Methods, processes and systems for automating and configuring aircraft snow and ice protection

Abstract

To provide a method and system for automating and configuring aircraft de-icing / anti-icing.SOLUTION: The invention provides a method and system for automating the de-icing / anti-icing of an aircraft, including generating a treatment plan that includes input from at least one weather information source. The treatment plan may then be reviewed by a pilot to any updates. After being finalized, the treatment plan is distributed to at least one de-icing vehicle to perform the de-icing / anti-icing of the aircraft. During execution of the de-icing / anti-icing, real-time updates may be provided by the system to the pilot of the aircraft.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] This application claims priority to U.S. Provisional Patent Application Nos. 63 / 034,680, filed June 4, 2020, 63 / 042,720, filed June 23, 2020, and 63 / 172,396, filed April 8, 2021, all of which are incorporated herein by reference.

[0002] This disclosure is directed generally to the aviation industry, and more particularly to methods and systems for automating and configuring aircraft snow and ice removal. [Background technology]

[0003] In the aviation industry, the ability to keep aircraft on schedule is a critical task. This may be easier during good weather, but during winter, weather typically affects scheduled departure times. One of the reasons for this is that aircraft must undergo a snow and ice removal process to remove ice that has accumulated on the aircraft's wings and fuselage. However, the number of snow and ice removal bays within one or more snow and ice removal facilities, such as within an airport, is typically far fewer than the number of aircraft preparing to take off at any one time. Therefore, there is a need to manage the snow and ice removal process for aircraft within the airport to facilitate these aircraft.

[0004] Thus, a method and system for automating and configuring aircraft snow and ice protection is provided. Summary of the Invention [Means for solving the problem]

[0005] The present disclosure is directed to a method and system for automating and configuring aircraft snow and ice protection. In one embodiment, the system uses graphics representing an environment from a top-down perspective to facilitate and coordinate (automated and remote) snow and ice protection services for aircraft. In another embodiment, the system includes multiple distributed processing units that direct aircraft (or pilots) through the snow and ice protection process at an airport.

[0006] In one aspect of the present disclosure, a method for automating aircraft snow and ice protection and removal is provided, the method including generating an action plan for aircraft snow and ice protection and removal, communicating the action plan to a pilot module associated with the aircraft for input regarding the action plan from a pilot associated with the aircraft, updating the action plan based on the input from the pilot, and transmitting the updated action plan to at least one snow and ice protection and removal vehicle for execution of the updated action plan, wherein generating the action plan for the aircraft snow and ice protection and removal includes receiving or retrieving weather information.

[0007] In another aspect, the method further includes receiving a request for aircraft de-icing prior to generating a treatment plan for the aircraft de-icing. In yet a further aspect, the method includes receiving a request for aircraft de-icing after generating a treatment plan for the aircraft de-icing. In yet another aspect, generating the treatment plan includes receiving weather information from a METAR or a nowcast. In another aspect, updating the treatment plan includes determining a physical location for performing the aircraft de-icing, the physical location being a gate location, an apron location, or a designated de-icing facility (DDF). In a further aspect, if the physical location is a gate location, transmitting the updated treatment plan to at least one de-icing vehicle for execution of the updated treatment plan includes transmitting the gate location to the at least one de-icing vehicle. In a still further aspect, if the physical location is a DDF, the method further includes guiding the aircraft from the aircraft's current position to the DDF. In an aspect, guiding the aircraft from the aircraft's current position to the DDF includes controlling taxiway inset guidance lights. In another aspect, guiding the aircraft to the DDF from the aircraft's current position includes transmitting a message to the pilot via an electronic message board (EMB). In a further aspect, after the aircraft de-icing process has begun, receiving a de-icing process update from at least one de-icing vehicle and transmitting the de-icing process update to the pilot application.

[0008] In another aspect, receiving the snow and ice removal process update includes receiving real-time video from at least one snow and ice removal vehicle. In a further aspect, transmitting the snow and ice removal process update includes transmitting the real-time video to a pilot application. In another aspect, further including transmitting the snow and ice removal process update to an electronic message board. In yet another aspect, the method includes identifying when the aircraft brakes and transmitting a message to at least one snow and ice removal vehicle that it is safe for the vehicle to proceed. In yet a further aspect, the method further includes receiving confirmation from at least one snow and ice removal vehicle that the snow and ice removal procedure is complete and that the at least one snow and ice removal vehicle is within a safety zone, and transmitting a signal to the pilot via the pilot module that the aircraft may proceed to takeoff. In another aspect, the method further includes transmitting system control to the snow and ice removal module after transmitting the message to at least one snow and ice removal vehicle that it is safe for the vehicle to proceed. In another aspect, the method further includes receiving control of the system after receiving confirmation from the at least one snow and ice removal vehicle that the snow and ice removal procedure has been completed and that the at least one snow and ice removal vehicle is within the safety zone.

[0009] In another aspect of the present disclosure, a non-transitory computer-readable medium is provided having software instructions stored thereon that, when executed by a processor, cause the processor to generate a treatment plan for aircraft snow and ice protection and removal, communicate the treatment plan to a pilot module associated with the aircraft for input regarding the treatment plan from a pilot associated with the aircraft, update the treatment plan based on the input from the pilot, and transmit the updated treatment plan to at least one snow and ice protection and removal vehicle for execution of the updated treatment plan, wherein generating the treatment plan for aircraft snow and ice protection and removal includes receiving or retrieving weather information.

[0010] Embodiments of the present disclosure will now be described, by way of example only, with reference to the accompanying drawings, in which: [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic diagram of an embodiment of a system. [Figure 2a] 1 is a flowchart outlining a method for controlling a snow and ice control process. [Figure 2b] 1 is a flowchart method of a method for generating a treatment plant template. [Figure 3a] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3b] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3c] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3d] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3e] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3f] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3g] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3h] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3i] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3j] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3k] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 3l] 2b is an exemplary screenshot associated with the method of FIG. 2a. [Figure 4] FIG. 1 is a schematic diagram of a treatment planning engine. [Figure 5] 10 is a flowchart outlining another embodiment of a method for establishing a treatment plan and controlling a snow and ice control process. [Figure 6a] 1 is an exemplary screenshot. [Figure 6b] 1 is an exemplary screenshot. [Figure 6c] 1 is an exemplary screenshot. [Figure 6d] 1 is an exemplary screenshot. [Figure 6e] 1 is an exemplary screenshot. [Figure 6f] 1 is an exemplary screenshot. [Figure 7a] Here's another screenshot. [Figure 7b] Here's another screenshot. [Figure 7c] Here's another screenshot. [Figure 7d] Here's another screenshot. [Figure 7e] Here's another screenshot. [Figure 7f] Here's another screenshot. [Figure 7g] Here's another screenshot. [Figure 8a] Here's another screenshot. [Figure 8b] Here's another screenshot. [Figure 8c] Here's another screenshot. [Figure 8d] Here's another screenshot. [Figure 8e] Here's another screenshot. [Figure 8f] Here's another screenshot. [Figure 8g] Here's another screenshot. [Figure 8h] Here's another screenshot. [Figure 8i] Here's another screenshot. [Figure 8j] Here's another screenshot. [Figure 8k]Here's another screenshot. [Figure 8l] Here's another screenshot. [Figure 8m] Here's another screenshot. [Figure 8n] Here's another screenshot. [Figure 9a] 1 is an exemplary photograph and screenshots. [Figure 9b] 1 is an exemplary photograph and screenshots. [Figure 9c] 1 is an exemplary photograph and screenshots. [Figure 9d] 1 is an exemplary photograph and screenshots. [Figure 9e] 1 is an exemplary photograph and screenshots. [Figure 9f] 1 is an exemplary photograph and screenshots. [Figure 9g] 1 is an exemplary photograph and screenshots. [Figure 9h] 1 is an exemplary photograph and screenshots. [Figure 9i] 1 is an exemplary photograph and screenshots. [Figure 9j] 1 is an exemplary photograph and screenshots. [Figure 9k] 1 is an exemplary photograph and screenshots. [Figure 10] FIG. 1 is a schematic diagram of a screenshot showing the safety zone. [Figure 11] This is a photo of the camera tower. [Figure 12] It is a panoramic photograph. [Figure 13] FIG. 2 is a schematic diagram of another embodiment of a system for controlling a snow and ice control process. [Figure 14] This is a photo of the camera tower and bulletin board. [Figure 15] FIG. 1 is a schematic diagram of the data flow of the detection system. [Figure 16] A series of photos of the snow and ice removal bay. [Figure 17]1 is a screenshot of the detection system display. [Figure 18] A screenshot of a digitized aircraft model. [Figure 19] This is a screenshot. [Figure 20] This is a photo of snow and ice removal in progress. [Figure 21] This is a photo of snow and ice removal in progress. [Figure 22] 1 is a photograph of an obstructed field of view for a detection system. [Figure 23] 1 is a schematic diagram of a snow and ice removal vehicle camera system. DETAILED DESCRIPTION OF THE INVENTION

[0012] To facilitate the snow and ice protection process for aircraft, the present disclosure provides systems and methods for managing the snow and ice protection process from a central point of control, thereby reducing and potentially eliminating the need for personnel and / or powered equipment to marshal the aircraft. In the following disclosure, use of the term snow and ice protection can also include snow and ice protection.

[0013] Referring to FIG. 1, a schematic diagram of a system for automatic control of snow and ice protection processes for aircraft is shown.

[0014] System 100 includes a central processing unit (CPU) 102, which may be considered the system's snow and ice functional platform, ICELINK™ platform, or central hub for controlling and coordinating snow and ice protection processes for the aircraft. Platform 102 may also be considered an application or module for coordinating communications between various modules or applications of system 100 and other external applications, modules, or devices. Platform 102 may also be considered a system for coordinating and scheduling actions or treatment plans among key stakeholders involved in the system, such as, but not limited to, pilots, snow and ice operators, and snow and ice coordinators. Within CPU 102 may reside a treatment plan engine 104, which may assist in developing or generating treatment plan templates and / or treatment plans.

[0015] In one embodiment, the system 100 may include a pilot application or module 106 associated with an aircraft 108 requesting snow and ice control. The pilot may communicate with the platform 102 via the pilot application 106.

[0016] Although only one is shown, it is understood that there may be multiple aircraft (or pilots) in communication with the system, and each aircraft may include pilot application 106. In one embodiment, pilot application 106 may be stored on a pilot device, which may be considered a mobile communication device such as a smartphone, tablet, etc. located on the aircraft, or may be stored on an onboard processor of the aircraft.

[0017] The pilot module 106 may be used, without limitation, to request snow and ice protection, receive action plans related to the snow and ice protection requests, and monitor or display updates to the snow and ice protection process, such as by receiving updates from the CPU 102 regarding snow and ice protection being performed on the aircraft as the snow and ice protection process is being performed. Generating a snow and ice protection request may require input from a user, such as a pilot, who may select an area of ​​the aircraft for which snow and ice protection treatment is requested. The snow and ice protection request may also include other information associated with the aircraft, such as the aircraft type, the name of the aircraft company, and / or the scheduled departure time. In other examples, the system 102 may provide the pilot with a default action plan template, where the pilot may update the action plan template by selecting the area of ​​the aircraft for which the pilot wishes to receive snow and ice protection treatment or by responding to other questions or filling in the requested information. The pilot module allows the pilot to plan and specify snow and ice protection activities for the aircraft from the aircraft cockpit while the aircraft is at a gate or other location.

[0018] In other embodiments, based on input from the system, the pilot module may display schedule information such as, but not limited to, time in queue, time until takeoff, time until arrival of snow and ice removal vehicles, and holdover time (HOT).

[0019] In some embodiments, the pilot application may be implemented via software, firmware, or hardware installed as part of a pilot's EFB (Electronic Flight Bag). When implemented on a processor, the module enables a pilot to request and schedule snow and ice protection. In one embodiment, the pilot logs into the system (via the pilot application) and then communicates with the CPU to request snow and ice protection and / or snow and ice protection services.

[0020] The system 100 may further include a snow and ice removal coordinator application or module 110 associated with the snow and ice removal coordinator. While shown separate from the platform 102, the coordinator module 108 may also be integrated within the platform 102. The snow and ice removal coordinator may use an application that may be stored on the mobile communications device to oversee action plans and assist in coordinating snow and ice removal for requesting aircraft, as needed. This oversight may also be performed within or by the snow and ice removal coordination application 110.

[0021] In one embodiment, the snow and ice removal coordinator module 110 can be used to generate or update action plans when requested by the pilot module 106. The action plans can include information such as, but not limited to, the physical location within the airport where the action will be performed, the type of contamination action (one step (snow and ice removal) or two step (snow and ice removal and protection)), and / or the location of the aircraft where the action is required. Other information such as Metar / TAF, weather radar, and nowcasts can also be provided on the interface (or coordinator module).

[0022] In another embodiment, the action plan performed by the coordinator module uses all available weather information or inputs, including but not limited to METARs, TAFs, and nowcasts, available to the coordinator / coordinator module on the dispatch user interface. The coordinator or coordinator module can access the weather and then determine an action plan, such as a one-step snow and ice removal process (Type 1 fluids only), or a two-step process, such as using Type 1 snow and ice removal fluids first and then Type IV fluids second, in the case of snow or other freezing precipitation.

[0023] In one embodiment of the snow and ice removal coordinator module application 110, the application 110 provides functionality for planning and scheduling aircraft to be snow and ice removed, controlling aircraft traffic, and sending notifications to one or more pilots. Notifications can be sent via an electronic bulletin board (EMB) or by controlling lighting throughout the airport at the DDF facility. The snow and ice removal coordinator application 110 works in conjunction with the pilot application 106 and one or more snow and ice removal operator applications 112 depending on how many snow and ice removal vehicles are needed to execute the snow and ice removal treatment plan. More specifically, the snow and ice removal coordinator module 110 can prepare aircraft-specific snow and ice removal treatment plans, schedule aircraft within the DDF and for gate snow and ice removal, and / or schedule snow and ice removal vehicles and manpower to an aircraft snow and ice removal schedule.

[0024] The system 100 further includes a set of snow and ice operator applications or modules 112 associated with individual snow and ice removal vehicles 114 and / or individuals operating the snow and ice removal vehicles. Each snow and ice operator module 112 may be used to generate specific actions (based on commands or signals from the platform 102) that need to be taken by the snow and ice removal operator or snow and ice removal machine to implement or execute a treatment plan generated by the system 100. In one embodiment, a snow and ice removal treatment plan may include more than one snow and ice removal operator or vehicle for execution, such that the system may include multiple snow and ice removal operator modules and vehicles.

[0025] Together, these modules enable users of system 100 to create and execute action plans for aircraft snow and ice prevention, including specifying aircraft snow and ice removal details, providing air traffic control, and tracking, reporting, and / or displaying the snow and ice removal process for each aircraft.

[0026] The system may further include a centralized snow and ice facility (DDF) coordinator application or module 116 associated with the DDF location.

[0027] The system 100 may also connect to various external information sources 118 to receive information or data to assist in generating a treatment plan, etc. The external information sources 118 may include, but are not limited to, an airline database or server 118a, an airport database or server 118b, a service provider database or server 118c, a weather database or server 118d, a hold over time database or server 118e, and / or a flow control database or server 118f.

[0028] The airline database 118a may provide information such as, but not limited to, flight schedules, dispatch demand, operational issues, and / or regulations. The airport database 118b may provide information such as, but not limited to, departure runway information, taxi routes, departure delay programs, and / or airport winter plans. The use of new technologies such as airport SWIM data or other visual taxi aids in EFBs (Electronic Flight Bags) may be incorporated into the IceLink platform. The flow control database 118f may provide CDM information, SWIM information, and / or ground / airborne air traffic control. The service provider database 118c may provide information such as, but not limited to, available fluid levels or types for snow and ice control, equipment maintenance information, personal information, and / or training information. The weather database 118d may provide information such as, but not limited to, actual weather information (from METARs), forecasted weather alerts (TAFs), nowcast information, and / or public forecasts. The holdover time database 118e may provide information such as, but not limited to, TC / FAA regulations, SAE guidance, holdover chart information, regulator information, APS aviation information, and / or external data sources. In one embodiment, the HOT provided to the pilot module includes temperature-specific HOT times, if available.

[0029] The CPU 102 may also implement or provide airport KPI reporting, global performance overviews, and / or module user real-time KPIs. Additionally, the system 100 may include functionality to provide administrative user services.

[0030] Referring to Figure 2a, a flow chart outlining a method for providing snow and ice protection for an aircraft is shown, and Figures 3a-3l provide exemplary screenshots that may be shown to a user by the module.

[0031] First, the system generates a default treatment plan or treatment plan template (200), which can be generated by the coordinator module 110 or the CPU 102 or a combination of both.

[0032] One example of generating a treatment plan template is shown schematically in Figure 2b. The template can be based on input from an external source, such as, but not limited to, input from a METAR. For example, a METAR can provide weather forecast information (received by the system 250) that can allow some information associated with the treatment plan to be pre-filled based on the current weather or weather forecast.

[0033] The coordinator module, or the coordinator (user) via the coordinator module, can verify the weather information provided by the METAR (252) by consulting the terminal aerodrome forecast (TAF) and, if provided locally, the nowcast weather report. A schematic screenshot is shown in Figure 3a. Thus, the default action plan can be continuously updated based on input received from the METAR. Here, some information on the template may be pre-populated by the system. The system may also be able to issue alerts or warnings (254) based on the weather information. For example, a warning can be generated if one of the snow and ice removal vehicles attempts to spray an aircraft at an outdoor temperature of 10°C.

[0034] Returning to Figure 2a, simultaneously, following the pre-flight survey, the pilot may determine that snow and ice control is required and, if so, may make a request for snow and ice control via a pilot application module (which may also be considered a decontamination request), as shown diagrammatically in Figure 3b. The pilot may then communicate the request to the CPU 102 (which is received by the CPU) (202), such as via a pilot application or module stored on the pilot device or aircraft device.

[0035] In one embodiment, a request from the pilot can cause the system (or CPU 102) to send a treatment plan template to the pilot application 106 for the pilot to enter the missing information. In another embodiment, the request from the pilot can include all of the information needed for a treatment plan to be generated.

[0036] The decontamination request may include information such as, but not limited to, the areas of the aircraft that require de-icing, the aircraft's identification, the size of the aircraft, the scheduled departure time, the scheduled departure gate and / or the current gate location, etc. Determining the areas of the aircraft that require de-icing may be aided by a de-icing truck, a set of cameras that may be located on the aircraft body, or mounted at predetermined locations around the gate location or DDF.

[0037] After the request is received, such as by a coordinator module, information associated with the request is entered into a snow and ice control queue list (204), as shown diagrammatically in Figure 3c. In one embodiment, a coordinator module on a coordinator device can receive the request and automatically add the flight information to the snow and ice control queue list.

[0038] The system then determines 206 an available physical location (e.g., a snow and ice removal station (DDF, etc.) within the airport) to accept the aircraft for snow and ice removal. In another example, the system can determine that the aircraft should remain in its current location, and snow and ice removal equipment (e.g., one or more snow and ice removal trucks or vehicles) will proceed to the aircraft's location to deliver the snow and ice removal treatment. This location may be on the airport apron, tarmac, or gate location. The system can then present the coordinator with a set of options to select a physical location and, depending on the selected physical location, transmit 208 the selected physical location to the aircraft and / or one or more snow and ice removal vehicles.

[0039] In one embodiment, when an aircraft proceeds to a snow and ice removal location, such as, but not limited to, the entrance to a DDF, the system can send a request for a snow and ice bay assignment command to the DDF coordinator (e.g., via a DDF coordinator module). The snow and ice removal coordinator can then select a flight from the queue list and assign it to an available snow and ice removal bay based on input from the DDF coordinator module. A physical location is then transmitted to the aircraft, which can be viewed as the system commanding the aircraft to proceed to the designated snow and ice removal stage or bay. In some embodiments, the system can control ground lights to automatically illuminate to assist aircraft parking in the snow and ice removal bay. In one example, the coordinator can, via the coordinator module, illuminate a flight strip marker in the designated bay by simply clicking an icon on the screen. This is shown schematically in Figures 3d and 3e.

[0040] In embodiments where at least one snow and ice removal vehicle is proceeding to the aircraft location, the coordinator module transmits commands or signals to at least one selected snow and ice removal vehicle, instructing the at least one snow and ice removal vehicle to proceed to the physical location where the snow and ice removal treatment will be performed. In some embodiments, the commands can be transmitted to a snow and ice removal operator's module and reviewed by the snow and ice removal operator, who then drives the snow and ice removal vehicle to the physical location. In other embodiments, the coordinator module can transmit commands directly to an onboard processor of the snow and ice removal vehicle, which can then proceed autonomously to the physical location.

[0041] In one embodiment, although not required for each embodiment, the system can send signals to automated signage boards located throughout the airport to send messages to pilots or airport personnel or de-icing vehicle operators as they proceed to de-icing positions, as shown diagrammatically in Figure 3g. The system can also set ground lights to indicate the route and actions that the aircraft or de-icing vehicle are commanded to follow.

[0042] As shown in Figure 3g, the system may include indicators for determining when it is safe to begin procedures. For example, the system may include sensors to determine when the brakes on the aircraft are set and to provide ground lights that indicate to the pilot where to stop when a physical location is reached. Figure 3h provides a screenshot that may be displayed on the snow and ice removal application module indicating that the snow and ice removal vehicle has approached the aircraft and it is safe to begin snow and ice removal procedures.

[0043] Once the aircraft and at least one snow and ice removal vehicle are confirmed to be in place, the coordinator module can send snow and ice prevention commands or a snow and ice prevention treatment plan to the at least one snow and ice removal vehicle 210. Control of the system can also be transferred by the system to a snow and ice removal operator module.

[0044] In one embodiment, snow and ice control procedures do not begin until each snow and ice operator application (associated with its assigned snow and ice vehicle) receives confirmation that the associated aircraft's brakes have been set (indicating it is safe for the snow and ice vehicle to approach the aircraft) along with the aircraft configuration, as shown schematically in Figure 3f.

[0045] As the snow and ice removal process is being performed, the status of the procedure can be displayed to the pilot (via the pilot module) based on input from the snow and ice removal vehicle's snow and ice removal operator to the snow and ice removal operator application or based on input from the snow and ice removal vehicle itself. For example, the snow and ice removal vehicle can include a camera, or the system can include a camera that is pointed at the aircraft while the procedure is being performed, allowing the pilot to observe the procedure being performed in real time. Further details regarding the cameras and their operation are disclosed below.

[0046] In one embodiment, snow and ice removal vehicles can be integrated with or installed with cameras or detection systems. In one embodiment, camera systems provide ice detection with greater accuracy, resolution, and repeatability without human subjectivity. Objective assessment is achieved through controlled lighting and electro-optical (EO) data acquisition. The acquired data is spatial (imaging) and spectral in nature. Furthermore, data interpretation is achieved through artificial intelligence (AI), meaning that trained neural networks are used rather than human interpretation of the acquired data.

[0047] The benefits of this camera system include improved sensitivity, as the EO sensor and related conditions result in more consistent measurements and provide greater sensitivity to detected optical signals than human vision. Another benefit offered is improved resolution in detecting ice on aircraft, as the optical system design for the specific EO sensor provides the ability to achieve higher spatial resolution than is achievable with human vision. Additionally, the use of AI algorithms allows for versatility as well as reproducibility and objectivity in data evaluation.

[0048] In one embodiment, a camera system installed on a snow and ice removal vehicle includes both a visible (VIS) imaging camera and a short-wave infrared (SWIR) imaging camera, allowing for acquisition of information that is otherwise triggered by the camera frame. The acquired data set extends beyond the capabilities of human perception in both sensitivity and wavelength range.

[0049] In another embodiment of the camera system (as shown schematically in FIG. 23), the camera system includes a VIS camera, a SWIR camera, an AI interpretation engine, and a central computer for processing, storage, display, etc.

[0050] In one configuration, the VIS and SWIR cameras can be considered a sensor unit. The cameras are optically co-aligned to achieve a common field of view (FOV) at the desired target. The sensor unit is mounted on a snow and ice removal vehicle or another position that provides a clear view of the aircraft surface being evaluated. The VIS and SWIR cameras of the sensor unit are pre-calibrated so that their fields of view overlap and the relationship of all SWIR camera pixels to VIS camera pixels is known. During an evaluation run, both the VIS and SWIR cameras acquire image data. If necessary (e.g., at night), the camera acquisition systems can be enhanced with an external illumination source. The AI ​​interpretation engine utilizes spatial information from both cameras when evaluating surface conditions.

[0051] In the case of AI interpretation, the application of AI allows for highly objective, repeatable, and accurate interpretation of electro-optical data under widely varying conditions. To achieve this, a database of acquired empirical data is assembled and a principal component analysis of the data is performed. This method provided a system for evaluating the data with mathematical rigor to identify trends / patterns by evaluating pixel values ​​in both SWIR and visual camera images for different contaminant types and depths.

[0052] Using the results of these mathematical tests on the experimental data, a convolutional neural network was then deployed and trained to verify that its inference capabilities performed as claimed. Using a convolutional neural network as a central interpretation engine provides a general-purpose, scalable, and objective method for interpreting data. Through the use of mathematical rigor, it is possible to systematically ignore and discard data vectors that are unreliable, statistically insignificant, or irreproducible.

[0053] Referring to FIG. 4, there is shown a schematic diagram of one embodiment of a treatment planning engine and how it operates.

[0054] In this example, the action planning engine 104 receives inputs from different sources, such as a weather information input 400, a fluid selection input 402, a time to taxi / takeoff input 404, and / or a time to snow and ice control input 406.

[0055] The weather information input 402 may include at least one of actual reported weather (METAR), a Terminal Area Forecast (TAF), and a Nowcasting Weather Illustrator (NWI). Along with the weather information input, further weather inputs to the treatment planning engine may include weather forecasts provided by nowcasts. The fluid select input 402 may be considered ADF fluid performance information, and the time to tax / takeoff input 404 may be considered SWIM information (time to takeoff). The time to snow and ice control input 406 may be based on previously stored historical data regarding previous snow and ice control treatments stored in the system or in a database accessible by the system.

[0056] Based on the received inputs, the action planning engine determines or generates an aircraft-specific action plan (shown diagrammatically in screenshot 410).

[0057] In one example, the action planning engine 104 analyzes the weather input 400 in relation to the other inputs 402, 404, and 406 to determine any future weather patterns that may affect the aircraft's snow and ice removal decisions. For example, if an aircraft has a takeoff time within the next 30 minutes but there is more snow forecast for the next 20 minutes, the action planning engine 104 may determine that a particular snow and ice removal fluid, such as a Type 4 snow and ice prevention fluid, is needed rather than a Type 1 snow and ice removal fluid. In another example, the action planning engine 104 may receive a current weather forecast and determine that there is only light snow or precipitation, and therefore a Type 1 snow and ice removal fluid is needed. In another example, the action planning engine may take into account the time until taxi and takeoff when determining a action plan (or action plan template) so that the aircraft will not have ice on its surface during taxi and takeoff. In another example, the action planning engine may take into account historical information relating similar historical weather patterns to current conditions and / or past actions specific to this aircraft or similarly sized aircraft. The treatment plan engine processes the inputs and then determines a treatment plan or treatment plan template. The output of the treatment plan or treatment plan template may include the fluid type for the aircraft surface to be treated and a time prediction for HOT, the time the aircraft will spend in queue before de-icing (wait time), predicted de-icing time, such as processing time in the DDF, and time until takeoff.

[0058] Once created, the treatment planning engine sends the plan or template for review by the snow and ice removal coordinator by displaying it on the snow and ice removal coordinator module. In one embodiment, the snow and ice removal coordinator can be a user who can review the treatment plan and make any changes as needed. In another embodiment, the snow and ice removal coordinator is an automated system for reviewing the treatment plan or template. An updated plan, if necessary, or an accepted original treatment plan, if no changes are needed, is then received by the treatment planning engine from the snow and ice removal coordinator, and the treatment plan is updated (if necessary). Then, after the pilot makes a snow and ice removal request, the updated treatment plan is sent to the pilot for review (such as shown in screenshot 412), which shows an exemplary screenshot of a treatment plan presented to the pilot in the pilot application. The pilot can accept the treatment plan or make further modifications to the plan. The accepted or modified treatment plan is then received by the treatment planning engine (and any necessary updates are made) and distributed to at least one snow and ice removal operator or vehicle for carrying out the treatment plan.

[0059] One advantage of the present disclosure is that the pilot, the snow and ice removal coordinator, and at least one snow and ice removal operator communicate in real time through the system to generate and then execute a treatment plan. The system also allows for real-time updates to the treatment process so the pilot can understand how much longer the treatment will take to complete. In one embodiment, the system can display a visual indication of real-time video on the pilot device of the surface being treated by at least one snow and ice removal vehicle or of the treatment process. Upon completion of snow and ice removal, if various required elements are available, holdover information can be provided in the post-snow and ice removal report. In another embodiment, the report can summarize the elapsed time and application amount, fluid type, and HOT. The pilot also has the ability to view the snow and ice removal history of the aircraft. This can also allow the pilot to review (in the pilot application) any pre-spray treatments completed before reaching the aircraft.

[0060] In another example, decisions regarding the treatment plan or aspects thereof may change as factors such as changes in weather, air traffic, aircraft mechanical status, and available snow and ice removal resources change.

[0061] Referring to Figure 5, a flowchart of another embodiment of controlling a contamination process for an aircraft is shown. Figures 6a-6f and 7a-7f provide example screenshots supporting the flowchart of Figure 5. In one embodiment, the method may be performed by a processor or CPU 102 or the like via instructions stored on a computer-readable medium. The present disclosure may also be viewed as a system and method for scheduling and guiding an aircraft through a snow and ice prevention process.

[0062] First, an aircraft inbound queue is created or generated (500). The inbound queue includes or represents all aircraft waiting within the airport for de-icing and is typically created by a combination of inputs received from an Airport Collaborative Decision Making (ACDM) system, a pilot module, or manually entered into the system. An example of manual input may include a de-icing coordinator entering aircraft information (via the de-icing coordinator module) regarding aircraft that have requested de-icing or for which Air Traffic Control (ATC) or airport tower have requested that de-icing treatment be applied to the aircraft.

[0063] Alternatively, when an aircraft is directed to push back from the gate by ATC, if de-icing is required, the pilot can request de-icing through the pilot application, and the aircraft is then placed in the aircraft inbound queue based on the information entered by the pilot. Alternatively, ATC may request that the aircraft undergo a de-icing process and then enter the aircraft information into the system, which then places the aircraft in the inbound queue. Based on this information, the aircraft is placed in the aircraft inbound queue, and the system then routes or guides the aircraft to a de-icing facility based on the aircraft's characteristics, current position, and outbound runway requirements, as described below.

[0064] Concurrently, while the inbound queue is being created or updated, the system 102 provides the snow and ice removal coordinator module with actual current weather from METAR, forecasted weather from terminal area forecast sources, and / or micro-location weather from nowcasts; aircraft situational awareness information from SWIM; electronic snow and ice removal requests from the pilot (via the pilot application); and / or situational awareness information regarding the snow and ice removal vehicle. Alternatively, or in conjunction with the information identified above, the system (e.g., via an action planning engine) can then use the above information to generate an aircraft-specific, cost-effective, safe, and time-efficient snow and ice removal treatment plan or treatment plan template, which is provided to the snow and ice removal coordinator module. The coordinator can then adjust and / or approve the plan. Once the system 102 receives confirmation that the plan has been approved by the snow and ice removal coordinator, the plan is electronically transmitted to the pilot and displayed via the pilot application.

[0065] In another example, when the system receives a snow and ice removal request from a pilot, the system receives or retrieves information associated with the aircraft for which the pilot made the request so that the pilot can enter the aircraft information into the system (or treatment plan) and allow the aircraft to enter the aircraft inbound queue. The pilot may also make the snow and ice removal request via the pilot module at a gate operation where the engines are turned off and the aircraft is treated before leaving its parking position at the gate.

[0066] In another example, the system receives or retrieves aircraft information, such as via a central repository, thereby enabling the system to create or modify the aircraft inbound queue. This can be done automatically as snow and ice removal requests are received by the system. Alternatively, aircraft information can be automatically entered into the aircraft inbound queue by retrieving the information directly from the aircraft control system that requested snow and ice removal service.

[0067] Once in the queue, the system then determines the order and sequence in which the aircraft should be treated based on the physical location within the airport to which the aircraft should be directed for snow and ice removal, the availability of bays or snow and ice removal machines within one or more snow and ice removal facilities (502). The physical location can be a gate location (where the aircraft is currently parked), a location on the airport apron or tarmac, or a DDF.

[0068] A gate operation is when a snow and ice removal machine or vehicle proceeds to the aircraft location to perform snow and ice removal procedures. Various criteria can be used in making this determination, including, but not limited to, the size of the aircraft relative to the size of the bay or bays, and / or the proximity of the snow and ice removal facility to the departure runway. Other criteria can include, but are not limited to, giving higher priority to the earliest scheduled departure, priority for mainline or international flights, and the proximity of the nearest snow and ice removal truck.

[0069] After making the determination, the system can then instruct the pilot as to where to head to receive snow and ice removal service, or whether the pilot should remain in place since snow and ice removal may be performed as a gate operation. If the aircraft is required to proceed to another location, in one embodiment, the system sends a signal or message directly to the pilot via the pilot module. Alternatively, the system can send a signal or message to at least one electronic bulletin board (EMB) display. The signal can be a message indicating instructions to the pilot regarding where to head to receive snow and ice removal service, or, as in the case of Figures 6a and 6b, information to the pilot about the location to move the aircraft to. These queue indicators can also display the type of snow and ice removal treatment being or to be applied, as well as the current outside temperature. The system is preferably designed and tuned to integrate with and graphically represent airports, including one or more snow and ice removal facilities at the airport. Examples are shown schematically in Figures 6c and 6d, which are screenshots of a gate operation snow and ice removal view and a pad, or a snow and ice removal facility snow and ice removal view.

[0070] In one embodiment, when information is transmitted to the pilot via one or more EMBs, the pilot may be notified of the aircraft's position in the inbound queue and / or the radio frequency to contact the snow and ice removal coordinator, if necessary. Alternatively, communication between the pilot and the snow and ice removal coordinator may be handled entirely by the system of the present disclosure via the pilot module, platform, and coordinator module.

[0071] Through the message, the pilot can be notified of where to head for snow and ice removal. In one embodiment, the system can also illuminate (506) directional lights on taxiways, etc., to direct the pilot to an ice removal pad or facility or to an assigned snow and ice removal bay within it. The system may use positioning techniques that turn on and then turn off the correct lights. The status of the directional lights and EMBs can also be displayed to the system's snow and ice removal coordinator or operator for review and control. Screenshots of what the snow and ice removal coordinator can see are shown in Figures 7a-7g. At this point of operation, control of the process can be transferred to the snow and ice removal operator module or snow and ice removal vehicle module. However, visibility of the process continues in the CPU 102, as can be seen in Figures 8e-8n.

[0072] In one embodiment, the determination at 502 is made to prepare the aircraft for snow and ice removal. Alternatively, in another embodiment, the determination is made when the aircraft is at the head of the aircraft inbound queue. In this embodiment, when the aircraft is at the front of the queue, the pilot is notified via the pilot module or EMB of the physical location where the procedure is being performed.

[0073] As will be appreciated, using positioning techniques and EMBs, pilots can be provided with commands to slow and then stop the aircraft at precise positions designated for safe and efficient snow and ice removal. Stop bars can be colored green, yellow, and red to assist pilots in positioning the aircraft within the safety zone. Brake zones or brake lines can also be used, where the aircraft is required to park and then set the brakes to indicate that the aircraft is parked and will not move.

[0074] In another embodiment, the system may also provide smart tower technology functionality that allows snow and ice removal personnel or any other individual to view the aircraft within the snow and ice removal bay.

[0075] In one embodiment of the system, to provide continuous updates to the pilot, the system can recalculate and update HOT and other time estimates in real time using information from METARs, TAFs, nowcasts, SWIM, and / or internal resource allocation. The time estimates can include pilot timers for gate plowing, time to pad, and / or time to takeoff. These can be presented as estimated delays from the norm. The pilot timers and time to pad are variations of the calculated time to plowing. For gate plowing, the pilot timers are the estimated time the pilot can expect to have the plowing equipment reach the aircraft and begin plowing. For aircraft proceeding to a physical location such as a DDF, the time to pad is the time the pilot can expect the aircraft to be accepted into the DDF to begin plowing. These times are calculated based on at least one of historical information, changing weather, plowing equipment and available operators, transit times, aircraft delays, the number of aircraft scheduled for plowing ahead of this aircraft, the length of time currently being plowing, and available SWIM and ACDM information.

[0076] The calculated de-icing time is the estimated amount of time it will take to de-ice the aircraft when it is stopped and configured for de-icing. These times are calculated based on at least one of historical and time-stamp information from de-icing truck operations, such as spray times for de-icing fluid and anti-icing fluid. The time to takeoff is the estimated time the aircraft will take off. This is based on SWIM and ACDM information and the calculated de-icing time. The calculation also considers previous departure times for a particular runway.

[0077] As operations progress from marshalling control of multiple aircraft to the DDF and then to the correct bays to the detailed task of clearing ice from a single aircraft, the CPU transfers control of the process to the de-icer modules residing on multiple processors within the de-icer vehicle. Each de-icer operator module coordinates the operation of multiple de-icers as they work to clear ice from a single aircraft. This module notifies the operator of the type of fluid to be used and the aircraft surface to be cleared. As the de-icer progresses, the system records the surface treated and the amount and type of fluid used. The elapsed time for each step can also be recorded. This information is communicated in real time to the CPU 102 and relayed to the pilot via the pilot module. Additionally, this information is stored in a database for future reporting and analysis. Video can also be provided by the de-icer vehicle for viewing on the pilot module.

[0078] In another example, the vision system (EMB and taxiway lighting) provides real-time safety measures by verifying that the aircraft-to-icer intrusion zone is observed and addressed, and if not, an alarm can sound to notify the ice removal operator, the ice removal vehicle, and the central operations facility.

[0079] When the snow and ice removal operation is complete, the snow and ice removal operator module provides a signal to the CPU 102 or the coordinator module indicating completion. This can be done by input from the snow and ice removal vehicle or snow and ice removal operator to the snow and ice removal operator module, which is then transmitted to the coordinator module. Alternatively, once the system is notified, either manually or through geopositioning, that the vehicle has reached a safe parking destination, the CPU 102 then takes over control of the aircraft's movement from its physical location to its runway so that the aircraft can be safely marshaled outside the facility.

[0080] In one embodiment, during the final stages of the snow and ice removal process, the modules work together to ensure all electronic communications are routed through the pilot module, at least one snow and ice removal vehicle module, and the coordinator module ensures that each stakeholder is in agreement at each stage of the electronic communications process, allowing for the secure transfer of pilot EMB exit commands to EMB messages that are visually available to the coordinator for monitoring.

[0081] In another embodiment, a snow and ice removal operator module can be installed on an automated (unmanned) snow and ice removal vehicle, and aircraft specifications, entry zones, travel patterns, snow and ice removal surface requirements, fluid requirements, post-plow inspection requirements, and specifications regarding nearby vehicles can be downloaded to the snow and ice removal operator module, which will control the automated snow and ice removal vehicle.

[0082] Once snow and ice removal is complete, the snow and ice removal equipment and personnel move into safe positions, and the system can then notify the pilot to proceed. Once the pilot is notified, the system can send a signal to illuminate the TIGL to assist the pilot in leaving the snow and ice removal bay. In one embodiment, the system may use a positioning technique that turns on and then off the correct lights. A green light indicates to the pilot to proceed, while a red light indicates to other aircraft not to proceed into the bay. Other aircraft information, such as the aircraft's brake status, may also be displayed to the operator.

[0083] Information associated with all parts of the process can be stored in a database for future retrieval and reference. Analysis of this data can be used to improve snow and ice removal operation performance, reduce snow and ice removal fluid usage, reduce aircraft engine on-time, and / or increase operational safety.

[0084] As shown in Figure 9a, the snow and ice coordinator in the ATC tower may be able to review various screenshots (in this illustration, related to gate snow and ice operations) that provide an overview of the airport, as well as where aircraft and snow and ice bays may be located. An indication of where the EMB is located may also be displayed. An exemplary screenshot of what the snow and ice coordinator sees is shown in Figure 9b. Thus, the snow and ice coordinator can independently manage snow and ice protection processes and / or any machinery, such as gate operations, or pad or DDF operations, respectively, directly through the snow and ice coordinator installed on a tablet or computer system, or the system can do this autonomously. Through the coordinator module, the snow and ice coordinator can remotely manage, command, and control all snow and ice protection operations, regardless of size scale and scope, whether any engines are on, or gates, stands, areas, DDFs, etc. All control, direction, command, situational awareness, aircraft and ice removal fleet status, airline flight schedules, weather systems (holdover times, etc.), flight strips, and other software modules related to ice removal can be remotely contained, interpreted, accepted, and / or forwarded to operations / airports in real time from any location. Multiple operations can be performed from one central location. Figure 9c provides a photograph of an ice removal coordinator looking at a display showing pad ice removal operations, and Figure 9d is a schematic screenshot of what the ice removal coordinator might be looking at.

[0085] Further schematic screenshots are shown in Figures 9e-9k. Figure 9e is a screenshot of snow and ice removal fluid flow, Figure 9f is a screenshot of the snow and ice removal performance dashboard, Figure 9g is a screenshot of average treatment time and fluid usage, Figure 9h is a screenshot of measurements compared to other airports (global performance report), Figure 9i is a screenshot of trends and overall conditions, Figure 9j is a staff screenshot of trend KPIs, and Figure 9k is a screenshot of overall performance KPIs. Each of these screenshots can provide the snow and ice removal operator with further information about their snow and ice removal equipment.

[0086] Advantages of some embodiments of the present disclosure include, but are not limited to, increased aircraft throughput at the DDF, reduced chemical use, increased safety for aircraft and snow and ice removal operations personnel, a measurable and controllable snow and ice protection process, and measuring aircraft throughput throughout the snow and ice protection process to determine overall snow and ice protection process time and evaluate overall airport performance.

[0087] In another embodiment, the system can provide a safety zone around the aircraft, such as via a screen or display, as shown diagrammatically in FIG. 10. In this drawing, two safety zones are shown, with the center of the snow and ice rig bay indicated by a circle. In this example, one EMB is located at one corner of the safety zone. In a preferred embodiment, the angle of the EMB's face is generally perpendicular to the center of the bay to facilitate pilot review. In this embodiment, this position is selected so that the pilot can see the EMB (120° visibility) as the pilot enters the bay up to the stop bar, as the EMB is preferably perpendicular to the centerline near the nose of the aircraft, which provides a larger or maximum area for parking within the snow and ice rig safety zone and a good field of view for the cameras used for aircraft position and distance detection. This is disclosed in more detail below.

[0088] In one embodiment, the cameras can be mounted on the EMB or on a separate dedicated mast. In a preferred embodiment, the camera height can range from approximately 2 m to approximately 7 m. Each camera preferably has a field of view (FOV) of approximately 70° to detect the nose of an aircraft as it enters, transits, and exits the bay. The camera FOV is indicated by a green line. In one embodiment, no objects should be present within the FOV during detection operations, but if there are vehicle operators who are unaware of this, they may drive and / or park in front of the EMB. In these embodiments, the system can include devices for detecting these vehicles and aircraft behind other obscurants, such as, but not limited to, precipitation or windshield wiper blades used to remove precipitation. The system of the present disclosure can also implement filter and projection tracking modules and / or algorithms to predict where a previously unobscured aircraft may be located while it is obscured.

[0089] The yellow bar within the safety zone is one possible limit within which the snow and ice removal vehicle and its boom can be parked without being damaged by or causing damage to the aircraft.

[0090] In another embodiment, the system may be used to, but is not limited to, structure the flow of aircraft into and out of the DDF; provide an individual with the ability to view the entire snow and ice protection operation; provide multiple operators with all snow and ice protection equipment and their inventory status / location and onboard personnel along with timestamps for task completion intervals and activation / deactivation / display / status of all necessary guiding equipment; illuminate and indicate the path of the specific aircraft being addressed by the operator using TIGL equipment; display messages with standardized directions of aircraft movement into, around, and exiting snow and ice facilities and bays within the snow and ice facilities using EMB; use specialized technology (including but not limited to camera equipment and satellite-based aircraft tracking software to track, guide, position, and stop aircraft movement in and around the snow and ice facilities); direct aircraft into, out of, and around the snow and ice facilities, preferably using specialized lighting technology and techniques dedicated to the movement and treatment of specific aircraft within operational requirements and conditions; automate aircraft movement; and use EMB to direct aircraft to, around, and within the snow and ice facilities. displaying standardized messages regarding snow and ice removal activities occurring on and around the aircraft; storing critical information in a database for improving aircraft snow and ice removal efficiency; long-term safety audits; application, storage, and reuse of snow and ice removal chemicals; KPIs and benchmarking; real-time analysis of live operations (to adjust operations on the fly) and actionable analysis and visibility into achievable schedule commitments; detecting the presence of contamination on aircraft surfaces using camera systems for use in treatment recommendations; continuously monitoring operations as fluids are applied in automated or manual processes; post-snow and ice removal surveys of aircraft surfaces for residual contamination or contamination invisible to the human eye; exception monitoring for accidental aircraft contact; detecting improper treatment such as fluids being sprayed into aircraft engine inlets, APUs, or other sensitive areas where they should not be applied; monitoring the safety of ground equipment or personnel improperly positioned outside the safety zone during safety-critical periods of operations;One or more functions (or methods) can be performed, including external, random, automated verification of injection start and end times to ensure that what is recorded by the operator through other parts of the system is physically occurring;

[0091] In a further embodiment, the system may include aircraft position detection equipment. Aircraft positions on taxiways, snow and ice removal pads, and bays may be transmitted to the system from an aircraft satellite tracking system to provide positioning data to the system. Additionally, the system architecture of the present disclosure may receive aircraft positions from external systems.

[0092] In one embodiment, the aircraft positioning equipment includes a smart tower. In this embodiment, the system allows individuals to view the snow and ice removal facility from a remote or off-site location. In conjunction with the system of the present disclosure, the DDF can be viewed and controlled from a remote or off-site location.

[0093] The information or data from the cameras is stitched together to create a panoramic view of the facility, as shown diagrammatically in Figure 12. In another embodiment, stitching camera feeds can be done from multiple EMBs, thereby providing the operator or user of the system with a multi-perspective view or bay-by-bay operation.

[0094] In one embodiment, information from the smart tower can be processed by the system to include geotags and / or information tags for the aircraft and the snow and ice removal vehicle. The snow and ice removal vehicle can be considered a vehicle that can drive to a position where the aircraft is located to perform snow and ice removal, or a vehicle that moves around the snow and ice removal facility to remove the ice from the aircraft. Processing the tower information to include geotag and / or other tag information is an improvement over the current human visual system. The system can also use this geotag information to provide safety measures during the snow and ice removal process. For example, the geotag information can be used to generate an aircraft intrusion zone, whereby if the aircraft enters the intrusion zone, a message is sent to the aircraft to stop or to warn the aircraft of a possible danger.

[0095] A further advantage of the present system is that it is capable of processing aircraft and snow and ice removal vehicles so that all aircraft and snow and ice removal equipment or vehicles are tagged with an identifier. In a preferred embodiment, snow and ice removal equipment can provide additional information, such as, but not limited to, displaying fluid levels and other snow and ice removal information. Another advantage of the system of the present disclosure is the provision of an aircraft intrusion safety zone displayed around the aircraft, indicating (and alarming, announcing) the zone where a vehicle or stationary equipment may contact the aircraft surface. Another advantage of the system is that if an aircraft is detected to have entered the intrusion zone, the system can generate an alert message on the EMB and / or not allow the system operator to move the aircraft any further. In one embodiment, because the system already knows the aircraft size from previously entered information, the system can instruct the aircraft to enter a snow and ice removal bay appropriate for its size. However, it is possible that the input information may be mislabeled or entered incorrectly, resulting in a difference between the predicted aircraft size and the actual aircraft size. The system can then update the information and instructions accordingly. The system may also verify the registration number and aircraft make / model upon arrival at the snow and ice removal bay, or may charge for additional safety / accuracy checks.

[0096] The system may also include video tagging to identify snow and ice removal vehicles and aircraft on the ground; views of snow and ice removal vehicle information such as alarms and fluid levels; overlay of aircraft intrusion zones on operator displays; safety systems that notify operators, such as those remotely controlling snow and ice removal vehicles, that the snow and ice removal vehicles are near an aircraft; and / or safety systems that reduce the risk of aircraft movement when an intrusion is detected.

[0097] A schematic diagram of another embodiment of a system for controlling snow and ice control procedures is shown in FIG.

[0098] The system may further include safety zone lighting. Each snow and ice removal bay has a zone dedicated to the safe parking of large snow and ice removal trucks. These safety zones reduce the likelihood that aircraft and snow and ice removal trucks will damage each other. The trucks assume these positions when aircraft are moving or about to move. This may also be considered position optimization.

[0099] The safety zones are preferably designated by specific lights or paint schemes, and the system can turn the lights on and off in the bay safety zones to notify the snow and ice removal operators or snow and ice removal vehicles that an aircraft is moving or about to move and where to park the snow and ice removal trucks or vehicles.

[0100] The ability to clearly designate safety zones is especially important when a snow and ice removal facility does not have multiple bays, which are used for snow and ice removal of a single large aircraft or for snow and ice removal of smaller aircraft simultaneously.

[0101] Using the aircraft class (size) and composite bay configuration, the system can automatically configure the taxiway light lead-ins and lead-outs and / or safety zone lighting.

[0102] In one embodiment, lighting around the perimeter of the safety zone clearly identifies the location of the safety zone in all weather conditions. In another embodiment, the safety zone lighting is part of a configurator of various requirements for the DDF.

[0103] In one embodiment, configurable lighting orientation allows the snow and ice removal pad to be oriented toward requirements and display of active and inactive equipment (lights, tracks, and aircraft on the client device) controlled by specific graphical icons. Dedicated control of each lighting strand (per snow and ice removal bay within the pad) also allows the operator to exercise specialized control over aircraft. The system can also include a method for automatically triggering functions through ground-based or satellite-based multilateration equipment that identifies aircraft position proximity and directs aircraft through lights or bulletin boards (EMBs) to safe positions for approaching and exiting snow and ice removal processes at the DDF or stand, area, bay, etc. In a further embodiment, the system includes a management user service that generates and automates performance reports using real-time information, and any operations management that provides a platform for the ability to manage this remotely.

[0104] In one embodiment, the system can enable a snow and ice coordinator (or snow and ice coordinator module) to marshal the aircraft to a physical location (such as a DDF) using pilot commands displayed on the EMB, and once in the DDF, control is passed to a snow and ice operator application.

[0105] In some embodiments, the CPU may update the estimated wait time, time to plow, and time to takeoff based on delays from normal operation and information provided by external sources. In some embodiments, as treatment progresses, the pilot application or module may display updates regarding the surfaces being or have been treated, fluid type, and fluid volume.

[0106] In another example, when an aircraft is admitted into an ice removal facility, the pilot is notified, via the pilot module or via radio, of which ice removal bay to proceed to. The system tracks the aircraft into the bay and indicates when the aircraft should stop, such as by providing a visual indicator to the pilot. The system can then manually or automatically notify the ice removal operator (or vehicle) that it is safe to begin ice removal. The ice removal module displays or controls where the ice removal vehicle should be positioned and the surface to be treated. Using sensors installed on the ice removal vehicle, this module tracks the surface being treated, the amount and type of fluid being applied, and the duration. The ice removal operator module also provides notifications or treatment updates to the pilot through the EMB or pilot module. This information is reported and stored in the CPU 102.

[0107] If necessary, CPU 102 can communicate with the Global Air Traffic Management Initiative (SWIM) to retrieve or share situational awareness information. The CPU can also access an Airport Collaborative Decision Making System (ACDM), which provides scheduling information to CPU 102 or system 100. Some additional components that may be present in some embodiments of the present disclosure include, but are not limited to, ground radar (MLAT) that provides aircraft positions at the airport; tower components, which can be thought of as software, camera technology, GPS technology, and display technology; taxiway ground inset lights, which can be thought of as a combination of software and taxiway inset light systems controlled by the system; EMBs that display information to pilots; aircraft guidance software and hardware (cameras and infrastructure) that detect the distance of an aircraft from a preferred stopping point; interfaces to external system functions for communicating with other systems or databases; and management user services that provide the functionality of a reporting platform that provides historical and real-time reporting of airport key performance indicators, a global performance overview of multiple snow and ice removal facilities.

[0108] One advantage of the system is the reduction or elimination of imprecise and often misinterpreted VHF radio communications. Another advantage of the systems and methods of the present disclosure is the provision of a highly efficient and coordinated management and operations platform for automation and / or remote command and control of snow and ice removal services for aircraft.

[0109] In another embodiment, the present disclosure includes coordination of messages via EMB to assist pilots in navigating the tarmac. In another embodiment, the present disclosure also includes control of taxiway inset guidance lights (TIGLs) to assist pilots in navigating the tarmac by providing these guidance lights to guide aircraft between locations, such as from a gate to an ice removal facility to a runway. In one embodiment, all active components of the guidance equipment are displayed on a user interface in real time, providing the pilot with a graphically simulated live view of the status of the ice removal operation.

[0110] In one embodiment, the present disclosure can be viewed as a system including at least one software module providing a graphical representation of a terminal gate and a set of electronic signage, taxiway lighting, and positioning technologies for the aviation snow and ice removal industry that facilitates precise and efficient real-time coordinated aircraft snow and ice removal.

[0111] In another embodiment, the present disclosure is directed to a computer-readable medium having stored thereon instructions that, when executed, cause a plurality of distributed processors to control EMB, TIGL and positioning / lighting and docking technologies, and visual surveillance technologies for the aviation snow and ice industry that facilitate automated remote management operations of aircraft at a DDF (Central Snow and Ice Facility) and / or gate operations for snow and ice removal of aircraft.

[0112] In one aspect, a method is provided for facilitating de-icing of an aircraft, including placing the aircraft in an inbound queue; determining a de-icing location for the aircraft; and guiding the aircraft to the location.

[0113] As discussed above, the disclosed system may be implemented using a combination of software, hardware, and / or firmware. In one embodiment, the system includes a computer-readable medium containing computer-executable code that, when executed, provides a method for controlling configuring a snow and ice protection process for an aircraft.

[0114] In the above description, for purposes of explanation, numerous details are set forth in order to provide a thorough understanding of the embodiments. However, it will be apparent to one skilled in the art that other configurations and embodiments are possible.

[0115] The above-described embodiments are intended to be illustrative only. Alterations, modifications, and variations may be made to the embodiments by those skilled in the art without departing from the scope of the present application, which is defined solely by the appended claims.

Claims

1. 1. A method for automating aircraft snow and ice protection, comprising: generating an action plan for aircraft snow and ice prevention; communicating the action plan to a pilot module associated with the aircraft for input regarding the action plan from a pilot associated with the aircraft; updating the treatment plan based on the input from the pilot; transmitting the updated action plan to at least one snow and ice control vehicle for execution of the updated action plan; Including, generating the aircraft snow and ice protection action plan includes receiving or retrieving weather information to determine future and / or current weather patterns; The method, wherein the treatment plan is generated based on the future weather patterns and / or current weather patterns.

2. The method of claim 1 , further comprising receiving a request for aircraft snow and ice protection prior to generating the treatment plan for the aircraft snow and ice protection.

3. The method of claim 1 , further comprising receiving a request for aircraft snow and ice protection after generating the treatment plan for the aircraft snow and ice protection.

4. generating the treatment plan includes: The method of claim 1 , comprising receiving weather information from METAR or nowcast.

5. Updating the treatment plan includes:

2. The method of claim 1, wherein determining a physical location for performing the aircraft snow and ice protection includes the physical location being a gate location, an apron location, or a designated snow and ice facility (DDF).

6. 6. The method of claim 5, wherein if the physical location is a gate location, transmitting the updated treatment plan to at least one snow and ice protection vehicle for execution of the updated treatment plan includes transmitting the gate location to the at least one snow and ice protection vehicle.

7. If the physical location is a DDF, the method comprises: The method of claim 5 , further comprising guiding the aircraft to the DDF from the aircraft's current position.

8. Guiding the aircraft to the DDF from the aircraft's current position includes: The method of claim 7 , including controlling taxiway inset exit lights.

9. Guiding the aircraft to the DDF from the aircraft's current position includes:

8. The method of claim 7, comprising transmitting a message to the pilot via an electronic bulletin board (EMB).

10. After aircraft de-icing has begun, receiving snow and ice control process updates from the at least one snow and ice control vehicle; The method of claim 1 , further comprising transmitting the snow and ice control process update to a pilot application.

11. To receive snow and ice removal process updates, The method of claim 10 , comprising receiving real-time video from the at least one snow and ice control vehicle.

12. transmitting the snow and ice control process update; The method of claim 11 , further comprising transmitting the real-time video to the pilot application.

13. The method of claim 10 further comprising transmitting the snow and ice control process update to an electronic sign.

14. Identifying when the aircraft brakes; and The method of claim 1 further comprising: transmitting a message to the at least one snow and ice removal vehicle that it is safe for the vehicle to proceed.

15. receiving confirmation from the at least one snow and ice removal vehicle that the snow and ice removal procedure has been completed and that the at least one snow and ice removal vehicle is within a safety zone; 15. The method of claim 14, further comprising: transmitting a signal to a pilot via the pilot module that the aircraft may proceed to takeoff.

16. The method of claim 14 , further comprising sending a control to a snow and ice removal module after sending a message to the at least one snow and ice removal vehicle that it is safe for the vehicle to proceed.

17. 16. The method of claim 15, further comprising receiving control after receiving confirmation from the at least one snow and ice removal vehicle that the snow and ice removal procedure has been completed and that the at least one snow and ice removal vehicle is within a safety zone.

18. When executed by a processor, the processor: generating a treatment plan for aircraft snow and ice prevention; communicating the action plan to a pilot module associated with the aircraft for input regarding the action plan from a pilot associated with the aircraft; updating the treatment plan based on the input from the pilot; a non-transitory computer-readable medium having stored thereon software instructions for causing the updated treatment plan to be transmitted to at least one snow and ice control vehicle for execution of the updated treatment plan; generating the aircraft snow and ice prevention treatment plan includes receiving or retrieving weather information to determine future weather patterns; The treatment plan is generated based on the future weather patterns and / or current weather patterns.

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