CA2167516C - User interface device for airport operation-card management system - Google Patents

Abstract

A user interface unit for an airport air operation slip management, wherein a control seat for each air control staff member includes a control seat terminal device including an instruction input device for inputting an information request instruction for requesting information regarding an arbitrary airplane to be controlled and an information transfer instruction for transferring information of an airplane, a control service of which is completed, to another seat, and an information display device for displaying information regarding the airplane to be controlled. A database of information regarding each airplane to be controlled is obtained and a time schedule for each airplane to be controlled is managed. An information processing device reads out necessary information of corresponding airplanes to be controlled based on the managed time schedule, edits and reads out the information of a designated airplane when there is an information request instruction or an information transfer instruction from any instruction input device as a control service strip information. An information output device outputs the control service strip information 1) to information display devices of associated ones of the plurality of control service terminal devices on the basis of the time schedule, 2) to the information display device of a control seat terminal device via which a respective information request instruction was input, and 3) to the information display device of a designated control seat terminal device on the basis of an information transfer instruction, and deletes the control service information of the corresponding airplanes to be controlled from the information display device of the control seat terminal devices from which the information transfer instruction was input.

Description

_ ,r''~, _ 1 _ CA2167516 "USER INTERFACE UNIT FOR AIRPORT
AIR OPERATION SLIP MANAGEMENT SYSTEM"
Technical Field The present invention relates to a user interface unit for an airport air operation slip management system which supports control operations when controllers give instructions relating to taking off and landing to aircraft pilots in controlling an airport.
Background Art For the tower controlling in a conventional airport, flight plan regulators (FD), control approval transmitting controllers (CD), airport ground controllers (GC) and taking off and landing controllers (LC) team up with and share a series of control flow with each other to perform control operations. Each controller, while watching the airport ground directly or through.a leader screen to observe circumstances such as positions of aircrafts and vehicles according to printed out air operation slips (strips) on the flight plan of aircrafts to be controlled, performs confirmations and the communication with pilots and authorized personnel through wireless or wire telephones. In this case, each controller of FD, CD, GC and LC handles air operation slips directly by hands, and transmits the control by handwriting the .. ~

slips to modify the plan using a ballpoint pen and the like and delivering them.
However, for the above-mentioned conventional control procedures, with the increase in the taking off and landing of aircrafts, it becomes difficult for controllers to fudge circumstances. For this reason, there become complicated the transmission by delivering air operation slips between controllers, the confirmation/
change of flight plans and the communication with pilots, thereby making it difficult to perform efficient operations.
Also, the control of vehicles within an airport are not included in the air operation slip control, so that the situation is such that the vehicles are not controlled integrally with aircrafts. Towing cars, while communicating with pilots according to the communications instructed by controllers (GC), perform push/back operations.
In this way, with the increase in the number of aircrafts, the control by controllers using air operation slips causes a complicated and overloaded situation. Therefore, a control operation support is desirable such that it reduces a load in understanding and judging situations as well as performing instruc-tions, and in addition, in feeding back to authorized personnel by controllers, and it allows controllers to perform prompt and accurate instructions.

C~21b7516 In order to realize such demands, it is essential to provide a user interface configuration for an electronic air operation system which reflects conventional roles and operations of controllers, as well as the flow of thinking of controllers. In this case, although it is desirable to employ the format of air operation slip management slips, which has been conventionally handled by controllers with hands, as it is as possible, it is also necessary to change the format of the management information on air operation slips depending on purposes and situations so as to present the items of required management information in an easy-to-understand display form to controllers.
On the other hand, the request and confirmation by pilots are currently transmitted in an audile manner to controllers, who in turn perform the modification to air operation slip management information and the communication with authorized personnel according to the contents. However, only such transmission in an audile manner is difficult to understand the contents and thus causes a misconception, so that it is desirable to make the transmission possible in a visual manner.
As described above, with the increase in the number of aircrafts, the control by controllers using conventional air operation slips causes a complicated and overloaded situation, so that a control operation ''~' CA216751 b support is desirable such that it reduces a load on controllers, and it allows controllers to perform prompt and accurate instructions. Also, it is desirable to allow the understanding between pilots and controllers not only in an audile manner but also in a visual manner.
The present invention is made to solve the above-mentioned problems and it is an object of the invention to provide a user interface unit for an airport air operation slip management system which reduces a load on controllers and allows controllers to perform prompt and accurate instructions, and allows the understanding between pilots and controllers not only in an audile manner but also in a visual manner.
Disclosure of the Invention A user interface unit for an airport air operation slip management system provided by the present invention is the one which presents air operation slips to a plurality of controllers who have previously shared operations and control the air operation in an airport while cooperating with each other and which thus supports respective control operations, and which is configured so as to include an information display device and instruction input devices provided for each control seat at which the above-mentioned shared respective control operations are performed; information acquisition means for acquiring air operation slip t CA21675i6 management information required for the above-mentioned shared respective control operations; information processing means for editing the air operation slip management information obtained by the information acquisition means according to the above-mentioned shared control operations and to the instructed contents from the instruction input devices provided for each the above-mentioned control seat; and an information output means for displaying the air operation slip management information obtained by the above-mentioned information processing means on the information display device of an applicable control seat according to the instruction from the instruction input devices provided for each the above-mentioned control seat, and displaying the air operation slip management information on the related control operations including air operation slip management information on other control operations on the same screen.
Brief Description of the Drawings FIG. 1 is a block diagram showing a LAN
configuration in one embodiment of a user interface unit for an airport air operation slip management system in connection with the present invention;
FIG. 2 is a block diagram showing a specific configuration of a server side of the embodiment;
FIG. 3 is a block diagram showing a specific r""~, configuration of a client side of the embodiment;
FIG. 4 is a block diagram showing a specific configuration of a mouse processing part and an application start processing part of the embodiment;
FIG. 5 is a block diagram showing a specific configuration of a display processing part and a display data creation part of the embodiment;
FIG. 6 is a flowchart showing the processing contents of a menu instruction detection part of the embodiment;
FIG. 7 is a flowchart showing the rest of the processing contents shown in FIG. 6;
FIG. 8 is a block diagram showing a state of data exchange between a server and a client of the embodiment;
FIGS. 9A and 9B are charts showing one example of the sequence of a data transmission processing of the embodiment;
FIG. 10 is a chart showing one example of air operation slip management data of the embodiment;
FIG. 11 is a chart showing one example of a display screen at an FD seat of the embodiment;
FIG. 12 is a chart showing one example of a display screen at a CD seat of the embodiment;
FIG. 13 is a chart showing one example of a display screen at a GC seat of the embodiment;
FIG. 14 is a chart showing one example of _~_ a display screen at an LC seat of the embodiment;
FIGS. 15A through 15F are charts showing the strip example of air operation slip management data of the embodiment for each processing;
FIG. 16 is a chart showing one example of a display screen when a D & D icon is being transmitted from the CD seat to the GC seat at the GC seat and after the icon is transmitted;
FIG. 1? is a chart showing one example of a display screen of air operation slip management information simulating a file holder as another embodiment in connection with the present invention;
and FIG. 18 is a chart showing one example of a display screen of air operation slip management information permitting an overlap as another embodiment in connection with the present invention.
Best Mode of Carrying Out the Invention With reference to the drawings, one embodiment of the present invention will be explained hereinafter.
Here will be described a case where the embodiment supports the operations of the FD (flight plan regulators), the CD (control approval transmitting controllers), the GC (airport ground controllers) and the LC (taking off and landing controllers) which are generally shared as control operations.
FIG. 1 shows a network configuration in a user ~ CA21675i6 _$_ interface unit for an airport air operation slip management system in connection with the present invention. In FIG. 1, reference code A designates a server, and reference codes Bl through B3 designate clients. These are connected through a data BUS with each other and provided with individual data files.
Suppose here that the FD is assigned to the server A, and the CD, the GC and the LC are assigned to the clients B1, B2 and B3, respectively.
FIG. 2 shows a configuration of the above-mentioned server (FD) A; and FIG. 3 shows a configura-tion of the above-mentioned clients (CD, GC, LC) B.
The configuration of the client B shown in FIG. 3 is almost the same as that of the server A shown in FIG. 2, so that in FIG. 3, the same parts as in FIG. 2 are designated by the same reference codes, and different parts will be explained here. FIGS. 4 and 5 show specific configurations of respective principal parts.
In FIG. 2, reference code 11 designates a mouse.
The mouse 11 is used as an input means for indicating menu items and buttons displayed on a later-described display device 24, and specifying operating positions.
The data inputted by the mouse 11 are sent to a mouse input processing part 12.
The mouse input processing part 12 is configured as shown in FIG. 4. The mouse input data outputted ~1 from the mouse 11 is outputted through a mouse I/0 interface 121 into an X/Y coordinate detection part 122, a mouse button release detection part 123 and a mouse button press down detection part 124.
The X/Y coordinate detection part 122 is used to detect an X/Y coordinate of a mouse cursor from input data, and the X/Y coordinate detected is sent to a mouse cursor display control part 127 and also to a click operation item detection part 131 and a menu designation detection part 132 of an application start processing part 13.
The mouse button release detection part 123 and the mouse button press down detection part 124 are used to detect the release operation and press down operation from mouse input data, respectively, and the mouse button operation results detected are sent to both a drag detection part 125 and a click detection part 126.
The drag detection part 125 is used to detect the fact that the drag;and drop operations have been performed by a middle button 112 of the mouse 11 from the mouse button operation results. sent from the mouse button release detection part 123 and the mouse button press down detection part 124, and the detection results are sent to a menu designation detection part 132, and at the same time, to the mouse cursor display control part 127.
The click detection part 126 is used to detect the - to -fact that the click operation for an item has been performed by a left button 111 of the mouse 11 from the mouse button operation results sent from the mouse button release detection part 123 and the mouse button press down detection part 124, and the detection results are sent to a click operation item detection part 131 of the application start processing part 13.
Now, mouse cursor display data to indicate pointing positions on a display screen have been previously stored in a mouse cursor data storage part 128.
Display data of a drag icon displayed along the drag route when the middle button 112 of the mouse 11 was continuously pressed (drag operation) have been previously stored in a drag icon display data storage part 129.
The above-mentioned mouse cursor display control part 127 is used to read selectively corresponding mouse cursor display data and drag icon display~data from the mouse cursor data storage part 128 and the drag icon display data storage part 129 when the display coordinate data from the X/Y coordinate detection part 122 and the detection data on the drag and drop operation from the drag detection part 125 are inputted, and the display data are sent to a display drive control part 146 of a display processing part 14.
In the application start processing part 13, the click operation item detection part 131 is used to CA2i675i6 detect the input items at click operation by comparing the mouse cursor coordinate data at mouse click operation sent from the X/Y coordinate detection part 122 and the click detection part 126 with the display coordinate data on the menu and button input items stored in a later-described window display status memory part 15, and the detected input items are sent to a processing discrimination part 134.
The menu designation detection part 132 is used to detect an input item and a processing number at drag start operation and drop operation by comparing the mouse cursor coordinate data at the points of the drag operation start and drag operation end (drop operation) of the mouse 11 sent from the X/Y coordinate detection part 122 and the drag detection part 125 according to the flow shown in FIGS. 6 and 7 with the memory data of the later-described window display.status memory part l "~: c: ..'gc!
15, and the detected input item and processing number T a are sent to a drag source/drop destination item storage part 133.
Now, where drag operation and drop operation are performed, the menu designation detection part 132, when the air operation slip item of control seat at the drag source and that at the drag destination different from each other (at the same control seat of the FD, CD, GC, LC) are designated, checks to see whether detection processing is performed against the values of /~

the transmission direction check data and transmission data maintenance check data previously stored in an air operation slip transmission check data storage part 33.
Where the transmission direction is the one previously prohibited, the operation is neglected. Where the control data at transmission are lacking, the transfer processing of air operation slip data is considered to be invalid and then lacking data items are displayed on a popup window to receive the check input from a controller, whereby the display is returned to the one before the operation.
The drag source/drop destination item storage part 133 is used to store temporarily, together with processing numbers, the menu specifying items at the time of the drag operation start and drop operation in a series of mouse operation from drag to drop detected by the menu designation detection part 132, and the operation items are sent to the processing discrimina-tion part 134.
The processing discrimination part 134 is used to discriminate the next processing contents by the kind of mouse operation and by the specifying items from the click operation item detection part 131 or the drag source/drop destination item storage part 133, and according to the discrimination results, transfer the control to either a receiving message data creation part 163 of a display data creation part 16, a sending data creation part 17, a sending processing part 18 and an air operation slip display data creation part 164 or an air operation slip management information update part 19 and an inference processing part 20.
~~~he display processing part 14, as shown in /SIG. , is provided with a window display data write part 141, a window display content memory part 142, a window display control part 143, a window frame display data storage part 144, a window display data creation part 145 and a display drive control part 146.
The window display control part 143, according to an initial status and to the display request by an application from the processing. discrimination part 134, allows the window display data creation part 145 to generate the window frame from the window frame display data storage part 144 and the display content data from the window display content memory part 142.
Also, the window display control part 143 allows various display items, display coordinates and display precedence such as a window to be displayed, and a command designation button and menu display within the window to be displayed to be stored in the window display status memory part 15.
The window display data creation part 145 is used to generate window display data by reading the data stored in the window display data storage part 144 and the window display content memory part 142 according to the request from the window display control part 143.
The display drive control part 146 is used to drive and control the display device 24 such as a CRT
on the basis of the window display data sent from the window display data creation part 145 and the mouse cursor display data sent form the mouse cursor display control part 127.
The window display status memory part 15 is used to store various window display items, display coordinates and display precedence such as windows, command designation buttons and menu display bars displayed on the screen of the display device 24.
The display data creation part 16 is provided with a sending display data creation part 161, a receiving message index list display data creation part 162, a receiving message display data creation part 163, an air operation slip display data creation part 164, an airport map display data creation part 165, an inference result display data creation part 166, and a drag display data creation part 167.
The sending display data creation part 161 is used to read data from a sending data storage part 25, create data displayed in a communication massage display region, and send the displayed data to the window display data write part 141.
The receiving message index list display data creation part 162 is used to read receiving message data from a receiving message data storage part 30, and create a list of the index data (such as sending source and the leading data of message) of a receiving message displayed on the display device 24.
The receiving message display data creation part 163 is activated through-the click operation item detection part 131 by the processing discrimination part 134 when the item data created by the receiving message index list display data creation part 162 and displayed in the receiving message list display region (a display region 9 shown in FIGS. 11 through 14).of the display device 24 are clicked by the mouse 11, thereby reading data from the data storage part 30 to create the display, data displayed in a reply/
communication message display region 8 of FIGS. 11 through 14.
The air operation slip display data creation part 164 is used to read. the air operation management information displayed in display regions 2, 3, 4 shown in FIGS. 11 through 14 and the information on aircraft (such as the discrimination of departure/arrival in a display regions 2.1 through 2.3 and runway numbers in a display region 2.4 shown in FIGS. 11 through 14) from an air operation slip management data storage part 38 (381 through 384), and create display data as required.
The airport map display data creation part 165 is used to create the display data of an airport map, 04216751b as well as the display data for the display of the current position of aircrafts/vehicles by icons in the form of aircraft and the like on the map on the basis of the information from an air operation simulation part 42, as shown by a display example of an airport map information display window 1 shown in FIGS. 11 through 14.
The inference result display data creation part 166 is used to create the display data for the display of the processing results from the inference processing part 20.
The drag display data creation part 167 is used to create the display data for the drag display of the information sent through a communication processing part 36 from another seat.
The sending data creation part 17 is used to create corresponding sending data (text data) and store them in the sending data storage part 25 when the information (drag source and drop destination) indicating that drag and drop operations have been performed from any of the data items (2.1 through 2.3) in an air operation slip region 2 shown in FIGS. 11 through 14 to sending destination display regions 7.1 through 7.3 is sent from the processing discrimination part 134.
The sending processing part 18 is used to select corresponding text data from the sending data storage i part 25 when the click operation of a sending start button (in a display region B.2 in FIGS. 11 through 14) is transmitted from the processing discrimination part 134, and send the data to a sending destination (Aircraft Pilot, ACC or IFR, or Assistant in the regions 7.1 through 7.3) dropped or clicked in a sending/receiving destination display region 7 shown in FIGS. 11 through 14. At this point, the text data are sent to a voice synthesis part 34, in which the data is voice synthesized and sent to a voice output part 32 from which the data are monitor outputted as a voice.
The text data are also sent to the sending display data creation part 161 of the display data creation part 16, and displayed in the communication message display region 8 by the above-mentioned processing.
On the other hand, a keyboard 21 is used as a means for inputting sending data. That is, moving the mouse cursor to the communication message display region 8 of the display device 24 and clicking the left button 111 of the mouse 11 causes an input cursor (such as CARET) to be displayed. Inputting data through keys in this situation causes the inputted data to be stored through a keyboard I/0 interface 22 and a key input data detection part 23 in the sending data storage part 25, and at the same time, displayed in the communication message display region 8 by the processing of the display processing part 14 and the display data A
_ 18 _ ~~21b~5)6 creation part 16.
An air operation slip plan data storage part 26 is used to store the air operation slip plan data previously created.
A voice input part 27 is used to receive as a voice the request and confirmation information through speaking from an aircraft operator or a vehicle operator to convert the information into data, and the data obtained by the voice input part 27 are stored in a voice input data storage part 28. The voice data stored in the voice input data storage part 28 are sent to a voice recognition part 29, and at the same time, to a voice output part 32 form which the data are monitor outputted as a voice.
The voice recognition part 29 is used to recognize as a voice the voice input data from the voice input part 27 by a method of identifying the voice of a specified speaker or an unspecified speaker, and the text data obtained by the voice recognition part 29 are stored as the receiving massage data in a receiving massage data storage part 30.
A text message receive part 31 is used to receive in the form of text data a reply message to the inquiry from the ACC (air traffic control center) and the IFR
(instrument flight control room), and the text message data obtained by the text message receive part 31 are stored as the receiving massage data in the receiving _ 19 _ C~~~~7~~6 massage data storage part 30.
A message interpretation part 35 is used to read the receiving massage data from the receiving massage data storage part 30 and extract air operation information such as taxiway routes, the direction/angle of runways and flight level information, and the information extracted by the message interpretation part 35 are sent to the air operation slip management information update part 19.
The air operation slip management information update part 19 updates both the control information extracted from the receiving data on the air operation request from a pilot to a controller and from the sending data (voice and text) on the reply from the controller to the pilot obtained by the message interpretation part 35, and the contents of the air operation slip management data storage part 38 of an aircraft to be currently controlled according to the confirmation/change instruction contents from the ACC
and the IFR.
Now, the air operation slip management information update part 19 of the server A updates the record of the control seat numbers (1 for FD, 2 for CD, 3 for GC, 4 for LC) each time the air operation slip management data issued for each aircraft are transmitted to another control seat, for the sir operation slip management data storage part 38. Further, the air operation slip management information update part 19 updates the air operation slip management data in data storage regions 381 through 384 corresponding to the control positions (FD, CD, GC, LC) stored in an aircraft control position storage part 46, and at tk~e same time, permits the write access from a plurality of control seats.
On the other hand, the clients B1 through B3 manage by themselves the update of the air operation slip management data of their own seats, send the, updated contents through the communication processing part 36 to the server A, and store them in the air operation slip management data storage part 38. The air operation slip management index data of the other client seats are updated by receiving the update data from the server A. This causes the entire access management of the server A and the clients B1 through B3 to be realized.
Also, the air operation slip management information update part 19, when updating the air operation slip management data of their own seats, updates transmission mode data M (i) and strip mode data S (i) ("i" is computer number) (hereinafter the M (i) and S (i) are called the mode data) as shown in FIGS. 9A and 9B, and sends the air operation slip management data to which the mode data are also attached through the communication processing part 36 to the other control seats. The air operation slip management information update part 19, when receiving the air operation slip management data and the mode data through the communication processing part 36 from the other control seats, updates both the corresponding air operation slip management data and the mode data.
The updated mode data are stored in a mode data storage part 43, and sent to the menu designation detection part 132 of the application start processing part 13 as required. The information of the air operation slip management data storage part 38 having already completed the management of control is transferred to a completion data storage part 44.
In this case, the maintenance status of transmis-sion directions and air operation slip data items has been checked by the menu designation detection part 132, so that as shown, for example, in FIG. 13, when . the drag and drop operation is performed from a GC air operation slip 2.1 to an LC air operation slip index 4.4, in FIGS. 2 and 3, the air operation slip management information update part 19 copies the specified air operation slip data item information of GC from an air operation slip management data storage region 383 of GC
to an air operation slip management data storage region 384 of LC, and after the copy is normally completed, deletes the information from the air operation slip management data storage region 383 of GC.

~A2ib~5ib A prior-to-schedule air operation slip data registration part 37 is used to perform the registration at the air operation slip management data storage region 381 of FD, for example, 30 minutes before the departure time of an aircraft registered at the air operation slip plan data storage part 26 by the use of a timer 47.
The air operation slip management data storage part 38 is used to store the air operation slip manage-ment data managed by the respective control seats. FD, CD, GC, LC, and provided with the region 381 for storing the air operation slip management data managed by the FD seat, the region 382 for storing the air operation slip management data transmitted to the CD
seat, the region 383 for storing the air operation slip management data transmitted to the GC seat, and the region 384 for storing the air operation slip management data transmitted to the LC seat.
An aircraft/vehicle position detection part 39 is used to detect automatically aircrafts and vehicles such as towing cars in an airport by a position detection sensor 40 such as a satellite and a radar.
An airport map model data storage part 41 is used to store the structure data on the routes of and constraints on the running and on the parking of aircrafts and vehicles in an airport. An air operation simulation part 42 is used to understand'and update /"~, an air operation status on the basis of the update data in the air operation slip management information update part 19, the storage data in the airport map model data storage part 41, and the position information from the aircraft/vehicle position detection part 39.
The communication control processing part 36 is used to send air operation management data and aircraft/vehicle position data to other control seats, or receive data from the other control seats. An air operation knowledge storage part 45 is used to store the air operation knowledge required for the inference processing part 20.
Now, with reference to a flowchart shown in FIGS. 6 and 7, the processing contents by tie-.-menu designation detection part 132 in the above-mentioned application start processing part 13 will be explained.
First, as an initialization, a computer number is set at a parameter i (step ST1), and an own control seat number (0 for no control seat, 2 for FD, 3 for GC, 4 for LC) is registered at a parameter Kc (step ST2).
Then, drag start is waited for (step ST3), and when drag start is performed (YES), whether drag source data are air operation slip management data is fudged (step ST4). At the step, if the data are not air operation slip management data (NO), the step is neglected, while if the data are air operation slip management data (YES), a drag source control seat ~"".., CA?~67516 number is registered at a parameter Kr (step ST5).
At this point, whether the drag source registration number Kc is the drag source control seat number Kr (Kc = Kr) is judged (step ST6), and if Kc is not Kr (NO), the step is neglected, while if Kc is Kr (YES), drop operation is waited for (step ST7).
When drop end is performed (YES), whether a drop destination is a communication destination is judged (step ST8), and if it is the communication destination (YES), process transfers to step ST23 shown in FIG. 7.
If it is not the communication destination (NO), whether the drop destination is air operation slip management data is judged (step ST9). If it is not air operation slip management data (NO), the step is neglected, while if it is air operation slip management data (YES), a drop destination control seat number is registered at a parameter Kd.
Now, whether the drop destination registration number Kd is the own control seat registration number Kc (Kd = Kc) is judged (step ST11). At this point, if Kd is Kc (YES), the step is neglected, while if Kd is not Kc (NO), a current transmission mode data M (i) is registered at a parameter m, and a current strip mode S (i) is registered at a parameter s (step ST12).
Then, the data value of the "n"th air operation slip transmission check data storage part 33 is registered at a parameter x (refer to FIG. 9B) (step STl3j.

..

Now, whether data items are complete (x = m) is judged (step ST14), and if x is not m (NO), process transfers to step ST21, while if x is m (YES), the data value of the "m"th air operation slip transmission check data storage part 33 is registered at a parameter y (refer to FIG. 9A) (step ST15).
Then, whether transmission destination is correct (y = s) is judged (step ST16). At this point, if y is not s (NO), the step is neglected, while if y is s (YES), a transmission processing number is registered at a processing number (step ST17); an air operation slip,computer number is registered at the drag destination (step ST18); Kd is registered at the drop destination (step ST19); and the processing number is stored in the drag source/drop destination item storage part 133 (step ST20), and then process ends.
At step ST14, if x is not m (NO), the pop-up window is opened to display "In sufficient Data items"
(step ST21), and confirmation operation is waited for (step ST22), and when the operation is performed, process returns to step ST3.
On the other hand, at step ST8, if the drop destination is the communication destination (YES), whether the drop destination is the assistant is judged (step ST23), while if it is not the assistant (NO), a sending processing number is registered at a processing number (step ST24), and a sending destination number is CA2i 67516 registered at the drag destination (step ST25). Now, "0" is taken as no sending destination number; "1", as the pilot; "2", as the ACC; and "3", as the IFR.
Further, the air operation slip computer number is registered at the drag source (step ST26), and process transfers to the above-mentioned step ST20.
At step ST23, if the drop destination is the assistant (YES), an inference processing number is registered at an inference number (step ST27), and process transfers to step ST26.
Now, in this embodiment, suppose that communication is performed only between the server (FD) A and the clients (CD, GC, LC) B1 through B3. Therefore, the communication between the clients B1 through B3 is performed always through the server A. The communica-tion data range of the server A is different from that of the clients B1 through B3 as shown below. The state of the data exchange is shown in FIG. 8, and one example of the data transmission sequence is shown in FIGS. 9A and 9B.
In the server A, the control is performed in such a manner that the server A has the air operation slip management data of all the clients B1 through B3.
(1) The sending data from the server to the clients include the following:
~A11 data on the air operation slip of the aircraft of the computer number i to be transmitted, ""', C~2~b751b and transmission/strip mode data ~A11 air operation slip index data other than those for sending destination seats and transmission/
strip mode data, when air operation management information has been changed by either the server or the clients (2) The sending data from the clients to the server include the following:
~A11 data on the air operation slip of the aircraft of the computer number i to be transmitted, and transmission/strip mode data ~A11 air operation slip index data other than those for sending destination seats and transmission/strip mode data, when air operation management information has been changed by own clients Now, as a case where a plurality of operators communicate information and preform confirmation/
approval through their own computer terminals, there are an electronic male system and a distributed development environment. In the present invention, through the interaction with assigned computer terminal screens, controllers perform mutually the transmission of air operation slip management data by using a communication system similar to the electronic male system, in the same format as conventional air operation slips or in a modified format depending to purposes and status.

In this case, from the knowledge base on the monitoring results by conventional visual observation and by visual confirmation with radar screen and from the knowledge base on the status and air operation of aircrafts in the airport on the screen, the computer infers the next air operation instruction candidate for an aircraft to be controlled and presents automatically the candidate to controllers, whereby a load on the judgment of controllers can be reduced.
Thus, while referring to the status of aircrafts in the airport and the status of processing by other controllers displayed on the same screen, each controller can specify the transmission destination of appropriate air operation slips to perform the transmission, thereby making the control operation more efficient.
Messages from the inquiry destination by pilots and the like, and the speaking contents by controllers are converted by a voice recognition technique to text information, whereby part of the information required for the control is automatically identified. On the basis of the information, the information on air operation slips is automatically changed through the confirmation by controllers. For this reason, it is not necessary to perform newly key input for storing information, thereby allowing a complex input work to be reduced.

."' The feedback of information to other controllers and pilots is performed in either of or both voice and text display forms by the use of the air operation information defined at each control step and of usually-used fixed transmission messages.
FIG. 10 shows one example of air operation slip management data, and FIGS. 11 through 14 show one example of display screens, with reference to which operation means will be explained.
FIGS. 11 through 14 show window display screens by tiling system as the display examples of computer terminal screens for seats to be controlled in the present invention, of which FIG. 11 shows the display screen at the FD seat; FIG. 12, at the CD seat;
FIG. 13, at the GC seat; and FIG. 14, at the LC seat.
In FIGS. 11 through 14, reference code 1 designates an airport ground information display window for displaying the appearance viewed from the sky and the position/status of aircrafts.
In the window 1, reference codes 1.1 and 1.2 designate a direction angle (one tenth of a value in 360' unit) of the runway in the right direction and the one in the left direction, respectively; reference code 1.3, numbers (W1 through W7) of the exit to the runway;
reference code 1.4, corners (P1 through P7) of the taxiway routes; and reference code 1.5, spot numbers (encircled numbers) at which aircrafts park. Now, the window shows a status in which flight names YYY566, XXX345, ABC211 and ZZZ333 park at the spots 1, 2 and 4 (FIG. 16 shows that ABC211 is running on the P4 taxiway). Reference code D designates a departing aircraft.
Reference code 2 designates a window for displaying the air operation slip management data at a control seat to be concerned. In the window 2, reference codes 2.1 through 2.3 designate respective air operation slip management data on aircrafts to be controlled in a conventional air operation slip form.
Reference code 3 designates a window for displaying the indexes of the air operation slip management data at a source control seat transmitting the control to another seat to be controlled. In the window 3, reference codes 3.1 through 3.3 designate respective indexes (aircraft flight names here) of the air operation slip management data at transmitted destinations.
Reference code 4 designates a window for displaying the indexes of the air operation slip management data at a destination control seat to which the control is transmitted. In the window 4, reference codes 4.1 through 4.4 designate respective display regions of the air operation slip management data indexes (aircraft flight names here) at transmission destinations.
In the respective control seat terminals shown in d"..';

FIGS. 11 through 14, moving a mouse display cursor 5 to the position of the item for the flight name (ABC211) located in, for example, the region 2.1 of the air operation slip data display window 2 of the seat to be controlled, and pressing the mouse middle button 112 cause a drag & drop icon (hereinafter called the D & D
icon) 10 for movement, together with the cursor 5 to be displayed. In FIGS. 11 through 14, both the single mouse display cursor 5 and the mouse display cursor 5 forming a pair with the D & D icon 10 are displayed on the same screen for convenience.
While pressing the mouse middle button 112, moving the D & D icon 10 to the empty item region 4.4 of the transmitted destination window 4 and releasing the D &
D icon 10 causes the air operation slip management data in the region 2.1 at the seat to be controlled to be transmitted to the control seat at the transmitted destination. In this case, the air operation slip management data specified from region 2.1 at the seat to be controlled disappears, and the index is displayed in the region 4.4.
Although FIGS. 11 through 14 show a case where only the beginning flight name data of the air operation slip management data shown in the region 2.1 as the D & D icon 10 of the air operation slip management data are allowed to represent and display, the entire part representing air operation slips may be displayed as the D & D icon 10 and moved according to the D & D operation. Also, another pattern icon and cursor may be used.
In FIGS. 11 through 14, reference codes 2.4, 2.5 and 2.6 designate a runway direction angle, a spot number and an approval transmission time, respectively, which are determined by control processing and automatically displayed. Reference code 5 designates a region for displaying current environmental information such as time, wind direction, wind force and air temperature.
Reference code 7 designates a region for specifying a destination to which sending and inquiry are performed by the click operation of the mouse 11;
reference code 7.1, a pilot specifying region;
reference code 7.2, an ACC (air traffic control center) specifying region; and reference code 7.3, an assistant specifying region. Instead of the ACC, the IFR may be specified.
Reference code 8 designates a region for displaying reply messages, sending messages and receiving messages of the assistant. Reference code 9 designates a region for displaying the list of receiving messages, which includes a region 9.2 for displaying with the destina-tion name the role of a message destination at message receiving, and a region 9.1 for displaying the leading information of the receiving message.

For example, in FIG. 13, clicking the region 9.1 or 9.2 by the mouse 11 to specify an index list displayed in the receiving message list display region 9 allows the entire receiving message to be displayed in a reply/communication message display region 8.1.
Also, for example, in FIG. 13, dragging the region 2.1 for displaying air operation slip management data and dropping to the assistant specifying region 7.3 causes the information on runway direction angles and taxiway routes displayed by the control as the GC seat to be inputted into the inference processing part 20, in which the information is processed by knowledge process to create a reply message. The reply message is displayed in the reply/communication message display region 8.1. In this way, specifying the assistant allows the advice under various status to be received.
With reference to FIGS. 15A through 15F, a specific process flow will be explained.
Paying attention to the departing flight ABC211, the display of the air operation slip management data and sending/receiving message at respective control seats will be explained hereinafter.
The air operation slip management data are generally called the strip, so that it is decided that they are also here called the strip. Both the set.
values of the transmission mode data M (i) and the strip mode data S (i) in the present invention will be described hereinafter. "i" indicates a computer number of the air operation slip management data. For the ABC211, "i" is 0004, and with respect to the initial values at the step at which the data is transferred from the air operation plan data storage part 26 to the FD seat, M (i) is "0", and S (i) is "0".
(1) FD seat Step l: The strip of the ABC211 flight transferred from the air operation plan data storage part 26, 30 minutes before a scheduled departure time, is displayed as shown in FIG. 15A. When the initial data items are confirmed to be complete, the transmission mode data M (i) indicating a current transmission step is set at "1", and the S (i) indicating a step at which strip data is complete is set at "1".
Step 2: The transmission from the FD seat to the CD seat is performed.
(2) CD seat Step 3: The ABC211 flight thus transferred is strip displayed (as with the above), and the M (i) is set at "2".
Step 4: The receiving contents o.f a voice message from a pilot to the FD are displayed (5 minutes before start, destination Chitose, flight level 390, gate 4.).
Step 5: The sending contents of a voice message from the FD to a pilot are displayed (ABC211 clear to Chitose SNE5 <>SNE V11, flight level 390.).

Step 6: The spot number "4" is displayed on the strip as shown in FIG. 15B.
Step 7: The air operation slip management data are transmitted from the CD seat to the FD seat.
(3) FD seat Step 8: The strip of the ABC211 flight transmitted is displayed (as with the above), and the M (i) is set at "3"
Step 9: A clearance (takeoff permission) is requested from the FD to the ACC.
Step 10: The clearance receiving from the ACC is displayed (ABC211 is cleared to Chitose Airport. Flight planned Route, Maintain Flight Level 370, Departure Frequency 126 decimal 0, Squawk 5301.).
Step 11: Control approval contents (for example, flight level 390 is changed to 370) are written into the strip as shown in FIG. 15C. When the data items are complete as shown in FIG. 15C, the S (i) is set at "4"
Step 12: The air operation slip management data are transmitted from the FD seat to the CD seat.
(4) CD seat Step 13: The strip of the ABC211 flight transmitted is displayed (as with the above), and the M
(i) is set at "4".
Step 14: The receiving contents of a voice message from a pilot to the CD are displayed (Ready to start engines.).
Step 15: The sending contents of a voice message on the confirmation response from the CD to a pilot are displayed.
Step 16: The receiving contents of a voice message from the CD to a pilot are displayed (Roger, Clear to Chitose Airport, Flight planned Route, Maintain Flight Level 370, Departure Frequency 126 decimal 0, Squawk 5031.).
Step 17: As shown in FIG. 15D, the control approval transmission time is displayed on the strip.
When the data items are complete as shown in FIG. 15D, the S (i) is set at "4".
Step 18: The air operation slip management data are transmitted from the CD seat to the GC seat.
(5) GC seat Step 19: The strip of the ABC211 flight transmitted is displayed (as with the above), and the M
(i) is set at "5".
Step 20: The receiving contents of a voice message from a pilot to the GC are displayed (Request Push back Gate 4.).
Step 21: The sending contents of a voice message from the GC to a pilot are displayed (Push back instruction).
Step 22: The message receiving contents from a pilot to the GC are displayed (Request Taxi).

Step 23: The assistant of the system is inquired about taxiway routes.
Step 24: The inference results from the system are displayed (Runway 17, taxi via P4, W2, which means that the runway "17" is to be used, and the taxiway route of the P4 and the W2 to be used).
Step 25: A pilot is notified of the inference results from the GC.
Step 26: As shown in FIG. 15E, the value "17" of the direction angle of the runway is additionally displayed on the strip. When the data items are complete as shown in FIG. 15E, the S (i) is set at "5"
Step 27: The air operation slip management data are transmitted from the GC seat to the LC seat.
(6) LC seat Step 28: The strip of the ABC211 flight transmitted is displayed (as with the above), and the M
(i) is set at "6".
Step 29: The receiving contents of a voice message from a pilot to the LC are displayed (Ready for Talk off. )~.
Step 30: The response message sending contents from the LC to a pilot are displayed (Taxi into position and hold.).
Step 31: A takeoff permission is requested from the LC to the IFR.

Step 32: The takeoff permission receiving contents from the IFR to the LC are displayed (ABC211 is approved.).
Step 33: The takeoff permission notification contents from the LC to a pilot are displayed (Roger, Cleared for Take off.).
Step 34: As shown in FIG. 15F, a takeoff time is displayed on the strip. When the data items are complete as shown in FIG. 15F, the S (i) is set at "6".
Step 35: The air operation slip management data are transmitted from the LC seat to the FD seat.
( 7 ) ' FD seat Step 36: The strip of the ABC211 flight transmitted is displayed (as with the above), and the M
(i) is set at "7".
Step 37: The strip data is transferred by the D &
D operation to the completion box, and the S (i) is set at "7"
Step 38: The strip for the ABC211 flight is erased from the display at the FD seat.
With the screens of FIGs. 11 through 14 assumed along the above-mentioned process flow, the operation of the embodiment will be explained.
In the present invention, when the system is started by a procedure such as computer power switch closing in the order of the server A, and the clients Bl to B3 of FIG. 1, the control is transferred to the window display control part 143, whereby an initial screen (a fixed display screen for displaying the air operation slip management data and aircrafts, excluding characters and the like, in the respective windows of FIGS. 11 through 14) is displayed.
In the server A, the prior-to-schedule air operation slip data registration part 37 is activated also by the window display control part 143, whereby the index information (aircraft flight names in this embodiment) of the air operation slip plan data in the data format shown in FIG. 10 other than the initial screen is displayed in the plan list display region 3 of FIG. 11.
(Step 1) In the server A, on the basis of the current time information from the timer 47 and of the departure schedule time ((6) in FIG. 10) in the air operation slip management data, the prior-to-schedule air operation slip data registration part 37 reads the air operation slip data on aircrafts departing 30 minutes before or after the schedule time of the data in the air operation slip plan data storage part 26, and writes the data in the air operation slip management data storage part 381 of the FD.
Then, the air operation slip data are transmitted from the server (FD) to the clients (CD, GC, LC) in the order along the above-mentioned process flow.

Cp,2167516 First, as shown in FIG. 11, the data in the regions 2.1 through 2.3 as the 30-minute-prior air operation slip data are registered by the prior-to-schedule air operation slip data registration part 37 at the FD, and the data displayed in the plan list regions 3.1 through 3.3 are registered at the air operation slip plan data storage part 26, whereby a status is assumed in which the CD display data in regions 4.1 through 4.3 are registered at the CD air operation slip management data storage region 382.
At this point, the FD data is sent through the communication processing part 36 to the CD client B1.
The CD client B1 writes the index information into the FD air operation slip management data storage region 381 of the air operation slip management data storage part 38, and also writes all the information of the CD
transmitted to the CD air operation slip management data storage region 382, thereby displaying the air operation slip management data in a form according to FIG. 12. The GC client B2 and the LC client B3 also write the index information of the other control seats into air operation slip management data storage part 38 by a similar communication processing, thereby displaying the air operation slip management data in a form according to FIGS. 13 and 14.
Upon the reception of the information from the aircraft/vehicle position detection part 39, the air operation simulation part 42 sends the layout informa-tion including aircraft/vehicle positions for the airport map information display window 1 to the airport map display data creation part 165 of the display data creation part 14 at intervals of a specified time (for example, at intervals of 10 seconds) on the basis of the time information from the timer 47, whereby the information is displayed through the display processing part 14. These position information is sent from the communication processing part 36 in FIG. 2 of the server A to the communication processing part 36 of the clients (CD, GC, LC) Bl through B3 at intervals of a specified time; and the position information together with the information on flight name and the like are transmitted from the air operation slip management update part 19 to the air operation simulation part 42, whereby the information is reflected automatically through the airport map display data creation part 165 to the screen.
The change of the M (i) and the S (i) is as explained in the process flow. Therefore, excluding the initial transmission operation, the explanation of the setting operation for the mode data M (i) and S
(i) will be omitted hereinafter. For the ABC211 flight, "i" is 0004, so that the respective mode data for the flight are shown in the M (4) and the S (4), respectively.

First, the operation of the server (FD) will be explained.
When a fact that all items (1) through (11) shown in FIG. 10 is checked, the M (4) and the S (4) are each set at "1".
(Step 2) When the region 2.1 of FIG. 11 is dragged and dropped in the region 4.4, the menu display items at drag source and drop destination are transmitted from the mouse input processing part 12 to the menu designation detection part 132 of the application start processing part 13. The menu designation detection part 132 checks the values of the transmission mode data M (4) and the strip mode data S (4) against the data in the air operation slip transmission check data storage part 33 according to the check flow stored in the air operation slip transmission check data storage part 33. If there is a transmission not permitted in the check according to the flow, the drag/drop operation is neglected, and the following process is not performed.
In this embodiment, the transmission source is the FD own control seat, and the M (4) is "1", so that the value "1" corresponding to the value "1" of the M (4) of FIG. 9B is coincident with the current M (4) value, and the value "2" corresponding to the value "1"
of the M (4) of FIG. 9A is coincident with the value "2" of the value of the control seat number at trans-mission operation destination, whereby the transmission operation is permitted and the transmission processing is performed.
Whether the drag/drop operation is permitted or neglected, the drag detection part 125 transmits the operation end to the mouse cursor display control part 127. For this reason, the display of the D & D icon disappears from the screen by being transmitted from the menu designation detection part 132 to the mouse cursor display control part 127.
When a fact that the control seat numbers at transmission destination and the current air operation slip management data are complete is confirmed and the transmission operation is approved, the menu items at drag source and drop destination are stored in the drag source/drop destination item storage part 133, and the information is transmitted through the processing discrimination part 134 to the air operation slip management update part 19.
The transmission processing operation at the FD
server A and the CD client B1 will be explained hereinafter .
The air operation slip management update part 19 of the FD server A sends the FD data contents of the ABC211 flight having the computer number 0004 together with the mode data through the communication processing part 36 to the control seat of the CD client Bl. The CD client $1 receives the data through the communication processing part 36, in which the air operation slip management update part 19 writes the data into the air operation slip management data storage region 382, and erases the index data for the ABC211 flight at the FD.
When the processing is completed, the transmission mode data M (4) is updated to "2", and the updated mode data and the normally ended write update are transmitted through the communication processing part 36 to the server A.
(Step 3) The CD client B1 requests the air operation slip display data creation part 164 of the display data creation part 16 to display the CD data in the region 2.1 of FIG. 9B, and at the same time, erases the FD
index data displayed in the region 3.
In FIG. 12, only the transmission results are displayed, while no FD index is displayed. The CD
display shows the display screen not immediately after the transmission, but after the information is registered at the regions 2.2 and 2.3.
In the server A which has received the updated mode data and the normal end of write update from the CD client Bl through the communication processing part 36, the air operation slip management information update part 19 writes the FD data contents of the ABC211 flight having the computer number 0004 in the FD
air operation slip management data storage part 38 into the CD air operation slip management data storage region 382, erases the FD data in the FD air operation slip management data storage region 381, and updates the mode data according to the received data. The display data creation part 16 erases the display of the FD data displayed in the region 2.1 of FIG. 11, and displays the data in the region 4.4 of the CD index display region.
Further, the FD server A sends the transmission completion data of the ABC211 flight having the computer number 0004 from the FD to the CD, the index data and the mode data through the communication processing part 36 to the GC, LC clients B2, B3. When received the updated mode data and the transmission completion data from the FD to the CD from the server A, the air operation slip management information update part 19 of the GC, LC clients B2, B3 writes the trans-mission data contents of the ABC211 flight having the computer number 0004 in the air operation slip manage-ment data storage part 38 into the CD, erases the FD
data, and updates the mode data according to the received data. At this point, the GC client B2 displays the information transmitted through the display data creation part 16 to the CD index of FIG. 13.

Ca2167516 The operation in a case where the above-mentioned transmission processing progress is shown visually at the transmission destination will be explained hereinafter.
When the server A detects the drag operation start from the FD air operation slip index display region (the region 2 of FIG. 11) by the mouse middle button 112, and detects also a fact that the drag operation enters a specified range of the FD air operation slip management data display region 2 (for example, one-fourth of the region on the right side) adjacent to the CD air operation slip index display region 4, the server A sends both the drag start from the FD air operation slip management data display region 2 to the CD air operation slip index display region 4 and the mouse coordinate to the CD client B1.
In the CD client B1 having received the informa-tion, the receiving information is transmitted from the communication processing part 36 to the display data creation part 16. At this point, the drag display data creation part 167 displays the drag status in a visual display form (which is called "transmission icon") shown at 10 of FIG. 16. In this case, the display position is determined by the mapping processing of proportionally distributing a specified range of the FD
index display region (for example, three-fourths, or entire of the region) adjacent to the CD air operation CA2'167516 _ ~7 _ slip management data display region 2 in the longitudinal/lateral direction.
When in the server A, the drag is transferred to the CD index display region 4, the drag operation is transmitted though the communication processing part 36 to the CD client B1 in a similar manner. At this point, in the CD client B1, the transmission icon is transferred by the drag display data creation part 167 to the CD air operation slip management data display region 2 shown in FIG. 12. With respect to the lateral direction of the screen, by mapping it on the corre-sponding information position (the position of the region for displaying flight name such as the ABC211), the transmission icon is displayed. The processing after the drop operation is the same as the above-mentioned one.
Then, the operation in the CD client B1 at the next step will be explained.
(Step 4) When a voice "5-minutes before start, Destination Chitose, flight level 390, gate 4" is received through the voice input part 27 of FIG. 3 from the pilot of the ABC211 flight, the receiving voice is stored in the voice input data storage part 28. Then, the voice is converted by the voice recognition part 29 to a text divided into single words by a space, and then stored in the receiving message storage part 30. At this _ 48 _ CA2167516 point, the receiving message storage part 30 requests the.receiving message, index list display data creation part 162 of the receiving content display data creation part 16 to create the receiving data index list display.
The receiving message index list display data creation part 162 reads the receiving data stored in the receiving message data storage part 30, and displays the leading part of the receiving message together with the sending source information in the region 9 of FIG. 11.
Now, when the region 9.1 or 9.2 of FIG. 12 is clicked by the mouse left button 111, a fact that the receiving data index items at the destination shown in the region 9.1 has been specified by the mouse input processing part 12 and the application start processing part 13 is discriminated. This causes the receiving message data creation part 163 to be activated, and the data in the receiving message data storage part 30 to be displayed in the reply/communication message display region 8.1 of FIG. 12.
(Step 5) When the voice response "ABC211 clear to Chitose SNE <>SNE V11, flight level 390" of the CD controller 2~ to the voice from the pilot is inputted through the voice input part 27, the inputted voice is stored in the voice input data storage part 28 in a similar manner, converted by the voice recognition part 29 to a text divided into single words by a space, and then stored in the receiving message storage part 30.
(Step 6) The text having recognized the voice from the pilot is called the text A; and the text having recognized the response voice of the CD controller is called the text B. The message recognition part 35 interprets them as meaningful information in units as shown below.
Text A:
(1) 5 minutes before start (Control request from pilot 5 minutes before engine start) (2) Destination Chitose (Destination is Chitose) (3) flight level 390 (Flight level is 3900 feet) (4) gate 4 (Parking spot number is 4) Text B:
(1) ABC211 (Flight name to be controlled) (2) clear to Chitose (Control up to destination Chitose) (3) SNE <>SNE V11 (Route information) (4) flight level 390 (Flight level is 3900 feet) The response results of the text B to the text A
are sent as the above-mentioned interpretation results to the air operation slip management information update part 19. The air operation slip management information update part 19 identifies a fact that the results are the voice response information on the air operation slip information in the region 2.1 of FIG. 12 to be currently controlled by the CD, from the corresponding relation between the contents of the texts A, B and the CD air operation slip management data storage region 382. Also, the part 19 identifies the spot number of the text A (4), which is currently not registered at the CD air operation slip management data storage region 382, as additional information. The additional information is stored in the CD air operation slip management data storage region 382; and the strip mode data S (4) is updated to "2", and "4" as the spot number 2.5 is displayed through the display data creation part 16 in the region 2.1 of FIG. 12.
At the same time, the ABC211 flight air operation slip data to which the spot number is added and the mode data are sent through the communication processing part 36 to the sever A.
Then, the operation in the server (FD) A and the other clients B2, B3 will be explained.
The server A, when receiving through the communi-cation processing part 36 the ABC211 flight air opera-tion slip data to which the spot number is added and the mode data, sends the receiving data to the air operation slip management information update part 19, in which the CD air operation slip management data storage region 382 and the mode data 43 are updated.

- 51 _ CA2167516 Further, the server A sends the mode data through the communication processing part 36 to the GC, LC
clients B2, H3. On the other hand, the GC, LC clients B2, B3 update the mode data at their own control seats.
(Step 7) In the direction reverse to and with the same operation as step 2, the transmission processing from the CD seat to the FD seat is performed.
The operation in the subsequent server (FD) A will be explained.
(Step 8) With the same operation as step 3, the strip display of the transmitted ABC211 flight is performed.
(Step 9) While pressing the mouse middle button 112 of FIG. 2 at the position of the ABC211 flight in the region 2.1 of FIG. 11 at which the mouse cursor is positioned, dragging the mouse up to and dropping at the ACC in the region 7.2 indicating the sending destination causes the menu designation detection part 132 of the application start processing part 13 to judge the drag operation as the sending of the air operation slip management data, from the mouse input processing part 12, and store the data on the ABC211 as drag source in the drag source/drop destination item storage part 133 with the ACC taken as the drop destination.

The processing discrimination part 134 reads the ABC211 flight air operation slip data from the FD
region 381 of the air operation slip management data storage part 38, sends the data to the sending data creation part 17, and stores the sending data in the sending data storage part 25. The stored sending data are converted to the display data by the sending display data creation part 161 of the display data creation part 16, and displayed through the display processing part 14 in the reply/communication message display region 8.1 of FIG. 11.
Now, when the region 8.2 indicating the sending start button is clicked by the mouse left button 111, the clicked coordinate information is sent through the click detection part 126 of the mouse input processing part 12 to the click item detection part of the appli-cation start processing part 13, and then the informa-tion that the sending start button has been clicked is sent to the processing discrimination part 134.
The processing discrimination part 134 checks to see that the information is the sending start instruction immediately after the sending source/sending destination information is sent to the sending data creation part 17, and activates the start of the sending to the sending processing part 18. The sending processing part 18 transmits the data stored in the sending data storage part 25 to a specified ACC.

'~ CA2167516 (step lo) When the text massage receive part 31 receives a reply message "ABC211 is cleared to Chitose Airport, Flight planned Route, Maintain Flight Level 370, Departure Frequency 126 decimal 0, Squawk 5301" from the ACC, the receiving message is stored in the receiving message storage part 30. At this point, the receiving message storage part 30 requests the receiving message index list display data creation part 162 of the display data creation part 16 to create the receiving contents as the receiving data index list display signals .
The receiving message index list display data creation part 162 reads the receiving data in the receiving message storage part 30, and displays the leading part of the receiving message together with the sending source of region 9.2 in the region 9.1 of FIG. 11. The regions 9.1 and 9.2 show one example of displaying the leading part of the receiving message and the sending source.
Now, when the region 9.1 or 9.2 of the FIG. 11 is clicked by the left button 111 of the mouse 11, a fact that the receiving data index items from the sending source displayed in the region 9.1 have been specified by the mouse input processing part 12 and the applica-tion start processing part 13 is discriminated, and thus the receiving message data creation part 163 is r'~"

activated. The receiving message data creation part 163 displays the corresponding data from the receiving message storage part 30 in the reply/communication message display region 8.1 of FIG. 11. The region 8.1 of FIG. 11 is one display example of receiving message data.
(Step 11) When the receiving message from the ACC is displayed in the region 8.1 of FIG. 11, the data in the receiving message storage part 30 are interpreted in the same manner as step 6. At this point, the air operation slip management information update part 19 detects a fact that the flight level 390 as the sending contents to the ACC has been changed to the flight level 370. The changed contents are written into the FD air operation slip management data storage region 381. The control approval contents are sent to the air operation slip display data creation part 164 of the display data creation part 16, whereby the changed information "FPR M370" of the flight level information is displayed in the half-tone dot meshing form at the position indicated in the region 2.1.1 of the air operation slip display region 2.1 for the ABC211 flight. At this point, the air operation slip management information update part 19 updates the strip mode S (4) to "3".

- 55 - 0,42167516 (Step 12) With the same operation as step 2, the transmission processing from the FD seat to the CD seat is performed.
The operation in the subsequent CD client Bl will be explained.
(Step 13) With the same operation as step 3, the strip display of the transmitted ABC211 flight is performed.
(Step 14) With the same operation as step 4, the voice message "Ready to start engines" is received from the pilot.
(Steps 15, 16) With the same operation as step 5, the confirmation response voice message and the control approval voice message "Roger, Clear to Chitose Airport, Flight planned Route, Maintain Flight Level 370, Departure Frequency 126 decimal 0, Squawk 5301" is transmitted from the CD to the pilot.
(Step 17) The current time of day is read from the timer 47;
and the time of day of control transmission approval as the time of the part in minutes is displayed in the region 2.6 of FIG. 12 with the same operation as step 6, and recorded in the CD air operation slip management data storage region 382.

d'r'"~

(Step 18) With the same operation as step 2, the transmission processing from the CD seat to the GC seat is performed.
The operation in the subsequent GC client B2 will be explained.
{Step 19) With the same operation as step 3, the strip display of the transmitted ABC211 flight is performed.
(Step 20) With the same operation as step 4, the voice message "Request Push back Gate 4" is received from the pilot. The regions 9.1, 9.2 of FIG. 13 show a display example of the leading part of the receiving message and the sending source.
(Step 21) With the same operation as step 5, the confirmation response voice message is transmitted from the CD to the pilot.
(Step 22) With the same operation as step 4, the voice message "Request Taxi" is received from the pilot.
(Step 23) While pressing the mouse middle button 112 of FIG. 3 at the position of the ABC211 flight in the region 2.l of FIG.rl3 at which the mouse cursor is positioned, dragging the mouse up to and dropping at the assistant in the region 7.3 indicating the sending destination causes the menu designation detection part 132 of the application start processing part 13 to judge the output of the mouse input processing part 12 as the assistant request of system assistant processing. This causes both the data on the ABC211 at the drag source and the data that drop destination is the assistant to be stored in the drag source/drop destination item storage part 133.
The processing discrimination part 134 requests the inference processing part 20 to infer the taxiway route of the ABC211 flight.
(Step 24) The inference processing part 20 reads the air operation slip management data of the ABC211 flight requested from the GC air operation slip management data storage region 383, and further, performs the inference processing on the basis of both the current sircraft/vehicle position data and the airport map model data sent from the air operation simulation part 42, and the knowledge data on the taxiway routing according to the air operation status of other aircrafts stored in the air operation knowledge storage part 45, and sends the inference results "Runway 17, taxi via P4, W2" to the inference result display data creation part 166 of the display data creation part 16.
This causes the inference results to be displayed through the display processing part 14 in the t reply/communication message display region 8.1 of FIG. 13.
(Step 25) When the region 7.1 (pilot) indicating destination of FIG. 13 is clicked by the mouse left button 111, and the sending start button 8.2 is clicked by the left button 111, the coordinate information of the click is sent through the click detection part 126 of the mouse input processing part 12 to the click operation item detection part of the application start processing part 13. Now, when a fact that the sending start button has been clicked is detected, the detection results are sent to the processing discrimination part 134.
The processing discrimination part 134 sends inference results to the sending data creation part 17, and activates the sending processing part 18 to perform the voice sending start to the pilot. The sending processing part 18 sends the data stored in the sending data storage part 25 to the voice synthesis part 34, which converts the data to a voice and transmits the inference results to the pilot.
(Step 26) With the same operation as step 6, the direction angle of the runways in the region 2.4 of FIG. 13 is displayed from the inference results, and recorded in the GC air operation slip management data storage region 383.

~~~lb~5lb (Step 27) With the same operation as step 2, the transmission processing from the GC seat to the LC seat is performed.
The operation in the subsequent LC client 83 will be explained.
(Step 28) With the same operation as step 3, the strip display of the transmitted ABC211 flight is performed.
(Step 29) With the same operation as step 4, the voice message "Ready for Take off " is received from the pilot.
(Step 30) With the same operation as step 5, the voice response message "Taxi into position and hold" is transmitted from the LC to the pilot.
(Step 31) With the mouse cursor positioned at the position of the A.BC211 flight in the region 2.1 of FIG. 14, while pressing and dragging the mouse middle button 112 of FIG. 3, moving up to and dropping at the, IFR
indicated in the sending destination region 7.2 causes the menu designation detection part 132 of the application start processing part 13 to judge the drag operation as the sending of the air operation slip management data, from the processing results from the mouse input processing part 12. This causes both the data on the ABC211 at the drag source and the data to the effect that drop destination is the IFR to be stored in the drag source/drop destination item storage part 133.
The processing discrimination part 134 sends the air operation slip management data of the ABC211 flight to. the sending data creation part 17, and stores the sending data in the sending data storage part 25. The stored sending data are converted to the display data by the sending display data creation part 161 of the display data creation part 16, and displayed through the display processing part 14 in the reply/
communication message display region 8:1 of FIG. 14.
Now, when the region 8.2 is clicked by the mouse left button 111, the clicked coordinate information is sent through the click detection part 126 of the mouse input processing part 12 to the click item detection part of the application start processing part 13, and then the information that the sending start button has been clicked is sent to the processing discrimination part 134.
The processing discrimination part 134 checks to see that the information is the sending start instruc-tion immediately after the sending source/sending destination information is sent to the sending data creation part 17, and activates the start of the sending to the sending processing part 18. The sending processing part 18 transmits the data stored in the sending data storage part 25 to a specified IRF.
(Step 32) When the text massage receive part 31 receives a reply message of takeoff permission "ABC211 is approved" from the IFR, the receiving message is stored in the receiving message storage part 30. At this point, the receiving message storage part 30 requests the receiving message index list display data creation part 162 of the display data creation part 16 to create the receiving data index list display signals.
The receiving message index list display data creation part 162 reads the receiving data in the receiving message storage part 30, and displays the leading part of the receiving message together with the sending source of region 9.2 in the region 9.1 of FIG. 14.
Now, when the region 9.1 or 9.2 of the FIG. 14 is clicked by the mouse left button 111, a fact that the receiving data index items in the region 9.1 have been specified by the mouse input processing part 12 and the application start processing part 13 is discriminated.
When this causes the receiving message data creation part 163 to be activated, the corresponding data are read from the receiving message storage part 30, and displayed in the reply/communication message display region 8.1 of FIG. 14. The region 8.1 of FIG. 14 is one display example of receiving message data.
(Step 33) With the same operation as step 5, the voice response message "Roger, Cleared for Take off" is transmitted from the LC to the pilot.
(Step 34) When the air operation slip management information update part 19 receives the information on the time of day of takeoff from the air operation simulation part 42 having received information from the aircraft/vehicle position detection part 39, with the same operation as the spot number at step 6, the information on the time of day of takeoff in minutes is displayed in the takeoff time display position 2.2 of FIG. 14, and recorded in the LC air operation slip management data storage part 38.
(Step 35) With the same operation as step 2, the transmission processing from the LC seat to the FD seat is performed.
The operation in the subsequent FD server A will be explained.
(Step 36) With the same operation as step 3, the strip display of the transmitted ABC211 flight is performed.
At this point, the strip is identified as the data that takeoff has been completed, so that the strip is displayed inversely.

(Steps 37, 38) When a fact that the data of the ABC211 flight thus displayed inversely have been dragged up to and dropped at the completion box displayed in the lower part of the planned list display region of FIG. 11 is detected through the mouse input processing part 12 and the application start processing part 13 by the same operation procedure as step 6, the air operation slip management information update part 19 transfers the information to the completion data storage part 44.
This causes the strip display of the ABC211 flight to disappear from the display screen at the FD seat.
Therefore, according to the configuration of the above-mentioned embodiment, performing the above-mentioned processing allows the load on controllers in status understanding and decision, and in operation and feedback to personnel concerned to be reduced so as to make more accurate and prompt instructions possible, as well as the understanding between the pilot and the controllers to be transmitted not only in an audile nnanner but also in a visual manner.
Another embodiment in connection with the present invention will be explained hereinafter.
FIG. 17 shows an example displayed in a file holder form as another embodiment of the air operation slip management information of the present invention.
In the display form, all information cannot be f' displayed, so that in the window at the seat to be controlled, the air operation slip management data display regions 2.3 through 2.6 other than the concerned air operation slip management data display regions 2.1, 2.2 display the first one line as a tag.
In this case, clicking the tag causes all information of the specified air operation slip management data to be shown.
FIG. 18 shows a window display screen permitting overlap as another embodiment of the display form for the air operation slip management data of the present invention, which shows the computer terminal display screen for one GC in the control system having two GCs, for the 360-degree control.
In FIG: 18, reference code 1 designates a window for displaying the air operation slip management data for the GC to be controlled. Reference code 2 designates a window for displaying the air operation slip management data for the other GC. Reference code 3 designates a window for displaying the air operation slip management data index for the CD as the source control seat from which the control is transmitted to the GC. Reference code 4 designates a window for displaying the air operation slip management data index for the LC as the destination control seat to which the control is transmitted.
At the GC terminal, moving the mouse cursor 5 of the mouse 11 to an item, for example, the flight name and the like shown in the region of the GC window, and pressing the mouse middle button 112 causes the D & D
icon 6 for moving to be displayed at the cursor position.
While pressing the middle button 112, moving the D & D icon 6 up to and releasing it at the empty item in the region 4.4 of the LC window causes the air operation slip management data in the region 1.1 at the GC to be transmitted to the LC, the air operation slip management data in the region 1.1 of the GC window to disappear, and the index of the air operation slip management data to be displayed in the region 4.4 of the LC window.
Although in the above-mentioned embodiments, the air operation slip management data transmitted have been checked for the maintenance and destination of the transmitted information, and transmitted automatically by only the decision and operation of the controller at the transmission source, there may be used a means for adding the information to existing air operation slip management data through the confirmation operation at the transmission destination. At this point, the transmission destination may have a means~for selecting either the rejection or the reservation of the transmission, other than the approval for acceptance by the controller at the transmission destination.

When the rejection is selected, the control information remains at the transmission source, so that the system returns to a status before transmission:
When the reservation is selected, the control informa-tion is reserved in another control form at the transmission source or the transmission destination, whereby a further operation may be performed at the transmission source or the transmission destination.
At this point, the transmission source may have a means for performing an action to the transmission destination such as the operation for changing over the transmission to another control seat, or the request for and inquiry about transmission acceptance.
The transmission destination may have a means for performing a corresponding operation such as the acceptance, rejection and reservation continuation of the transmission information whose reservation has been selected, as required. Further, the transmission destination may have a means for specifying the position of the air operation slip to be additionally transmitted.
Although in the above-mentioned embodiments, the air operation slip management data transmitted have been checked for the maintenance and destination of the transmitted information, and when the control data have been lacking, lacking data items have been displayed and the system has returned to the display before ~, - 6~ - CA2167516 operation by a confirmation operation, the transmission processing maybe performed by the confirmation operation with lacking data displayed, or the transmission processing may be performed without the confirmation operation to display lacking data items in the air operation slip management data display region so that a fact that items are lacking can be identified. At this point, where the confirmation operation is performed, as with the above, the transmission destination may have a means for selecting either the rejection or the reservation of the transmission, other than the approval for acceptance at the transmission destination.
Although in the above-mentioned embodiments, the strips of respective air operation slips to be controlled have been displayed by the number of strips in a range capable of being displayed on the screen, and other air operation slip management data have been displayed by scrolling operation, there may be used a means for displaying part or all of the air operation slip management data as the index information and a means for specifying the air operation slip management data from the index. At this point, where all the index information cannot be displayed, there may be 25. used a means for observing the remaining index information by scroll operation.
Although in the above-mentioned embodiments, the air operation slip management information for managing transmission sources, applicable control seats and transmission destination have been displayed as the list menu or index, there may be used a means for displaying part of the information by icons or graphics as transmission source control seats, applicable control seats and transmission destination control seats rather than the aggregation of individual air operation slip management informations, and for specifying the management information transmission destination by icons or graphics to perform the transmission from the air operation slip management data list concerned.
At this point, there may be used a means for displaying the contents of the air operation slip management data at a control seat displayed as icons or graphics according to an operation such as the one of clicking icons or graphics by a pointing device, thereby allowing the contents to be referred to, and as with the above-mentioned embodiments, the transmission operation to be performed by the drag & drop operation.
Although in the above-mentioned embodiments, the transmission processing has been performed by the drag & drop operation, there may be used a means for specifying the transmission source or the transmission destination in a manner to click individually the air operation slip management data to be controlled and the CA2i b7~1 b air operation slip management data at the transmission destination. Where the transmission destination is specified, the designation of the transmission destination may be omitted.
Although in the above-mentioned embodiments, when the air operation slip management data have been transmitted, aircraft flight names have been displayed as icons as a means for indicating clearly and visually the operation process of moving the control information from a transmission source control seat to a transmis-sion destination control seat at the control seat at the transmission destination, the means may be any one capable of indicating clearly a fact that the transmission operation is performed for their own control seats.
Although in the above-mentioned embodiments, the specifying of the transmission information and the transmission destination, and the moving of the air operation slip management data have been performed by the mouse operation, the operation may be performed by any means such as a touch panel, a track ball and a pen interface capable of being utilized as a pointing device. An operation such as the cursor moving through keyboard may be used combinedly with such means.
Although in the above-mentioned embodiments, when the moving route designation by a pointing device has been performed, the leading information of the air t _ ~o _ operation slip management data has been used as a drag icon, the information may be all or part of the air operation slip management data to be controlled, or symbolic icons, graphics, character information or code information representing the transmission.
Although in the above-mentioned embodiments, the sending information has been dragged up to and dropped at the sending destination, the instruction input items of the sending start instructions have been displayed at a timing at which the sending data have been displayed in the communication message display region, and the instruction of sending start has been inputted to cause the sending to be started, the sending may be started at a timing at which the sending information is dragged up to and dropped at the.sending destination, or a timing at which the sending information is displayed in the communication message display region.
Further, there may be used a means for starting, stopping or reserving the sending through a means for checking to see whether the sending may be performed at this point.
Although in the above-mentioned embodiments, an operation of indicating clearly a fact that the information is under sending or receiving has_not been performed, there may be used a display means for identifying/indicating clearly and visually a fact that the information is being sending or receiving so that ''' ~A2 ~ 675 ~ ~
- ~1 -users can understand easily a current communication status.
Although in the above-mentioned embodiments, the information has been communicated through the text information communication between the ACC and the IFR
by the use of a voice communication through a speaking between the .control seats and the pilot, part or all of the information may be transmitted by either of speaking voice, voice synthesis, text communication, and multimedia communication including the mutual transmission between control seats.
Although in the above-mentioned embodiments, the same display region has been used as the sending message display region, the receiving message display region, and the sending message input region, all or part thereof may be positioned in another region.
Although in the above-mentioned embodiments, controllers have performed the transmission of instructions to and the response to aircraft pilots by speaking therewith directly, the transmission may be performed by voice synthesis or text information sending by the use of a means for inputting as text and a means for selecting or changing a fixed message list previously prepared in the system to send the message to the sending destination.
Although in the above-mentioned embodiments, as shown in the region 2.1.1 of FIG. 11, a fact that the a"""~'t flight level information from the air operation plan had been changed by the instruction from the ACC has been displayed in the air operation slip management data display region, the information in the air operation slip management data display region after being changed may be highlighted in a form such as half-tone dot meshing form, or the flight level information from the air operation plan may be displayed with red double lines, or the information before the change of the air operation slip management information, the information indicating canceling thereof, and the information after change may be simultaneously displayed to indicate clearly the modification.
Although in the above-mentioned embodiments, the airport layout, aircraft flight names, the discrimination between departure flight and arrival flight, and positions at intervals of a specified time have been displayed in the window of FIGS. 11 through 14, a dynamic~operation status of and supplemental information on aircrafts and vehicles, such as the movement and positions of objects running in the airport including vehicles for performing the push/back of aircrafts according to the contents of the air operation slip management data and of the response/
confirmation message to personnel concerned with control and pilots may be added thereto so as to be displayed in the airport map display region 1.
There may be used a means for adding, for example, an expression of a jetting status and identification information such as color to a status of the motion and running during parking, before/after engine starting, during push/back operation, during taxiing on taxiway, during taxiing on runway, and during taking off of aircrafts, as well as during parking, and during push/back operation, of vehicles so as to display them in the airport map information display region 1.
Although in the above-mentioned embodiments, a sensor device for detecting positional coordinates of aircrafts and vehicles has been used to detect the positions thereof and display aircraft running positions, there may be used a means for displaying aircrafts and vehicles in the airport map information display region 1 as with the embodiment, or identifying and displaying a running state and an operating state of aircrafts and vehicles, while simulating or predicting a positions, a running state and an operating state thereof, by the use of the air operation slip management information and the communication information such as the contents of the response/confirmation message to personnel concerned with control and pilots without using a position detecting means. In a special case of the above, there may be used a means for indicating clearly the direction of aircrafts and vehicles as icon or CG
(computer graphics) information.
Although the above-mentioned embodiments have been examples of displaying a specified airport map range, there may be used a selection means for changing over a display range, the degree of detail of display informa-tion, a display size and the like, or a means for allowing the range to be specified or changed continuously.
Further, there may be used a means for specifying a range concerned in an airport map, and displaying simultaneously the range in another display region or a display region such as a window having an overlap by a plurality of kinds of display fashions or ranges.
Also, there may be used a means for changing the region, frame or display fashion indicating the range concerned of a specified airport map to another region to display. Alternatively, there may be used a means for changing over the display range or display size in the airport map display region to the display of an aircraft to be currently controlled or to the display of a range in a specified range with the aircraft as a center.
Although in the above-mentioned embodiments, the information associated with aircrafts such as aircraft flight names and model names, and the information such as model numbers~have been displayed as the character h _ ~5 _ CA2167516 information, and the aircrafts themselves have been displayed with icons having the same graphics, in addition to the above, there may be used a means for identifying various status as the pattern information by the use of the information associated with aircrafts such as aircraft flight names and model names, the code information expressing typically model numbers and the like, and different graphics (including icons), instead of part of the information on aircrafts and vehicles,' or the information used in the embodiments. Also, the status may be expressed with only character information without using the pattern information.
Although in the above-mentioned embodiments, the control seats FD, CD, GC, LC have corresponded to the other terminals, the function of all or part of a plurality of control seats may be concentrated on the same terminal, and there may be used a means for changing the share of the roles thereof as required.
Further, without being limited to four control seats, the number of the control seats may be changed as required, and any form having equal functional shares may be used.
Also, a plurality of terminals having the same control seat function may be used. There may be used a means for changing the terminals which are controlled and used as the air operation slip management according to a status such as crowded control condition, among CA~i~75~~

a plurality of control seat terminals.
Although the above-mentioned embodiments have shown a case where the air operation slip management information has been displayed on the screen in a form simulating the air operation slip (strip) itself used currently as a slip, any form capable of handling and expressing the information on air operation slips may be used.
Although in the above-mentioned embodiments, the inference about aircraft taxiing routes has been performed, in addition to an optimum guide route presentation, there may be performed flight plan confirmation and the like, the check for an adequacy of the response/confirmation items to the request from pilots on the basis of the progress status of the takeoff/landing preparation including current aircraft and vehicle positions, as well as an inference about part or all of instructions to pilots.
Although in the above-mentioned embodiments, the server has been assigned the FD, and the other three clients have been assigned the CD, the GC, the LC, four or a .plurality of terminals may have a means for changing over the function of control seats or of server/client.
Further, there may be used a means for providing all control seats with the same function and allowing them to be mutually communicated in a distributed - ~~ _ form, even in a form having a dedicated server so as to perform independently control support processing. At this point, even when one seat performs the role as a server, if a state such as a trouble is detected, the server may be changed over by manual operation or automatically.
Although in the above-mentioned embodiments, as a method of displaying visually the progress of the drag & drop (D & D) operation for the air operation slip information transmission, the method of transmitting the D & D information through the server has been used, any method of performing efficiently the communication such as a means of communicating directly with control seats may be used.
Although in the above-mentioned embodiments, even a function other than the D & D has performed the communication through the server, there may be used a means for determining the communication path for part or all of information by a direct or dynamic judging processing without passing through the server.
Although in the above-mentioned embodiments, a case where the air operation slip management data of own control seats had been mutually specified by the drag & drop operation has been neglected, there may be used an arrangement change processing means for judging the case as an arrangement change and inserting the air operation slip management data at the drag source into ~A2167516 a position after or before the drag destination. Also, there may be used a means for performing the arrangement change by an operation procedure different from the above.
Although the above-mentioned embodiments have been in a form of LAN connection of FIG. 1, the form may be of a star type and the like with the server as a center. Also, the LAN may be configured by a plurality of circuits in a double systems to overcome any down.
Industrial Applicability It will be appreciated that various modifications are possible within a spot not changing the subject matter of the present invention.
Industrial Applicability As described above, a user interface unit for .an airport air operation slip management system in connection with the present invention is useful such that it can reduce the load on controllers in status understanding and decision, and in operation and feedback to personnel concerned so as to make more accurate and prompt instructions possible, and can transmit the understanding between the pilot and the controllers not only in an audile manner but also in a visual manner.
Particularly, in the present invention, through the interaction with assigned computer terminal screens, controllers perform mutually the transmission _ 79 _ of air operation slip management data by using a communication system similar to the electronic male system, in the same format as conventional air operation slips or in a modified format depending to purposes and status. For example, from the knowledge base on the monitoring results by conventional visual observation and by visual confirmation with radar screen and from the knowledge base on the status and air operation of aircrafts in the airport on the screen, the computer infers the next air operation instruction candidate for an aircraft to be controlled and presents automatically the candidate to controllers, whereby a load on the judgment of controllers can be reduced.
While referring to the status of aircrafts in the airport and the status of processing by other controllers on the same screen, each controller specifies the transmission destination of appropriate air operation slips to perform the transmission, thereby supporting the controller to make the control operation more efficient.
Messages from the inquiry destination by pilots and the like, and the speaking contents by controllers are converted by a voice recognition technique to text information, whereby part of the information required for the control is automatically identified. On the basis of the information, the contents of the air - eo -operation slip management data are automatically changed through the confirmation by controllers. The feedback of information to other controllers and pilots is performed in either of or both voice and text display forms by the use of the air operation information defined at each control step and of usually-used fixed transmission messages. This allows the load on controllers to be further reduced.

It will be understood that the user interface unit can comprise information processing means having a knowledge storage means for storing prior knowledge data to perform an inference in regard to an optimum guide route presentation and a flight plan confirmation when the check for an adequacy of the response/confirmation items to the request from pilots, and the advice request of sending messages to pilots are instructed from the instruction input devices and an inference processing means for fetching applicable knowledge data from the knowledge storage means according to the advice request instruction and inferring on the basis of the data; and the information output means includes an inference result display means for displaying inference results by the inference processing means.
The information output means can also comprise an alarm message display means for checking to see that the information items of the transmitted air operation strip management information accepted at the transmission destination are complete, and if a fact that the items are not accepted is instructed through said instruction input, devices, displaying incomplete information items on the control seat at the transmission source, and at the same time, displaying an alarm message.
The information obtaining and managing means can further include a position detection sensor for detecting the positional coordinates of aircrafts and vehicles on said airport map.

Claims (13)

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. An airport air operation strip management system for supporting taking off control services of a plurality of air control service staff members who carry out taking off control services in an airport, comprising:
a plurality of control seat terminal devices provided for respective control seats of said plurality of control service staff members, each including an instruction input device for inputting an information request instruction for requesting information regarding an arbitrary aircraft to be controlled and an information transfer instruction for transferring to another control seat terminal device information of an aircraft for which a control service is completed, and an information display device for displaying information regarding said aircraft to be controlled, the information including a spot number at which the aircraft is located and a runway number along which the aircraft is to take off, the spot number being included in a message transmitted from a pilot of the aircraft;
information obtaining and managing means for obtaining necessary information for the control services of said plurality of control service staff members, one after another, for each aircraft to be controlled, so as to form a database of information regarding each aircraft to be controlled, the database including knowledge data on optimum push back route, taxi route, and runway number;

time schedule management means for managing a time schedule for each aircraft to be controlled;
information processing means for reading out necessary information of corresponding aircraft to be controlled, from the information obtaining and managing means on the basis of the time schedule managed by said time schedule management means, and for reading out the information of a designated aircraft when there is an information request instruction or an information transfer instruction from any one of said plurality of instruction input devices, so as to edit the information in a predetermined format to produce a control service strip information;
information output means for outputting the control service strip information on the basis of the time schedule obtained by said information processing means, to information display devices of associated ones of said plurality of control service terminal devices, outputting the control services strip information on the basis of the information requesting instruction to the information display device of the control seat terminal device via which that information request instruction was input, and outputting control service strip information on the basis of the information transfer instruction to the information display device of a designated control seat terminal device, and deleting the control service information of the corresponding aircraft to be controlled from the information display device of the control seat terminal devices from which the information transfer instruction was input;
position detecting means for detecting an aircraft position and a vehicle position within an airport;

means for determining an optimum push back route, taxi route, and runway number for taking off the aircraft based on the control service strip information, the aircraft position and the vehicle position detected by said position detecting means, and the knowledge data stored in said database;
means for displaying the optimum push back route, taxi route, and runway number determined by said determining means in an airport map in which the aircraft position and the vehicle position are indicated; and means for displaying a message which is communicated between the pilot and the air control service staff members.

2. The user interface unit as set forth in claim 1, wherein said information output means comprises:
an index display means for displaying at least part of the air operation strip management information in an index form; and wherein when one of the air operation strip management information in the information displayed in said index form is specified via said instruction input devices as the transmission information, said information processing means have an information transmission means for transmitting the specified air operation strip management information.

3. The user interface unit as set forth in any one of claims 1 to 2, wherein when the air operation strip management information is transmitted by said information processing means, said information output means further has an operation path display means for displaying visually the operation path through which the air operation strip management information is moved from the control seat at transmission source to the control seat at transmission destination, at the control seat at transmission destination.

4. The user interface unit as set forth in any one of claims 1 to 3, wherein said information output means further has an alarm message display means for checking to see that the information items of the transmitted air operation strip management information accepted at the transmission destination are complete, and if a fact that the items are not accepted is instructed through said instruction input devices, displaying incomplete information items on the control seat at the transmission source, and at the same time, displaying an alarm message.

5. The user interface unit as set forth in any one of claims 1 to 4, wherein:
said information obtaining and managing means comprise sending/receiving message acquisition means for acquiring the sending/receiving message information between aircrafts and control seats; and said information output means comprises, a message display means for displaying the sending/receiving message information between said aircrafts and control seats, an index list display means for displaying at least part of the receiving message from aircrafts in a list form, a menu display means for displaying a plurality of sending destinations in a menu form; and a sending means for sending specified message information to a specified sending destination when the index in said list is specified and the sending destination in said menu is specified by instruction input devices.

6. The user interface unit as set forth in claim 5, wherein said information output means includes a progress display means for identifying/indicating clearly and visually a fact that air operation strip management information or a message is being transmitted, sent, and received.

7. The user interface unit as set forth in any one of claims 5 to 6, wherein:
said sending/receiving message acquisition means comprise, a voice message input means for inputting the voice message from an aircraft to a control seat and the voice message from a control seat to an aircraft, a voice recognition means for recognizing the input message obtained by the means, a receiving message storage means for converting the recognition results obtained by the means to text data and storing the text data, and a message interpretation means for identifying the text data stored by said receiving message storage means and interpreting text information concerned therein; and said information processing means comprise an information update means for updating the response message to the air control service staff members, and the air operation strip management information on the basis of the text information interpreted by said message interpretation means.

8. The user interface unit a set forth in any one of claims 1 to 7, wherein said information processing means comprise:
an information management means for managing the air operation strip management information for each aircraft in a manner not to be subject simultaneously to a change from a plurality of control seats.

9. The user interface unit as set forth in any one of claims 1 to 8, wherein said information obtaining and managing means and said information processing means have at least a part of the functions thereof which are distributed to and arranged at said plurality of control seats and communicated with each other, so as to manage said air operation strip management information.

10. The user interface unit as set forth in any one of claims 1 to 9, wherein said information output means has an image display means for displaying at least part of the air operation strip management information as the image of strips and file holders for each aircraft to be controlled.

11. The user interface unit as set forth in any one of claims 1 to 10, wherein control operations of flight plan regulation, control approval transmission, airport ground control and takeoff/landing control are the subject of control by said control seats.

12. In an air operation management system, which includes means for detecting positions of aircrafts and vehicles in an airport, for controlling taking off of an aircraft, an improved user interface device comprising:
means for transferring an air operation control strip information and a right of updating the air operation control strip information to another user interface device which is also used for the air operation management system;
means for receiving from a pilot of the aircraft a voice message including a spot number at which the aircraft is located;
means for displaying a text message corresponding to the voice message received by said receiving means;
means for displaying a map of an airport;
an inference processor for obtaining a runway direction and an optimum taxiway route based on the spot number and the positions of the aircrafts and the vehicles detected by said detecting means;
means for displaying the runway direction and the optimum taxiway route; and means for adding the runway direction and the optimum taxiway route into the air operation control strip information.

13. An airport air operation strip management method for supporting taking off control services of a plurality of air control service staff members who carry out taking off control services in an airport, comprising:

providing a plurality of control seat terminal devices for respective control seats of said plurality of control service staff members, each control seat terminal device;
inputting to at least one of the control seat terminal devices an information request instruction for requesting information regarding an arbitrary aircraft to be controlled, including a spot number of the location of the aircraft to be controlled and an information transfer instruction for transferring to another control seat terminal device information of an aircraft for which a control service is completed;
receiving in response to said information request instruction the requested information, including a spot number of the location of the aircraft to be controlled;
displaying at said at least one control seat terminal device information regarding said aircraft to be controlled, the information including a spot number of the location of the aircraft to be controlled and a runway number along which the aircraft is to take off;
obtaining necessary information for the control services of said plurality of control service staff members, one after another, for each aircraft to be controlled, so as to form a database of information regarding each aircraft to be controlled, the database including knowledge data on optimum push back route, taxi route, and runway number;
managing a time schedule for each aircraft to be controlled;
reading out necessary information of corresponding aircraft to be controlled on the basis of the time schedule and reading out the information of a designated aircraft when there is an information request instruction or an information transfer instruction from any one of said plurality of instruction input devices and editing the information in a predetermined format to produce a control service strip information including the spot number and the runway number of corresponding aircraft to be controlled;
outputting the control service strip information on the basis of the time schedule to information display devices of associated ones of said plurality of control service terminal devices on the basis of the information requesting instruction to the information display device of the control seat terminal device via which that information request instruction was input, and outputting control service strip information on the basis of the information transfer instruction to the information display device of a designated control seat terminal device, and deleting the control service information of the corresponding aircraft to be controlled from the information display device of the control seat terminal devices from which the information transfer instruction was input;
detecting an aircraft position and a vehicle position within an airport;
determining an optimum push back route, taxi route, and runway number for taking off the aircraft based on the control service strip information, the detected aircraft position, the detected vehicle position, and the knowledge data stored in said database; and displaying the optimum push back route, taxi route, and runway number in an airport map in which the aircraft position and the vehicle position are indicated.