U.S. patent application number 11/811238 was filed with the patent office on 2007-11-01 for air-taxi stands, boarding bridges for air taxis, and methods of using same.
Invention is credited to John Greaves.
Application Number | 20070252037 11/811238 |
Document ID | / |
Family ID | 34794752 |
Filed Date | 2007-11-01 |
United States Patent
Application |
20070252037 |
Kind Code |
A1 |
Greaves; John |
November 1, 2007 |
Air-taxi stands, boarding bridges for air taxis, and methods of
using same
Abstract
An air-taxi stand includes a boarding bridge with an
aircraft-proximal end and an aircraft-distal end. The
aircraft-distal end includes an aircraft interface. The air-taxi
stand is configured to allow for simultaneous ground movement of an
aircraft, adjacent a concourse, including forward power-in pushing
and forward power-out pushing. A method includes the forward
power-in pushing of an aircraft, docking the aircraft, and forward
power-out pushing out of the air-taxi docking bay.
Inventors: |
Greaves; John; (Holladay,
UT) |
Correspondence
Address: |
John Greaves
4625 S. Sycamore Drive
Holladay
UT
84117
US
|
Family ID: |
34794752 |
Appl. No.: |
11/811238 |
Filed: |
June 8, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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10756648 |
Jan 12, 2004 |
7243878 |
|
|
11811238 |
Jun 8, 2007 |
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Current U.S.
Class: |
244/114R |
Current CPC
Class: |
B64F 1/30 20130101; B64F
1/00 20130101; B64F 1/305 20130101 |
Class at
Publication: |
244/114.00R |
International
Class: |
B64F 1/305 20060101
B64F001/305 |
Claims
1. An air-taxi stand comprising: a first boarding bridge including
an aircraft proximal end and an aircraft distal end; a concourse
first interface at the aircraft distal end; an aircraft second
interface at the aircraft proximal end; and wherein the air-taxi
stand is configured to allow the simultaneous ground movement of a
plurality of air-taxi aircraft adjacent a concourse, including
forward power-in and forward power-out (FPIPO).
2. The air-taxi stand of claim 1, further wherein the concourse
first interface is coupled with at least one of a concourse
external boundary, a fixed passenger tunnel, a large aircraft
passenger boarding bridge, and a regional aircraft passenger
boarding hub.
3. The air-taxi stand of claim 1, wherein the aircraft proximal end
is configurable to interface with one selected from an airfield
tarmac at ground level, an air taxi at sill height thereof, a
regional aircraft at sill height thereof, and combinations
thereof.
4. The air-taxi stand of claim 1, wherein the aircraft proximal end
and the concourse first interface are separated and coupled by a
structure selected from a lateral-articulating section, a
bascal-articulating section, a telescoping section, and
combinations thereof.
5. The air-taxi stand of claim 1, further including a subsequent
boarding bridge including: an aircraft proximal end and an aircraft
distal end; a concourse first interface at the aircraft distal end;
a subsequent aircraft second interface at the aircraft proximal
end; and wherein the air-taxi stand is configured to allow the
simultaneous and independent ground movement of a plurality of
air-taxi aircraft adjacent the concourse, including FPIPO
pushing.
6. The air-taxi stand of claim 1, wherein the air-taxi stand is
further configured to accommodate a plurality of air taxis at an
air-taxi stand docking ramp, wherein the air-taxi stand is
locatable between a concourse external boundary and adjacent
thereto, an object-free line for a large aircraft that are
substantially adjacent to the concourse external boundary.
7. The air-taxi stand of claim 1, wherein the air-taxi stand is
further configured to allow docking of at least one air taxi,
selected from nose-in toward a concourse, tail-in toward the
concourse, and a combination thereof.
8. The air-taxi stand of the claim 1, wherein the first air-taxi
boarding bridge is locatable at a corner of a concourse.
9. The air-taxi stand of claim 1, wherein the first air-taxi
boarding bridge is part of a conveyance.
10. An air-taxi stand layout comprising: a first boundary at a
concourse external boundary; a second boundary at an object-free
line (OFL); a first boarding bridge including an aircraft proximal
end and an aircraft distal end; a concourse first interface at the
aircraft distal end; an aircraft second interface at the aircraft
proximal end; wherein the aircraft proximal end and the concourse
first interface are coupled by a structure selected from a joint; a
lateral-articulating section, a bascal-articulating section, a
telescoping section, and combinations thereof; and wherein the
air-taxi stand is configured to allow the simultaneous ground
movement of a plurality of air-taxi aircraft between the concourse
external boundary and the OFL, including forward power-in and
forward power-out (FPIPO).
11. The air-taxi stand layout of claim 10, further wherein the
concourse first interface is coupled with at least one of a
concourse external boundary, a fixed passenger tunnel, a large
aircraft passenger boarding bridge, a regional aircraft passenger
boarding hub.
12. The air-taxi stand layout of claim 10, wherein the aircraft
proximal end is configurable to interface with one selected from an
airfield tarmac at ground level, an air taxi at sill height
thereof, a regional aircraft at sill height thereof, and
combinations thereof.
13. A method comprising: in a first air-taxi, forward powering into
a docking ramp; docking with or adjacent an air-taxi passenger
bridge, the air-taxi passenger bridge including: a first boarding
bridge including an aircraft proximal end and an aircraft distal
end; a concourse first interface at the aircraft distal end; an
aircraft second interface at the aircraft proximal end; and wherein
the air-taxi stand is configured to allow the ground movement of
the first air-taxi adjacent a concourse, including a forward
power-in and a forward power-out (FPIPO) push; and forward-powering
out of the docking ramp.
14. The method of claim 13, wherein docking with an air-taxi
passenger bridge further includes at least one of: allowing an
occupant to deplane; allowing an occupant to board; removing cargo;
and loading cargo.
15. The method of claim 13, wherein docking with an air-taxi
passenger bridge further includes allowing a passenger to transfer
between a first aircraft and a second aircraft, wherein one of the
first aircraft and the second aircraft interfaces with the air-taxi
bridge.
16. The method of claim 13, wherein at least one air-taxi movement
of the FPIPO push includes moving the aircraft with a tug.
17. The method of claim 13, wherein the air-taxi stand is further
configured to allow the simultaneous and independent ground
movement of the first air-taxi and the simultaneous and independent
ground movement of a subsequent air taxi therewithin.
18. The method of claim 13, further including responding to a
passenger hail and the first air taxi approaching the air-taxi
stand.
19. The method of claim 13, wherein the air-taxi stand is further
configured to allow the simultaneous ground movement of the first
air-taxi and the forward powering into the docking ramp of a
subsequent air taxi.
20. The method of claim 13, further including a security screening
area coupled to the concourse first interface, the method further
including allowing a passenger to enter the security screening
area.
Description
RELATED APPLICATIONS FIELD
[0001] This is a Continuation-In-Part of U.S. patent application
Ser. No. 10/756,648, filed Jan. 12, 2004, the disclosure of which
is incorporated herein by reference
TECHNICAL FIELD
[0002] An embodiment relates to the field of aircraft travel. More
particularly, an embodiment relates to the field of aircraft
boarding bridges.
TECHNICAL BACKGROUND
[0003] Air travel has become increasingly popular over the past
decade and has evolved to handle a growing passenger volume. An
important trend of this evolution is that flight routes are often
laid out through a "hub" airport. Hub routing for a passenger's
itinerary has become one method for the operation of an airline. An
older method includes maximizing nonstop flights for passenger
convenience. The two marketing schemes, however, can have
antagonistic methods of management.
[0004] The hub and nonstop trends have been influenced by the
advent of regional aircraft. As the trends have continued,
significant interest has been taken in smaller aircraft as
commercial carriers. One technology on the commercial horizon is a
market for what is referred to as "air taxis". Several commercial
ventures are exhibiting activity in this new area of commerce. Some
of them include Eclipse Aviation, which is developing the Eclipse
500.TM.; Cessna, which is developing the Cessna Mustang.TM.; and
Adam Air, which is developing the Adam A-700.TM.. Other air taxis
in development include the Safire.TM. Jet, the Avocet Projet.TM.,
the Diamond D-Jet.TM., the Beechcraft Baron 58.TM., the Piper
Malibu Mirage.TM., and other commercial ventures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] In order to understand the manner in which embodiments are
obtained, a more particular description of various embodiments will
be rendered by reference to the appended drawings. These drawings
depict embodiments that are not necessarily drawn to scale and are
not to be construed to be limiting in scope.
[0006] Some embodiments will be described and explained with
additional specificity and detail through the use of the
accompanying drawings in which:
[0007] FIG. 1A is a plan layout for an air-taxi stand for docking
at least one aircraft, which docks in a tail-in configuration with
respect to the concourse according to an embodiment;
[0008] FIG. 1B is a plan layout during a method of docking an air
taxi after the illustration in FIG. 1A, according to an
embodiment;
[0009] FIG. 1C is a plan layout during a method of docking the air
taxi after the illustration in FIG. 1B, according to an
embodiment;
[0010] FIG. 2 is a plan layout for an air-taxi stand for docking at
least one air-taxi aircraft, which is coupled to a concourse by a
fixed passenger tunnel according to an embodiment;
[0011] FIG. 3A is a plan layout for an air-taxi stand for docking a
single air-taxi aircraft according to an embodiment;
[0012] FIG. 3B is a plan layout of the air-taxi stand depicted in
FIG. 3A during a method of moving an air taxi according to an
embodiment;
[0013] FIG. 4A is a plan layout for an air-taxi stand for docking a
single air-taxi aircraft according to an embodiment;
[0014] FIG. 4B is a plan layout of the air-taxi stand depicted in
FIG. 4A during a method of moving an air taxi according to an
embodiment;
[0015] FIG. 5A is a perspective elevation of equipment comprising
the air-taxi stand depicted in FIG. 4A according to an
embodiment;
[0016] FIG. 5B is a perspective elevation of equipment comprising
the air-taxi stand depicted in FIG. 4B according to an
embodiment;
[0017] FIG. 6 is a plan layout for an air-taxi stand for docking at
least one aircraft, which docks in a nose-in configuration with
respect to the concourse according to an embodiment;
[0018] FIG. 7A is a plan layout for an air-taxi stand for docking a
single aircraft, which moves within the air-taxi stand under
forward power-in and forward power-out mode according to an
embodiment;
[0019] FIG. 7B is a plan layout for an air-taxi stand for docking a
single aircraft, which moves within the air-taxi stand under
forward power-in and forward power-out mode according to an
embodiment;
[0020] FIG. 8 is a plan layout for an air-taxi stand that
facilitates forward power-in and forward power-out pushing of the
air taxi, and that shares a common passenger tunnel or bridge with
another aircraft in a neighboring docking bay;
[0021] FIG. 9 is a plan layout for an interstitial air-taxi stand
according to an embodiment;
[0022] FIGS. 1A, 101B, and 10C are plan layouts for an air-taxi
stand that facilitates forward power-in and forward power-out
pushing of a regional aircraft according to an embodiment;
[0023] FIG. 11 is a plan layout for an air-taxi stand for docking
at least one air taxi, which is configured at a concourse corner
for forward-power-in and forward power-out pushing according to an
embodiment, and additionally for at least one interstitial regional
aircraft or an interstitial air taxi at a neighboring docking ramp
according to an embodiment;
[0024] FIG. 12 is a plan layout for both push-back regional
aircraft boarding, and for forward power-in power-out air-taxi
aircraft boarding according to an embodiment;
[0025] FIG. 13 is a plan of a concourse that has been retrofitted
or designed to accommodate an integrated air-taxi stand according
to an embodiment;
[0026] FIG. 14 is a method flow diagram according to various
air-taxi embodiments;
[0027] FIG. 15 is a schematic of two interstitial aircraft boarding
bridges according to an embodiment;
[0028] FIG. 16 is a schematic top and side elevational view of an
interstitial aircraft boarding bridge according to an
embodiment;
[0029] FIG. 17 is a method flow diagram according to various
grafted interstitial aircraft embodiments; and
[0030] FIG. 18 is a method flow depiction according to various
embodiments.
DETAILED DESCRIPTION
[0031] In the following detailed description, reference is made to
the accompanying drawings which form a part hereof, and in which is
shown, by way of illustration, specific ways which embodiments may
be practiced. In the drawings, like numerals may describe
substantially similar components throughout the several views.
These embodiments are described in sufficient detail to enable
those skilled in the art to practice various embodiments. Other
embodiments may be utilized and structural, logical, and layout
changes may be made without departing from the scope of the various
embodiments.
[0032] The term "air taxi", strictly defined in an embodiment
includes an aircraft with two-to about 20 seats, one of which is
allocated for a pilot. In an embodiment, two pilot seats are
available, but only one pilot is required to fly the air taxi, and,
e.g., the "right seat" is available for a passenger. In an
embodiment, an air taxi includes from about one to about 19
passenger seats. In an embodiment, an air taxi includes from about
two to about 13 passenger seats. In an embodiment, an air taxi
includes from about three to about 11 passenger seats. In an
embodiment, an air taxi includes from about five to about nine
passenger seats. And example of a "five-to-nine is the air taxi
manufactured by Eclipse aviation; a four-seater with two pilot
seats, one of which may be available for a passenger." In an
embodiment, an air taxi includes from about five to about seven
passenger seats. In an embodiment, an air taxi is a
passenger-configured aircraft that does not have lavatory
facilities on board. By "passenger-configured aircraft" it is meant
that passenger seating is configured as one payload in the
fuselage. In an embodiment, the number of aircraft seats is
variable, but it is a passenger-configured aircraft. And the air
taxi is capable of executing a turn within the geographical
footprint of an aircraft bay at a concourse.
[0033] The term "regional aircraft" is an aircraft with a passenger
capacity from about 22 to about 110 passengers, but which usually
is operated with two pilots. Examples of regional aircraft include
aircraft made by LM Bombardier, Embraer, Fairchild Aerospace, Gulf
Stream, Cessna, Learjet, and others. In an embodiment, a regional
aircraft is a designated "air taxi" because of the method of
power-forward taxiing toward, docking at, and power-push forward
taxiing away from a passenger bridge. The term "large aircraft" is
an aircraft with more than 110 passenger seats. Examples of large
aircraft include a narrowbody such as the MD-80 and the Boeing 757,
up to a widebody such as the Boeing 767 or MD-11. The term "jumbo"
aircraft relates to an aircraft of the class such as the Boeing 747
or the Airbus A380, which was intended to go into service in 2006.
Hereinafter unless specifically stated otherwise, however, "large"
and "jumbo" aircraft will be referred to as "large aircraft".
[0034] The term "interstitial" can mean an aircraft first docking
ramp that takes up a given space in part of the docking ramp area
required for a large aircraft. It further means a second ramp is
contiguous to the first docking ramp, but the first docking ramp
allows for a plurality of aircraft, although the apron footprint is
substantially the same for both. Similarly, interstitial can mean
between two large aircraft docking ramps. Similarly, interstitial
can mean taking up a given space for a regional aircraft or an air
taxi, that is less than the docking ramp area required for a single
large aircraft in a docking ramp. Similarly, interstitial can mean
taking up a given space that is less than twice the docking ramp
area required for a single large aircraft in a docking ramp. Other
meanings for interstitial are set forth in this disclosure.
[0035] As used herein, a "concourse" is a single structure or wing
of an airport with usually sequentially numbered boarding gates for
aircraft. The term airport "terminal" is synonymous with concourse
or denotes a group of interconnected concourses. In an embodiment,
a concourse can include simply a location at an airfield that
accommodates an air-taxi docking ramp as defined herein.
[0036] FIG. 1A is a plan layout 100 for an air-taxi stand 110 for
docking at least one air taxi 126, which docks in a tail-in
configuration with respect to a concourse 108, according to an
embodiment. In an embodiment, the entire movement of the air taxi
126 is described by a ground movement with a power
forward-in-forward-out (PFIFO) push. In an embodiment, the layout
100 includes a plurality of conventional docking ramps 102, 104,
and 106, which occupy the apron space adjacent to the concourse
108. The layout 100 also includes the air-taxi stand 110, which
also occupies apron space adjacent to the concourse 108. In an
embodiment, the air-taxi stand 110 includes an existing large
aircraft passenger bridge 112, which is coupled to a primary
air-taxi bridge 114. In an embodiment, the primary air-taxi bridge
114 interfaces with the existing large aircraft passenger bridge
112 with a concourse first interface 113 that allows the
aircraft-side end of the existing large aircraft passenger bridge
112, such as the skirt structure of the cab, to form a controlled
enclosure between the primary air-taxi bridge 114 and the large
aircraft passenger bridge 112. In an embodiment, the concourse
first interface 113 is referred to as a passenger pass-through 113.
In an embodiment, the air-taxi stand 110 includes a first secondary
air-taxi bridge 116. The first secondary air-taxi bridge 116 can
include such structures as telescoping passenger tunnel sections,
pivoting passenger tunnel sections, bascal-bridging type sections,
aircraft-interface aprons, and combinations thereof. The first
secondary air-taxi bridge 116 can also include an interface
structure at the aircraft distal end such as a passenger
pass-through 113 section that interfaces with terminal-side
structures such as an existing large aircraft passenger bridge 112,
a concourse external boundary 108, or a fixed passenger tunnel 214
(e.g., see FIG. 2). In an embodiment, the first secondary air-taxi
bridge 116 is coupleable directly to the existing large aircraft
passenger bridge 112.
[0037] In an embodiment, the concourse first interface 113 is a
regional aircraft passenger boarding hub, also referred to as a
rotunda, such as are illustrated in U.S. patent application Ser.
No. 10/756,648, the disclosure of which is incorporated herein by
reference.
[0038] In an embodiment, the first secondary air-taxi bridge 116
makes contact with the tarmac at ground level of the air-taxi stand
110. Consequently, a passenger boards or deplanes by stepping out
at ground level. In an embodiment, the air-taxi stand 110 includes
the first primary air-taxi bridge 114, the first secondary air-taxi
bridge 116, and a subsequent secondary air-taxi bridge 118.
[0039] By "power forward-in-forward-out push", it is meant that the
air taxi 126 taxis in under forward power, stops and interfaces
with the first secondary air-taxi bridge 116, allows passenger
ingress/egress, and taxis out under forward power.
[0040] Where present, docking ramps that are contiguous or close to
the air-taxi stand 110, can include large-aircraft passenger
bridges 120, 122, and 124. At the air-taxi stand 110, a first air
taxi 126 is depicted as being docked at the first secondary
air-taxi bridge 116. In this embodiment, the air-taxi boarding
bridge includes an aircraft distal end, which is the passenger
pass-though 113, and an aircraft proximal end 117, which is an
interface at the first secondary air-taxi bridge 116 for the first
air taxi 126. The aircraft proximal end 117 can also be referred to
as an aircraft second interface 117. In an embodiment where the
aircraft proximal end 117 makes contact with the tarmac at ground
level of the air-taxi stand 110, a boarding passenger can step onto
the tarmac briefly.
[0041] In an embodiment, the first air taxi 126 has reached the
depicted position by a forward power-in mode. In an embodiment, the
forward power-in mode allows the pilot to position the air taxi 126
without use of a tug. In this embodiment, the aircraft proximal end
117 is coupled to the first air taxi 126 by mating the passenger
floor height of the aircraft proximal end 117 with approximately
the passenger-door sill height of the first air taxi 126.
[0042] In an embodiment, the air-taxi stand 110 includes interfaces
for the first air taxi 126 and for a subsequent air taxi 128, which
is docked at the subsequent secondary air-taxi bridge 118. Other
aircraft can be docked adjacent or near the air-taxi stand 110. In
an embodiment, at least one large aircraft 130, 132, and 134 are
docked adjacent or near the air-taxi stand 110. Consequently, a
method embodiment includes allowing the simultaneous ground
movement of a plurality of air-taxi aircraft within the confines of
the conventional docking ramp 102. In other words, the method
embodiment includes allowing the simultaneous ground movement of
the plurality of air-taxi aircraft therewithin 102. Such
simultaneous ground movement is exemplified by the first air taxi
126 and the second air taxi 128, operating independently of each
other because of the presence of the first secondary air-taxi
bridge 116 and the subsequent secondary air-taxi bridge 118.
[0043] Where the air-taxi stand 110 is occupied according to an
embodiment, queued-up air taxis 136 and 138 can wait for an
air-taxi boarding bridge inside an object-free line (OFL) 140. In
an embodiment, the OFL 140 is not present per se, but can be
construed as a boundary behind the tail section of a docked or
parked large aircraft, if present, that is next to or near the
air-taxi stand. Generally, an OFL can be ascertained by the
traditional use of the concourse as being a boundary behind,
collectively, the tail sections of aircraft that are parked in
nearby docking bays. Hereinafter a docking ramp can be defined with
an object-free line 140 for a large aircraft that is substantially
adjacent to the concourse external boundary 108.
[0044] In an embodiment, yet another queued-up air taxi 142 awaits
the movement of an air taxi that is within the OFL 140, before it
moves across the OFL 140 and prepares to dock. Accordingly, the
docking ramp for the air-taxi stand 110 can accommodate more
aircraft than those that are currently docked. In an embodiment,
the first air taxi 126 remains at the first secondary air-taxi
bridge 116 for a duration only long enough to allow passenger(s) to
deplane, if they are present, and to allow new passenger(s) to
board, if likewise they are present.
[0045] In an embodiment, the first secondary air-taxi bridge 116
touches the tarmac at the aircraft proximal end 117, and the
passenger must board the first air taxi 126, such as by climbing up
to the sill height of the air-taxi passenger door, whether by a
ramp, steps, or otherwise. In an embodiment, the first secondary
air-taxi bridge 116 couples with the first air taxi 126 at about
the passenger-door sill height of the first air taxi 126.
Accordingly, the passenger(s) need not step out into the elements
incident to weather; neither must the passenger(s) deal with steps
or steep ramps, etc.
[0046] In an embodiment, all services for the first air taxi 126
are conducted at a site that is remote to the concourse 108. In an
embodiment, non-equivalent services such as fueling, catering,
mechanical maintenance, and sewage, are provided at a site that is
remote to the concourse 108. In an embodiment, catering is carried
out through the concourse 108 and through the first primary
air-taxi bridge 114. In an embodiment, catering is carried out a
starboard door in the first air taxi 126. In an embodiment, fueling
is carried out by placing a refueling vehicle near the starboard
wing of the first air taxi 126.
[0047] In an embodiment, all movement of a given air taxi is
carried out within the confines of a docking ramp for a large
aircraft, which movement is therefore within the OFL 140. In this
embodiment, the docking ramp, which is part of the air-taxi stand
110, is delineated by the boundaries of the concourse 108, a left
boundary 144, the OFL 140, and a right boundary 146. Where the
boarding bridge is removable from this docking ramp, the left
boundary 144 becomes a port wing boundary 144 for a large aircraft,
and the right boundary 146 becomes a starboard wing boundary 146
for the large aircraft.
[0048] In an embodiment, the air taxi, e.g. air taxi 138, moves
slightly left of the left boundary 144, and encroaches into the
docking ramp 102 of the large aircraft 130 by crossing a starboard
wing boundary 148 for the large aircraft 130. The air taxi 138 can
execute a starboard turn at the turning area, depicted
approximately at item 131. The air taxi 138 does not disturb the
large aircraft 130, however, because the space between the
starboard wing of the large aircraft 130 and the external boundary
of the concourse 108 is not accessible to the large aircraft 130.
Similarly, the air taxi 138 cannot disturb the large aircraft 132
that is beyond a port wing boundary 150 but adjacent the air-taxi
stand 110.
[0049] In all of the movement of the air taxi 138 from crossing the
OFL 140 into the docking ramp that contains the air-taxi stand 110,
docking at one of the secondary air-taxi bridges 116 or 118, and
crossing the OFL 140 to exit from the air-taxi stand 110, the air
taxi 138 uses the docking space for about only one large aircraft,
as set forth and described, in each of the several embodiments in
the disclosures that are incorporated herein by reference. Where
the air taxi 138 does not need to breach the docking ramp bounded
by the starboard wing boundary 148 for the large aircraft 130, the
air taxi 138 uses a space equal to or less than about one docking
ramp area for a large aircraft. In any event, the space is less
than about two docking ramp areas for two adjacent large, i.e.,
non-jumbo, large aircraft.
[0050] In an embodiment, the use of the air taxi includes passenger
boarding at a location on the air taxi 128 by ingress/egress
between the wing and the nose of the air taxi 128. In an
embodiment, a method requires the use of an air taxi, as defined,
as to the number of passenger seats. In an embodiment, a method
requires the use of a commercial arrangement between an air-taxi
passenger and a commercial venture that uses the air taxi, as well
as the use of an air taxi as strictly defined as to the number of
passenger seats. In an embodiment, a method includes the use of a
regional aircraft with a passenger seat number greater than that of
an air taxi, a PFIFO push, or a part thereof, being accomplished.
The method embodiments are applicable, singularly or in
combinations, to all illustrated and described embodiments set
forth in this disclosure.
[0051] FIG. 1B is a plan layout during a method of docking an air
taxi after the illustration in FIG. 1A, according to an embodiment.
The first air taxi 126 is depicted in substantially the same
position as depicted in FIG. 1A, but the first secondary air-taxi
bridge 116 has been articulated away from the port wing, sufficient
to allow the first air taxi 126 to push away from the first
secondary air-taxi bridge 116 by a forward power-out push. In an
embodiment, the first secondary air-taxi bridge 116 is moved
vertically like a bascal bridge such that the aircraft proximal end
117 is elevated to allow the port wing of the first air taxi 126 to
pass under the first secondary air-taxi bridge 116 by an accepted
clearance. In an embodiment, the first secondary air-taxi bridge
116 is moved telescopically. In an embodiment, any of the above-two
movements are combined to move the first secondary air-taxi bridge
116. In an embodiment, all three of the above movements are
combined to move the first secondary air-taxi bridge 116.
[0052] FIG. 1C is a plan layout during a method of docking the air
taxi after the illustration in FIG. 1B, according to an embodiment.
The first air taxi 126 is depicted as crossing the OFL 140 in the
forward power-out mode. Accordingly in an embodiment for the ground
movement of the first air taxi 126, it is able to push in, to
achieve a docking position at the first secondary air-taxi, bridge
116 by a forward power-in push, and is further able to push out,
from the first secondary air-taxi bridge 116 by a forward power-out
push. This method of power-forward pushing in, docking at or near
an air-taxi bridge, and forward-pushing out is hereinafter referred
to as a forward power-in, forward-power out (FPIPO) push. The FPIPO
push allows for a given air taxi to move into position to disgorge
arriving passenger(s) if any, and to take on departing passenger(s)
if any, without the need, expense, personnel, and care required for
a tug.
[0053] In an embodiment, a method of operating an air taxi stand is
provided. In this embodiment, a first air taxi 126 is hailed by a
potential passenger. In an embodiment, "hailed by a potential
passenger" means contacting air-taxi personnel at the concourse or
the like or at the airport or the like that includes the concourse.
In an embodiment, "hailed by a potential passenger" means
contacting air-taxi personnel telephonically. In an embodiment,
"hailed by a potential passenger" means contacting air-taxi
personnel using electronic measures such as the internet. In an
embodiment, "hailed by a potential passenger" means contacting
air-taxi personnel through an intermediary such as a travel agency
such that the potential passenger is a first party and a potential
customer is the intermediary. In an embodiment, a method of
responding to a passenger hail includes any of these
passenger-personnel interactions, and the like.
[0054] A route is identified and agreed to by the customer and
"personnel", whether personnel is automated or live, which are
associated with the first air taxi 126. The customer in an
embodiment is a passenger. The customer in an embodiment is an
agent of the passenger. The customer in an embodiment is an agent
for cargo to be transported by the air taxi.
[0055] In an embodiment, the customer and the air-taxi personnel
decide upon an appointment time, and the passenger boards or the
cargo is loaded at the first air taxi 126 the first secondary
air-taxi bridge 116 after the first air taxi 126 has docked with a
forward power-in push. Thereafter, the first secondary air-taxi
bridge 116 is moved away from the port wing of the first air taxi
126, and the first air taxi 126 can push out under a forward
power-out push. Accordingly the first air taxi 126 has completed
pushing in, docking, and pushing out with an FPIPO push. In an
embodiment, the first secondary air-taxi bridge 116 articulates
vertically instead of laterally as illustrated in FIG. 1B. In an
embodiment, the aircraft proximal end 117 of the first secondary
air-taxi bridge 116 articulates vertically such as is depicted in
U.S. application Ser. No. 10/768,648, FIG. 6A. In an embodiment,
the aircraft proximal end 117 of the first secondary air-taxi
bridge 116 moves telescopically such as is depicted in U.S.
application Ser. No. 10/768,648, FIGS. 8A and 8B. In an embodiment,
any combination of at least two of the above-stated movements for
the first secondary air-taxi bridge 116, or any part thereof, is
used.
[0056] In an example method embodiment, the first air taxi 126
carried a first passenger by landing at the airfield that possesses
the air-taxi stand 110. The passenger has arrived in the first air
taxi 126 from a distant airfield. The first passenger deplanes. In
an embodiment, the first passenger deplanes and transfers to a
large aircraft such as any of the large aircraft depicted in FIG.
1A, 1B, or 1C. By transferring from the first air taxi 126 to, e.g.
the large aircraft 130, the passenger has been able to fly in from
a small airport such as, e.g., Davidson Army Air Base in Newington,
Va., and to transfer with an FPIPO-push method to a large aircraft
at, e.g., Reagan National Airport in Arlington, Va. that is flying
to, e.g., Salt Lake City International Airport in Salt Lake City,
Utah. In an embodiment, the passenger arrives at an air-taxi stand
at a given gate, e.g., Gate D7 and departs from the same concourse,
e.g., at Gate D1 as depicted in FIG. 13. Accordingly, this passage
has been convenient for the passenger as she has not needed to span
a large distance between passenger gates at the Reagan National
Airport to meet the transfer aircraft.
[0057] In an embodiment, a second passenger has contacted air-taxi
personnel, and has boarded the first air taxi 126 at the first
secondary air-taxi bridge 116, which is located at, e.g., the Salt
Lake City International Airport. Thereafter the second passenger
travels in the first air taxi 126 to another airfield at, e.g.,
Moab, Utah, and deplanes. In an embodiment, the second passenger
deplanes by stepping onto the tarmac of the other airfield. In an
embodiment, the second passenger deplanes by stepping onto an
air-taxi bridge of the other airfield. In an embodiment, the second
passenger deplanes by stepping onto a large-aircraft passenger
bridge. In an embodiment, the first air taxi 126 pushes away at the
other airfield by with a forward power-out push. In an embodiment,
the first air taxi 126 pushes away at the other airfield with a
power-reverse out push. In an embodiment, the first air taxi 126 is
moved with a tug.
[0058] It should become clear by reading this disclosure that
without the need of a tug, and without the need to stop outside the
OFL, and unhook the tug and optionally the "wing-walker's" intercom
etc. after a reverse push, an aircraft that is docked as an air
taxi according to any of the embodiments set forth in this
disclosure, can reduce the total ground time between flights.
Accordingly, a method of accommodating an aircraft includes
accommodating an FPIPO push at an air-taxi stand, and optionally
allowing passengers and/or freight to board or deplane.
Additionally, a method of accommodating an aircraft includes
accommodating an FPIPO push at an air-taxi stand and providing
services such as refueling, catering, and cleaning etc. at a site
remote to the air-taxi stand used during the FPIPO push. Similarly,
a method of accommodating an aircraft includes accommodating an
FPIPO push and providing less than all services such as refueling,
catering, and cleaning etc. within an air-taxi stand. Similarly, a
method of accommodating an aircraft includes accommodating an FPIPO
push and providing all services such as refueling, catering, and
cleaning etc. within the air-taxi stand that accommodates the FPIPO
push.
[0059] In an embodiment, a method includes an FPIPO push including
boarding and/or deplaning a passenger that requires about 30
minutes or less. In an embodiment, a method includes an FPIPO push
including boarding and/or deplaning a passenger that requires about
20 minutes or less. In an embodiment, a method includes an FPIPO
push including boarding and/or deplaning a passenger that requires
about 10 minutes or less. In an embodiment, a method includes an
FPIPO push including boarding and/or deplaning a passenger that
requires about five minutes or less. In an embodiment, a method
includes an FPIPO push including boarding and/or deplaning a
passenger that requires about two minutes or less. In an
embodiment, a method includes an FPIPO push including boarding
and/or deplaning a passenger that requires about one minute or
less.
[0060] In an embodiment, an air taxi can use only one push, whether
power-forward push-in or power-forward push-out, and the other push
is accomplished with a tug. Similarly in an embodiment, an air taxi
can be pushed by FPIPO at an air-taxi stand embodiment, where a tug
accomplishes both pushes, albeit they are technically towing the
aircraft behind the tug. Similarly in an embodiment, an air taxi
can be pushed in by power-backward in, and pushed out by
power-forward towing the aircraft behind the tug.
[0061] Another embodiment includes a method of accommodating an
FPIPO push and using a single-individual ground crew, airside, of
one person for the optional tarmac intercom. Another embodiment
includes a method of accommodating an FPIPO push and using a
single-individual ground crew, concourse side, of one person at a
ticket podium, and using air-taxi personnel, e.g., the air-taxi
pilot, for assuring the correctly ticketed passenger(s) is boarding
the appropriately hailed air taxi. For all method embodiments set
forth in this paragraph, it should also be clear than any of
FPIPO-push, forward partial-push, and forward towing embodiments
set forth in the previous paragraph, can be combined for more
disclosed method embodiments. Further, an assisted power-in reverse
push, followed by a forward power-out push is also an
embodiment.
[0062] FIG. 2 is a plan layout 200 for an air-taxi stand 210 for
docking at least one air-taxi aircraft, which is coupled to a
concourse by a fixed passenger tunnel 214 according to an
embodiment. Similar to the layout in FIGS. 1A to 1C, the layout 200
includes a plurality of conventional docking ramps, 202, 204, and
206 that are coupled to a concourse, the external boundary of which
is depicted as reference numeral 208. In an embodiment, the
air-taxi stand 210 is bounded on one end at the concourse 208, and
at the other end by an OFL 240. In an embodiment, the fixed
passenger tunnel 214, which can be referred to as a primary
air-taxi bridge 214, is coupleable with an air taxi 226 with an
interface 213 that allows the fixed passenger tunnel 214 to form
part of a controlled enclosure therebetween. In an embodiment, the
interface 213 is referred to as a passenger pass-through 213.
[0063] In an embodiment, the air-taxi stand 210 includes a first
secondary air-taxi bridge 216. In an embodiment, the air-taxi stand
210 includes a subsequent secondary air-taxi bridge 218.
[0064] Where present, docking ramps that are contiguous or close to
the air-taxi stand 210, can include large aircraft 230, 232, and
234 that are docked adjacent or near the air-taxi stand 210. At the
air-taxi stand 210, a first air taxi 226 is depicted as being
docked at the first secondary air-taxi bridge 216. In an
embodiment, the air-taxi stand 210 includes accommodation for
docking the first air taxi 226 and a subsequent air taxi 228, which
is docked at the subsequent secondary air-taxi bridge 218. Other
aircraft can be docked adjacent or near the air-taxi stand 210.
According to an embodiment, the air-taxi stand 210 accommodates an
FPIPO push of a given air taxi similar to the FPIPO-push movement
of air any given air taxi depicted in FIGS. 1A, 1B, and IC and as
described herein.
[0065] In an embodiment, any of the method embodiments set forth
for the first air taxi 126 depicted in FIGS. 1A, 1B, and 1C, are
applicable to the first air taxi 226 in FIG. 2. These methods
include movement embodiments such as an FPIPO push or a portion
thereof. Other method embodiments include, for example, the first
air taxi 226 can be refueled at the starboard wing by a refueling
vehicle because adequate space is provided within the air-taxi
stand 210. Similarly, any of the method embodiments of passenger
boarding, docking, passenger deplaning, passenger transferring,
etc. is applicable to the first air taxi 226, as well as to the
subsequent air taxi 228.
[0066] FIG. 3A is a plan layout 300 for an air-taxi stand 310 for
docking a single air-taxi aircraft 326 according to an embodiment.
The air-taxi stand 310 is coupled to a concourse by a fixed
passenger tunnel 314 according to an embodiment. Similar to the
layout in FIG. 2, the layout 300 includes a plurality of
conventional docking ramps that are coupled to a concourse, the
external boundary of which is depicted as reference numeral 308. In
an embodiment, the air-taxi stand 310 is bounded on one end at the
concourse 308, and at the other end by an OFL 340. Where present,
docking ramps that are contiguous or close to the air-taxi stand
310, can include large aircraft 330, 332, and 334 that are docked
adjacent or near the air-taxi stand 310.
[0067] In an embodiment, the fixed passenger tunnel 314, which can
be referred to as a primary air-taxi bridge 314, is coupleable with
an air taxi with an interface 313 that allows the terminal end of
the fixed passenger tunnel 314 to form a controlled enclosure
between the concourse 308 and a secondary air-taxi bridge 316. In
an embodiment, the interface 313 is referred to as a passenger
pass-through 313. Other air taxis 336 and 338, are depicted as
waiting in a queue behind the first air taxi 326, for docking at
the aircraft proximal end 317 of the secondary air-taxi bridge
316.
[0068] Consequently, a method embodiment includes allowing the
simultaneous ground movement of a plurality of air-taxi aircraft
within the confines of the air-taxi stand 310, which may be the
confines of a conventional docking ramp. Such simultaneous ground
movement is exemplified by the first air taxi 326 and the second
air taxi 336, operating simultaneously within the confines of the
air-taxi stand 310, but operating in a queue that focuses at the
secondary air-taxi bridge 316. Further, an air-taxi stand
embodiment is configured to allow the simultaneous movement of a
plurality of air taxis within confines of the air-taxi stand.
[0069] Hereinafter unless otherwise disclosed, method embodiments
include allowing simultaneous and independent PFIFO ground movement
of a plurality of air taxis, where more than one secondary air-taxi
bridge is present within the air-taxi stand. Further unless
otherwise disclosed, method embodiments include the simultaneous
PFIFO movement of a plurality of air taxis, where only one
secondary air-taxi bridge is present within the air-taxi stand. By
the same token, air-taxi stand embodiments similarly are configured
to allow "simultaneous and independent" or "simultaneous" PFIFO
ground movement.
[0070] In an embodiment, the fixed passenger tunnel 314 is laid out
to extend substantially parallel to the large-aircraft boarding
bridge that accommodates the large aircraft 332. Accordingly
although not illustrated, the major axis of the fixed passenger
tunnel 314 can be substantially parallel with the major axes of the
large-aircraft passenger bridges depicted in FIG. 3A. Accordingly,
the port wing boundary for the large aircraft 332 may be approached
or breached by the fixed passenger tunnel 314. This allows,
however, for a larger turning area, depicted approximately at item
331.
[0071] In an embodiment, the primary air-taxi bridge 314 extends up
to and within about a meter or two of the OFL 340 to minimize the
jet blast or the prop blast, albeit it may be a minor fraction of
the jet blast of a large aircraft upon the concourse 308 or
personnel, etc. In an embodiment, the secondary air-taxi bridge 316
extends to the OFL 340, such that an air taxi does not cross the
OFL 340 for passenger ingress/egress.
[0072] FIG. 3B is a plan layout 301 during a method of docking an
air taxi after the illustration in FIG. 3A, according to an
embodiment. The first air taxi 326 is depicted in as having pushed
away from the aircraft proximal end 317 of the secondary air-taxi
bridge 316, and the secondary air-taxi bridge 316 has been moved
away from the port wing, sufficient to allow the first air taxi 326
to push away from the first secondary air-taxi bridge 316 with a
forward power-out push. Accordingly, the first air taxi 326 has
completed an FPIPO push within the air-taxi stand 310.
[0073] In an embodiment, any of the method embodiments set forth
for the air taxis depicted in FIGS. 1A, 1B, 1C, and 2, are
applicable to the first air taxi 326 in FIGS. 3A and 3B. These
methods include movement embodiments such as an FPIPO push or a
portion thereof. For example, the air taxi can have been towed into
place where it can be coupled with the aircraft proximal end 317,
but it pushes out under forward power-out mode. Other method
embodiments include, for example, the first air taxi 326 can be
refueled at the starboard wing by a refueling vehicle because
adequate space is provided within the air-taxi stand 310.
Similarly, any of the method embodiments of passenger boarding,
docking, passenger deplaning, passenger transferring, etc., is
applicable to the first air taxi 326, as well as to any of the
subsequent air taxis 336 and 338.
[0074] Jet blast for an air taxi in the vicinity of the plan layout
301 is minimal for an air taxi in comparison with a regional jet
such as a Canadair.RTM. CRJ-700, which is greater than that of an
air taxi by a factor of about 10. Similarly, the jet blast for an
air taxi in the vicinity of the plan layout 301 is minimal for an
air taxi in comparison with a regional jet such as a Boeing.RTM.
737-900, which is greater than that of an air taxi by a factor of
more than about 20. And because jet blast dissipates by a factor
that is inversely proportional to the distance between the motor of
the air taxi and any structure of the plan layout 301 that is
impacted by jet blast, the jet blast is significantly low.
[0075] In an embodiment, the first air taxi 326 docks by a
forward-power in push, pushes back either by use of a tug or a
power-reverse push, and taxis away from the layout 301 by a
power-forward mode.
[0076] In an embodiment, security issues require a passenger to
remain substantially contained and away from free movement on the
tarmac during boarding or deplaning. Accordingly, an air-taxi
passenger who is boarding, must pass through security screening
within the terminal 308 as do passengers who are boarding on any of
the large aircraft 330, 332, and 334. Thereafter, the air-taxi
passenger remains contained within the terminal 308, within the
fixed passenger tunnel 314, within the interface 313, within the
secondary air-taxi bridge 316, and through the aircraft proximal
end 317 and into the air taxi 326. Similarly for a deplaning
passenger, it can be subjected to security screening before arrival
at the airfield that contains the layout 310, or it can be
subjected to security screening after deplaning, but before further
movement within the terminal 308 as illustrated in FIG. 13.
[0077] FIG. 4A is a plan layout 400 for an air-taxi stand 410 for
docking a single air-taxi aircraft 426 according to an embodiment.
The air-taxi stand 410 is coupled to a concourse 408 by a large
aircraft passenger bridge 412 according to an embodiment. Similar
to the layout in FIG. 3A, the layout 400 includes a plurality of
conventional docking ramps that are coupled to the concourse 408.
In an embodiment, the air-taxi stand 410 is bounded on one end at
the concourse 408, and at the other end by an OFL 440. Where
present, docking ramps that are contiguous or close to the air-taxi
stand 410, can include large aircraft 430, 432, and 434 that are
docked adjacent or near the air-taxi stand 410.
[0078] In an embodiment, the large aircraft passenger bridge 412,
which can be referred to as a primary air-taxi bridge 412, is
coupleable with an air taxi 426 with an interface 413 that allows
the terminal end of the large aircraft passenger bridge 412 to form
a controlled enclosure therebetween. In an embodiment, the large
aircraft passenger bridge 412 is a fixed passenger tunnel. In an
embodiment, the interface 413 is referred to as a passenger
pass-through 413. In an embodiment, the air-taxi stand 410 includes
a secondary air-taxi bridge 416. Other air taxis 436 and 442 are
depicted as waiting in a queue behind the first air taxi 426, for
docking at the aircraft proximal end 417 of the secondary air-taxi
bridge 416. In an embodiment, the air taxi 442 proceeds to dock at
the aircraft proximal end 417 before the air taxi 436. In this
embodiment, the "queue" is a parallel queue, where a first-in air
taxi, e.g., air taxi 436, waits for a subsequent-in air taxi, e.g.,
air taxi 442 to execute a PFIFO push.
[0079] FIG. 4B is a plan layout 401 during a method of docking an
air taxi after the illustration in FIG. 4A, according to an
embodiment. The first air taxi 426 is depicted as having pushed
away from the aircraft proximal end 417 of the secondary air-taxi
bridge 416, and the secondary air-taxi bridge 416 has been
articulated away from the port wing, sufficient to allow the first
air taxi 426 to push away from the first secondary air-taxi bridge
416 by a forward power-out mode.
[0080] In an embodiment, any of the method embodiments set forth
for the air taxis depicted in FIGS. 1A, 1B, 1C, 2, 3A, and 4A, are
applicable to the first air taxi 426 in FIGS. 4A and 4B.
[0081] FIG. 5A is a perspective elevation of a layout 500 that
includes equipment comprising the air-taxi stand 410 depicted in
FIG. 4A according to an embodiment. The layout 500 includes as part
of the air-taxi stand 410, the large aircraft passenger bridge 412,
and the passenger pass-though 413, which is also referred to as an
aircraft distal end 413 of the secondary air-taxi bridge 416. The
secondary air-taxi bridge 416 can also be referred to as a unit
416. In an embodiment, the air-taxi stand 410 also includes a hub
514 that is capable of pivoting. The hub 514 includes a variable
wall 515, which is collapsible in an embodiment such as an
accordion structure, to allow a distal portion, also referred to as
the aircraft proximal end 417, of the first secondary air-taxi
bridge 416 to articulate to allow the first air taxi 426 to push
in, dock, and push out by executing an FPIPO push. Similarly, the
passenger pass-through 413 includes access 521 such as a door(s) on
the side opposite where it interfaces with a structure such as the
large-aircraft passenger bridge 412.
[0082] In an embodiment, the unit 416 is mounted upon a platform
527. The air-taxi bridge 416 as a whole, can be positionable to
interface at the aircraft distal end 413 on either side; on the
side obscured in FIG. 5A where it interfaces with the
large-aircraft passenger bridge 412; or at the access 521 where the
unit can be positioned otherwise (see FIGS. 7A and 7B).
[0083] In an embodiment, the aircraft proximal end 417 also
includes a telescoping structure 519 that can shorten a gap between
the aircraft proximal end 417 and the passenger-door sill of the
air taxi 426. In an embodiment, a plank can be dropped onto the
passenger-door sill of the air taxi 426 and also onto the first
secondary air-taxi bridge 416 at the aircraft proximal end 417.
[0084] FIG. 5B is a perspective elevation of a layout 501 that
includes equipment comprising the air-taxi stand 410 depicted in
FIG. 4B according to an embodiment. The aircraft proximal end 417
of the unit 416 has been articulated to allow the first air taxi
426 to push away under a forward power-out push. Consequently, the
first air taxi 426 is able to push in, dock, and push out by
executing an FPIPO push.
[0085] In an embodiment, the unit 416 is mobile-capable such that
it can be dynamically positioned at the large-aircraft passenger
bridge 412. In an embodiment, the unit 416 is a wheeled 529
conveyance. In an embodiment, the unit 416 is moveable, but not
necessarily with a wheel 529. In an embodiment, the unit 416 is
mounted on a track (not pictured) that replaces the wheels 529
depicted in FIG. 5A. Generically, the "conveyance" means that the
unit 416 is ambulatory-capable such that it can move and/or
articulate sufficient to allow an air-taxi port wing to clear
during a forward power-out push or a tug-towing action.
[0086] In an embodiment, the unit 416 is not articulated as
depicted in FIG. 5B, rather, it is simply driven off to the right
in FIG. 5B to allow clearance of the starboard wing of the first
air taxi 426 such that the first air taxi 426 can push away with a
forward power-out push. Accordingly, the structure between the
passenger pass-through 413 and the aircraft-proximal end 417, if
any, is referred to as a joint. In this embodiment, however, the
joint is not articulating or it is not used to articulate.
[0087] In an embodiment, the unit 416 is stationary with a base 529
such as wheels, but the passenger pass-through 413 and the
aircraft-proximal end 417 are allowed to slide laterally upon the
base 527 such as upon tracked rollers. Accordingly in this
embodiment, the "conveyance" relates to the passenger pass-through
413 and the aircraft-proximal end 417 as they are moved laterally
and above the base 527.
[0088] In an embodiment, the unit 416 can be constructed without
any significantly moving parts, such that the hub 514 and the
variable wall 515 are not present, and the passenger pass-through
413 and the aircraft proximal end 417 are connected. Accordingly,
the unit 416 can be moved right and left laterally to dock with the
first air taxi 426 and simultaneously to align the access that is
opposite the access 521 where it interfaces with a structure such
as the large-aircraft passenger bridge 412.
[0089] FIG. 6 is a plan layout 600 for an air-taxi stand 610 for
docking at least one aircraft, which docks in a nose-in
configuration with respect to the concourse according to an
embodiment. The concourse 608 can accommodate large aircraft such
as the large-aircraft 630, 632, and 634. In an embodiment, the
air-taxi stand 610 includes a large aircraft passenger bridge 612
and a passenger pass-through 614. In this embodiment, the passenger
pass-through 614 is merely the primary air-taxi bridge 614, and an
interface 613 is merely the skirt 613 of the large-aircraft
passenger bridge 612. In an embodiment, the air-taxi stand 610
accommodates the first air taxi 626 and optionally a subsequent air
taxi 628, which is docked at the subsequent secondary air-taxi
bridge 618.
[0090] In an embodiment, the first air taxi 626 has reached the
depicted position with a forward power-in push. In an embodiment,
the forward power-in push allows the pilot to position the air taxi
626 without use of a tug. Similarly, the subsequent air taxi 628
has reached the subsequent secondary air-taxi bridge 618 with a
forward power-in push.
[0091] Where the air-taxi stand 610 is occupied according to an
embodiment, a queued-up air taxi 642 can wait for a boarding bridge
outside the OFL 640. In an embodiment, FPIPO movements of both the
first air taxi 626 and the subsequent air taxi 628 are depicted in
phantom lines as the respective first and subsequent air taxis 627
and 629. The subsequent air taxi 627 can execute a turn at the
turning area 633 in the air-taxi stand 610.
[0092] In an embodiment, a combination of the air-taxi stand 610 in
FIG. 6 and the air-taxi stand 110 depicted in FIG. 1A is provided.
In this embodiment, the air-taxi stand includes a common structure
such as the passenger pass-through 113 (FIG. 1A), the primary
air-taxi bridge 114, and at least one each of the secondary
air-taxi bridges 116 and 616. Accordingly, air taxis may achieve an
FPIPO push on both sides of the primary air-taxi bridge 114. In an
embodiment, the air-taxi stand 610 includes a primary passenger
bridge such as the primary air-taxi bridge 114 and at least three
secondary air-taxi bridges. For example, the air taxi stand 610
includes the first secondary air-taxi bridge 116 on the left of the
primary air-taxi bridge 114, the first secondary air-taxi bridge
616 on the right, the subsequent secondary air-taxi bridge 118 on
the left, and optionally the subsequent secondary air-taxi bridge
618 on the right.
[0093] FIG. 7A is a plan layout 700 for an air-taxi stand 710 for
docking a single aircraft, which moves within the air-taxi stand
710 by an FPIPO push according to an embodiment. The concourse 708
can accommodate large aircraft such as the large-aircraft 730, 732,
and 734. In an embodiment, the air-taxi stand 710 includes a large
aircraft passenger bridge 712 and a passenger pass-through 713. In
this embodiment, the passenger pass-through 713 is part of a unit
716 that is coupleable at an aircraft distal end 713 at an access
721 for a structure such as the large-aircraft passenger bridge
712, and at an aircraft proximal end 717 to an aircraft. In an
embodiment, the unit 716 is merely the secondary air-taxi bridge
416 depicted in FIG. 5A, where the access 721 (521 in FIG. 5A) is
now coupled directly to the large-aircraft passenger bridge
712.
[0094] Where the air-taxi stand 710 is occupied according to an
embodiment, a queued-up air taxi 742 can wait for a boarding bridge
inside the OFL 740. In an embodiment, FPIPO-push movement of both
the first air taxi 726 and the queued-up air taxi 742 are carried
out inside the OFL 740.
[0095] FIG. 7B is a plan layout 701 that illustrates the air-taxi
stand 710 during a method of accommodating an air taxi 726
according to an embodiment. After the aircraft proximal end 717 of
the unit 716 has been moved, the first air taxi 726 is able to push
away with a forward power-out push. Consequently, the first
aircraft 726 is able to push in, dock, and push out with an FPIPO
push, as also the subsequent aircraft 742 is able.
[0096] FIG. 8 is a plan layout 800 for an air-taxi stand 810 that
also shares a common passenger tunnel for a large aircraft 832
according to an embodiment. A large-aircraft passenger bridge 812,
which can be substituted with a fixed passenger tunnel, is used as
a primary passenger bridge 812. A passenger pass-through 813 is
used to couple the large aircraft 832 with the large-aircraft
passenger bridge 812. In an embodiment, the structures including a
large-aircraft secondary bridge 822 and the passenger pass-through
813 are the same structure as the secondary air-taxi bridge 416
depicted in FIG. 5A, which has been articulated to match the
configuration depicted in FIG. 8.
[0097] The other structures for the air-taxi stand 810 include the
primary air-taxi bridge 814 and at least the first secondary
air-taxi bridge 816. In an embodiment, the air-taxi stand 810
includes the primary air-taxi bridge 814, the first secondary
air-taxi bridge 816, and the subsequent secondary air-taxi bridge
818. As depicted in FIG. 8, a first air taxi 826 is present. In an
embodiment, any of the subsequent air taxi 828, or the other air
taxis 836, 838, and 842 can be present in a method of FPIPO
pushing.
[0098] In an embodiment, the air-taxi stand 810 is adjacent at
least one large-aircraft docking bay, which includes large aircraft
such as the aircraft 830 or 832. Other large aircraft, e.g., large
aircraft 834 may be neighboring but not adjacent the air-taxi stand
810.
[0099] FIG. 9 is a plan layout 900 of a concourse that has been
retrofitted or designed to accommodate an interstitial air-taxi
stand 910 according to an embodiment. A large-aircraft passenger
bridge 912 is coupled to a concourse 908. A passenger pass-through
913 forms an interface between the concourse 908 and a large
aircraft. Further, the passenger pass-through 913 is coupled to a
primary air-taxi bridge 914, which is further coupled to a
secondary air-taxi passenger bridge 916. The passenger pass-through
913, along with the primary air-taxi bridge 914 and the secondary
air-taxi passenger bridge 916 form an interface between the
concourse 908 and an air taxi 926. The secondary air-taxi passenger
bridge 916 includes an aircraft proximal end 917 and the passenger
pass-through 913 is the aircraft distal end 913. In an embodiment,
the air taxi 926 fits interstitially between, e.g. two large
aircraft 930 and 932 in a manner that does not require moving
them.
[0100] In the interstitial air-taxi embodiments, a method
embodiment includes allowing the simultaneous ground movement of a
plurality of air-taxi aircraft but only one air taxi at a time is
the confines of the air-taxi stand 910. Consequently, the plurality
of air-taxi aircraft may include an air taxi that that recently
departed from the confines of the air-taxi stand 910, or an air
taxi that is waiting beyond the OFL 940 for a turn to enter the
confines of the air-taxi stand 910. Further, an air-taxi stand
embodiment is configured to allow the simultaneous movement of a
plurality of air taxis as described herein for interstitial
air-taxi embodiments.
[0101] In an embodiment a subsequent air-taxi stand 911 illustrates
a subsequent air taxi 928 that was docked at a subsequent air-taxi
bridge 918. In this embodiment, the subsequent air-taxi bridge 918
has been articulated to allow the subsequent air taxi 928 to
complete an FPIPO push. Similar to the air-taxi stand 910, the
subsequent air-taxi stand 911 can share boarding equipment with a
large aircraft 934. Similarly, the subsequent air-taxi stand 911
can be adjacent a docking bay for a large aircraft 935.
[0102] FIGS. 10A, 10B, and 10C are plan layouts for an air-taxi
stand 1008 that facilitates FPIPO pushing of a regional aircraft
1026 according to an embodiment. Structures used in the air-taxi
stand 1010 include a large-aircraft passenger bridge 1012, which
can be substituted with a fixed passenger tunnel. A passenger
pass-through 1013 forms an interface between the large-aircraft
passenger bridge 1012 and a primary air-taxi bridge 1014. Also in
this embodiment, a first secondary air-taxi bridge 1018 is present,
and optionally a subsequent secondary air-taxi bridge 1016. The
air-taxi stand 1010 is bounded at one end by a concourse external
barrier 1008 and at the other end by an OFL 1040. Turn-around space
is designated approximately at 1031.
[0103] In a method embodiment, a regional jet 1026, acts as an air
taxi by executing an FPIPO push. In FIG. 10A, the regional jet 1026
begins an FPIPO push by crossing the OFL 1040.
[0104] FIG. 10B illustrates the method depicted in FIG. 10A after a
lapse of time. In FIG. 10B, the regional jet 1026 has begun to
execute a starboard turn in preparation for halting within the
air-taxi stand 1010.
[0105] FIG. 1C illustrates the method depicted in FIG. 10B after a
further lapse of time. In FIG. 10C, the regional jet 1026 has
completed the starboard turn and has docked with the first
secondary air-taxi bridge 1018. After a further lapse of time, the
regional jet 1026 will be able to complete an FPIPO push according
to an embodiment.
[0106] Similar to the space-limiting interstitial air-taxi
embodiments, a method embodiment includes allowing the simultaneous
ground movement of a plurality of air-taxi aircraft (which are
regional aircraft) but only one regional aircraft at a time is
within the confines of the air-taxi stand 1010. Consequently, the
plurality of air-taxi aircraft may include a regional aircraft that
that recently departed from the confines of the air-taxi stand 910,
or a regional aircraft that is waiting beyond the OFL 940 for a
turn to enter the confines of the air-taxi stand 910. Further, an
air-taxi stand embodiment is configured to allow the simultaneous
movement of a plurality of regional aircraft as described herein
for regional aircraft embodiments.
[0107] FIG. 11 is a plan layout 1100 for an air-taxi stand 1110 for
docking at least one air taxi, which is configured at a concourse
corner for an FPIPO push according to an embodiment.
[0108] A large-aircraft passenger bridge 1112 or air taxi, or one
of them, or optionally a fixed passenger tunnel couples to a
concourse 1108. A passenger pass-through 1113 forms an interface
between the concourse 1108 and a primary air-taxi bridge 1114.
Similar to other structures set forth in this disclosure, a first
secondary air-taxi bridge 1116 and a subsequent secondary air-taxi
bridge 1118, or one of them, are provided, to facilitate the
respective FPIPO pushing of a first air taxi 1126 and a second air
taxi 1128 which are docked as depicted. Additionally, queued-up air
taxis 1136 and 1138 are positioned inside an OFL 1140. The
queued-up air taxis 1136 and 1138 are depicted as executing a
starboard turns at a turn-around space 1131.
[0109] In an embodiment, the primary air-taxi bridge 1114 can be
attached at the position where the large-aircraft passenger bridge
1112 is attached to the concourse. The large-aircraft passenger
bridge 1112 is not present, and the two docking bays for the large
aircraft 1132 and 1133 are arranged for substantially orthogonal
docking, such as for aircraft 1134. In this embodiment, the primary
air-taxi bridge 1114 is a fixed passenger tunnel 1114 that
terminates at about the location of the subsequent air-taxi bridge
1118. In this embodiment, the subsequent air-taxi bridge 1118 is
the only air-taxi bridge in the air-taxi stand 1110, and the
air-taxi stand 1110 may accommodate only one air taxi at a time
within the confines of the OFL 1140.
[0110] Additionally, FIG. 11 depicts two docking bays that have
been reconfigured with large aircraft 1132 and 1133, to partially
accommodate the air-taxi stand 1110 according to an embodiment, and
optionally to accommodate interstitial air taxis 1137 and 1139
according to an embodiment. Optionally the air taxis 1137 or 1139
are regional aircraft that require a tug to push them back. In an
embodiment, an air-taxi bridge 1169 has been grafted adjacent the
large aircraft 1132, such that a passenger who boards the large
aircraft 1132 passes through the air-taxi bridge 1169. The grafted
air-taxi bridge 1169 is depicted as being extended and the
interstitial air taxi 1137 is docked thereto. The three images in
phantom lines that begin at the OFL 1140, depict a forward power-in
push of the interstitial air taxi 1137.
[0111] The interstitial air taxi 1139 is depicted, with two
trailing images in phantom lines as having pushed away from a
grafted interstitial air-taxi bridge 1179. In an embodiment, the
grafted interstitial air-taxi bridge 1179 is retracted sufficiently
such that the interstitial air taxi 1139 is able to complete an
FPIPO push as it crosses the OFL 1140 and leaves the docking bay it
has shared with the large aircraft 1133. In an embodiment, the
walls of the grafted interstitial air-taxi bridge 1179 and
optionally the ceiling, are collapsible such as accordion-like,
such that retraction of the grafted interstitial air-taxi bridge
1179 can be accomplished without blocking the passenger
pass-through portion thereof.
[0112] FIG. 12 is a plan layout 1200 for both push-back regional
aircraft boarding 1201, 1203, 1205, 1207, 1209, 1211, and 1212, and
for FPIPO air-taxi pushing 1202, 1204, 1206, 1208, and 1210 at a
concourse 1208 according to an embodiment. A first air taxi 1226
has begun an FPIPO push by turning at 1231 and docking a the
air-taxi bridge 1202. Similarly, a subsequent air taxi 1228 has
begun an FPIPO push by turning at 1233 and docking a the air-taxi
bridge 1202. In an embodiment, the concourse 1208 is a mid-field
structure. In an embodiment, the concourse 1208 is joined at 1244
with other structures.
[0113] FIG. 13 is a plan of a concourse 1308 that has been
retrofitted or designed to accommodate an integrated air-taxi stand
1310 according to an embodiment. The concourse 1308 includes gates
for large aircraft at D1, D2, D3, D4, D5, D6, D9, D10, D11, D13,
and D14. Additionally, the concourse 1308 includes an integrated
air-taxi stand 1310 at gate D7. In an embodiment, a security area
1306 is provided for security screening an incoming passenger, who
has boarded at a non-secure site, but who must pass through the
concourse 1308, which is a secure site. In an embodiment, security
screening includes at least one of baggage inspection, passenger
profiling, passenger inspection, and passenger searching.
Additionally, the concourse 1308 includes an interstitial regional
aircraft boarding pier 1103 at Gate D8.
[0114] In an embodiment, the concourse 1308 includes
grafted-interstitial boarding bridges 1369, 1379, 1389 and 1399 at
gates D12 and D11 and at D14 and D13, respectively. In an
embodiment, a two-aircraft equipment business operation is carried
out at Gate D13. For example, a two-aircraft equipment business
operation includes a Canadair regional jet as a first-equipment
aircraft and a Boeing 737 jet as a second-equipment aircraft A
large-aircraft passenger bridge 1312 at Gate D13 is coupled to the
concourse 1308. A first secondary passenger bridge 1399 is coupled
to the large-aircraft passenger bridge 1312 at a passenger
pass-through 1313. In other words, the first secondary passenger
bridge 1399 is grafted into the docking ramp at Gate D13. In this
embodiment, the first secondary passenger bridge 1399 is configured
to accommodate a large aircraft 1330 at an aircraft distal end, and
smaller aircraft 1326 at an aircraft proximal end 1317. In an
embodiment, the smaller aircraft 1326 is a regional aircraft. In an
embodiment, the smaller aircraft 1326 is an air taxi. In an
embodiment, the passenger pass-through 1313 at the first secondary
passenger bridge 1399 is a module that attaches to a unit such as
the unit 416 depicted in FIG. 5. The passenger pass-through 1313 is
attachable at an access that is opposite to the access 521 depicted
in FIG. 5.
[0115] A substantially identical unit 1389 is depicted at Gate D14
according to an embodiment Similarly but not identical units 1379
and 1369 are depicted at Gates D12 and D11 respectively according
to an embodiment.
[0116] In an embodiment, the two-aircraft business effort includes
two aircraft such as a fleet of large aircraft, e.g., Boeing 737
aircraft and as a fleet of smaller aircraft, e.g., Canadair
regional aircraft. In an embodiment, the smaller aircraft includes
air-taxi aircraft as set forth in this disclosure.
[0117] FIG. 14 is a method flow diagram according to various
embodiments.
[0118] At 1410, a concourse is the, e.g., re-designed "Concourse D"
(FIG. 13) at the U.S. airport SLC. The concourse is retrofitted or
designed to accommodate at least one air-taxi stand.
[0119] At 1420, a method embodiment includes replacing an existing
regional aircraft concourse with a concourse that includes at least
one air-taxi stand. In another embodiment at 1420, an existing
regional aircraft concourse is retrofitted with an air-taxi
stand.
[0120] At 1430, a method embodiment includes docking an aircraft at
an air-taxi stand.
[0121] At 1440, a method embodiment includes boarding or deplaning
at an air-taxi stand.
[0122] At 1450, a method embodiment includes transferring between
two aircraft, using at least one air-taxi stand.
[0123] FIG. 15 is a schematic of two interstitial aircraft boarding
bridges according to an embodiment. In an embodiment,
grafted-interstitial boarding bridges 1379 and 1399 are depicted.
The first secondary passenger bridge 1399 is coupleable to the
large-aircraft passenger bridge 1312 at the passenger pass-through
1313. In this embodiment, the first secondary passenger bridge 1399
is configured to accommodate the large aircraft 1330 at the
air-taxi distal end 1313, and smaller aircraft 1326 at the air-taxi
proximal end 1317. In an embodiment, the smaller aircraft 1326 is a
regional aircraft. In an embodiment, the smaller aircraft 1326 is
an air taxi. In an embodiment, the passenger pass-through 1313 at
the first secondary passenger bridge 1399 is a module that attaches
to a unit such as the unit 416 depicted in FIG. 5. The passenger
pass-through 1313 is attachable at an access that is opposite to
the access 521 depicted in FIG. 5.
[0124] Similarly but with a different structure, the first
secondary passenger bridge 1379 is configured to accommodate the
large aircraft 1332 at the air-taxi distal end 1313 and a smaller
aircraft at the air-taxi proximal end 1317. In an embodiment, the
smaller aircraft is a regional aircraft. In an embodiment, the
smaller aircraft is an air taxi. In an embodiment, the passenger
pass-through 1313 at the first secondary passenger bridge 1379 is
part of an "L" shape that couples to the air-taxi proximal end
1317.
[0125] FIG. 16 is a schematic top and side elevational view of an
interstitial aircraft boarding bridge according to an embodiment.
The interstitial aircraft boarding bridge 1399 at gate D13 in FIG.
13 is depicted in greater detail. The interstitial aircraft
boarding bridge 1399 is laid out above in FIG. 16 in the X-Y plane
to depict a top view. The interstitial aircraft boarding bridge
1399 is laid out below in FIG. 16 in the Z-X plane to depict an
elevational side view. Beside the structures of the at the air-taxi
distal end 1313, also referred to as the passenger pass-through
1313, and the air-taxi proximal end 1317, the interstitial aircraft
boarding bridge 1399 is depicted with a pass-through base 1329 and
an aircraft-proximal-end base 1339 to support the interstitial
aircraft boarding bridge 1399. The dashed regions represent
approximate footprints for the interstitial aircraft boarding
bridge 1399.
[0126] FIG. 17 is a method flow diagram according to various
embodiments.
[0127] At 1710, a concourse is the, e.g., redesigned "Concourse D"
(FIG. 13) at the U.S. airport SLC. The concourse is retrofitted or
designed to accommodate at least one grafted-interstitial aircraft
boarding bridge.
[0128] At 1720, a method embodiment includes replacing an existing
regional aircraft concourse with a concourse that includes at least
one grafted-interstitial aircraft boarding bridge. In another
embodiment at 1720, an existing regional aircraft concourse is
retrofitted with a grafted-interstitial aircraft boarding
bridge.
[0129] At 1730, a method embodiment includes docking an aircraft at
a grafted-interstitial aircraft boarding bridge.
[0130] At 1740, a method embodiment includes boarding or deplaning
at a grafted-interstitial aircraft boarding bridge.
[0131] At 1750, a method embodiment includes transferring between
two aircraft, using at least one grafted-interstitial aircraft
boarding bridge.
[0132] FIG. 18 is a method flow depiction 1800 according to various
embodiments. In an embodiment, an air taxi is "hailed" by a
potential customer or their agent, by making a bid to secure
passage on an air taxi. In an embodiment, the act of "making a bid"
includes posting a proposal, e.g., the potential customer proposes
a desired flight plan. In an embodiment, the act of "making a bid"
includes posting a proposal, e.g., the potential customer proposes
a desired flight plan and proffers a fare. In an embodiment, the
act of "making a bid" includes posting a proposal, e.g., the
potential customer proposes a desired flight plan and at least one
of departure and arrival time windows. In an embodiment, the act of
"making a bid" includes posting a proposal, e.g., the potential
customer proposes a desired flight plan and the desired flight plan
has a preestablished fare. In an embodiment, the potential customer
makes a bid with at least two of proposing a desired flight plan,
proposing at least one of a departure and arrival time window,
proposing a desired fare, and acceding to a preestablished
fare.
[0133] In an embodiment, the pre-established fare is based upon
distance and airport taxes. In an embodiment, the preestablished
fare is based upon other commercial considerations such as the time
span between the act of making a bid and the proposed departure
time. In an embodiment, the pre-established fare is based upon
distance, airport taxes, and other commercial considerations such
as the time span between the act of making a bid and the proposed
departure time.
[0134] In an embodiment, the act of "making a bid" is carried out
electronically. In an embodiment, if the act of "making a bid" is
carried out on a web-based tool, an air taxi company, an air taxi
broker, or another business entity manages the web-based tool. A
"web-based tool" means using an internet communication or the like
to carry out the act of making a bid. In an embodiment with a
web-based tool or the like, a potential passenger who desires to
make a trip but has a flexible schedule, is notified that other
bids have been received for the same flight plan or a portion
thereof, and the air taxi company suggests a fare that will cause
all bids to be accepted and binding.
[0135] In an embodiment, the act of hailing the air taxi includes
taking into account the desired flight plan and the number of fares
requesting the flight plan or a portion thereof. When the air taxi
company or the like has received enough bids from potential
customers to join the proposed flight plan, or a portion thereof,
the air taxi company accepts the bids and in an embodiment, the
potential customers' bids are binding upon acceptance by the air
taxi company. In an example embodiment, a potential customer hails
an air taxi for the air taxi company to fly two passengers, in
Utah, from Moab 1810 to Las Vegas 1820 in Nevada 1820. The bid is
for during the time window between 8:00 a.m. and 12:00 p.m. The air
taxi company acknowledges the bid, and waits for one more bid to
make the trip "profitable" within their business model. In an
embodiment, the trip with only two fares, is not profitable on
paper, but is still deemed profitable for market-development or
other reasons. In an embodiment, the trip makes a profit on paper,
with only two fares. In an embodiment, the air taxi company waits
for or solicits additional bids for passengers or cargo to join the
flight plan, and when a threshold level of bids is reached, the air
taxi company accepts the bids and binds the bidders.
[0136] In an embodiment, a first bid or a plurality of first bids
for a given flight plan or a portion thereof, has been accepted by
the air taxi company under a bid model termed "the efficient
breach". In this embodiment, the first bidders in an "efficient
breach" contract, acknowledge that despite the accepted first bid,
the air taxi company can received and accept a higher second bid by
another potential customer or group of bidders, and that the second
bid will be accepted such that the first bid with its acceptance is
nullified. In an embodiment, the nullified first bid is placed on
"standby" status, and if the first bidder or first bidders have or
will indicate flexibility with their proposed flight plan, it will
be executed within a pre-proposed flexibility window. In an
embodiment, the air taxi company announces an efficient breach, and
proposes a flexibility window for the first bidders including the
optional alternative of at least one of different fares or
different flight plans.
[0137] Because of the flexibility of an air taxi using rural
airports, municipal airports, and commercial airports that service
large passenger aircraft such as the Boeing 737 family of aircraft,
an embodiment for hailing an air taxi includes an existing air taxi
contract being modified to accommodate a potential customer's
haling the air taxi. In an embodiment, an engaged air taxi is
flying or will soon fly between Reno 1830 in Nevada and Salt Lake
City 1840. In an embodiment, a contract is entered in to, and an
air taxi executes the contract by flying nonstop, from Reno 1830 to
Salt Lake City 1240.
[0138] In an embodiment, however, before or during execution of the
Reno-to-Salt Lake City contract, a potential passenger in Grouse
Creek 1850 hails the air taxi by making a bid. The existing
customers have entered a contract with at least an arrival time
window, for passenger(s) and/or cargo. The arrival time window
allows for the Reno-to-Salt Lake flight to be diverted to a rural
airstrip in Grouse Creek 1850 to service the potential customer. In
an embodiment the air taxi company has equipment manufactured by
Eclipse Aviation. The equipment is the Eclipse.RTM. 500. The
Eclipse.RTM. 500 has a maximum cruise speed of about 375 knots and
it can carry up to six occupants. It also can sustain a range of
about 1,280 nautical miles and a ceiling of about 41,000 foot. In
this embodiment, the flight has room for a passenger or for cargo,
and it diverted or it enters the diversion into the flight plan
upon a given level of acceptance of the Grouse Creek customer's bid
such as accepting a credit card payment through the web-based tool.
In an embodiment, the Grouse Creek customer has a destination that
varies from Salt Lake City 1840 and the existing contract is
modified to have the air taxi fly to, e.g., Sun Valley 1860 in
Idaho before continuing on to Salt Lake City 1850. In an
embodiment, the Sun Valley 1860 destination is achieved after the
air taxi has attained the Salt Lake City 1850 destination.
[0139] In an embodiment, the bidding program is posted on a
web-based tool and bids are not recognized as legally binding bids.
Rather, a proposal is posted by a potential customer. In an
embodiment, a proposed flight plan with an optional proposed fare
is part of a "discussion" by a potential customer or potential
customers. In an embodiment, the "discussion" is on a web-based
tool such as a discussion board, and a potential air taxi carrier,
an agent thereof, or a broker (hereinafter "air taxi broker"),
monitors or is notified of the discussion board. In an embodiment,
the potential customer(s) post "earnest money" that will bind them
upon acceptance of their proposal including some or all conditions
proposed such as equipment, price, departure/arrival time window(s)
and others. In an embodiment, the air taxi broker, enters the
discussion board and accepts the proposals, which acceptance binds
the potential customer(s). In an embodiment, the air taxi broker,
enters the discussion board and makes non-binding counterproposals.
Upon the acceptance of a non-binding proposal by the discussion
group, the discussion board is upgraded to a "contract board" and
the parties enter the contract as discussed. In other words, the
air taxi broker(s), monitor(s) the discussion and at least one
thereof makes an offer to the potential customer(s) that have been
discussing the proposed flight plan or portion thereof. The
potential customer(s) then respond(s) until a critical mass is
achieved such that the air taxi broker binds itself, or has been
bound to the proposed contract.
[0140] In an embodiment, a passenger with passage on an aircraft
such as a Boeing 737, is monitoring an air-taxi board and notes
that a discussion is taking place, which if accepted by an air taxi
broker, would be useful for this passenger to join. In an example
embodiment, a passenger with passage between, e.g., Cheyenne 1870
in Wyoming and Las Vegas 1820 with a stop in Denver 1880, notes
that an air taxi contract appears to be forming, or has been
formed, to fly between Denver 1880 and Bullhead City 1890 in
Arizona, which is the passenger's preferred destination. The
passenger hails the air taxi. The air taxi company observes the
hail along with bid particulars, and allows the passenger to join
the contract if one has been formed on the discussion board. In an
embodiment, the passenger's bid forms the critical mass the air
taxi company can decide will result in a contract being formed. The
airline that has booked passage for the passenger releases the
passenger from the Denver-to-Las Vegas leg and optionally receives
value from the passenger for the incomplete passage, which is less
than the value of the Denver-to-Las Vegas leg of the passage. In an
embodiment, the passenger returns to Cheyenne 1870 by departing
from Las Vegas 1820 on the carrier that originated from Cheyenne
for the passenger. This same method embodiment is also applicable
between two air taxi companies where a subsequent leg of a trip for
a passenger of a first air taxi company is released in favor of a
leg of a different trip for the passenger by a second air taxi
company.
[0141] In an embodiment, any of the above air taxi hailings,
discussions, or contracts is combined with allowing an air taxi
passenger to be aboard the air taxi during or after an FPIPO push
embodiment. In an embodiment, any of the above air taxi hailings,
discussions, or contracts is combined with allowing an air taxi
passenger to be aboard the air taxi that moves within the confines
of any air taxi stand as set forth in this disclosure. In an
embodiment, any of the above air taxi hailings, discussions, or
contracts is combined with allowing an air taxi passenger to be
aboard the air taxi that moves within the confines of any air taxi
stand, before, during, or after an FPIPO push embodiment.
[0142] Following are method embodiments. A method comprising:
observing hailing of an air taxi; allowing a passenger to board air
taxi equipment related to said hailing; and allowing the passenger
to ride in the air taxi equipment. The method wherein allowing the
passenger to board includes allowing the passenger to board air
taxi equipment that includes up to eight occupant seats. The method
wherein observing hailing includes observing a potential customer
making a bid including a proposed flight plan. The method wherein
observing hailing includes observing a potential customer making a
bid including a proposed flight plan and a proposed fare. The
method including observing making a bid on a web-based tool. The
method, wherein observing hailing is preceded by observing
discussing a proposed flight plan among potential customers, and
wherein an air taxi company related to the air taxi equipment
responds to the discussing by proposing the flight plan and at
least one potential customer involved in said discussing. The
method, wherein observing hailing includes modifying an existing
air taxi contract. The method, wherein observing hailing includes
modifying a passage on an existing large aircraft flight plan. The
method, wherein observing hailing includes modifying a passage on
an existing air taxi equipment flight plan. The method, wherein the
air taxi moves within the confines of any air taxi stand as set
forth in this disclosure. The method, wherein the air taxi moves
within the confines of any air taxi stand as set forth in this
disclosure, before, during, or after an FPIPO push embodiment. The
method, wherein at any two, and up to and including all method
elements articulated in the phrases in this paragraph are
combined.
[0143] The Abstract is provided to comply with 37 C.F.R.
.sctn.1.72(b) requiring an abstract that will allow the reader to
quickly ascertain the nature and gist of the technical disclosure.
It is submitted with the understanding that it will not be used to
interpret or limit the scope or meaning of the claims.
[0144] The preceding description has been presented only to
illustrate and describe disclosed embodiments. It is not intended
to be exhaustive or to limit the embodiments to any precise form
disclosed. Many modifications and variations are possible in light
of the above teaching.
[0145] Several embodiments were chosen and described in order to
best explain the principles of the embodiments and their practical
application. The preceding description is intended to enable others
skilled in the art to best utilize the embodiments in various
embodiments and with various modifications as are suited to the
particular use contemplated. It is intended that the scope of the
disclosed embodiments be defined by the following claims.
[0146] It will be readily understood to those skilled in the art
that various other changes in the details, material, and
arrangements of the parts and method stages which have been
described and illustrated in order to explain the nature of this
invention may be made without departing from the principles and
scope of the invention as expressed in the subjoined claims.
* * * * *