Systems and methods are provided for detecting a potential ambiguity in a sequence of clearance communications using conversational contextual information to identify potentially related communications. One exemplary method involves obtaining a first clearance communication associated with a first aircraft, obtaining a second clearance communication associated with a second aircraft, identifying a first conversational context associated with the first clearance communication, identifying a second conversational context associated with the second clearance communication, identifying a discrepancy between the first clearance communication and the second clearance communication based at least in part on the first conversational context and the second conversational context, and in response to identifying the discrepancy, generating a user notification at one of the first aircraft and the second aircraft.

A monitoring system for an aircraft guiding process is used to monitor a docking process of an aircraft guided by a guiding information display of a VDGS (Visual Docking Guidance System) along a J-line at an apron, and includes an image capturing module, an image integrating unit, a monitoring display and a video recorder. The image capturing module has a first camera for filming a docking process of an aircraft to obtain a docking video, and a second camera for filming the guiding information display to obtain a guiding information video. The image integrating unit integrates the docking video and the guiding information video into an integrated video in a synchronously-displayed and adjoining manner. The monitoring display receives and displays the integrated video. The video recorder records the integrated video. Accordingly, the present disclosure also provides a guiding method for a guiding process of an aircraft.

A lumen wand includes a wand portion formed of a transparent or semi-transparent material having a paddle-like shape with a thickness, a length, and a width. The thickness is substantially less than at least the length. A grip is coupled to one end of the wand portion. An illumination element is configured to emit light into a proximal edge of the wand portion at the one end. The emitted light is propagated by the wand portion such that light is emitted from surfaces of the wand portion other than the proximal edge.

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.

Systems and methods for displaying object data within an airport moving map (“AMM”) are disclosed. In various embodiments, the systems may comprise an avionics database, a flight management system comprising a processor communicatively coupled to the avionics database, and/or a display communicatively coupled to the processor, the processor configured to receive AMM data from the avionics database, receive object data, and/or display the AMM, the AMM including an image of the object, the AMM further including an image of an area that may be obscured from a field of view of a pilot by the object.

A system and method for aircraft docking guidance and aircraft type identification. The method is executed in the system for aircraft docking guidance and aircraft type identification comprising a machine vision sub-system, a laser scanning sub-system and a fusion module. The method includes: in step 1000, obtaining, by the machine vision sub-system, an image via image capturing means, and calculating a first aircraft front wheel position therefrom; in step 2000, obtaining, by the laser scanning sub-system, the position of the nose of an aircraft via laser scanning means, and calculating a second aircraft front wheel position; in step 3000, fusing the first aircraft front wheel position and the second aircraft front wheel position according to a fusion rule to obtain deviation of an aircraft front wheel.

A system and method for aircraft docking guidance and aircraft type identification. The method is executed in the system for aircraft docking guidance and aircraft type identification comprising a machine vision sub-system, a laser scanning sub-system and a fusion module. The method includes: in step 1000, obtaining, by the machine vision sub-system, an image via image capturing means, and calculating a first aircraft front wheel position therefrom; in step 2000, obtaining, by the laser scanning sub-system, the position of the nose of an aircraft via laser scanning means, and calculating a second aircraft front wheel position; in step 3000, fusing the first aircraft front wheel position and the second aircraft front wheel position according to a fusion rule to obtain deviation of an aircraft front wheel.

A machine vision-based method and system for aircraft docking guidance and aircraft type identification, comprising: S1, a monitoring scenario is divided into different information processing function areas; S2 a captured image is pre-processed; S3 the engine and the front wheel of an aircraft are identified in the image, so as to confirm that the aircraft has appeared in the image; S4 continuous tracking and real-time updating are performed on the image of the engine and the front wheel of the aircraft captured in step S3; S5 real-time positioning of the aircraft is implemented and the degree of deviation of the aircraft with respect to a guide line and the distance with respect to a stop line are accurately determined; S6 the degree of deviation of the aircraft with respect to the guide line and the distance with respect to the stop line of step S5 are outputted and displayed.

A method to reduce aircraft fuel consumption includes determining whether a particular aircraft belongs to a runway queue associated with one or more aircraft waiting to take-off from a runway of an airport based on (i) real-time aircraft geographic location information associated with the particular aircraft and (ii) a graph associated with features of the airport. An amount of time the particular aircraft spends in the runway queue before taking off from the runway can be determined. A runway queue take-off delay associated with the runway queue can be determined based at least in part on the amount of time the particular aircraft spends in the runway queue. The runway queue take-off delay can be communicated to a controller terminal of the airport to facilitate routing a different aircraft to a different runway queue associated with a shorter runway queue take-off delay to reduce fuel consumption by the different aircraft.

A beacon unit (2) configured to generate a virtual point (TP) which is moveable along a virtual trajectory (TR), from one or more data item(s) of a kinematics of the aircraft (AC). The device includes a control unit (4) configured to generate an order to move the aircraft towards a dynamic point (TP) and thus along the target trajectory (TR).