executed by an ISCMS (e.g., ISCMS 340) and / or by a separate device or group of devices, or including an ISCMS, such as a communication device (e.g., communication device 350), an aircraft's (e.g., aircraft 310) FMS (e.g., FMS 320), and / or an aircraft sensor system (e.g., aircraft sensor system 330). Additionally or alternatively, one or more process blocks in Figure 5 may be executed by one or more components of device 400, such as a processor 420, memory 430, input component 440, output component 450, and / or communication component 460.

[0075] As shown in Figure 5, process 500 includes the step of detecting one or more contingent events related to air traffic involving multiple flights (block 510). For example, ISCMS may detect one or more contingent events related to air traffic involving multiple flights, as described above.

[0076] As further shown in Figure 5, process 500 includes the step of determining at least one contingency control measure for each of one or more flights that are in a contingency state in relation to one or more detected contingency events (block 520). For example, ISCMS may, as described above, determine at least one contingency control measure for each of one or more flights that are in a contingency state in relation to one or more detected contingency events in relation to one or more detected contingency events, using the contingency state model.

[0077] As further shown in Figure 5, process 500 includes the step of using a tactical state model to determine one or more tactical control measures for each of one or more flights in a tactical state based on at least one of the following: at least one contingency control measure for each of one or more flights in a contingency state, or one or more contingency events detected (block 530). For example, ISCMS may, as described above, use a tactical state model to determine one or more tactical control measures for each of one or more flights in a tactical state based on at least one of the following: at least one contingency control measure for each of one or more flights in a contingency state, or one or more contingency events detected.

[0078] As further shown in Figure 5, process 500 includes the step of using a strategic state model to determine one or more strategic controls for each of one or more flights in a strategic state based on at least one of the following: at least one contingency control for each of one or more flights in a contingency state, one or more tactical controls for each of one or more flights in a tactical state, or one or more contingency events detected (block 540). For example, ISCMS may use a strategic state model to determine one or more strategic controls for each of one or more flights in a strategic state based on at least one of the following: at least one contingency control for each of one or more flights in a contingency state, one or more tactical controls for each of one or more flights in a tactical state, or one or more contingency events detected, as described above.

[0079] As further shown in Figure 5, process 500 includes the step of transmitting information to the FMS of each aircraft associated with each of the one or more flights in a tactical state to trigger one or more tactical control measures determined for the flights in a tactical state (block 550). For example, ISCMS may transmit information to the FMS of each aircraft associated with each of the one or more flights in a tactical state to trigger one or more tactical control measures determined for the flights in a tactical state, as described above.

[0080] As further shown in Figure 5, process 500 includes the step of transmitting information to the FMS of each aircraft associated with each of the one or more flights in a strategic state to trigger one or more strategic control measures determined for the flights in a strategic state (block 560). For example, the ISCMS may transmit information to the FMS of each aircraft associated with each of the one or more flights in a strategic state to trigger one or more strategic control measures determined for the flights in a strategic state, as described above.

[0081] Process 500 may include additional embodiments, such as any single embodiment or any combination of embodiments relating to one or more other processes described below and / or elsewhere in this specification.

[0082] In the first embodiment, one or more contingency events include at least one contingency event relating to one of a plurality of flights, or a contingency event relating to infrastructure supporting air traffic.

[0083] In the second embodiment, the step of determining at least one contingency control measure for each of one or more flights in a contingency state, either alone or in combination with the first embodiment, includes the step of determining at least one contingency control measure for each of one or more flights in a contingency state based on the flight plan of one or more flights in a contingency state, information relating to one or more flights in a contingency state, surveillance information relating to one or more flights in a contingency state, vertiport information, airport information, or safe landing site information.

[0084] In the third embodiment, the step of determining at least one contingency control measure for each flight of one or more flights in a contingency state, either alone or in combination with one or more of the first and second embodiments, includes the step of determining at least one contingency control measure for each flight of one or more flights in a contingency state, based on whether the flight in a contingency state is in a pre-flight state or an in-flight state.

[0085] In the fourth embodiment, the step of determining at least one contingency control measure for each of one or more flights in a contingency state, either alone or in combination with one or more of the first to third embodiments, includes the step of determining a pre-flight contingency control measure or an in-flight contingency control measure for each of one or more flights in a contingency state, based on whether the flight in a contingency state is in a pre-flight state or an in-flight state.

[0086] In the fifth aspect, either alone or in combination with one or more of the first to fourth aspects, the pre-flight contingency control measures include a step of delaying the departure time of a flight in a contingency state, or a step of canceling a flight in a contingency state.

[0087] In the sixth aspect, either alone or in combination with one or more of the first to fifth aspects, the pre-flight contingency control measures include: delaying the departure time of a flight in a contingency state according to a delay time threshold; and canceling a flight in a contingency state related to delaying the departure time for a certain period of time exceeding the delay time threshold.

[0088] In the seventh aspect, either alone or in combination with one or more of the first to sixth aspects, the in-flight incident control measures include a step of hovering for a certain period of time or a step of making an emergency landing.

[0089] In the eighth aspect, either alone or in combination with one or more of the first to seventh aspects, the in-flight incident control measure includes the steps of hovering for a certain period of time up to the maximum duration, and performing an emergency landing in relation to the duration at which the maximum duration is reached.

[0090] In the ninth aspect, either alone or in combination with one or more of the first to eighth aspects, the process 500 includes sending a message to the respective aircraft FMS associated with each of the one or more flights in a contingency state that triggers at least one contingency control measure determined for the flights in a contingency state.

[0091] In the tenth aspect, the step of determining one or more tactical control measures for each of one or more flights in a tactical state, either alone or in combination with one or more of the first to ninth aspects, includes the step of determining one or more tactical control measures for each of one or more flights in a tactical state based on the identification of a potential collision for each of one or more flights in a tactical state, based on at least one contingency control measure for each of one or more flights in a contingency state.

[0092] In the eleventh aspect, one or more tactical control measures, either alone or in combination with one or more of the first to tenth aspects, include adjusting the heading, adjusting the speed, or adjusting the altitude.

[0093] In the twelfth aspect, the step of determining one or more strategic control measures for each of one or more flights in a strategic state, either alone or in combination with one or more of the first to eleventh aspects, includes determining one or more strategic control measures for each of one or more flights in a strategic state based on the identification of a potential scheduling conflict for each of one or more flights in a strategic state, based on at least one contingency control measure for each of one or more flights in a contingency state, or one or more tactical control measures for each of one or more flights in a tactical state.

[0094] In the 13th aspect, either alone or in combination with one or more of the first to 12 aspects, one or more flights in a strategic state include one or more scheduled flights, and the strategic control measure includes, for each of the one or more flights in a strategic state, at least one of the steps of rescheduling the flight or canceling the flight.

[0095] Figure 5 shows an exemplary block of process 500, but in some implementations, process 500 may include additional blocks, fewer blocks, different blocks, or blocks in different arrangements than those shown in Figure 5. Additionally or alternatively, two or more blocks of process 500 may be executed in parallel.

[0096] Figure 6 is a flowchart of an exemplary process 600 related to contingency management across an integrated system. One or more process blocks in Figure 6 are executed by the FMS (e.g., FMS 320) of an aircraft (e.g., aircraft 310) and / or by a separate device or group of devices, either separate from the FMS or including the FMS, such as a communication device (e.g., communication device 350), an ISCMS (e.g., ISCMS 340), and / or an aircraft sensor system (e.g., aircraft sensor system 330). Additionally or alternatively, one or more process blocks in Figure 6 may be executed by one or more components of device 400, such as a processor 420, memory 430, input component 440, output component 450, and / or communication component 460.

[0097] As shown in Figure 6, process 600 includes the step of receiving information indicating tactical or strategic control measures for an aircraft's flight based on contingency control measures for another flight of another aircraft (block 610). For example, the FMS may receive information indicating tactical or strategic control measures for an aircraft's flight based on contingency control measures for another flight of another aircraft, as described above.

[0098] As further shown in Figure 6, process 600 includes a step of controlling the aircraft in accordance with tactical or strategic control measures (block 620). For example, the FMS may control the aircraft in accordance with tactical or strategic control measures as described above.

[0099] Process 600 may include additional embodiments, such as any single embodiment or any combination of embodiments relating to one or more other processes described below and / or elsewhere in this specification.

[0100] In the first aspect, process 600 includes the step of receiving information indicating tactical control measures related to the flight of an aircraft in the mid-flight stage, or the step of receiving information indicating strategic control measures related to the flight of an aircraft in the pre-flight stage.

[0101] In a second embodiment, either alone or in combination with the first embodiment, the process 600 includes the step of controlling the aircraft to perform adjustments to at least one of the aircraft's heading, speed, or altitude.

[0102] In the third aspect, the information, either alone or in combination with one or more of the first and second aspects, indicates a strategic control measure, which includes delaying the departure time of a flight or canceling a flight.

[0103] In the fourth aspect, either alone or in combination with one or more of the first to third aspects, the process 600 includes the steps of receiving information indicating a contingency measure relating to an incident related to an incident in connection with the flight of an aircraft, and controlling the aircraft to perform a contingency measure relating to an incident in connection with an incident in connection with the flight of an aircraft.

[0104] Figure 6 shows an exemplary block of process 600, but in some implementations, process 600 may include additional blocks, fewer blocks, different blocks, or blocks in different arrangements than those shown in Figure 6. Additionally or alternatively, two or more blocks of process 600 may be executed in parallel.

[0105] The foregoing disclosures provide examples and descriptions, but are not intended to be exhaustive or to limit the implementations described herein to the exact forms described. Modifications and alterations may be made in light of the above description or obtained from practicing the implementations described herein.

[0106] Where used herein, the term “Components” is intended to be interpreted broadly as hardware, firmware, and / or combinations of hardware and software. It will be apparent that the systems and / or methods described herein can be implemented in different forms of hardware, firmware, or combinations of hardware and software. The actual dedicated control hardware or software code used to implement these systems and / or methods does not limit the implementation forms described herein. Therefore, the operation and behavior of the systems and / or methods are described herein without reference to specific software code, and it is understood that software and hardware can be designed to implement the systems and / or methods based on the descriptions herein.

[0107] As used herein, "meeting a threshold" can refer to values ​​such as greater than the threshold, greater than or equal to the threshold, less than the threshold, less than or equal to the threshold, equal to the threshold, or not equal to the threshold, depending on the context.

[0108] Certain combinations of features are described in the claims and / or herein, but these combinations are not intended to limit the implementations described herein. In fact, many of these features can be combined in ways not specifically described in the claims and / or specification. For example, the description includes each dependent claim in combination with all other claims in the set of claims. Where used herein, the phrase “at least one” of a list of items refers to any combination of those items, including a single component. As an example, “at least one of a, b, or c” is intended to cover any combination of a, b, c, ab, ac, bc, and abc, as well as multiples of the same item.

[0109] Where “one component” or “one or more components” (another element such as “processor” or “one or more processors”) is described or claimed (in a single claim or across multiple claims) as performing or configured to perform multiple operations, this language is intended to broadly cover a variety of architectures and environments. For example, unless specifically asserted otherwise (e.g., through the use of “first component” and “second component” or other language distinguishing components in the claims), this language is intended to cover a single component that performs or is configured to perform all operations, a group of components that perform or are collectively configured to perform all operations, a first component that performs or is configured to perform a first operation and a second component that performs or is configured to perform a second operation, or any combination of components that perform or are configured to perform operations. For example, if a claim has the form "one or more components that perform X, Y, and Z", the claim should be interpreted as meaning "one or more components that perform X, one or more (possibly different) components that perform Y, and one or more (possibly different) components that perform Z".

[0110] Any elements, actions, or instructions used herein should not be construed as important or essential unless expressly stated otherwise. Furthermore, where used herein, the articles “a” and “an” are intended to include one or more items and are interchangeable with “one or more.” Additionally, where used herein, the article “the” is intended to include one or more items referred to in relation to the article “the” and is interchangeable with “the one or more.” Furthermore, where used herein, the term “set” is intended to include one or more items (e.g., a related item, an unrelated item, or a combination of a related item and an unrelated item) and is interchangeable with “one or more.” When only one item is intended, the phrase “only one” or similar wording is used. Also, where used herein, terms such as “has,” “have,” and “having” are intended to be open-ended terms. Furthermore, the phrase “based on” is intended to mean “at least in part based on” unless otherwise specified. Furthermore, as used herein, the term “or” is intended to be inclusive when used with a set of elements and may be used interchangeably with “and / or” unless otherwise specified (for example, when used in combination with “either” or “one of”). [Explanation of symbols]

[0111] 100 Implementation Forms 134 State Transition Models 200, 230, 250, 270 Algorithms 300 Environment 310 aircraft 320 Flight Management System (FMS) 330 Aircraft Sensor Systems 340 System-wide Incident Management System (ISCMS) 350 communication devices 360 Network 400 Devices 410 Bus 420 processors 430 memory 440 Input Components 450 Output Components 460 Communication Components 500 processes 600 processes

Claims

1. An integrated system-wide contingency management system (ISCMS), One or more memory units, A contingency state model configured to determine contingency control measures for flights in a contingency state, A tactical state model configured to determine tactical control measures for a flight in a tactical state, A strategic state model configured to determine strategic control measures for flights in a strategic state, A processor, which is communicably coupled to the aforementioned memory, To detect one or more incidental events related to air traffic, including multiple flights, Using the contingency state model, determine at least one contingency control measure for each of one or more flights that are in a contingency state in relation to one or more detected contingency events, Using the tactical state model, determine one or more tactical control measures for each of the one or more flights in a tactical state based on at least one of the at least one contingency control measure for each of the one or more flights in a contingency state, or at least one of the detected contingency events. Using the strategic state model, determine one or more strategic control measures for each of the one or more flights in a strategic state based on at least one of the following: the at least one contingency control measure for each of the one or more flights in a contingency state, the one or more tactical control measures for each of the one or more flights in a tactical state, or the one or more contingency events detected. One or more processors configured to perform the following: It is a communication system, Transmitting information to the flight management system (FMS) of each aircraft associated with each of the one or more flights in the tactical state, to trigger the one or more tactical control measures determined for the flight in the tactical state; To transmit to the FMS of each aircraft associated with each of the one or more flights in the strategic state information to trigger the one or more strategic control measures determined for the flight in the strategic state. A communication system configured to perform the following actions ISCMS, which includes [unclear / etc.].

2. The one or more accidental events are, An incidental event related to one of the aforementioned multiple flights, or Accidental events related to the infrastructure supporting the aforementioned air traffic The ISCMS according to claim 1, comprising at least one of the following.

3. The one or more processors described above are: The flight plans of the one or more flights in the aforementioned accidental state, Intentional information related to one or more flights in the aforementioned accidental state, Surveillance information related to the one or more flights in the aforementioned accidental state, Vertiport information, Airport information, or Safe Landing Site Information The ISCMS according to claim 1, further configured to determine the at least one contingency control measure for each of the one or more flights that are in the contingency state, based on the above.

4. The ISCMS according to claim 1, wherein the one or more processors are further configured to determine the at least one contingency control measure for each of the one or more flights in the contingency state based on whether the flight in the contingency state is in a pre-flight state or an in-flight state.

5. The ISCMS according to claim 4, wherein the one or more processors are further configured to determine, for each of the one or more flights in the contingency state, a pre-flight contingency control measure or an in-flight contingency control measure based on whether the flight in the contingency state is in the pre-flight state or the in-flight state.

6. The aforementioned pre-flight incident control measures are: Delaying the departure time of the flight in the aforementioned accidental state, Canceling the flight while it is in the aforementioned accidental state. The ISCMS according to claim 5, including the ISCMS described in claim 5.

7. The aforementioned pre-flight incident control measures are: Delaying the departure time of the flight in the accidental state according to the delay time threshold, In relation to delaying the departure time for a certain period of time exceeding the aforementioned delay time threshold, the cancellation of the flight in the aforementioned accidental state and The ISCMS according to claim 5, including the ISCMS described in claim 5.

8. The aforementioned in-flight incident management measures are: To hover for a certain period of time, or To make an emergency landing The ISCMS according to claim 5, including the ISCMS described in claim 5.

9. The aforementioned in-flight incident management measures are: To hover for a certain period of time until the maximum duration is reached, To perform an emergency landing in relation to the duration at which the aforementioned maximum duration is reached. The ISCMS according to claim 5, including the ISCMS described in claim 5.

10. The ISCMS according to claim 1, further configured to transmit a message to the FMS of each aircraft associated with each of the one or more flights in the accidental state to trigger the at least one accidental control measure determined for the flight in the accidental state.

11. The ISCMS according to claim 1, wherein the one or more processors are further configured to determine the one or more tactical control measures for each of the one or more flights in the tactical state, based on the identification of a potential collision of the one or more flights in the tactical state, based on the identification of a potential collision of the one or more flights in the tactical state, based on the at least one contingency control measure for each of the one or more flights in the contingency state.

12. The ISCMS according to claim 11, wherein the one or more tactical control measures include adjusting the heading, adjusting the speed, or adjusting the altitude.

13. The ISCMS according to claim 1, wherein the one or more processors are further configured to determine the one or more strategic measures for each of the one or more flights in the strategic state, based on the identification of a potential scheduling conflict for each of the one or more flights in the strategic state, based on at least one of the at least one contingency control measure for each of the one or more flights in the contingency state, or the one or more tactical control measures for each of the one or more flights in the tactical state.

14. The one or more flights in the aforementioned strategic state include one or more scheduled flights, The one or more strategic control measures described above apply to each of the one or more flights that are in the strategic state, Rescheduling the aforementioned flight, or Cancel the aforementioned flight. The ISCMS according to claim 13, comprising at least one of the following.

15. An aircraft flight management system (FMS), One or more memory units, A processor, which is communicably coupled to the aforementioned memory, Receiving information indicating tactical or strategic control measures for a flight of a said aircraft, based on incidental control measures for another flight of said aircraft, Controlling the aircraft in accordance with the aforementioned tactical control measures or strategic control measures One or more processors configured to perform the following: An FMS equipped with this.

16. In order to receive the aforementioned information, one or more processors Receiving information indicating the tactical control measures related to the flight of the aircraft in the middle of its flight, or Receiving information indicating the strategic control measures related to the flight of the aircraft in the pre-flight stage. The FMS according to claim 15, configured to perform the following:

17. The information indicates the tactical control measures, which include adjustments to at least one of the aircraft's heading, speed, or altitude. To control the aircraft, the one or more processors The FMS according to claim 15, configured to control the aircraft to perform the adjustments to at least one of the aircraft's heading, speed, or altitude.

18. The FMS according to claim 15, wherein the information indicates the strategic control measures, the strategic control measures include delaying the departure time of the flight or canceling the flight.

19. The one or more processors described above are: Receiving information indicating contingency control measures in relation to contingencies associated with the flight of the said aircraft, Controlling the aircraft to perform the contingency control measures in relation to contingencies related to the flight of the aircraft. The FMS according to claim 15, further configured to perform the following:

20. It is a system, An integrated, system-wide incident management system (ISCMS), Aircraft Flight Management System (FMS) and Equipped with, The aforementioned ISCMS is One or more memory units, A contingency state model configured to determine contingency control measures for flights in a contingency state, A tactical state model configured to determine tactical control measures for a flight in a tactical state, A strategic state model configured to determine strategic control measures for flights in a strategic state, A processor, which is communicably coupled to the aforementioned memory, To detect one or more incidental events related to air traffic, including multiple flights, Using the contingency state model, determine at least one contingency control measure for each of one or more flights that are in a contingency state in relation to one or more detected contingency events, Using the tactical state model, determine one or more tactical control measures for each of the one or more flights in a tactical state based on at least one of the at least one contingency control measure for each of the one or more flights in a contingency state, or at least one of the detected contingency events. Using the strategic state model, determine one or more strategic control measures for each of the one or more flights in a strategic state based on at least one of the following: the at least one contingency control measure for each of the one or more flights in a contingency state, the one or more tactical control measures for each of the one or more flights in a tactical state, or the one or more contingency events detected. One or more processors configured to perform the following: It is a communication system, Transmitting information indicating the tactical control measures decided upon for the flight in the aforementioned tactical state, To transmit information indicating strategic control measures decided upon for flights in the aforementioned strategic state. A communication system configured to perform the following actions Equipped with, The aforementioned FMS is Receiving information indicating the aforementioned tactical control measures or information indicating the aforementioned strategic control measures, Controlling the aircraft in accordance with the aforementioned tactical control measures or strategic control measures It is configured to do, system.

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