Language selection

Search

Patent 2676189 Summary

Third-party information liability

Some of the information on this Web page has been provided by external sources. The Government of Canada is not responsible for the accuracy, reliability or currency of the information supplied by external sources. Users wishing to rely upon this information should consult directly with the source of the information. Content provided by external sources is not subject to official languages, privacy and accessibility requirements.

Claims and Abstract availability

Any discrepancies in the text and image of the Claims and Abstract are due to differing posting times. Text of the Claims and Abstract are posted:

  • At the time the application is open to public inspection;
  • At the time of issue of the patent (grant).
(12) Patent Application: (11) CA 2676189
(54) English Title: METHOD FOR CLEANING, CLEARING, AND/OR TREATING AN ELONGATE PATH
(54) French Title: PROCEDE DE NETTOYAGE, D'EVACUATION ET/OU DE TRAITEMENT D'UNE PISTE ETENDUE EN LONGUEUR
Status: Dead
Bibliographic Data
(51) International Patent Classification (IPC):
  • E01H 1/00 (2006.01)
  • E01H 5/00 (2006.01)
(72) Inventors :
  • LINS, THOMAS (Germany)
(73) Owners :
  • LIMA GMBH & CO. BETRIEBS KG (Germany)
(71) Applicants :
  • LIMA GMBH & CO. BETRIEBS KG (Germany)
(74) Agent: NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L.
(74) Associate agent:
(45) Issued:
(86) PCT Filing Date: 2008-01-22
(87) Open to Public Inspection: 2008-07-31
Availability of licence: N/A
(25) Language of filing: English

Patent Cooperation Treaty (PCT): Yes
(86) PCT Filing Number: PCT/DE2008/000098
(87) International Publication Number: WO2008/089732
(85) National Entry: 2009-07-22

(30) Application Priority Data:
Application No. Country/Territory Date
10 2007 004 159.6 Germany 2007-01-22

Abstracts

English Abstract

The invention relates to a method for cleaning, clearing, and/or treating an elongate, particularly rectilinear paved path, especially a taxiway and/or take-off runway and/or landing runway of an airfield, said path being used in the longitudinal direction in successive, irregular intervals by starting or landing aircraft. In said method, cleaning or clearing movements in at least one segment of the path are carried out in cycles, at a defined operational width and at an oblique or right angle relative to the longitudinal direction of the path, by two or more identical, successive cleaning or clearing runs and/or movements of at least one clearing apparatus.


French Abstract

L'invention concerne un procédé de nettoyage, d'évacuation et/ou de traitement d'une piste étendue en longueur, notamment droite et consolidée, en particulier une piste de roulage et/ou de décollage et/ou d'atterrissage d'un aérodrome, laquelle est fréquentée par des avions décollant ou atterrissant dans son sens longitudinal à intervalles successifs irréguliers. Selon l'invention, les mouvements de nettoyage ou d'évacuation d'au moins un segment longitudinal de la piste ont une largeur de passage définie et sont réalisés par au moins un dispositif de nettoyage qui évolue en angle aigu ou droit relativement au sens longitudinal de la piste et par cycles d'au moins deux passages et/ou mouvements de nettoyage et/ou d'évacuation successifs de même type.

Claims

Note: Claims are shown in the official language in which they were submitted.



-25-
What we claim is:

1. Method for cleaning, clearing and/or treating an elongate path, especially
a
straight solided way, especially a runway and/or a takeoff and/or a landing
strip of a airport,

which is frequently used by aircrafts taking off or landing in a longitudinal
direction, in irregular timepatterns,

whereby cleaning or clearing movements for at least one length segment of
the runway are carried out with defined workingwidth, in a sloping or vertical

angle to the longitudinal direction of the runway and in cycles of two or more

similar, successively following cleaning- or clearingtrips and/or movements of

at least one clearing tool / vehicle.

2. Method of claim 1, whereby the cleaning or clearing movements are
prosecuted by several cleaning or clearing movements, in each case parallel
and in possibly around the working width at the side to the longitudinal
direction of the runway transferred.

3. Method of claim 2, where a cleaning- and/or clearing movement is followed
by
a back movement in an opposite direction (counterdirection) without cleaning
or clearing, and after that a side transferred cleaning and/or clearing
movement in the same (identical) direction to the preceding cleaning and/or
clearing movement follows.

4. Method of claim 2, where a cleaning- and/or clearingmovement in one
direction is followed by a side transferred cleaning and/or clearing movement
in counterdirection and again another side transfered cleaning and or clearing

movement in the same (identical) direction to the prepast clearing movement
followes.


-26-
5. Method of claim 4, where two or more cleaning and or clearing movements
are carried out at the same time and/or time-transfered at different places
(segments) along the longitudinal direction of the runway.

6. Method of claim 1, whereby the runway is cleaned or cleared by means of at
least one cleaning and/or clearing vehicle and/or machine, in particular by
means of two, three or more cleaning and/or clearing vehicles and/or above
the runway moved cleaning and or clearing devices, which operate over the
runway at the same time and/or timetransfered.

7. Method of claim 6, where at least one cleaning and or clearing vehicle and
or
machine is positioned on the edge of the runway or in distance to the runway,
while the runway is used by airplanes in longitudinal direction.

8. Method of claim 6, where the runway or segments of the runway are cleaned
until the runway is used in longitudinal direction (by aircraft), and the
runway is
cleaned again immediately (directly) after a use in longitudinal direction,
e.g. in
sloping (slanting) or vertical angle to the longitudinal direction of the
runway.

9. Method of claim 8, where at least one already passed segment of the runway,
will be cleaned and/or cleared by one or several cleaning and/or clearing
vehicles and/or devices, while other segments of the runway in longitudinal
direction are still used by an airplane.

10. Method of claim 1, whereby the cleaning and/or clearing vehicles are
steered
in defined way, by means of optical systems and/or by means of satellite-
supported trace steering systems.

Description

Note: Descriptions are shown in the official language in which they were submitted.



CA 02676189 2009-07-22
-1-

Method for cleaning, clearing, and/or
treating an elongate path

This invention relates to a procedure or method for cleaning, clearing and/or
treating
an elongate path, especially a straightly paved runway, especially the runway
and/or
the airstrip of an airfield with the features of the independent claim 1.

Airstrips and areas being in use throughout the whole year have to be cleaned
and/or
de-iced depending on their type of use. This concerns runways and airstrips of
airports for example. Owing to their considerable length, these so called
runways will
entirely be closed for the air traffic before being freed from snow, snow
slush, ice,
packed snow or as the case may be. Shortly before the decision to close the
runway
completely the air traffic may only be maintained in places while accepting
losses
regarding the security. The steering and breaking behaviour of starting and
landing
aircrafts is considerably deteriorated on airstrips which are not completely
cleared
from snow. In case of sudden snowfall the deterioration of these conditions
may
happen within shortest time and hence very surprisingly.

In road traffic a clearing of the streets is possible during moving traffic
without any
problems. Due to the considerable speed differences of snow-snow-clearing
vehicles
and aircrafts, a clearing during take-off and landing is definitely not
possible. For this
reason, all areas have to be completely closed off for a clearing of the
runways for
the air traffic. Depending on the length of time which is required for a
complete
clearing, several take-offs and landings will be impossible.

Schematic representation of fig.1 shows a conventional clearing procedure of a
so
called runway 10 of an airport. The clear-up runs of a snow plough convoy 12
will
exclusively be done in direction of travel 14 to right the hand-side. Waiting
aircrafts
have to circle during the relatively long period of clearing. Not until the
completion of
the clearing has been finished, they can begin the final descent 20. During
the
clearing period the runway 10 is closed for landing and taking-off aircrafts.
Circling
aircrafts 16 have to bridge the period with additional fuel reserves. The
effective
clearing'period results from as follows: the time the snow-clearing vehicles
which are


CA 02676189 2009-07-22
-2-
mostly ordered in series need to drive onto the runway. The time the snow-
clearing
vehicles need to order themselves in series or next to each other. The time
needed
for clearing a runway 10 which has a length of several kilometres. The time
which is
needed to reorder the snow-clearing convoy 12 at the end of the clearing
process so
that the vehicles are standing in a row again. In so doing, the snow-clearing
vehicles
can leave again the runway 10 via a taxiway.

Under the supposition that the clearing period of 60 m wide and 4 km long
runway
approximately takes 20 minutes, whereas the snowfall intensity is increasing
in such
a way that within 19 minutes a sufficient breaking action is no longer
guaranteed, the
runway has to be cleared once again. Virtually, no single landing would be
possible
after the first or before the second clearing process. Furthermore, it is
supposed that
a second clearing convoy would be available 19 minutes after the first
clearing
convoy being in use at the beginning of runway 10 in order to clear the runway
10
from snow which has been fallen in the meantime. In this case, the runway 10
would
have been closed for 40 minutes. Such a situation may occur at the runways of
any
airport. The airport will have to be closed in case of considerable snowfall
as above
described. Furthermore, the great number of clearing convoys will also lead to
the
closure of the airport. In case of heavy snowfall over a long period which may
be the
case in North-American areas where blizzards are quite common it may also be
possible that potential alternate airports have to be closed suddenly.

A procedure for removing ice and/or pressed snow layers covering circulation
areas
is known from AT 413564 B. In so doing, ice and snow layers will be cut by
means of
circular saw blades. Furthermore, water will be injected in order to simplify
the ice
layer being removed from the ground.

One objection of the present invention lies in the fact that the circulation
areas and
straightly paved runways will be cleared within shortest time. Simultaneously,
the
main purpose of the runway will be affected as few as possible.

This procedure is solved with the characteristics of the independent claim 1
by
cleaning and/or clearing the runway in any angle or vertical to its
longitudinal


CA 02676189 2009-07-22
-3-
direction. Characteristics regarding favourably continued construction are
found in
dependent claims.

According to the present invention, the clearing of the runway is made by
carrying out
the clearing movement of at least one sector of the runway with a defined
working
width in an oblique or vertical angle to the longitudinal direction of the
runway and in
cycles of two or more equal, successive clearing and cleaning routes of at
least one
clearing device. This concerns a runway which is frequented by vehicles,
taking-off or
landing aircrafts in longitudinal direction in successive, irregular periods.
Whereas in conventional procedure, the runway is cleared between the narrow
and
front sides the inventive procedure describes a clearing movement between the
opposite long sides and flanks of the runway. A clearing movement can be a
clearing
route, whereas the whole device is moving correspondingly.

This inventive procedure preferentially enables the clearing process to be
done by
several and parallel clearing movements which are laterally displaced by the
working
width to the longitudinal direction of the runway.

Optionally, a clearing movement may be followed by a return in opposite
direction
without clearing or cleaning and thereto a laterally displaced clearing and/
or cleaning
movement in the same direction to the previous clearing movement.
Alternatively, a
clearing movement in one direction may be followed by a laterally displaced
clearing
movement in opposite direction and thereto a laterally displaced clearing
movement
in the same direction to the previous clearing movement. According to
conditions or
requirements, these alternatives may be combined or varied in any way.

The advantages of the inventive procedure will especially take effect if two
or more
clearing movements are done simultaneously or time-displaced in different
areas
along the longitudinal direction of the runway. Hence, several vehicles or
clearing
devices will be able to clear the runway simultaneously in different areas.
This leads
to the fact that the required time will be reduced considerably. The more
areas of the
runway will be cleared simultaneously, the shorter is the overall time
required for the
clearing of the whole runway or parts of it. The conventional procedure
describes a


CA 02676189 2009-07-22
-4-
clearing in longitudinal direction with one, two or more vehicles taking less
than 10
minutes for clearing in case of a typical airstrip of 2 km or more and a
limited speed.
If required, the inventive procedure enables the airstrip to be cleared much
faster.

A further alternative is to clear the runway by means of at least one snow-
clearing
vehicle, especially by means of two, three or more snow-clearing vehicles
running
simultaneously and/or time-displaced. Considerable advantages may occur when
clearing the runway with one vehicle compared to the clearing of the runway in
longitudinal direction. That is because mostly required areas can be cleared
preferentially. For the first time, it is possible to clear the runway within
shortest
during its uninterrupted use in case of two, three or more parallel used
vehicles
clearing the runway optionally synchronically or in any way in different areas
- either
in zig-zag or repeat mode with empty return runs.

For this reason, an especially favourable option of the inventive procedure is
to drive
along the runway with at least one clearing and/or cleaning vehicle while the
runway
is used in longitudinal direction by other vehicles or aircrafts. As soon as
the runway
is used in longitudinal direction as it is its principal purpose - e.g. usage
by starting
and taking-off aircrafts - it is sensible for safety reasons to put the at
least one snow-
clearing vehicle laterally on the roadside or spaced to the roadside. During
the
runway being in use, the snow-clearing vehicle can in longitudinal direction
remain in
standby position. The snow-clearing vehicles can go on clearing and cleaning
immediately after the vehicles or aircrafts passing by and after leaving the
runway.

In so doing, the runway can be cleared and cleaned until shortly before being
used in
longitudinal direction and/or directly after being used in longitudinal
direction or in
vertical angle to the longitudinal direction. Consequently, cleaning and
clearing only
has to be interrupted for a short time and after the passing of the aircrafts
or vehicles
the clearing process may be continued again.
An especially time-serving option of the inventive procedure is that sections
of the
runway, having been passed already, can be cleared and/or cleaned by one or
several snow-clearing vehicles while further sections are being used in
longitudinal
direction by aircrafts and vehicles. For this option of the procedure it is
not absolutely


CA 02676189 2009-07-22
-5-
necessary to clear the runway completely in order to clear and clean it in
lateral
direction. It may also be sufficient to clear and clean the runway again
behind the
aircraft, however in a sufficient safety clearance. In front of the vehicle or
aircraft
passing the runway in longitudinal direction a larger safety clearance should
be
included in movement direction in order to prevent every potential collision.
Furthermore, it may be advantageous to steer the clearing and cleaning
vehicles in
defined lanes and/or observe their movements permanently. This will be
realized by
means of optic, inductive, radio based and/or satellite based lane keeping
steering
systems or with the aid of such systems (like GPS/ Glonas/ Galileo-System). In
so
doing, an automated or semi-automated clearing procedure can be made possible.
Control or remote control of the vehicles may also be executed or facilitated
by
means of induction loops, radar, wireless, railing systems.

When talking of clearing and cleaning routes in the present connection this
basically
means all kinds of clearing and cleaning movements of all kinds of cleaning
and
clearing devices and/or vehicles. This does not necessarily involved vehicles
of
conventional construction. Clearing and cleaning movements may equally be
executed by means of cable controlled devices.
Listed below, several aspects of the present invention will be summarized
again. This
invention concerns a procedure favouring the removal of snow, slush, ice,
dirt, alien
elements, rubber, water or as the case may be. Briefly speaking, contamination
on
straightly paved runways, especially on airstrips. When talking of runways in
the
present connection, this means the expanse of airfields, airports or aircraft
carriers
used by taking-off aircrafts for acceleration in order to reach the necessary
speed for
take-off. In most cases, the airstrip is also the landing strip used by
aircrafts for
landing and breaking. As runways and landing strips are used for both purposes
they
are simply called airstrips. Pilots and flight controllers simply call it
runway which is
common in English language. The direction of the runway is the direction in
which the
aircrafts are landing and taking-off.

The runway will not be cleared, cleaned or treated with certain agents (de-
icing fluids,
salts, thawing salts, sands etc.) analogically in longitudinal direction to
the runway


CA 02676189 2009-07-22
-6-
direction while the air traffic is closed. It will be cleared in an angle
deviating from the
conventional clearing direction.

In an extreme case, cleaning, clearing and disperse devices go or cross the
runway
across the airstrip. In so doing, contamination is removed from the runway. In
addition to that, certain agents will be used. Compared to a cleaning movement
in
longitudinal direction (prior art) which may reach a length of more than 4 km
and may
last up to 30 min a clearing movement in lateral direction takes only few
seconds for
approximately 60 metres. Hence, it is possible, to clear the runway while
aircrafts are
landing and taking-off. Moreover, it is possible to clear the runway in
sequences after
the landing or taking-off aircrafts passed the respective sequence. By means
of the
new procedure, existing safety distances between aircrafts for separation,
wakes etc,
which are converted, measured and expressed in periods will be used parallel.
The
runway has no longer to be closed for the air traffic. In other words, a
staggering
distance of two minutes for example (laid down in law) is used parallel during
air
traffic between two successive aircrafts which use the runway for taking-off
or
landing. In so doing, the runway can at least be cleared and treated
sequentially. The
proof of operationality offers vehicles e.g. waiting in front of runways which
are in
operation on airports with several maybe parallel running runways in order to
cross
the runway after the passing of a taking-off or landing aircraft. This may
involve a just
landed aircrafts crossing a further runway with a normal speed of 5 to 15
nodes in
order to reach the passenger terminal. Coordination will be made by flight
controllers.
Air traffic will not be impaired by crossing an active runway in such a way.

The present invention may simplified be referred to as so called crosswise
movement. Especially agricultural vehicles are suitable for the realisation of
this
procedure. Until now, vehicles similar to trucks and equipped with tools have
been
used for clearing the snow. These vehicles are basically used for cleaning
streets
and runways. Special-purpose machines, however, are more suitable for the
present
purpose. These vehicles will particularly advantageously be used for the
special
purpose of clearing the airstrip.

Such a vehicle may advantageously have a driving motor as being used for
traction
engines and tractors in agriculture. A so called power shift gearbox without


CA 02676189 2009-07-22
-7-
interrupting the traction when changing the gear should be used in stead of a
conventional manual transmission interrupting the flux from the motor to the
transmission. A so called power shift gearbox should be used for gear shifting
instead of a conventional manual transmission interrupting the flux from motor
to
transmission during the switching operation. Preferably, an infinitely
variable
transmission is used. By means of this, the driver can sensitively adapt the
speed to
the requirements without interrupting the traction.

Conventional snow-clearing vehicles have tyres also used for trucks. These
tyres
inflated with air pressures of several bar are absorbing the load and
transmitting the
drive. These tyres are suitable for the usage on paved runways, streets etc.
without
destroying them.

A considerable damage to the agricultural area is caused by deviating from the
runway e.g. into the green area next to the airstrip. These tyres are normally
not
suitable for off-road use. The tyres of the currently used vehicle should
provide a well
cross country mobility. This vehicle can be carried, transported and powered
by low
pressure tyres causing a much lower ground pressure over the prior art (for
runway
equipment). The ground pressure may be reduced by increasing the width and
contact area (of belt drive systems etc.) and by twin tyres, increasing the
number of
axes. This has been developed in countless versions for the agricultural
sector. If
applicable, the diameter of the tyres may be so large that it is possible to
cross larger
snow piles at any time. Furthermore, treads may be developed in such a way
that the
traction on snow, grasslands and paved grounds is ensured at any time.
The steering or remote steering of vehicles may be carried out or supported by
means of GPS or GPRS. Furthermore, working widths of more than 3 or 6 metres
may be available. In contrast to state of the art road sweepers and snow-
clearing
vehicles, the available working width will be considerably increased.
Furthermore, it
may be advantageous to use lightweight construction for the snow-clearing
vehicle,
to reduce the operating speed of 30 - 50 km/h (for snow-clearing vehicles on
so
called S- or L-runways) dramatically, to develop the tools smaller sized (e.
g. height
or diameter) and lighter in relation to the state of the art.


CA 02676189 2009-07-22
-8-
Instead of automotive vehicles the movements of the machines may optionally be
executed by means of self propelling, tow ropes, chain tracks, poles (push and
pull)
or traction machines or pushers. In order to prevent vehicles from driving
into the
security zone (during landing or take-off) so called chains e.g.
electronically
controlled or (visual) barriers can prevent uncoordinated movements.

According to suitable constructional measures obstacles along the runway can
be
crossed over by means of corresponding excavation i. e. the vehicle will be
lifted, the
tyres will avoid the obstacles.
In order to be able to monitor the no-slip conditions of the runway at any
time, it may
be reasonable to determine the measured frictional coefficient or the
calculated
breaking coefficient not only over a narrow track but also over a large
expanse of the
runway (up to the complete expanse of the runway). Determination will be made
by
means of force measurement, bolt measuring and/or saving resistance of a
vehicle
unit, absorption of energy of tools, braking action. Furthermore, these data
will be
transferred if applicable in real time to the operational command.

Furthermore, it may be advantageous in connection to this particular procedure
not to
spread the de-icing fluid or other agents over large areas but selectively on
certain
surface areas covered with packed snow.

In connection to the above mentioned procedure, a multiple application by
means of
the same or corresponding equipment is possible, also synchronically or
simultaneously. In detail this includes winter road clearance (clearing,
spreading of
de-icing agents, adhesive agents etc.), removal of sudden ice, clearing of
transverse
grooves, removal of rain water, general clearing of S/L runways, dust, dirt,
foreign
objects, animals, etc, measurement of braking coefficient (partly or all over)
driving or
keeping away animals in the area surrounding S/L runways or air traffic etc. a
removal of rubber abrasion (of aircraft tyres).

Furthermore, contamination will laterally be moved to the clearing direction
and if
applicable, directly loaded or spread on unpaved areas by means of nearly flat
lying
conveyors (or the like) on which contamination of any kind is moved on.


CA 02676189 2009-07-22
-9-
Contamination may be moved and/or gathered in containers, conveyors and if
applicable, loaded or unloaded on impassable areas or in containers.

Furthermore, measures can be met to reduce fog or to improve runway visual
rage
values at least for a short time during emergencies. In addition to that,
inspection
and/or control passes can be made with an anti-snow drift mode.

The power unit (motor drive) may be separated from the tool unit in short
order.
Hence, depending on the fault, the tool or the engine may be exchanged fast
and
easily. Moreover, during the summer months, the tools showing wear parts can
be
overhauled and the power unit can be used for different application fields and
the
profitability can be improved considerably throughout the year. In addition to
that, by
means of light coupling of tools for the winter S/L treatment with a power
unit, the
power units can be linked, leased or rent.
An increased effectiveness of snow and ice removal may be achieved by
= increasing the number of clearances,

= increasing the number of flight movements,

= optimizing the use of de-icing agents specifically (in relation to time and
surface),

= preheating de-icing agents (maybe with the lost heat of power units),

Further modifications and alternatives of the inventive procedure, if
applicable by the
use of one machine variant described before and/or under consideration of one
or
more boundary conditions mentioned before are possible and reasonably and thus
part of the present invention. In this context, it should be pointed out that
the
inventive procedure refers to all possible crossings on elongated runways e.g.
for
driving away birds and different applications as described above.


CA 02676189 2009-07-22
-10-
The power distribution of the used devices, which is necessary for the
treatment of
the runway, is done mechanically (e.g. waves, chains, ropes, belts, straps,
frames
etc.), hydrostatically or electrically over the whole working width. Entire
working width
can be carried out by means of several parallel or side by side placed and
linked
modules. In addition to that, the modules can be swivel-mounted.

A remote control of all devices can be carried out by means of different
procedures
as e. g. Bluetooth, GPRS; radio, GMS, satellite communication, isobus,
infrared,
radar and so on. In contrast to the so called procedure in longitudinal
direction a
crossing in transverse direction would be similar to an evacuation. A
procedure in
transverse direction can be interrupted in few seconds. In contrast to that, a
procedure in longitudinal direction can lead to considerable delay due to
longer
distances.

An especially advantageous alternative is the simultaneous measurement of the
braking coefficients during clearing in order to be able to vary the speed in
dependence upon the braking process by means of the feedback so that a clean
runway is possible after the treatment. In case of strong snow fall, a lower
braking
coefficient will be ascertained by which the speed will be reduced. In so
doing, a
better clearing quality and a higher security will be guaranteed.

In the following, the invention will be explained in detail by means of
variants referring
to the enclosed drawings. The variants serve as example and may not be seen
non-
restrictively. Same parts and elements in the figures are basically
characterized with
the same digit. For this reason, some of these digits will partly not be
explained
repeatedly.
Fig. 1 shows a conventional clearing procedure according to state of the art.

In schematic representations figures 2 to 10 show variants of an inventive
clearing
procedure.


CA 02676189 2009-07-22
-11-
In figures 11 to 17 the conventional procedure in longitudinal direction is
compared
with the inventive procedure in lateral direction and the integratability in
the running
air traffic.

The situations which should be improved by means of the inventive procedure
are
best-described on the basis of an experiential report of a pilot. The state of
affairs
caused as a result of the insufficient, presently available clearing procedure
is
described in the following report:

"On XX.YY.ZZZZ we took-off with a long-haul jet from Tokyo towards B. The
weather
forecast predicted snowfall for the estimated time of arrival. Considering the
restriction regarding the take-off weight we were not allowed to add extra
fuel in case
of holding patterns over B. The maximum of fuel was barely sufficient for
flying
holding patterns of less than one hour". (Note: When flying a holding pattern
lasting
one hour at the destination approximately 6 tons fuel plus fuel for a 12 hours
flight for
transporting the extra fuel were calculated. In so doing, the entire
additional fuel
amount of nearly 10 tons is necessary as a result of the expecting snow
conditions.
For this reason, freight of similar weight had to be left behind in Tokyo.)

The experience showed that in case of comparable weather forecasts, additional
fuel
in above mentioned amount was filled in. However, the weather situation on the
destination airport did not correspond to the forecast and the situation was
entirely
without tense. This time, however, we also had to bear the worst case in mind.
After
arrival in the country of destination, still far away from B, we had to stop
in a holding
pattern for approx. 40 minutes according to the order of the air traffic
controllers. This
led to a considerable delay of our flight. After flying further towards B we
had to stop
in a further public holding pattern. During this time, we contacted our
station in B and
transferred our position in space and in the approach sequence between the
other
aircrafts waiting in the sky. Thereby, we are talking of larger aircrafts as
smaller air
planes with short flight time did not get permission for take-off. These air
planes were
sensibly waiting on the ground for the improvement of the situation. The
company
station arranged to change the approach order with a different aircraft having
enough
fuel on board and belonging to our airline. This measure was met even if the
scheduling of air controllers, airport, company, crew, air craft rotation,
connecting


CA 02676189 2009-07-22
-12-
flights etc was confused. In so doing, we were briefly number 2 and we were
able to
start the approach as no. 2. The additional fuel intended for waiting was
nearly
completely consumed. As we were no. 1 the allocated runway was completely
closed
for approx. 20 minutes because the snowplough was in use to clear the runway.
Before, the aerogram of pilot who just landed reached the tower describing the
braking action as poor. A direct measurement with the friction meter auto did
not take
place. The parallel runway in B has been closed since this morning, because of
an
aircraft which slided-off the runway as a result of the snow. Recovery
operations may
last some more days. On the one hand, there were no landing opportunity in B
and
on the other hand we were out of fuel. The landing at an alternate airport C
with the
same weather conditions was initiated. Fortunately, the approach was without
delay.
Contrary to expectations, the runway was completely free of ice and snow. The
braking coefficient was excellent as to be expected on a merely wet runway.
This
solely resulted from the fact that air traffic was low and due to the
accompanied use
of the considerably shorter runway as a result of snowplough. The snow fall
was
nearly the same. It was out of question for almost all guests having
connecting flights
in the same evening to reach their final destination. They had to be prepared
for an
irregular stay in Munich. Consequently, we managed guests with the destination
C to
get off. However, we had to carry on their luggage to destination B where we
were
able to unload the container at the earliest. According to the procedure, a
forwarding
of the luggage should be planned the following day. As a result of the snow
chaos
however, this has not been possible.

A further item on the priority list was to organize 20 tons of jet
fuel/kerosene, to de-
ice the long-haul jet completely my means of a basically small de-icing
vehicle for
short-haul jets. There are only two de-icing vehicles. However, being already
in
action in C. As a result of snowfall which has been quite heavy in the
meantime, the
hold-over time (timeframe after de-icing in which a secure take-off is
possible) has
always been lower. So the total of all periods between the beginning of the
anti-icing
of the first section of the airfoil wings and the completion of the de-icing
or plus rolling
period to the runway plus possible delays as a result of slot
guidelines/targets,
landing, taking-off and clearing probably led to the fact to stop in C.
Repeating the
anti-icing procedure after passing the hold over time would lead to the expiry
of the
maximum operational hour which is 20 hours. Furthermore, the technical
procedure


CA 02676189 2009-07-22
- 13 -

for the flight back to B must have been organized. Moreover, the situation in
B must
have been observed and the maximal working hour of the crew had to be
calculated
after 16 working hours. All this had to be coordinated with the new time of
arrival
which was calculated in a new flight plan. The captain was able to prolong the
working hour. Fortunately, the crew did not get off in C which would have
consequences for guests, freight, aircraft, successive plans, alternative crew
etc.
Keeping in mind the devastating aircraft catastrophe in Tenerife, we exercised
care
despite approaching fatigue in the late evening. At that time, much more
aircrafts had
to go to the alternate airport to Tenerife which contributed to the disaster
already.
Approaching the nightly B, a CAT-3 approach followed as a result of viewing
conditions because of heavy snow fall. Due to the necessary staggering, the
CAT-3
approach took much longer. In contrast to a cleared merely wet runway in C the
runway in B was contaminated with several centimetres of snow. In the second
half
of the runway it confirmed that the rear part has not been cleared (probably
lack of
time; luckily, the wind hold to the facts of the runway conditions and did not
turn. In
so doing, along the delay for changing the direction of the runway
considerable
delays due to clearing the consequently first section of the runway would
occur. At
last, the exceeding of the working hours must have been reported to the
Luftfahrtbundesamt (German federal aviation administration). Finally landed in
B, we
missed the turn-off taxiway intended for us as the delay rate has not been
sufficient
and a secure speed corresponding to the snow-covered runway has not yet been
reached.

After passing the free turn-off taxiway we would indeed have been slowly
enough,
however, the air controller directed us to the end of the road because there
was no
open, free or cleared runway in between. Our estimated final distance was 1.5
km,
the speed of our aircraft including 14 crew members, more than 250 passengers
and
20 tons of fuel (approx. 180 tons total weight) was 15 - 20 km/h. This meant
further 5
- 6 minutes on the only runway in Y. We heard over the radio that a following
aircraft
had to take-off due to our delay/stay and we received the instruction
"expedite
vacation". We have been accelerating in order to reach our final position fast
and we
have been rolling over the snow-covered runway. After nearly 18 working hours
and
at the end of the runway, we were surprised. Different to the first section of
the
runway covered compacted snow and a more or less existing braking coefficient


CA 02676189 2009-07-22
-14-
(similar to chemically de-iced wet runways) was nearly zero shortly before the
end of
the runways and taxiways. Neither brake nor steering seemed to work, the speed
was suddenly too high. Immediately, you think on crosswise groofings on the
surface.
Once you need them, they were filled with snow, moreover, the cover of snow
will
possibly be stabilized thereby and less or even no deceleration will be
guaranteed.
Only the quick-thinking reverse thrust of the captain could prevent an
uncontrolled
leaving of the remaining runway. Contrary to the regulations to make a maximal
reverse thrust with a speed of only 70 nodes (more than 130 km/h) we decided
not to
do so and the aircraft came to standstill. As a result of overheating the
engines could
be damaged or foreign substances could get into them. The engines were
secondary. In addition to that, so much snow was whirled up the reserve thrust
that
you hardly could see the ground. Again a compromise had to be met within a
fraction
of a second. Due to snowfall and almost two accidents the airport B would have
come to standstill for a longer period.
Alone the fact that a flight as described above could become reality is
sufficient. The
above mentioned example should describe the state of the art difficulty from
the
viewpoint of persons concerned. Considering the snow masses for example, you
will
find out that these snow masses will not be pushed away from the runway on the
shortest way. However, they will be pushed away in a vector orientated to the
edge
of the runway but leading over the runway over a longer distance. In other
words,
tonnages of snow will not be pushed directly at right angle to the direction
of the
runway but over a longer distance in direction of the runway in order to leave
the
runway after several 100 metres. This requires time and power of impact.
An improvement of the current state with its history in terms of a complete
elimination
of the problem seems hopeless without the present invention. Despite
sophisticated
aircraft de-icing procedure the air-traffic is helpless in face of the whether
and in face
of many individual aspects.
For example, the development of automotive de-icing elephants and many other
devices could solve big problems. However, snow-covered and contaminated
runways have become a main problem. See above. Even if the chemistry seems to
solve the problem it only shifts it as you can see in the example of the
delivery


CA 02676189 2009-07-22
-15-
bottleneck of the raw material de-icing liquid at the beginning of the year
2006 and
the air traffic and the air-traffic came partly to standstill again. The daily
loss as a
result of an onset of winter can amount to millions. However, contaminations
like dust
and tyre abrasion which is quite common during the summer months and during
long
dry periods, or lost component parts of aircrafts etc. can cause serious
consequences. The air crash of a Condorde in Paris and possibly even the
withdrawal of the Concorde from the air traffic as well as countless different
incidents
and damages would have been prevented if the runway had at least sequentially
been cleared during the day permanently and prophylactically.

However, foreign materials like birds, flock of birds and other animals are
found
directly over, next to and on the runway or even in the air. These animals
startled by
approaching aircrafts always find their way into the sensitive engines and
into the
baromatic measuring instruments. Consequences and damages are enormous.

The present invention is solving the described problems and improving the
actual
state regarding contaminated runways etc. in this way, that difficulties and
disturbances will be a thing of the past for pilots, airlines and airport
operators. The
currently weakest link in the chain (e.g. the insecure runway conditions in
winter)
could become in foreseeable future the strongest link in the chain - runways
which
are ensured to be open, ready to operate on and clear.

The schematic representation of fig. 2 example shows how to realize the
inventive
procedure. On runway 10 there is a snow-clearing vehicle in form of two
vehicles
behind a safety line 24. Furthermore, behind this safety line, an aircraft 26
is waiting
on the ground to cross the active runway 10. The snow-clearing vehicle(s) 22
waiting
to go into action receive - alike the waiting aircraft 26 on the ground - the
opening for
crossing the runway 10 directly or indirectly from the tower (air controllers)
after a
landing aircraft 28 passed by. An upper safety line 24 which is parallel to
the lower
safety line 30 preferentially has the same distance to runway 10 and is like
the upper
safety line 24 parallel to runway 10. The safety lines 24 and 30 define the
distance
between the snow-clearing vehicles 22 and the runway 10 as well as the
distance
between waiting aircrafts 26 and the runway as long as active i. e. landing or
taking-
off aircrafts 28 are able to pass the runway 10.


CA 02676189 2009-07-22
-16-
In the situation described above, the following announcement may occur via
radio:
"aircraft 26 and snow removal group, after landing traffic on short final
cross runway
10." Similar to the rolling aircraft 26, the snow removal group SRG will be
confirming
and responding as follows: "snow removal group, after landing traffic on short
final,
cross runway 10." Hence, all users listening to the same frequency will be
informed.
Suitable announcements may secure that snow-clearing vehicles will not cross
the
runway until the runway has been opened by means of explicit announcements.

The representation of fig. 3 shows the following situation: aircraft 28 has
been landed
and passed the snow-clearing vehicles 22 and the waiting aircraft 26.
As soon as above mentioned situation occurs, vehicles 22 and aircraft 26 get
in
motion and cross runway 10. For crossing the runway 10 the snow-clearing
vehicles
22 use their tools like snow clearing blades, ice scrapers, road sweepers,
devices for
shredding ice, dew or de-icing fluid spraying devices and/or dispersion
devices for
sand or salt.

A further schematic representation of fig. 4 shows a situation after snow-
clearing
vehicles 22 crossing runway 10. After the snow-clearing vehicles 22 having
operated
on runway 10, the vehicles move away from the runway to behind the safety line
30
(right) similar to the rolling aircraft or the landed aircraft, this happens
during the tools
being in use. Depending on the working width and the number of snow-clearing
vehicles 22 or snow removal groups the entire runway could have been cleared
already. However, this example shows how to proceed with only few snow-
clearing
vehicles 22. Thus, the first section of the runway 10 is cleared and possibly
treated
with de-icing agent. A further aircraft is approaching the runway 10, further
landing
aircrafts (not shown) are following in short distance.

A further schematic representation shows the snow-clearing vehicle 22 or the
snow
removal group(s) 22 positioning themselves again behind the right safety line
30 in
order to cross the runway 10 once again. The aircrafts 22 are waiting for the
landing
aircraft 32 passing by. The only result of this may be that the vehicles have
to
execute a transposition manoeuvre or a transposition manoeuvre with a
displacement of distance corresponding to the length of a runway section being


CA 02676189 2009-07-22
-17-
cleared in one operation process (refer to fig. 7) depending on the angle
removing
from (fig. 6, angle a) or approaching (fig. 6 angle R) the runway 10.
Depending on the
available working width, the necessary parallel space behind the safety line
30 may
vary.
The procedure corresponding to figure 2 and 5 can start from the beginning
with the
only difference that the following runway section is being cleared.

The schematic representation in fig. 7 a shows a variant with 3 snow removal
groups
22 in total so that the runway can be cleared and treated completely after two
aircrafts having been landed in a normal separation. This means that a
complete
clearing of the runway 10 could take place in less than three minutes without
impeding the running air traffic. The first route 34 of the first snow-
clearing vehicle
(not shown; description see fig. 7b) runs with an additional route parallel in
longitudinal direction to the runway 10. The second route 36 of a second snow-
clearing vehicle (not shown; description 7b) runs with an additional route
parallel in
longitudinal direction to the runway 10. The third route 38 of a third snow-
clearing
vehicle (not shown; description see fig. 7b) runs with an additional route
parallel in
longitudinal direction to runway 10 so that three snow-clearing vehicles are
able to
move synchronically on parallel lanes.

The schematic representation of fig. 8 describes the routes of four snow-
removal
groups in total, whereas groups 1 and 2 are clearing and treating one half of
the
runway 10 in two cycles and groups 3 and 4 are clearing and treating the other
haft
of the runway 10 in two cycles. The rhythm is dedicated by the landing and
taking-off
aircrafts. In case of low air traffic, between two successive aircrafts, the
snow-
clearing vehicles are repeatedly able to cross the runway 10 for clearing and
cleaning. The more air traffic and the more snowfall and rain, the more
devices and
groups are able to operate on more sections of the runway 10 in order to clear
it
within shortest time and by impeding the air traffic on the runway as low as
possible.
The schematic representation of fig. 9 shows a clearing strategy. Snow-
clearing
vehicles do not clear or treat the runway 10 in a right angle to the
longitudinal
direction of the runway. However, in case of sufficient working width or low
snow


CA 02676189 2009-07-22
- 18-

masses, low rain etc. the snow-clearing vehicles can cover a longer distance
during
crossing runway 10. In so doing, the crossing of the runway 10 is done in an
acute
angle to the longitudinal direction of the runway 10. Thereby, taxiways are
marked
with reference number 40.

The representation of fig. 10 shows a further alternative variant of the snow-
clearing
procedure. In case of low snow fall, a single snow-clearing vehicle or a
single snow-
removal group may be sufficient to clear or treat a runway 10 completely
during air
traffic by crossing the runway a defined number of times. Afterwards, the snow-

clearing vehicle can return to the beginning of the runway. Provided that a
complete
clearing of the runway is required every 60 minutes as a result of low
snowfall, the
average utilisation of the snow-clearing vehicles will be steered by means of
a
specific variation of the number of vehicles and the working width of the snow-

clearing vehicles. Thus, the runway can once be cleared or treated completely
within
60 minutes corresponding to the number of vehicles in time to the air traffic.
In case
of increased precipitation, gradually more and more vehicles or snow-removal
groups
will be able to "merge". Consequently, the runway can be cleared or treated
continuously and with a higher frequency without impeding the air traffic.

The single figures show the routes of single or several snow removal vehicles
or
snow removal groups being employed at the same time. The characteristic
feature is
that the runway is not cleared or treated parallel to the runway direction but
it is
cleared and treated in a deviating angle.

The figures 11 to 17 show different graphic representations of clearing
strategies and
comparisons of an actual state (conventional clearing procedure) to measured
timing
when executing the inventive procedure (so called transverse procedure).

Further aspects of the inventive procedure may lay in the fact that machine
noises,
movements of devices or special noises and measures favouring the deterrence
(optically), all installed on the devices, are used to keep away animals of
any kind
from taking-off and landing aircrafts. Thus, the risk of bird strike will be
minimized for
aircrafts, their engines and measuring instruments.


CA 02676189 2009-07-22
-19-
The operating personnel of the snow-clearing vehicles is able to identify and
report
possible causes of risk as a result of the permanent, narrow distanced
crossings,
parallel during the clearing activity and during the whole stay on the runway.

Advantages resulting from the inventive, newly described procedure are stated
as
follows:

=- No unnecessary purchase, transport or consumption of fuel as a result of
holdings, diversions, return flights etc. as a stable approach planning like
in summer
can be guaranteed. Similar to CAT IIIB-criteria, the reliability of a runway
can be
guaranteed also during an onset of winter.
=- No unload of freight and passengers on the airport of departure as a result
of
payload-reductions.
=- Reduction of expansive holdings and consequent operating hours (A340
costs approx. 10.000,- EUR/hour, B747-costs approx. 15.000,- Ã/h).
=- Keeping to schedules, approaching sequences, arrival and departure times
etc.
=- Maximising the runway availability for the air traffic also in case of
heavy
snowfall.
=- Minimising of the risk of accidents due to optimisation of runway
conditions
and minimisation of contamination.
== Avoiding diversions due to onset of winter.
== Avoiding unplanned passenger stays on stopover airports at the expense of
the airlines or at the expense of the passengers.
== Avoiding luggage and freight irregularities.
== Avoiding luggage forwarding and claims for compensation.
== Avoiding bottlenecks regarding fuel supply on alternates not equipped for
several super jumbo jets.
=- Avoiding bottlenecks regarding de-icing on alternates not equipped for
super
jumbo jets.
=- Avoiding slot-delays of starting aircrafts due to bottlenecks regarding
loading
capacity.
=- Avoiding double de-icing of aircrafts due to expired hold-over times caused
as a result of bottlenecks regarding taking-off capacities.


CA 02676189 2009-07-22
-20-
== Avoiding exceeding working hours and prolonging working hours of crew.
== Avoiding diversions and consequential costs like handling, technique,
flight
security, 20 flight planning, replacement crews, transfer charges to hotel and
accommodation for crew and passengers, replacement flights etc.
=- Avoiding increase of delays e.g. LVO (low visibly operation) and snow
removal.
= Avoidance of accumulations of snowy masses etc. and walking along decision
difficulties, when runway must be closed for safety reasons to clean it.
= Avoidance from only partially cleared areas, and solve of the conflict, that
with
slippery roads in winter less Runwaylength and cleared Runwaywidth are
available,
but width and length are needed exactly in this situation in winter.
= No bigger security discounts by worse Grip of the airplane tyres in winter
than
in summer (of the Grip of the comparable normal tyres with a specific elastic
mixture
is made worse only in winter on account of the temperatures. A change of the
airplane tyres for the winter with another elastic mixture does not take
place). An
other deterioration of the situation in winter through only partial cleared
runways can
be avoided.
= No landing delays if the wind turns, and the landdirection must be changed
which shows limiting factor, when the Snow Removal is moving in
counterdirection.
= Minimisation of the Runway Occupation time by worse delay coefficient and
long Rollouts of the landing airplanes.
= No unnecessary Go-Arounds of subsequent airplanes.
= It is no unnecessary risk readiness under stress of all people involved,
wheather the pilot who copies the landing and target behaviour of a preceeding
and
on snowy Runway landing pilot, or the responsible in the Tower who supports
his
land release on oral radio messages of the pilots with a personal feeling
about the
brake behaviour.
= No more releases for rolling and starting on snowy ways and roads
inevitably.
Airplanes with more than 200,000 litres of kerosene aboard should not be led
on ice
and on snow. The taxi- and runways could remain cleared and cleanded also
during
current and usual aircraftmovements
=.Minimisation of the accident danger by steadily sure Grip and minimisation
of
rescue costs.


CA 02676189 2009-07-22
-21-
= No additional charges and stress situations of crews at the end of dutyhours
by contaminated land roads and walking along decision-making in fractions of
seconds.
= Maintenance and indemnification of the function, of perhaps available
Runway-Groofings.
= Avoidance of engine damages by overheating as a result of required reversal
push down to the standstill of the airplane.
= Rise of the reliability and security of the air traffic also during strong
snowfall.
= Avoidance of Foreign Object Damage (FOD), damages by foreign objects to
the airplanes.

In the following, some aspects of the present invention are summarised again
and
stressed. The invention concerns in the essentials a procedure for cleaning or
treating of Runways with the following steps:
Step 1:

At the Runway a cleaning unit is ready for crossing a active Runway, similar
to
waiting airplanes on the ground for crossing the active runway, e.g., behind a
perhaps prescribed or defined security line.

Step 2:

After an airplane has landed, took off or went around and has passed the
cleaning
unit, the cleaning unit crosses the perhaps, prescribed (perhaps only virtual)
security
line and the Runway. Over the runway, the cleaning unit, uses tools as for
example
snowplow, icescratch, icecrusher, broom, brush and or de- and/or
antiicingfluids,
binding agent or similar, and cleans the Runway. Crossing the Runway takes
place
with the special sign or mark, that the real movement or treating the Runway
take
place, not in parallel with the runwaydirection, but in an deviant angle of it

Step 3:


CA 02676189 2009-07-22
-22-
After the duty of the cleaning unit over the Runway, the cleaning unit moves,
with dug
up tools, away from the Runway behind a perhaps prescribed defined security
line,
mainly behind the opposite side of the runway (e.g., on the right). According
to
working width and number of the cleaning teams, the whole Runway could be
cleaned now.

A variation of the procedure encloses the following signs:

For the case, that the Runway were cleaned only partially, by too low working
widths
or not enough or too small cleaning units the following step follows:

Step 4:

The cleaning unit or the team of vehicles brings itself in position once more,
behind
the perhaps necessary security line, for another crossing of the Runway. This
can
mean only one turn manoeuvre or a turn manoeuvre in combination with a
distance
pawning according to the length of the treated runwaysegment. Depending on, in
which angle the units removed itself from the runway and approaches it.


In the following, the steps 1 to 4 are repeated so long, until the desired
runwayarea
have been treated comletely one time and/or the desired cleaning degree on the
desired runwayarea was reached. This can lead, e.g., with constant snowfalls
to an
endless loop or permanent repetition of the above steps.
An other variation of the procedure plans, that according to
contamination,
accumulation of contamination per time unit,

desired runwayarea to be cleaned, cleaning intervals per time unit for the
desired
runwayarea to be cleaned,


CA 02676189 2009-07-22
- 23 -
desired cleaning degree,

availability of cleaning machine or staff
the application of tools and means (like de- or antiicingfiuids, assets gates
or binding
agent), the working width of a cleaning unit, the number of vehicles of one
Cleaning
unit, the working width of a cleaning vehicle, the speed of treatment of the
machines
over the Runway, according to surface state (e.g., presence of across
groovings to
be cleaned, presence of rigid snowy tracks to be removed or ice tracks) can be
varied. (e.g., quick crossing of the Runway with loose snow, slow crossing of
the
Runway with rigid snow) the number of cleaning units can be varied.

With an other variation of the procedure, it can be intended, that basically
in the step
1 or 4, vehicles, brought in position, or units wait for a order or a release
(or
arrangement) for crossing of the Runway, so that uncontrolled collisions will
be
avoided, security distances mainly to the air traffic are kept and impediments
of the
air traffic are prevented.

Besides, it can be intended with an other variation of the invention-
appropriate
procedure, that the vehicles, participants of the cleaning units or the
leading vehicle
of the cleaning unit receive orders for moving, similar to airplanes directly
or indirectly
or/ and obey or obeys.

Besides, a preferential variation of the procedure can intend in parallel,
that the
working noises, the movements of the working machines or special deterrence
noises or deterrence actions, e.g., on optical way which are installed on the
machines, for the fact that animals of every kind keep away from starting or
landing
airplanes.
Furthermore the cleaners can identify and announce danger springs for
airplanes
parallel during the cleaning activity or during the whole stay on or at the
runway or
announce this dangerfakts in a contemporary way.


CA 02676189 2009-07-22
-24-
An other variation of the procedure intends, that not the air traffic has
priority
compared with the cleaning vehicles or cleaning units, but the cleaning
vehicles and
cleaning units compared with aircraft.

In addition, a procedure can intend that the angle for crossing of the runway
is
adaptedby the cleaning vehicles or cleaning units, to the relative anlge of
perhaps
available Runway-Groofings (grooves) to the Runway and a thorough cleaning is
also allowed for across grooves (Across to the land direction or start
direction of
airplanes).
It is possible, that one or several leadership vehicle(s), can be followed by
one or
several working widths, or bring them along, and that the pawning with of a
turn,
conditional by the respective working width or sum of the working widths by
several
vehicles, which are led by a leadership vehicle with it whole (sum of) working
width(s)
after the turn manoeuvre for the definded or treated segment of the Runway
takes
place, and/or also the whole desired route, takes place

in a precise manner, or is automatically followed, which precision is known in
farming
known as Precision Farming or automatic steering system (e.g. by means of GPS)
or
similar to it, what meanes, that with technology for automatic steering from
vehicles
on agricultural fields, the present application case and described procedure
is able to
operate, also during thickest snowfall, fog, darkness and such.on, and can be
carried
out certainly and reliably. Also increase or decrease of workingunits
(numbers) or
segments of the workingwidths can take place according to the demand also
without
disturbance and with the desired effect.
The whole route which is necessary to treat the runway completely one time or
several times (overlappings are also exactly determinable), can be driven by
means
of automatic steering system.

Representative Drawing
A single figure which represents the drawing illustrating the invention.
Administrative Status

For a clearer understanding of the status of the application/patent presented on this page, the site Disclaimer , as well as the definitions for Patent , Administrative Status , Maintenance Fee  and Payment History  should be consulted.

Administrative Status

Title Date
Forecasted Issue Date Unavailable
(86) PCT Filing Date 2008-01-22
(87) PCT Publication Date 2008-07-31
(85) National Entry 2009-07-22
Dead Application 2014-01-22

Abandonment History

Abandonment Date Reason Reinstatement Date
2013-01-22 FAILURE TO REQUEST EXAMINATION
2013-01-22 FAILURE TO PAY APPLICATION MAINTENANCE FEE

Payment History

Fee Type Anniversary Year Due Date Amount Paid Paid Date
Application Fee $400.00 2009-07-22
Maintenance Fee - Application - New Act 2 2010-01-22 $100.00 2009-07-22
Maintenance Fee - Application - New Act 3 2011-01-24 $100.00 2011-01-11
Maintenance Fee - Application - New Act 4 2012-01-23 $100.00 2012-01-10
Owners on Record

Note: Records showing the ownership history in alphabetical order.

Current Owners on Record
LIMA GMBH & CO. BETRIEBS KG
Past Owners on Record
LINS, THOMAS
Past Owners that do not appear in the "Owners on Record" listing will appear in other documentation within the application.
Documents

To view selected files, please enter reCAPTCHA code :



To view images, click a link in the Document Description column. To download the documents, select one or more checkboxes in the first column and then click the "Download Selected in PDF format (Zip Archive)" or the "Download Selected as Single PDF" button.

List of published and non-published patent-specific documents on the CPD .

If you have any difficulty accessing content, you can call the Client Service Centre at 1-866-997-1936 or send them an e-mail at CIPO Client Service Centre.


Document
Description 
Date
(yyyy-mm-dd) 
Number of pages   Size of Image (KB) 
Abstract 2009-07-22 2 95
Claims 2009-07-22 2 76
Drawings 2009-07-22 13 335
Description 2009-07-22 24 1,264
Representative Drawing 2009-07-22 1 19
Cover Page 2009-11-25 1 52
PCT 2009-07-22 3 93
Assignment 2009-07-22 5 174