Air traffic communication and management system and method

Abstract

This invention is related to an air traffic communication and management system and method to ensure effective communication in the aviation field.

Description

[0001] DESCRIPTION

[0002] AIR TRAFFIC COMMUNICATION AND MANAGEMENT SYSTEM AND

[0003] METHOD

[0004] This invention is related to an air traffic communication and management system and method to ensure effective communication in the aviation industry.

[0005] Air traffic management is an aviation concept encompassing all services to assist an aircraft that departs from an aerodrome, flies over transit airspace, and lands at an aerodrome destination. Exchanging air traffic control messages between flight crews and air traffic controllers and delivering air traffic services from ground stations to aircraft is heavily based on voice-over VHF radio links. As communication remains a crucial part of air traffic management, air traffic services are delivered to the aircraft via very high frequencies (VHF) communication networks. VHF is used for radiotelephony services in aviation. A radio band (also known as the aircraft band) of frequency range 118Mhz to 137MHz has been reserved for aeronautical communication. In the context of this review, the term "VHF Communication" refers to reserved frequencies over radio links used for voice communication in aviation. The current architecture of air-to-ground voice communication networks is based on VHF systems in continental airspace HF (High Frequency) systems and SATCOM (Satellite Communication) in oceanic areas. VHF communication's limitations are the line of sight (EoS) requirements, designated coverage range, and sensitivity to the environment. Any breakdown in VHF communication between the aircraft and a ground station, especially in controlled airspace, can result in a dangerous situation. Since VHF communication requires LoS to establish / maintain connections, geographic structure adversely affects connectivity between aircraft and ground stations. On the other hand, the designated operational coverage of VHF communication causes frequency interference and VHF deafness in some areas.

[0006] Consequently, the most common cause of the communication problem identified is the loss of communication, which may increase the service unavailability rate. In addition to technological limitations, adverse weather is another reason for noise degrading a channel's voice quality. The "poor voice quality" causes low service quality and serious aviation safety issues resulting from flight crews' and air traffic controllers' accents and lack of language proficiency. On March 27, 1977, two Boeing 747 passenger jets, operating KLM Flight 4805 and Pan Am Flight 1736, collided on the runway at Tenerife airport due to difficulties in voice communication. In this crash, the pilot misunderstood the verbally expressed "departure clearance" instruction as "take-off clearance," and two airplanes collided on the ground, resulting in the death of 600 people. Hence, the existing voice communication system is based on human perception and is highly vulnerable to misunderstandings, resulting in disasters.

[0007] Text-based communication, referred to as 'datalink', was introduced to address the issues associated with voice communications and improve the handling and delivery of information between flight crews and air traffic controllers. Aircraft Communications Addressing and Reporting System (ACARS) and VHF datalink (VDL) are the early versions of air-datalink communication systems implemented over the same analog VHF radio frequencies that were already dedicated to voice communication. ACARS provides a low-quality of service (QoS) communication capability between the airline's ground-based systems and the airline's aircraft. This text-based data link system was aimed to improve the message exchange with the flight crew and lower aircraft operation costs by replacing voice or paper-based procedures. This text-based system (ACARS), which is developed to solve such problems, does not allow for the development of next-generation air traffic communication services since it is expensive and poses some constraints, such as a limited bandwidth and 220- character text. On the other hand, VDL aimed to support air traffic services and enable text messaging between flight crews and air traffic controllers. This system needs to function properly due to frequent disconnections at low altitudes, over terrains, or under bad weather conditions.

[0008] Therefore, the existing implementation of text-based aeronautical communication will not be enough to cope with increasing air traffic capacity and for intensive data exchanges due to the specific constraints and properties of existing radio links. The high availability and coverage needed for aeronautical services (for critical operations) make the transition from early implementations of datalink communication to a new environment facilitating the use of packet-based network in aeronautical communications necessary.

[0009] Brief Description of the Invention:

[0010] The objective of this invention is to create a text-based air traffic communication and management system, and method which ensures the communication among all parties who must communicate with each other in the aviation industry (e.g. flight crew, air traffic controllers, flight dispatchers) in order to ensure reliable and fast, continuous communication in the aviation industry.

[0011] The air traffic communication and management system introduces a new communication protocol designed to enable aeronautical applications to be delivered over the internet protocol suite based on aeronautical telecommunication network (ATN) reference architecture.

[0012] This protocol is intended to provide registration and authorization functions for the users to access services offered by aeronautical applications. Additionally, the protocol offers application -layer signaling for connection and session management (setting up, modifying, and terminating connection and sessions) between software-defined network nodes, mobility management to make mobile nodes remain reachable, and a message delivery method via its new next-generation HMI for structured aeronautical applications.

[0013] Many aeronautical applications require creating and managing a session, which exchanges aeronautical information between the nodes. This protocol allows service continuity by ensuring mobile nodes remain reachable while roaming within an aeronautical telecommunication network. The protocol enables that work independently of underlying transport protocols and without dependency on the type of session established.

[0014] The protocol provides connection management, such as establishing connections to peers and tearing down the connections. Communication between peers begins with one peer sending a message to another peer. Communication patterns can be "peer-to-peer" or "client-server," depending on the service provided. This protocol defines communication rules that apply to all messages between software-defined nodes. The protocol is intended to work over binary messages. The messages are categorized as (1) "commands" for air traffic controller instructions, control, and communication authority transfer, and (2) "data transfer" for delivering flight information and advisory services in response to flight crew' requests. (3) "control" for connection management to support service continuity, mobility, and handover. All data delivered by the protocol is in the form of one or more of Datalink Information Exchange (DIX) including a header and is used to encapsulate protocolspecific data.

[0015] The protocol defines software-defined network elements such as air traffic management (ATM), Server, Agent, and Client. The server application runs over a cluster is a core platform component that enables interaction between software-defined nodes provides provisioning, registration, and authorization functions and methods for the network nodes in an aeronautical telecommunication network. An agent is an intermediate node that an application runs over and may act as both server and client. The agent's primary function is routing, ensuring that a request is routed to another agent to be forwarded to the destination client. An agent helps route requests to the user's current location by implementing routing policies and allowing users to upload their current location. A client application runs over an endpoint and generates messages to request air traffic services and exchange air traffic control instructions and messages. Clients can either be stationary or mobile. Each client is linked with an area of address (agents) if it is registered and authorized by an ATM server for air traffic management services. Regardless of the mobile client's current location, each mobile client is always reachable by its connected area-of-address (agents), where packets initiated by remote clients addressed for mobile clients are transparently routed. The protocol runs on specific ports for both TCP and UDP connection among nodes. When no transport connection exists with a peer, an attempt to connect should be made periodically. A connection refers to a transport-level connection between two peers used to send and receive messages. A message can be a request or a response message. A peer table is used to forward messages addressed to a host that belongs to a realm served. A routing table is used to route messages addressed to a host that does not belong to a domain served. Agents are responsible for forwarding messages based on proper combination of destination-host and destination-realm. If none can be found, an error message is returned with a response-code. A session is a logical concept at the application layer between the nodes; it is identified via the session-id. Each nodes inform their peers of locally supported applications with capability exchange process. Each application must have a unique Application ID. All messages must contain an application id along with session id.

[0016] The air traffic communication and management system enables improved user interaction by introducing a new human-machine interface (HMI) with an efficient system design to process increased flight information and higher-quality data and meet controller human factor requirements. In the air traffic communication and management system subject to the invention, each possible predefined and meaningful spoken language message between the operation control station, flight deck station, and / or air traffic control station is registered as a text or voice message. At least one text parameter corresponding to each text or voice message is defined in a storage unit. When a client types at least one text or voice parameter, the central control unit will match it with a preregistered meaningful text message in the storage unit (60) and convert it into the text message to be transmitted to receiver. The central control unit transfers this text message to visual equipment in a form that will allow for the approval by the client and / or receiver.

[0017] Moreover, the central control unit enables visualization by the receiver of the predefined response messages in the storage unit corresponding to the messages of the client which gives voice / text commands, i.e., enters parameters into the system, and / or enables the selection by the receiver of one of these responses and transmits it to the client.

[0018] The central control unit indicates to the receiver the predefined response messages in the storage unit corresponding to the messages of the client which gives voice / text commands, i.e., enters parameters into the system, via visual equipment. Once the receiver selects one of these responses and says it verbally, the central control unit enables the activation of this response as a text on the visual equipment. It then enables the approval by the receiver of the activated message and transmits it to the client.

[0019] The central control unit filters the messages by numbers of parameters composed of at least one letter and / or digit to which at least one message (entered into a messaging box in the visual equipment or automatically retrieved from the system) is preassigned.

[0020] When the user (U) writes just a portion of the text message, the central control unit matches it by filtration with the predefined parameters and thus with the corresponding meaningful message, without the need for the user (U) to write the entire text message, in order to complete and show it to the user (U).

[0021] As the messages are defined and grouped by type of communication in a storage unit, the central control unit shows these groups to the user. Communication types can also be categorized as conversations between flight crew and air traffic controller.

[0022] Once a group is selected, the central control unit shows the messages under this group in a passive (i.e. non-approvable) form to the user (U). Then, when the user (U) enters, verbally or in writing at least, a portion of one of the messages under this group, the central control unit completes the message based on the predefined parameters and messages. It then presents the complete text message to the user (U) for approval in an approvable - active - form.

[0023] The central control unit composes the final text message based on the parameters automatically retrieved (by the central control unit) or entered by the user. If the client of the final text message is delivered as, for example, the air traffic controller, the text message is shown on the screen of the air traffic controller with his / her flight card. Then, only the final text message approved by the air traffic controller is transmitted to the visual equipment of the receiver, e.g. flight deck station screen.

[0024] The central control unit uses the parameters appropriate to the actual flight condition and flight phase to retrieve the flight card information of the airplane from the storage unit and / or related units and completes them automatically on the screen.

[0025] When the user at the airline operation control station selects the points one by one on the airport layout projected on user’s visual equipment, the central control unit creates a route, i.e., a path the airplane must follow to go to the departure end or park position and sends this route to the user via a text or graphic message.

[0026] Motion commands, each corresponding to a message, are saved in a storage unit. The central control unit compares a virtual motion performed by the user via the user interface of a screen, touchscreen or fingertip apparatus with a real motion to generate the text message and transmit it to the receiver. The central control unit contains flight management in which flight information is defined in a storage unit; air traffic management in which air traffic messages and flight information are defined in a storage unit; airline management in which airplanes and flights are defined in a storage unit; airport management in which airport’s geographic coordinates, navigation aids and frequencies are defined in a storage unit; user management in which capabilities to add or remove users and their permits are defined in a storage unit; and system management in which system parameter setting and configuration are defined in a storage unit.

[0027] In the case of absence of an air traffic controller in one of two air traffic control stations in different geographical locations, without the need to assign an air traffic controller, the central control unit uses the fingertip apparatus of the air traffic controller or touches a touchscreen for a piece of equipment presenting 3D environment and transmits information to the other station, which it thus enables to perform remote flight management.

[0028] The central control unit transmits any information on all airplanes moving within the airport to the air traffic control station or airline operation control station instantly upon request.

[0029] Air traffic communication management system ensures that voice / text messages / parameters to be transmitted are entered and text messages are sent to the client and / or receiver.

[0030] Air traffic communication and management system contains a handover management (1000) method (1000), in which the datalink network is operated as VHF network by realizing the handover management method, in which the management of all stations is defined by authorities on VHF datalink network, e.g. IP network. Moreover, air traffic communication and management system contains a text messaging method in which when a client enters a text or voice parameter, a central control unit matches this parameter with a meaningful text message preregistered in a storage unit to convert it into the text message and transmit it to client and / or receiver in a format approvable by the client and / or receiver.

[0031] The air traffic communication and management system contains a monitoring method to follow airplanes.

[0032] Detailed Description of the Invention:

[0033] Description of Figures Figure 1: Block diagram of the air traffic communication and management system subject to the invention.

[0034] Figure 2: Flow chart of the air traffic communication and management system subject to the invention.

[0035] Figure 3: Flow chart of the layout text message method used in the air traffic communication and management system subject to the invention.

[0036] Figure 4: Flow chart of the push speech to text method used in air traffic communication and management system subject to the invention.

[0037] Figure 5: Flow chart of the method used in the air traffic communication and management system subject to the invention, where motion performed on the equipment presenting a 3D environment is converted into the text message format.

[0038] Figure 6: Flow chart of another application of the method used in the air traffic communication and management system subject to the invention, where motion performed on the equipment presenting a 3D environment is converted into the text message format.

[0039] Figure 7: Flow chart of the handover method used the air traffic communication and management system subject to the invention, where communication between two air traffic controllers is performed via the transfer of flight label information.

[0040] Figure 8: Flow chart of another application of the handover method used the air traffic communication and management system subject to the invention, where communication between two air traffic controllers is performed via the transfer of data communication and frequency information of the air traffic control unit.

[0041] Figure 9: A flight information region (FIR) is a specified region of airspace in which a flight information service and an alerting service (ALRS) are provided. It is the largest regular division of airspace in use in the world today. The flight information region is controlled by an area control center (ACC), also known as a center or en-route center, and may be further administratively subdivided into areas comprising two to nine sectors. Facilities belong to an area. Each facility is staffed by a set of controllers trained in all the sectors in that area. Sectors are each defined in their horizontal and vertical extent, and each is operated by a controller using distinct radio frequencies for communication with aircraft. Each sector also has secure landline communications with adjacent sectors.

[0042] The facility is the logical entity that must be associated with an agent. An agent is a physical device with one or more facilities, and an agent application runs.

[0043] Sectors are the logical entities that need to be associated with a stationary endpoint. An endpoint is a physical device where one or more sectors are associated, and a client application runs.

[0044] Flights are the logical entities that must be associated with a mobile endpoint. A mobile endpoint is a physical device where only one flight can be associated and a client application runs.

[0045] Figure 10: A connection refers to a transport-level connection between two peers used to send and receive protocol messages. A session is a logical concept established at the application layer between the software-defined nodes, and the unique session identifier plays a crucial role in this process.

[0046] Figure 11: Protocol Header defined to provide several mechanisms to extend the existing aeronautical application's functionality and add new aeronautical applications. From the extensibility point of view, the protocol provides a mechanism to add new DIX, commands, and applications.

[0047] The Message Length field is three octets and indicates the length of the Protocol message, including the header fields and the padded DIXs. Thus, it is always a multiple of 4.

[0048] Every protocol message must contain a Command Code in its header's Command Code field, which is used to determine the action to be taken for a particular message. Each command Request / Response pair is assigned a Command Code, and the sub-type is identified via the 'R' bit in the Command Flags field of the Protocol header.The Command Code field is two octets and is used to communicate the command associated with the message.

[0049] Application ID is two octets and is used to identify for which application the message is applicable. The Datalink communication management method of the protocol is defined as a base application for managing connections between software-defined nodes.

[0050] Request Identifier is used to match request-response pairs.

[0051] Figure 12: DIXs are the basic unit inside the protocol message that carries the Data. There must be at least one DIX inside the Protocol message.

[0052] Figure 13: The protocol's datalink communication management method, based on datalink initiation capability, enables mobility and service continuity during roaming within the aeronautical communication network. It provides the necessary information to facilitate datalink communication management. A datalink connection must be established to allow for aeronautical message exchange between software-defined nodes of the protocol.

[0053] All software-defined nodes must register with the ATM server to be authenticated before accessing and providing aeronautical services. Registration alone does not grant access to aeronautical services. Mobile and stationary clients should log on to an agent responsible for a particular area where the client is located at the time of communication service request. The agents should be able to pass the necessary mobile client information to another agent via ground-ground communications links.

[0054] Figure 14: An aeronautical management station is responsible for remotely configuring an ATM server to define an airspace structure based on facilities, sectors, areas, and flight information regions. All of this information is later used to remotely provision software -defined nodes requesting registration via the ATM Server.

[0055] Figure 15: All nodes must register with the ATM server for authorization and authentication, ensuring a secure and reliable connection. Clients must also log on to the area where the communication service is provided. The client must retrieve the agent's address during registration to log on to the aeronautical network. Agents, in turn, must register with the ATM server to retrieve facilities and an adjacent agent list.

[0056] During the stationary client's registration process, the datalink address is associated with the sectors that this particular stationary client will serve.

[0057] During a mobile client's registration process, the mobile client's datalink address is recorded as a home address. The update of the datalink information during roaming within the aeronautical network is implementation-dependent.

[0058] During an agent's registration process, the datalink address is associated with the facilities this particular agent will serve.

[0059] Registration Response for clients includes the facility datalink address associated with a particular agent during its registration process.

[0060] Registration Response for agents includes the facility lists served by this particular agent, as well as adjacent lists and associated facilities.

[0061] The de-registration mechanism allows users to remove themselves from an air traffic communication network. De-registration is intended to be sent by the mobile client to the air ATM server to endsession within an aeronautical communication network. The de-registration request is not practical for agents and stationary clients to be sent due to the nature of the aeronautical services. Unforeseen scenarios may require de-registration, which is also necessary for agents and stationary clients.

[0062] Figure 16: While not mandating authentication, the ATM server must authorize the user based on the policy. After receiving a register request from the mobile client, the ATM server verifies the flight information provided to authorize the mobile client by contacting an external server located in an aeronautical communication network.

[0063] Figure 17: The agent is responsible for receiving a request, determining where to send it based on knowledge of the client's location, and then sending it there. To do this, agents must construct a map with the received URI to the client where the desired recipient resides. The Logon function used for constructing a map provides a method for clients to initiate a datalink service with an agent. The current host's destination address where the node is reachable must be discovered. It's the agent who accomplishes this discovery process, putting them in control of the operation.

[0064] The logout function triggers end-connection with the peer. This function should not end the session to preserve session continuity while roaming within the aeronautical network.

[0065] Figure 18: The update function, facilitated by the agent, allows the client to provide updated data to the agents previously coordinated in the logon function. Each time an update function is accomplished between given agents and clients, only the affected information is altered; other previously coordinated data remains valid, showcasing the efficiency and effectiveness of the system.

[0066] Figure 19: The contact function is expected to be used only when ground connectivity is not available between respective agents.

[0067] The contact request provides the address of the next agent to whom the initiating agent is requesting the mobile clients log on.

[0068] This function presumes the logon function has been accomplished with the agent initiating the contact function.

[0069] Figure 20: Where ground-ground connectivity is available between agents, the ground-forwarding function provides an agent that has accomplished datalink initiation to pass the mobile client information to the next agent.

[0070] Figure 21: Altitude Variation Commands

[0071] Figure 22: Commands for change of direction

[0072] Figure 23: Change of speed commands

[0073] Description of References in Figures:

[0074] To make the invention understandable, a reference number is given to each piece in the attached figures. Please find below the list and description of these reference numbers.

[0075] 1.Air Traffic communication and management system

[0076] 10. Flight deck station

[0077] 100. Communication unit

[0078] 101. Screen

[0079] 102. User interface

[0080] 20. Air traffic control station

[0081] 200. Communication unit 201. Screen

[0082] 202. User interface

[0083] 203. Equipment presenting 3D environment

[0084] 204. Fingertip apparatus

[0085] 2030. Communication unit

[0086] 2031. Motion sensor

[0087] 30. Airline operation control station

[0088] 300. Communication unit

[0089] 301. Screen

[0090] 302. User interface

[0091] 40. Central control unit

[0092] 60. Storage unit

[0093] U. User

[0094] Detailed Description of The Invention

[0095] The air traffic communication and management system subject to the invention (1) contains: at least one of the following stations: at least one flight deck station (10), at least one air traffic control station (20), and at least one airline operation control station and a central control unit (40), which has at least one server and manages the entire communication between stations.

[0096] The flight deck station (10) contains a communication unit (100), either integrated into airplane or independent, which enables communication with at least one other station, and a piece of visual equipment, e.g. at least one screen (101), which displays the messages to be sent to the pilot.

[0097] The air traffic control station (20) contains equipment and applications installed on such equipment to enable the air traffic communication and management. Such equipment includes a piece of visual equipment; e.g., a screen (201) (2D or 3D) to display and / or create messages to be transmitted to air traffic controller, or a piece of visual equipment which presents a 3D environment. The screen (201) may be a touchscreen based on the applications of the invention. Equipment which presents 3D environment (203) may be goggles based on the applications of the invention. In addition, the air traffic control station (20) contains a communication unit (200) which enables the communication with at least one other station. The airline operation control station (30) contains equipment and applications installed on such equipment to enable operational communication (e.g. flight monitoring) and management. In addition, it contains a piece of visual equipment, e.g. at least one screen (301) (2D or 3D) to manage the air traffic communication and management system (1). The screen (301) may be a touchscreen based on the applications of the invention. In addition, the airline operation control station (30) contains a communication unit (300) which ensures the communication with at least one other station.

[0098] The flight deck station (10), the air traffic control station (20) and the airline operation control station (30) contain a user interface (102, 202, 302) as part of the invention to transmit and receive messages.

[0099] The system is positioned across various work environments (e.g. stations) for users (U) who will use the air traffic communication and management system (1) subject to the invention, and has different characteristics based on the work environment in which it is positioned. Depending on whether it is positioned in the airline operation control station (30) or air traffic control station (20) (i.e. radar environment or tower environment) or flight deck station (10), the air traffic communication and management system (1) enables air traffic controllers (or flight dispatchers) officiating in these positions to use its services to communication between each other or with flight crew. Users (U) including flight dispatchers, team planning, technical, etc. officiate in the airline operation control station (30). Air traffic controllers officiate in the air traffic control station (20). No communication occurs between controllers in the air traffic control station (20) and officials in the airline operation control station (30) via the system subject to the invention.

[0100] Users (U) that use the air traffic communication and management system (1) subject to the invention may be air traffic controllers or flight crew or flight dispatchers based on the station in which the system is applied. All users (U) officiating in all stations are connected to and registered at the system with the function they perform. In addition, users (U) may be client / receiver based on the function they perform.

[0101] In the former technique, communication between users (U) was wireless. This invention enables users (U) to communicate via data network. The invention contains a platform of communication and delivery services.

[0102] Two modes are defined in the air traffic communication and management system (1) to be used by flight dispatchers (or team planning, technical, etc.) in the airline operation control station (30) and air traffic controllers in the air traffic control station (20) (i.e., in tower environment or radar environment): integrated and independent. In the integrated mode, flight crew connects to the air traffic communication and management system (1) via a communication unit (100).

[0103] In addition to providing an infrastructure for communication between flight crew and air traffic controllers (or flight dispatchers), this mode also enables flight management. In the independent mode, which is used when the flight crew do not connect to the air traffic communication and management system (1), only the flights are managed by the air traffic controllers (or flight dispatchers).

[0104] In the airline operation control station (30) and air traffic control station (20), e.g. radar environment (or tower environment), the most appropriate messages and data creation methods can be defined on the air traffic communication and management system (1) based on the place and function of the user (U). In addition, it is possible to select with the air traffic communication and management system (1) the most appropriate data input method based on the place and function of the user (U). Moreover, the air traffic communication and management system (1) enables the remote management of operations in a central location once it is positioned in the airline operation control stations of the geographically distant airlines (30). Also, when the air traffic communication and management system (1) is positioned in geographically distant airlines, it enables monitoring of flight vehicles from one airline operation control station (30) to another airline. The central control unit (40) transmits to the system the GPS and transponder details of airplanes on the layout of the distant airline, thus enabling the controller to monitor the position of airplanes.

[0105] The air traffic communication and management system subject to the invention (1) contains a storage unit (60), e.g., a database, to store voice / text data. The storage unit (60) stores predefined voice / text messages or information (flight information, air traffic messages, airplane information, etc.) to be by the client / receiver in the communication. These messages / information stored in the storage unit (60) are retrieved by the central control unit (40) and projected on the user’s (U) screen (101 or 201 or 301).

[0106] The air traffic communication and management system subject to the invention (1) also contains a management console (50). The central control unit (40) enables configuration in six areas. These include flight management, air traffic management, airline management, airport management, user management, and system management.

[0107] For flight management, flight information is defined in a storage unit (60). For air traffic management, air traffic messages and flight information are defined in a storage unit (60). For airline management, airplanes and flights are defined in a storage unit (60). For airport management, geographical coordinates, navigation aids, and frequencies are defined in a storage unit (60). For user management, the capabilities to add or remove users (U) and their permits are defined in a storage unit (60). For system management, system parameters setting and configuration are defined in a storage unit (60).

[0108] The following table summarizes the methods of creating messages via the air traffic communication and management system based on the station in which it is positioned: The invention enables communication among all stations using at least one of the following methods: smart text (500) and / or layout text (600) and / or free text (700), push speech to text (800) and / or motion to text (900).

[0109] Except for the text message method (500), in other message creation methods, messages are grouped in at least one database based on the flight phase.

[0110] The smart text message method (500) is described below: Text Method (500):

[0111] In an air traffic communication and management system (1), the text method (500) functions as follows:

[0112] - In a system in which messages are grouped by communication type / field, when a message group is selected, messages are displayed by the central control unit (40) to the user (U) in a passive, i.e. disabled form (501)

[0113] A predefined parameter of at least one character is entered into a message box or unit (502)

[0114] Once the parameter is entered (automatically or manually by user), at least one corresponding message is retrieved by the central control unit (40) from the relevant storage unit (60) (503)

[0115] At least one message is projected by the central control unit (40) on visual equipment, e.g. a screen (101 or 201 or 301) in an active, i.e. enabled form (504)

[0116] If more than one messages are projected on the visual equipment (101 or 201 or 301), the user (U) selects one of them (505)

[0117] The selected text message is transmitted by a user to another relevant user (U) via the central control unit (40) (506)

[0118] In step 503, the central control unit (40) completes possible parameters automatically based on the flight phase and message type. The relevant parameters are completed based on the flight status, phase, and mode of operation in the airport (e.g. runway and taxiways used).

[0119] Messages are filtered by number of parameters entered in the message box. Parameters are a whole of characters. Each parameter consist of at least one letter and / or number. A parameter must contain at least one character to be meaningful. A message is preassigned to each parameter. These messages are predefined instructions, requests or responses used among flight crew, air traffic controller, and flight dispatchers in the aviation industry. In other words, at least one parameter is defined for text messages created for predefined conversation between flight deck station (10) and airline operation control station (30) or between flight deck station (10) and air traffic control station (20) or within the airline operation control station (30) or within the air traffic control station (20). Based on the parameters entered by the user (U) or automatically retrieved from the system, a message is generated by the central control unit (40). The user (U) can, therefore, view the text message in a practical manner without writing it completely and select the message appearing on the screen (101 or 201 or 301). If more than one messages are displayed by the central control unit (40) on the user’s (U) screen (101 or 201 or 301), the user (U) has to select one of these messages.

[0120] For instance, when the group is selected, relevant messages are immediately shown to the user (U) on the screen (101 or 201 or 301) in a passive state. When a predefined parameter of at least one character is entered (automatically or manually by the user), at least one corresponding message is retrieved by the central control unit (40) from the relevant database and projected on the screen (101 or 201 or 301) in a way that allows to activate at least one message on the screen (101 or 201 or 301).

[0121] This (these) message(s) is (are) shown to the user (U) on the screen (101 or 201 or 301), e.g. via button(s) or by the appearance of a message on the screen (101 or 201 or 301) as text.

[0122] The flight card is completed automatically by the system using appropriate parameters based on the actual flight condition and phase. Based on the flight phase, flight card information of the relevant airplane is retrieved from the storage unit (60) and / or related units. For instance, in the initial flight phase - i.e. “departure clearance” phase - runway and take-off information that has to be on the flight card are retrieved from the storage unit (60). Altitude information and take-off information is retrieved from the relevant database. Transponder information is retrieved either from the storage unit (60) or directly from the airplane.

[0123] In the invention, based on the parameters entered automatically or by the user (U), final text message is created and is shown, for instance, on the screen (201) of the air traffic controller for his / her delivery function along with its flight card and then, the air traffic controller uses send button to send only the final text message to another user’s (U) screen (101 or 201 or 301), e.g. the pilot’s screen (101). In this preferred application of the invention, the message is sent to the user (U) after it is reduced to a single message in order to help the user comprehend the message more easily and quickly. The air traffic controller performs Delivery, Ground and Tower functions. During the control, at least one person performs more than one function.

[0124] These messages may include instructions messages, notification messages, responses messages with flight crew or coordination messages among air traffic controllers themselves based on whether the user (U) is in the airline operation control station (30) (flight dispatcher, team planning, technical, etc.) and air traffic control station (20), i.e., ,n the radar or tower environments. These messages may be requests, notifications and responses if the user (U) is a pilot. Layout Text Method (600):

[0125] In this method, the central control unit (40) creates taxi messages of the controller in the air traffic control station (30), e.g. in the tower, via the airport layout (30) and this message, created by the central control unit (40) and containing the route, is sent to the pilot. This message may be in text format or graphic format.

[0126] In an air traffic communication and management system (1), the layout text method (600) functions as follows:

[0127] - The user (U) selects points to create the route on the layout at the screen (601)

[0128] - Upon the selection of points, the route to be followed by the airplane to reach the departure end or park position is graphically created by the central control unit (40) on visual equipment or a piece of equipment (203) presenting a 3D environment (602) This route is converted by the central control unit (40) into a text message (603)

[0129] The text message created is transmitted by a user to another relevant user (U) via the central control unit (40) (603)

[0130] In step 601, the user (U) may be an air traffic controller.

[0131] In this method, the route to be followed by the airplane to reach the departure end or park position is created by the central control unit (40) upon the selection of the taxiway marked on the layout. When the user (U) selects the points one by one on the screen (201 or 301), the central control unit (40) creates a route, which is transmitted as a text to the user (U) the message is intended for.

[0132] Free Text Method (700):

[0133] In this method, free text messages are created by the central control unit (40). The air traffic controllers are thus able to communicate between each other or with flight crew in free format. In addition, operation control station (30) officials can also use free text method (700) to communicate between each other or with flight crew. This method is the classical instant messaging system.

[0134] Push Speech to Text Method (800):

[0135] As indicated in the above table, this method is used by users (U) in the air traffic control station (20) to communicate among each other or with flight crew in the flight deck station (10). In an application of the invention, to use this method, if one of the users (U) is in the air traffic control station (20) (i.e. radar or tower environment), the other may be in the flight deck station (10). In an application of the invention, both users may be in traffic control station (20).

[0136] In this method, voice commands are displayed on a screen (201) positioned in an air traffic control station (20), e.g. a tower environment, or on a screen (301) positioned in an airline operation control station, e.g. a radar environment.

[0137] In the push speech to text method, (800) the following steps are followed to convert voice commands into text messages:

[0138] All messages that can be transmitted are modeled in advance by the central control unit (40) in voice format and the voice models are saved in a storage unit (60) (801) The user (U) sends a message in voice format (802)

[0139] — The central control unit (40) compares the voice message predefined messages - indicated in step 801 - in the storage unit (60) (803)

[0140] — If, among the predefined messages, there is a message compatible with this voice message, i.e. if one of these messages corresponds to the voice message, the central control unit (40) converts this voice message into text message (804)

[0141] — The central control unit (40) shows this converted text message on the visual equipment (201 or 301) of the user (U) who gives the voice command or on the equipment presenting a 3D environment (203) (805)

[0142] The central control unit ensures that the text message appearing on the screen (201 or 301) is approved by the user (U) who gives the voice command (806)

[0143] Once the message is approved by the user (U), the central control unit (40) transmits the text message to the receiving party (807)

[0144] This storage unit (60) also contains special predefined response messages corresponding to the commands of the user (U) issuing the command. These special responses are shown to the opposite user (U) via the user interface (202 or 302). To respond, the user (U) is able to select one of these special responses via the user interface (202 or 302).

[0145] In this method, the user (U) issuing the command is only the official in the air traffic control station (20). In this method, the responding user (U) is only the controller in the airline operation control station (30).

[0146] If the other user (U) has to give a voice response using one of these responses based on the incoming request or command, the user (U) says verbally one of these special responses. In this case, the response is activated on the screen (201 or 301). Upon the approval by the user (U) of the activated response, the central control unit (400) transmits the message to the opposite party. Or the user (U) selects a response from the user interface (202 or 302) via the screen. These special responses may, for instance, be “AFFIRM,” “WILCO,” “NEGATIVE,” “STANDBY,” or “ROGER.”

[0147] Approval can be granted via voice command or selection on touchscreen (201 or 301), e.g. using a “SEND” icon or button, or via special responses.

[0148] Motion to Text Method (900):

[0149] In this method, the storage unit (60) contains predefined motion commands. Each of these commands corresponds to a motion. For instance, if one of these commands is manual right-turn motion, the pilot receives right-turn command and the airplane turns right.

[0150] This command can only be issued by the air traffic controller in the air traffic control station (20).

[0151] This method works on two different platforms. One is a screen (201). This screen (201) is preferably a touchscreen. The touchscreen is in movable form. The other platform contains a piece of equipment (203) which presents a 3D environment. An application may contain a piece of equipment presenting a 3D environment (203) and a screen to display radar information (or radar screen) or a remote tower. For instance, the equipment may be 3D goggles.

[0152] In an application of this method (900), the following steps have to be followed to convert a motion performed in the equipment (203) that presents a 3D environment into a text message:

[0153] - A 3D map is displayed to the user (U) via the equipment (203) that presents a 3D environment (901a)

[0154] On the map, the user (U) follows all airplanes within his / her area of responsibility (902a)

[0155] Via a finger tip apparatus (204), the user (U) selects the airplane to which he / she wants to issue a command (903a)

[0156] Following the selection, the central control unit (40) activates the airplane selected by the user (904a)

[0157] When the activated airplane performs a virtual motion via the fingertip apparatus (204), the central control unit (40) matches this motion with the real motion and creates the text message on a piece of visual equipment or a piece of equipment (203) that presents a 3D environment (905a)

[0158] The user (U) issuing the command checks the accuracy of the message (906a)

[0159] This text message is transmitted by the central control unit (40) to a piece of visual equipment in the flight deck, e.g. a screen (101), via a communication unit (200 or 300) (907a)

[0160] What the map in step 901a. represents for an air traffic control station (20) is a radar map for the radar environment and an airport layout for the tower environment (20).

[0161] In step 902a., the user (U) may be an air traffic controller.

[0162] In step 905a., the virtual motion of the airplane in all directions is defined in the central control unit (40).

[0163] In addition, the equipment presenting a 3D environment contains a fingertip apparatus (204). The fingertip apparatus (204) contains a communication unit (2030) and a motion sensor (2031).

[0164] In another application of this method (900), the following steps have to be followed to convert a motion performed in the equipment (203) that presents a 3D environment into a text message:

[0165] The map is shown by the central control unit (40) to the user (U) via a piece of visual equipment (201), e.g. a touchscreen (901b)

[0166] The user (U) monitors all aircrafts in his / her area of responsibility on the map (902b) The user (U) selects the airplane to which he / she wants to give instructions by touching the image on the visual equipment, i.e. the airplane (903b)

[0167] The central control unit (40) renders the airplane selected by the user (U) controllable, i.e. activates it (904b)

[0168] When the activated airplane performs a virtual motion, the central control unit (40) matches it with the corresponding real motion to create a text message (905b) The user (U) issuing the command checks the accuracy of the message (906b) This message is transmitted by the command from central control unit (40) to the flight deck screen (101) via a communication unit (200 or 300) (906b)

[0169] What the map in step 901b. represents for an air traffic control station (20) is a radar map for the radar environment and an airport layout for the tower environment (20).

[0170] In step 902b., the user (U) may be an air traffic controller.

[0171] In step 905b., the virtual motion of the airplane in all directions is defined in the central control unit (40).

[0172] The predefined motions include, for instance, altitude variations, changes of direction, changes of speed, and changes of controller (handover mechanism). As an example, a few of the most frequently used predefined motions are described below:

[0173] If the airplane icon is moved up or down on the equipment presenting a 3D environment (203) or screen (201), preferably the touchscreen, the central control unit (40) ensures preferably the appearance of a vertical altitude indicator (Graphic 1). The actual altitude information is seen in the indicator on the screen (201). The down and up motion of the airplane icon causes decrease or increase in the altitude indicator. Consequently, the central control unit (40) transmits the altitude at which the user (U) keeps the airplane to the flight deck screen (101) in text format.

[0174] If the airplane icon is moved, for instance, right and left on the equipment presenting a 3D environment (203) or screen (201), preferably the touchscreen, the central control unit (40) ensures preferably the appearance of a 360° direction indicator (Figure 21). The actual direction information is seen in the indicator on the screen (201). When the airplane icon is turned right or left, this causes 0-360 degree variation in the direction indicator. Consequently, the central control unit (40) transmits the direction information of the airplane to the flight deck screen (101) in text format (Figure 22).

[0175] If the airplane icon is moved, for instance, right and left on the equipment presenting a 3D environment (203) or screen (201), preferably the touchscreen, the speed indicator appears. The speed indicator is preferably on the horizontal axis. The actual speed information is seen in the indicator on the screen (201). The right or left movement of the airplane icon causes a change of 0- 500 knots or 0.50-090 mach in the speed indicator. Consequently, the central control unit (40) transmits the speed information of the airplane to the flight deck screen (101) in text format.

[0176] The airplane icon on the equipment that presents 3D environment (203) or screen (201), preferably the touchscreen, is held and transferred by drag & drop function to the relevant air traffic controller in the neighbor air traffic control list. When the airplane is held to perform this operation, the neighbor air traffic controller list appears. (The handover mechanism functions in this way.)

[0177] In the invention, the management of stations is performed by the realization of the handover method (1000) defined by the authorities on the VHF data link via packet network, e.g. IP network. As a result, IP network is operated as VHF network. This is ensured as follows:

[0178] Handover (1000) between two air traffic controllers is performed via the transfer of flight label information. In this method, both “CONTROL” and “COMMUNICATION” or only “COMMUNICATION” can be transferred. Handover method (1000) follows the following steps:

[0179] - The flight label is created at the beginning of the flight with information such as departure airport, arrival airport, flight numbers, etc. (1001a)

[0180] - The user (U) in the air traffic control station (20) starts the handover by transferring the label information to the user (U) in the next traffic air control station (20) via the central control unit (40) (1002a)

[0181] - The user (U) in the air traffic control station to which flight label information is transferred uses the central control unit (40) to communicate with the relevant airplane (1003a)

[0182] - When the user (U) in the air traffic control station (20) which transfers flight label information receives, from the central control unit (40), the confirmation that the transfer is completed, the flight under its control is removed by the central control unit (40) from the list of the user (U) (1004a)

[0183] - Once two-way communication is built with the airplane, the central control unit (40) adds the airplane to the list of the user (U) in the air traffic control station (20) to which the flight label information is transferred (1005a)

[0184] In another application of the handover method (1000), the transfer between the air traffic controllers is performed through transfer of data communication and frequency information of the next air traffic control station. In this method, both “CONTROL” and “COMMUNICATION” or only “COMMUNICATION” can be transferred. Another application of the handover method (1000) functions as follows:

[0185] - The user (U) in the air traffic control station (20) transfers the data communication and frequency information of the next air traffic controller via the central control unit (40) (1001b),

[0186] - The airplane connects to the VHF frequency via the central control unit (40) (1002b),

[0187] - The flight deck station (10) sends the “MONITORING” message to the user (U) in the air traffic control station via a datalink using the central control unit (40) and thus starts the communication channel (1003b),

[0188] - When the user (U) in the transferring air traffic control station (20) receives from the central control unit (40) the confirmation that the transfer is completed, the flight under the user’s control is removed by the central control unit (40) from the list of the user (1004b),

[0189] - When the user (U) in the air traffic control station (20) to which the information is transferred establishes the two-way communication with the airplane, the central control unit (40) adds this flight to its list (1005b).

[0190] A handover management method (1000) which follows the above steps and ensures the transfer between two users, e.g. air traffic controllers, via the transfer of data communication and frequency information of the air traffic control unit.

[0191] In an application of the invention, an air traffic control station (20) is asked to be managed by another air traffic station (20), which is situated in a geographically different place. In this application, without the need to assign an air traffic controller from, for instance, an air traffic control station (20) in Istanbul to a distant air traffic control station (20), for instance, in Kars, (20), the flight management of the air traffic control station (20) in Kars is performed remotely.

[0192] This application performs via a touchscreen or a piece of equipment which presents a 3D environment (203).

[0193] In the invention, any information on all airplanes moving within the airport are transmitted by the central control unit (40) to the air traffic control station (20) or airline operation control station (30) instantly upon request. For instance, the central control unit (40) projects the flight label information of an airplane situated on the spot at which the air traffic controller in the airline operation control station (30) looks on a tool used by him / her, e.g. preferably a spectacle glass. In this application of the invention, the air traffic communication and management system (1) allows for the streaming of information on the flight vehicle - at which the air traffic controller looks in the real environment - on the spectacle glass.

[0194] In addition, flight crew can use predefined text-based aviation services in the system subject to the invention. In the invention, all communication methods (500, 600, 700, 800, 900) and handover management method (1000) are performed via datalink network. The datalink network is preferably an IP network.

[0195] Here are the advantages of the use of data communication via datalink network, rather than voice communication available in the air traffic control area:

[0196] • Up to 10% increase will be ensured in the number of airplanes controlled by the controller in unit time in the air traffic control field (the rate of number of airplanes managed by the air traffic controller to the number of airplanes which he will be able to manage with the new system, provided that the air space capacity remains unchanged).

[0197] • Instructions transmitted by the air traffic controller to pilot will never be misunderstood. As a consequence, the intensity in the actual voice communication will also be reduced by 20% (around 20% of the voice communication performed in unit time are repetitions resulting from misunderstandings) .

[0198] • The intensity in the voice network is expected to reduce by 70% due to the use of data communication in the area control field above 24,000ft and by 20% due to the disappearance of repetitive voice transmission, making a total reduction of 90%.

[0199] • Although actual voice communication continues in the terminal approach space below 24,000ft, a 50% reduction is expected in the intensity on the voice network since readback messages (repetition of instructions just as they are understood) are transmitted via data bus.

[0200] • In the tower runway control space, actual voice communication will continue.

[0201] • The tower ground control operation capacity may be increased by 10% (the approximate ratio of the actual capacity usage rate of an airport with a single runway and 100 park positions to the capacity usage rate with the new system).

[0202] When the invention is compared with the VHF-based system called ACARS / ARINC in the former technique;

[0203] • Transmission success of CPDLC (Controller Pilot Data Link Communication) messages will increase by 80%.

[0204] • The total air traffic communication in the area control space above 24,000ft will be ensured via 75% more data buses. The total air traffic communication in the terminal approach space below 24,000ft will be ensured via 50% more data buses. Neither of technologies will allow for data communication in the tower runway control space.

[0205] • Total communication in the tower ground control area will be performed via 90% more data buses • High-altitude access to automation services via airplane (since accessibility is 99.9%) will increase by 90%.

[0206] At least two or more or all of the methods described under the invention (500, 600, 700, 800, 900, 1000) can be used jointly in the same application or separately in different applications of the invention.

[0207] The invention is not limited to the aforementioned applications and technical specialists can easily reveal different applications of the invention. They should be evaluated under the protection asked by prompts.

Claims

CLAIMS1- An air traffic communication and management system (1) comprising: at least one flight deck station (10), at least one air traffic control station (20), at least one operation control station (30) and one central control unit (40) with at least one server controlling all the communications of stations (10 and / or 20 and / or 30), where each user (U) in such stations (10 and / or 20 and / or 30) is a client and / or recipient; and characterized by comprising: a storage unit (60) in which every pre -defined and intelligible message of a speaking language is recorded as a text or voice message that may take place between the operation control station (30), flight deck station (10) and / or air traffic control station (20), and where at least one parameter corresponding to each such text or voice message is defined; as well as a central control unit (40) that translates a parameter into a written message to be sent to a recipient by matching a client’s written or voice parameter with a pre-recorded and intelligible text message in the storage unit (60) and transmits such message to a visual hardware system in a format that allows such text message to be approved by the client and / or recipient.2-An air traffic communication and management system (1) according to Claim 1 characterized by a central control unit (40) that enables pre-defined reply messages to be displayed to the recipient and / or enables the recipient to choose among these replies stored in the storage unit (60) and transmits the reply to the client who gives voice / written commands, i.e., enters a parameter to the system.3 -An air traffic communication and management system (1) according to Claim 2 characterized by a central control unit (40) that, with a visual hardware, displays to the recipient predefined reply messages in the storage unit (60), allows the recipient to choose among these replies, and enables, after the recipient chooses a message and says it out loud, this message to be activated in written on such visual hardware and transmits it to the client by allowing the activated message to be approved by the recipient.4- An air traffic communication and management system (1), according to Claim 3, which is characterized by a central control unit (40) that enables the messages to be filtered as per parameter numbers comprising at least one letter and / or number after a user (U) (i.e. recipient or client) enters such message in a message box on the visual hardware or the system automatically prompts a pre-appointed message.5- An air traffic communication and management system (1), according to Claim 4, which is characterized by a central control unit (40) that, without the user (U) having to write the entire text, matches portion of the written text with pre-defined parameters and therefore completes itwith an intelligible, corresponding message, and enables such message to be displayed to the user (U).6- An air traffic communication and management system (1), according to Claim 5, which is characterized by a storage unit (60) in which messages are defined in groups as per communication types (e.g. take off messages or tower communications) and by a central control unit (40) enabling such groups to be displayed to the user (U).7- An air traffic communication and management system (1) according to Claim 6 characterized by a central control unit (40) that enables, when a group is selected, the messages under such certain group to be displayed to the user (U) in passive mode (i.e. in non-approvable mode) and that, when the user enters a portion of one of these messages either in writing or voice format, completes such message as per predefined parameters and messages, and allows it to be presented to the user (U) in complete and approvable format, i.e., active mode for the user (U) to approve the same.8- An air traffic communication and management system (1), according to Claim 7, which is characterized by a central control unit (40) that helps create a resulting text message as per system-automated parameters (i.e. prompted by the central control unit (40)) or as per parameters entered by the user (U), enables display thereof on the screen (201) for an air traffic controller, when, for example, it is in delivery as a client, together with the flight card, and then transmits only this resulting text message to the visual hardware (101 or 201 or 301) of the recipient, i.e. to the screen (101) of the flight deck station, as approved by the air traffic controller.9- An air traffic communication and management system (1), according to Claim 8, which is characterized by a central control unit (40) that pulls from the storage unit (60) and / or relevant units flight card info by using parameters as per current flight condition or phase, and automatically (i.e. by the central control unit (40)) fills such flight card on the screen (201).10- An air traffic communication and management system (1), according to Claim 9, which is characterized by a central control unit (40) that enables creation of the route, in other words, the way the aircraft should follow in proceeding to the runway heading or park position, through the user (U) who consecutively chooses the points by checking the airport layout reflected on the visual hardware in the airport operation control station (30) and transmission of such route with written or graphical formats via a message.11- An air traffic communication and management system (1), according to Claim 10, which is characterized by a central control unit (40) where every movement command corresponds to a message in a storage unit, that compares a virtual movement by a user (U) on a screen (201 or 301) via a user interface (202 or 302) or a touchscreen or a fingertip apparatus (204) with a real movement and helps create a written message and then transmits such text to the recipient.12- An air traffic communication and management system (1), according to Claim 11, which ischaracterized by a central control unit (40) that enables configurations in six areas including a flight management in which flight information is defined in a storage unit (60); an air traffic management in which air traffic and flight information is defined in a storage unit (60); an airway management in which airplanes and flights are defined in a storage unit (60); an airport management in which airport geographical coordinates, navigation assistants and frequencies are defined in a storage unit (60); a user management in which the features of adding or removing users (U) and permissions are defined in a storage unit (60); and system management in which parameter settings and configurations are defined in a storage unit (60).13- An air traffic communication and management system (1), according to Claim 12, which is characterized by a central control unit (40) that enables, in a case where an air traffic controller is absent in one of the two air traffic control stations (20) located in geographically different places, remote flight management of the other station without an air traffic controller having to be assigned thanks to the other air traffic controller who transmits information to the other station by using a fingertip apparatus (204) or touching a touchscreen for a hardware (203) with 3-D environment.14- An air traffic communication and management system (1), according to Claim 13, which is characterized by a central control unit (40) that transmits information about all airplanes moving within an airport on a real-time-basis to the air traffic control station (20) when requested.15- An air traffic communication and management system (1), according to Claim 14, which is characterized by a central control unit (40) whose virtual hardware (203) is with either a screen (101 or 201 or 301) or 3-D screen.16- An air traffic communication and management system (1), according to Claim 15, which is characterized by a central control unit (40) whose screen (101 or 201 or 301) is touchscreen.17- An air traffic communication and management system (1), according to Claim 16, which is characterized by featuring a user interface (102, 202, 302) enabling entry of voice / written messages / parameters to be transmitted and display of texts to clients and / or recipients.18- An air traffic communication and management system (1), according to Claim 17, which is characterized by a communication unit (100 or 200 or 300) that allows communication between the flight deck station (10) and air traffic control station (20) and operation control station (30).19- An air traffic communication and management system (1), according to Claim 18, which is characterized by a communication unit (200) that allows communication between at least two air traffic control stations (20).20- An air traffic communication and management system (1), according to Claim 19, which is characterized by a communication unit (300) that allows communication between at least two airways’ control stations (30).21- An air traffic communication and management system (1), according to Claim 20, which is characterized by a fingertip apparatus (204) featuring a movement sensor (2041) that enables a client’s, e.g. an air traffic controller’s, movement commands to be sent to the recipient, e.g. to a pilot as a text, in the event where the visual hardware is hardware which provides a 3-D environment (203).22- An air traffic communication and management system (1), according to Claim 21, which is characterized by a flight deck station (10) featuring an aircraft-integrated or standalone communication unit (100) enabling communication with at least one other station. 23- An air traffic communication and management system (1) according to anyone of the Claims specified above, wherein: the air traffic communication and management system featuring a handover management method (1000) in which datalink network is run as a VHF network, with this handover management method (1000) being realized over a datalink network, e.g. an IP network, where all stations’ management is defined by authorities on such VHF data link; as well as a written text creation method (500) in which a client enters at least one written or audio parameter where a central control unit (40) matches such parameter with a pre-recorded and intelligible message in a storage unit (60), translates it into a text to be transmitted to the recipient and transmits such message to the client and / or recipient in a format that allows it to be approved by the recipient and / or client.24- An air traffic communication and management method according to Claim 23 incorporating a monitoring method to monitor airplanes.25- An air traffic communication and management method, according to anyone of the Claims from 23 to 24 incorporating a written text method that operates as per the following steps:Display of messages (501) in passive, i.e. in unelectable format, by the central control30 unit (40) to the user (U) in the instant where a message group is selected in a system in which messages are defined as per communication types / branches;A predefined parameter of at least one character is entered into a message box or unit (502),Once the parameter is entered (automatically or manually by user), at least one corresponding message is retrieved by the central control unit (40) from the relevant storage unit (60) (503)At least one message is projected by the central control unit (40) on visual equipment, e.g. a screen (101 or 201 or 301) in an active, i.e. enabled form (504)If more than one messages are projected on the visual equipment (101 or 201 or 301), the user (U) selects one of them (505)The selected text message is transmitted by a user to another relevant user (U) via the central control unit (40) (506).26- An air traffic communication and management method according to anyone of the Claims from 23 to 25 incorporating a written text creation method that operates as per the following steps:Selection by the user (U) the points on the layout created on the screen to create a route (601);Creation by the central control unit on the visual hardware or hardware providing a 3-D environment (203) a route graphically that should be followed by the aircraft in proceeding to the runway heading or park position with the selection of points (602);Translation by the central control unit (40) of this route into a written text (603);The text message created is transmitted by a user to another relevant user (U) via the central control unit (40) (603).27- An air traffic communication and management method according to Claim 26 that incorporates a method, as specified in step 601, in which the user (U) can act as air traffic controller.28-An air traffic communication and management method according to anyone of the Claims from 23 to 27 incorporating free text creation method (700) which enables instant messaging and creation of free text formats.29- An air traffic communication and management method according to anyone of the Claims from 23 to 28, which incorporates free text creation method (700) used by air traffic controllers to communicate with one another or flight crew or by operation control station staff (30) to communicate with one another or flight crew.30- An air traffic communication and management method according to anyone of the Claims from 23 to 29 incorporating free text creation method (700) which provides pre-sampling of all messages that can be transmitted by the central control unit (40) and recording thevoice samples in a storage unit (60) (801)The user (U) sends a message in voice format (802)The central control unit (40) compares the voice message with pre-defined messages in the storage unit (60) as described in step 801 (803);If, among the predefined messages, there is a message compatible with this voice message, i.e. if one of these messages corresponds to the voice message, the central control unit (40) converts this voice message into text message (804)The central control unit (40) shows this converted text message on the visual equipment (201 or 301) of the user (U) who gives the voice command or on the equipment presenting a 3D environment (203) (805)The central control unit ensures that the text message appearing on the screen (201 or 301) is approved by the user (U) who gives the voice command (806)Once the message is approved by the user (U), the central control unit (40) transmits the text message to the receiving party (807).31- An air traffic communication and management method according to anyone of the Claims from 23 to 30 that incorporates a method where the movement made on a screen providing a 3-D environment is translated into messages in text format (900) and operates as per the following steps: The 3-D map is displayed to the user via a 3-D environment-providing hardware (203) (901a);The user (U) monitors all airplanes in his / her area of responsibility on the map (902a);Via a finger tip apparatus (204), the user (U) selects the airplane to which he / she wants to issue a command (903a)Following the selection, the central control unit (40) activates the airplane selected by the user (904a)When the activated airplane performs a virtual motion via the fingertip apparatus (204), the central control unit (40) matches this motion with the real motion and creates the text message on a piece of visual equipment or a piece of equipment (203) that presents a 3D environment (905a)The user (U) issuing the command checks the accuracy of the message (906a)This text message is transmitted by the central control unit (40) to a piece of visual equipment in the flight deck, e.g. a screen (101), via a communication unit (200 or 300) (907a).32- An air traffic communication and management method according to anyone of the Claims from 23 to 31 that incorporates a method where the movement is translated into messages in text format (900) and operates as per the following steps:The user (U) is displayed by the central unit (40) a map via visual hardware, e.g. atouchscreen (901b);The user (U) monitors all airplanes in his / her area of responsibility on the map (902b)The user selects, by touching the image displayed on the visual hardware, i.e. the aircraft, an aircraft to which s / he wants to give a command (903b);The central control unit (40) renders the airplane selected by the user (U) controllable, i.e. activates it (904b)The central control unit (40), when the activated aircraft is made to make a virtual movement, matches the real movement corresponding to such movement and produces a written text (905b);The user (U) having given the command checks the accuracy of the message 5 (906b);Such message is transmitted upon the command of the central control unit (40) via a communication unit (200 or 300) to the flight deck screen (101) (907b).33- An air traffic communication and management method according to anyone of the Claims from 23 to 32 that incorporates a handover management method (1000) where the transmission between two users, e.g. two air traffic controllers, is made through transfer of flight label information and which operates as per the following steps:The flight label comprising information such as departure airport, arrival airport and flight number is created at the commencement of the flight (101a)The user (U) based in the air traffic control station (20) launches handover by transmitting flight label information via the central control unit (40) to the user in the next air traffic control station (1002a);The user (U) based in the air traffic control station (20) to whom the flight label information is transmitted starts communicating with relevant aircraft by using the central control unit (40) (1003a);The central control unit (40), when the user (U) based in the air traffic control station (20) transmitting the flight label information receives the transmission completed message from the central control unit (40), removes the flight under his / her control from the list of the user (U) (1004a);The user (U) based in the air traffic control station (20) to whom the flight label information is transmitted adds the relevant flight to his / her list once the central control unit (40) enables two-way communication with the aircraft (1005a).34- An air traffic communication and management method according to anyone of the Claims from 23 to 35 that incorporates communication management method where communication is handled via a datalink network, i.e. an IP network (500, 600, 700, 800, 900), and / or according to anyone of the Claims from 23 to 34 that incorporates a handover managementmethod (1000) where:The transfer of data communication and frequency information of the next air traffic controller is made by the user (U) in the air traffic control station (20) via a central control unit (40) (1001b);The aircraft connects to VHF frequency via the central control unit (40) (1002b);The flight deck station (10) sends to the user (U) in the air traffic control station (20), the “MONITORING” message via a data link of the flight deck station (10) by using the central control unit (40) and thus starts the communication channel (1003b);The central control unit (40), when the user (U) in the transmitting air traffic management station (20) receives the transmission completed message from the central control unit (40) flight, removes the aircraft under his / her control from the list (1004b);The relevant aircraft, when two-way communication of the user (20) in the transmitted air traffic control station (20) is enabled, is added to the list of the central control unit (40) (1005b);35- An air traffic communication and management method according to anyone of the Claims from 23 to 34 that incorporates communication method (500, 600, 700, 800, 900) where communication is handled via a datalink network, e.g. an IP network, and / or a handover management method (1000) according to anyone of the Claims from 23 to 34.

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