Aircraft Non-Engine Drive Gate Traffic Management
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Solution Overview
Problem
Airports face significant delays due to limited terminal gate space, inadequate aircraft parking orientations, and reliance on engine power for ground movement, leading to jet blast and engine ingestion hazards, which hinder efficient aircraft traffic flow and increase operational costs.
Innovation Solution
Implementing an airport terminal aircraft gate traffic management system that equips aircraft with non-engine drive means on landing gear wheels for autonomous ground movement, allowing flexible parking orientations and the use of movable passenger loading bridges to optimize space and reduce personnel and vehicle requirements.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If aircraft use engine power for ground movement to terminal gates, then aircraft can move autonomously without tow vehicles, but jet blast and engine ingestion hazards increase and safety decreases
Solution Approach 1:
The patent extracts the harmful function of engine power for ground movement by removing the connection between engine thrust and wheel drive. A separate non-engine drive means is installed on landing gear wheels, allowing aircraft to move on ground without engine operation, thus eliminating jet blast and engine ingestion hazards while maintaining autonomous movement capability.
Solution Approach 2:
The patent introduces a non-engine drive means as an intermediary mechanism between the aircraft and ground movement. This intermediary system (separate from engine power) enables safe ground taxiing by mediating the transmission of motion to wheels without involving engine thrust, thereby resolving the safety conflict.
2Ease of manufacture
If aircraft are parked in traditional nose-in orientation at terminal gates, then engine access is simplified, but terminal gate space utilization decreases and traffic flow efficiency is reduced
Solution Approach 1:
The patent makes the aircraft parking orientation dynamic rather than fixed. Aircraft can transition between nose-in, nose-out, and parallel orientations depending on operational requirements. The non-engine drive means enables easy repositioning, allowing the system to adapt parking configurations to maximize gate space utilization and improve traffic flow while maintaining engine accessibility when needed.
Solution Approach 2:
The patent changes the orientation parameter of aircraft parking from a fixed nose-in configuration to variable orientations including parallel and nose-out positions. This parameter change increases space utilization efficiency and improves traffic flow while the non-engine drive system ensures engine access remains feasible through simple repositioning.
3Productivity
If more terminal gate spaces are constructed to accommodate increasing flight volume, then aircraft delays are reduced, but construction costs and time increase significantly
Solution Approach 1:
The patent introduces dynamic reconfigurability to existing terminal gate spaces, allowing a single gate to serve multiple aircraft through flexible orientation changes. This dynamic capability effectively increases gate capacity without physical construction, reducing aircraft delays while avoiding costly expansion projects.
Solution Approach 2:
The patent makes existing terminal gates multi-functional by enabling them to accommodate aircraft in various orientations and configurations. A single gate space can serve different aircraft types and sizes by adjusting parking orientation, effectively increasing overall terminal capacity without additional construction.
4Reliability
If passenger loading bridges are positioned to maintain clearance between aircraft wingtips, then safety is ensured, but gate space utilization decreases and aircraft delays increase
Solution Approach 1:
The patent makes passenger loading bridge positioning dynamic rather than fixed. Bridges can be adjusted to optimal positions based on aircraft orientation and type, maintaining necessary clearance safety while maximizing gate space utilization. The system adapts bridge positions as aircraft reposition, ensuring safety without sacrificing productivity.
Solution Approach 2:
The patent changes the positioning parameters of passenger loading bridges from fixed locations to variable positions that adapt to aircraft configuration. This parameter adjustment maintains safety clearances while optimizing gate space usage and reducing aircraft delays.
Data Source
AI summary
An airport terminal gate traffic management system is provided that maximizes efficiency and safety of passenger transfer and aircraft servicing and minimizes aircraft time parked at a terminal. Aircraft are driven forward into and out of gates by controllable landing gear wheel non-engine drive means and parked in a parallel or perpendicular orientation relative to the terminal that facilitates passenger transfer through a maximum number of aircraft doors. Passenger transfer and aircraft servicing may begin upon aircraft arrival using all available accessible aircraft doors. Departing aircraft may be turned by an unassisted pilot and driven forward with the controllable non-engine drive means to a takeoff runway. Airport terminal aircraft gate traffic is most effectively and efficiently managed when a significant number of aircraft using an airport are equipped with non-engine drive means controllable to move them into and out of a parking orientation optimal for passenger transfer.