CA2701629A1 - Stand-by instrument for aircraft - Google Patents
Stand-by instrument for aircraft Download PDFInfo
- Publication number
- CA2701629A1 CA2701629A1 CA2701629A CA2701629A CA2701629A1 CA 2701629 A1 CA2701629 A1 CA 2701629A1 CA 2701629 A CA2701629 A CA 2701629A CA 2701629 A CA2701629 A CA 2701629A CA 2701629 A1 CA2701629 A1 CA 2701629A1
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- Prior art keywords
- stand
- instrument
- aircraft
- flight information
- memory
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D9/00—Recording measured values
- G01D9/005—Solid-state data loggers
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
- G01C23/005—Flight directors
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0816—Indicating performance data, e.g. occurrence of a malfunction
-
- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0841—Registering performance data
- G07C5/085—Registering performance data using electronic data carriers
Abstract
The present invention relates to a stand-by instrument (4) that can be fitted to an instrument panel of an aircraft.
The stand-by instrument (4) comprises means (11, 25, 28) for calculating and displaying stand-by flight information on the basis of stand-by signals provided by stand-by equipment (20, 21, 22, 23, 24) of the aircraft, a memory (29) and means (30) for recording during normal operation the stand-by flight information and/or the stand-by signals in the memory (29) of the stand-by instrument (4).
The invention facilitates the determination of the circumstances and causes of an aircraft accident by affording flight information independent of primary systems of the aircraft.
The stand-by instrument (4) comprises means (11, 25, 28) for calculating and displaying stand-by flight information on the basis of stand-by signals provided by stand-by equipment (20, 21, 22, 23, 24) of the aircraft, a memory (29) and means (30) for recording during normal operation the stand-by flight information and/or the stand-by signals in the memory (29) of the stand-by instrument (4).
The invention facilitates the determination of the circumstances and causes of an aircraft accident by affording flight information independent of primary systems of the aircraft.
Description
Stand-by instrument for aircraft The invention relates to a stand-by instrument integrated onto the instrument panel of an aircraft for displaying essential flight information in the case where primary systems develop a fault.
Conventionally, an aircraft is equipped with primary systems allowing the determination and the display of information necessary for the piloting thereof. The primary systems integrate notably inertial sensors and pressure sensors linked to total and static pressure taps situated on the skin of the aircraft. The primary signals delivered by the inertial sensors and the pressure sensors are processed by an onboard computer which sends the processed data to primary display systems. The primary display systems comprise notably primary viewing screens integrated onto an instrument panel of the aircraft. The primary viewing screens are doubled up, one group of primary viewing screens being intended for the pilot and the other group being intended for the copilot. Each group generally comprises a screen presenting flight information such as the speed, the altitude and the attitude of the aircraft and a screen presenting navigation information such as the route to be followed and aircraft automatic piloting instructions.
Moreover, in order to be able to determine and explain the circumstances and causes of an accident or of an incident on an aircraft, the latter can be equipped with flight recorders, sometimes called "black boxes".
The installation of these flight recorders is compulsory in airliners. Two types of flight recorders currently exist, the first being a phonic recorder called CVR, the acronym standing for the expression "Cockpit Voice Recorder", the second being a recorder of flight parameters called FDR, the acronym standing for the expression "Flight Data Recorder".
The phonic recorder serves to record radio communications, voices and background noise in the flight deck, such as for example the noise of the engines or alarms. These data are for example recorded in a loop, over thirty to a hundred and twenty minutes. Four magnetic-tape tracks can notably be used for recording these data, the tracks being for example distributed in the following manner:
- radio-communications on tracks I and 4, - communications with the cabin crew on track 1, - communications with the ground engineer on tracks 1, 2 and 4, - background microphone on track 3.
The FDR serves for the recording, on the one hand, of parameters of the aircraft, such as for example the operation of engines, of an automatic pilot, the position of airfoils and flight controls, and on the other hand, of flight information displayed by the primary viewing screens, such as for example the aircraft's speed, altitude and attitude. According to the aircraft's age and type, more than a thousand different parameters and items of flight information may be recorded. In certain cases, it is possible to perform a computer simulation of the flight on the basis of the parameters and flight information recorded in the FDR. These data are for example recorded in a loop over 25 hours, which is the regulatory minimum duration. The FDR is linked to the aircraft's various computers and sensors by way of an acquisition unit, known by the term "FDAU", the acronym standing for the expression "Flight Data Acquisition Unit". The FDAU is notably charged with selecting the parameters and the flight information to be recorded in the FDR
and to order them so as to send them to the FDR in a continuous frame. This frame is formed of 12-bit words, sent at a rate of 64 to 1024 words per second, depending on the aircraft type. The FDR then records this frame directly in its memory. The content of the frame must satisfy requirements defined by national and/or international regulations. In particular, the list of parameters and flight information to be recorded, as well as their recording rate and the required accuracy are specified.
The flight recorders are designed so that the memories containing the recorded data, namely notably the radio-communications, the communications with the cabin crew, the flight deck noise, the parameters of the aircraft and the flight information, are protected during an incident or accident of the aircraft. In particular, the flight recorders must withstand an acceleration of 3400 g for 6.5 milliseconds, at a temperature of 1100 degrees Celsius for one hour and at an immersion of at least 5000 meters of depth.
However, flight recorders are sometimes badly damaged. Not all the data making it possible to determine the circumstances and causes of the incident or accident of the aircraft are therefore always available for an investigation of the incident or accident. In particular, in the case of complete destruction of the flight recorders, only the information recorded on the ground by air traffic control can be used for the investigation. The recovery of the data is also conditioned by their recording. A failure of the primary systems prevents the recording in the FDR of the flight information and parameters of the aircraft. Such is notably the case when a pressure tap, a sensor or the onboard computer has failed. More generally, the existing solutions exhibit the drawback of having only one source of information and of storing this information in a single place of storage.
An aim of the invention is notably to alleviate all or some of the aforesaid drawbacks. For this purpose, the subject of the invention is a stand-by instrument that can be fitted to an instrument panel of an aircraft, the stand-by instrument comprising means for calculating and displaying stand-by flight information on the basis of stand-by signals provided by stand-by equipment of the aircraft, characterized in that it comprises a memory and means for recording during normal operation the stand-by flight information and/or the stand-by signals in the memory of the stand-by instrument.
Stand-by instruments are used notably, but not exclusively, in case of a fault with the primary systems. For this purpose, a stand-by instrument presents information essential for piloting the aircraft, in particular the speed, the altitude and the attitude of the aircraft. This essential information alone, called stand-by flight information, makes it possible to pilot the aircraft.
Previously, the information presented by stand-by instruments was obtained and displayed by electromechanical instruments. The latter have been replaced with electronic instruments, this having notably made it possible to achieve advances in weight, size and reliability. Greater flexibility of use is moreover obtained since it is possible to add other information. In particular, in addition to altitude, speed and attitude information, certain stand-by instruments combine navigation information.
A stand-by instrument must also be autonomous and decorrelated from the other onboard instruments. For this purpose, it integrates equipment, for example sensors, making it possible to generate the information that it provides. Thus, it comprises pressure sensors linked to total and static pressure taps situated on the skin of the aircraft. The pressure sensors make it possible notably to define the altitude and the speed of the aircraft. It can also comprise an inertial unit, several temperature sensors and other types of sensors. The stand-by instrument's viewing screen can employ liquid-crystal technology.
In addition to the information generated directly in the stand-by instrument, the latter can receive information originating from other systems fitted to the aircraft. This information travels for example over a serial bus of the aircraft, known by the term "ARINC", with reference to a digital data transmission standard known as the ARINC standard (Aeronautical Radio Incorporation). These data may for example indicate the heading of the aircraft and are therefore displayed on the screen of the stand-by instrument.
The stand-by instrument can also send information to the outside, notably to an automatic pilot of the aircraft. Indeed, since it itself generates some of the information that it displays, it can provide this information to other systems integrated into the aircraft. In particular, the automatic pilot needs reliable information. By way of example, the primary systems of an aircraft comprise at least two inertia sensors. However, these sensors may become faulty or deliver wrong information. In this case, the stand-by instrument can make amends for the failed sensor and/or indicate which of the two sensors is providing the right information. For an automatic pilot, it is therefore particularly important to have at least three items of information for one and the same parameter.
By construction, various instruments can be linked together but there is always a segregation between the primary systems and the stand-by instruments.
The invention has the main advantage that it makes it possible to have available the flight information determined by the stand-by instrument independently of the primary systems and flight recorders. In particular, it makes it possible to have available the flight information determined by the stand-by instrument even in the case of failure of one of the elements of the primary systems or of the FDR. The invention also makes it possible to facilitate the determination of the circumstances and causes of the incident or accident of an aircraft by recording the flight information in a different location from the FDR, in this instance in a memory of the stand-by instrument. The flight information can thus remain available even if the FDR is destroyed.
Conventionally, an aircraft is equipped with primary systems allowing the determination and the display of information necessary for the piloting thereof. The primary systems integrate notably inertial sensors and pressure sensors linked to total and static pressure taps situated on the skin of the aircraft. The primary signals delivered by the inertial sensors and the pressure sensors are processed by an onboard computer which sends the processed data to primary display systems. The primary display systems comprise notably primary viewing screens integrated onto an instrument panel of the aircraft. The primary viewing screens are doubled up, one group of primary viewing screens being intended for the pilot and the other group being intended for the copilot. Each group generally comprises a screen presenting flight information such as the speed, the altitude and the attitude of the aircraft and a screen presenting navigation information such as the route to be followed and aircraft automatic piloting instructions.
Moreover, in order to be able to determine and explain the circumstances and causes of an accident or of an incident on an aircraft, the latter can be equipped with flight recorders, sometimes called "black boxes".
The installation of these flight recorders is compulsory in airliners. Two types of flight recorders currently exist, the first being a phonic recorder called CVR, the acronym standing for the expression "Cockpit Voice Recorder", the second being a recorder of flight parameters called FDR, the acronym standing for the expression "Flight Data Recorder".
The phonic recorder serves to record radio communications, voices and background noise in the flight deck, such as for example the noise of the engines or alarms. These data are for example recorded in a loop, over thirty to a hundred and twenty minutes. Four magnetic-tape tracks can notably be used for recording these data, the tracks being for example distributed in the following manner:
- radio-communications on tracks I and 4, - communications with the cabin crew on track 1, - communications with the ground engineer on tracks 1, 2 and 4, - background microphone on track 3.
The FDR serves for the recording, on the one hand, of parameters of the aircraft, such as for example the operation of engines, of an automatic pilot, the position of airfoils and flight controls, and on the other hand, of flight information displayed by the primary viewing screens, such as for example the aircraft's speed, altitude and attitude. According to the aircraft's age and type, more than a thousand different parameters and items of flight information may be recorded. In certain cases, it is possible to perform a computer simulation of the flight on the basis of the parameters and flight information recorded in the FDR. These data are for example recorded in a loop over 25 hours, which is the regulatory minimum duration. The FDR is linked to the aircraft's various computers and sensors by way of an acquisition unit, known by the term "FDAU", the acronym standing for the expression "Flight Data Acquisition Unit". The FDAU is notably charged with selecting the parameters and the flight information to be recorded in the FDR
and to order them so as to send them to the FDR in a continuous frame. This frame is formed of 12-bit words, sent at a rate of 64 to 1024 words per second, depending on the aircraft type. The FDR then records this frame directly in its memory. The content of the frame must satisfy requirements defined by national and/or international regulations. In particular, the list of parameters and flight information to be recorded, as well as their recording rate and the required accuracy are specified.
The flight recorders are designed so that the memories containing the recorded data, namely notably the radio-communications, the communications with the cabin crew, the flight deck noise, the parameters of the aircraft and the flight information, are protected during an incident or accident of the aircraft. In particular, the flight recorders must withstand an acceleration of 3400 g for 6.5 milliseconds, at a temperature of 1100 degrees Celsius for one hour and at an immersion of at least 5000 meters of depth.
However, flight recorders are sometimes badly damaged. Not all the data making it possible to determine the circumstances and causes of the incident or accident of the aircraft are therefore always available for an investigation of the incident or accident. In particular, in the case of complete destruction of the flight recorders, only the information recorded on the ground by air traffic control can be used for the investigation. The recovery of the data is also conditioned by their recording. A failure of the primary systems prevents the recording in the FDR of the flight information and parameters of the aircraft. Such is notably the case when a pressure tap, a sensor or the onboard computer has failed. More generally, the existing solutions exhibit the drawback of having only one source of information and of storing this information in a single place of storage.
An aim of the invention is notably to alleviate all or some of the aforesaid drawbacks. For this purpose, the subject of the invention is a stand-by instrument that can be fitted to an instrument panel of an aircraft, the stand-by instrument comprising means for calculating and displaying stand-by flight information on the basis of stand-by signals provided by stand-by equipment of the aircraft, characterized in that it comprises a memory and means for recording during normal operation the stand-by flight information and/or the stand-by signals in the memory of the stand-by instrument.
Stand-by instruments are used notably, but not exclusively, in case of a fault with the primary systems. For this purpose, a stand-by instrument presents information essential for piloting the aircraft, in particular the speed, the altitude and the attitude of the aircraft. This essential information alone, called stand-by flight information, makes it possible to pilot the aircraft.
Previously, the information presented by stand-by instruments was obtained and displayed by electromechanical instruments. The latter have been replaced with electronic instruments, this having notably made it possible to achieve advances in weight, size and reliability. Greater flexibility of use is moreover obtained since it is possible to add other information. In particular, in addition to altitude, speed and attitude information, certain stand-by instruments combine navigation information.
A stand-by instrument must also be autonomous and decorrelated from the other onboard instruments. For this purpose, it integrates equipment, for example sensors, making it possible to generate the information that it provides. Thus, it comprises pressure sensors linked to total and static pressure taps situated on the skin of the aircraft. The pressure sensors make it possible notably to define the altitude and the speed of the aircraft. It can also comprise an inertial unit, several temperature sensors and other types of sensors. The stand-by instrument's viewing screen can employ liquid-crystal technology.
In addition to the information generated directly in the stand-by instrument, the latter can receive information originating from other systems fitted to the aircraft. This information travels for example over a serial bus of the aircraft, known by the term "ARINC", with reference to a digital data transmission standard known as the ARINC standard (Aeronautical Radio Incorporation). These data may for example indicate the heading of the aircraft and are therefore displayed on the screen of the stand-by instrument.
The stand-by instrument can also send information to the outside, notably to an automatic pilot of the aircraft. Indeed, since it itself generates some of the information that it displays, it can provide this information to other systems integrated into the aircraft. In particular, the automatic pilot needs reliable information. By way of example, the primary systems of an aircraft comprise at least two inertia sensors. However, these sensors may become faulty or deliver wrong information. In this case, the stand-by instrument can make amends for the failed sensor and/or indicate which of the two sensors is providing the right information. For an automatic pilot, it is therefore particularly important to have at least three items of information for one and the same parameter.
By construction, various instruments can be linked together but there is always a segregation between the primary systems and the stand-by instruments.
The invention has the main advantage that it makes it possible to have available the flight information determined by the stand-by instrument independently of the primary systems and flight recorders. In particular, it makes it possible to have available the flight information determined by the stand-by instrument even in the case of failure of one of the elements of the primary systems or of the FDR. The invention also makes it possible to facilitate the determination of the circumstances and causes of the incident or accident of an aircraft by recording the flight information in a different location from the FDR, in this instance in a memory of the stand-by instrument. The flight information can thus remain available even if the FDR is destroyed.
The invention will be better understood and other advantages will become apparent on reading the detailed description of an embodiment given by way of example, which description is given in relation to appended drawings which represent:
- Figure 1, an instrument panel of an aircraft equipped with a stand-by instrument;
- Figure 2, an example of information displayed by the stand-by instrument;
- Figure 3, by a schematic, an exemplary embodiment of a stand-by instrument;
- Figure 4, a memory of the stand-by instrument according to the invention.
Figure 1 presents in a schematic manner an instrument panel 1 of an aircraft, for example an airliner. The instrument panel 1 comprises means for calculating and displaying primary flight information on the basis of primary signals provided by primary equipment of the aircraft. For example, it comprises two groups of viewing screens 2, 3. Each group comprises a screen presenting notably primary flight information such as an altitude, a speed and an attitude of the aircraft and a screen presenting navigation information. The two groups 2, 3 are identical, one being reserved for a pilot and the other for a copilot. These two groups form primary viewing screens.
The primary viewing screens are linked to an onboard computer processing notably primary signals delivered by primary equipment so as to calculate the primary flight information and the navigation information. The primary equipment comprise notably inertial sensors and pressure sensors linked to total and static pressure taps situated on the skin of the aircraft. The assembly comprising the primary equipment, the onboard computer and the primary viewing screens is called primary systems. A stand-by instrument 4 is placed between these two primary viewing groups 2, 3. Optionally, it is possible to provide several stand-by instruments. The stand-by instrument 4 of Figure 1 presents at least aircraft altitude, speed and attitude information.
Figure 2 presents a stand-by instrument 4, of the electronic type, fitted to an aircraft. The stand-by instrument 4 comprises a unit 10 and display means. The display means comprise for example a liquid-crystal screen 11 forming the front face of the stand-by instrument 4 and displaying stand-by flight information, namely the attitude, the speed and the altitude of the aircraft. A first area 12 of the screen 11 presents the attitude of the aircraft symbolized by its wings 13 with respect to a horizon line 14. A
second area 15 displays the speed of the aircraft and a third area 16 displays the altitude of the aircraft. In addition to these three essential items of information, other information can be presented on one and the same page-In the example of Figure 2, an area 17 is reserved for the information regarding heading. By pressing a specific button 18, another page can be displayed to present for example navigation information or other information.
In the case of a display defect of the primary viewing screens 2, 3, the screen 11 of the stand-by instrument 4 is then used by the pilot and the copilot to display the stand-by flight information.
Figure 3 illustrates a stand-by instrument 4 through a schematic representation. The stand-by instrument 4 comprises stand-by equipment, for example two pressure sensors 20, 21 linked to static 22 and total 23 pressure taps situated on the skin of the aircraft and an inertial sensor 24.
These various sensors 20, 21, 24 can be situated outside or inside (as represented in Figure 3) the stand-by instrument 4. In all cases, the stand-by equipment 20, 21, 22, 23, 24 is independent of the primary systems. The pressure sensors 20, 21 make it possible to generate aircraft altitude and speed information, while the inertial sensor 24 makes it possible to generate aircraft attitude information. The information provided by these sensors 20, 21, 24 arrives at processing means 25, which utilize the stand-by signals arising from the sensors 20, 21, 24 and optionally initialization parameters, for example entered by the pilots, to generate the aircraft's altitude, speed and attitude information. The processing means 25 can also receive information provided by other systems via a bus 26, for example an ARINC
- Figure 1, an instrument panel of an aircraft equipped with a stand-by instrument;
- Figure 2, an example of information displayed by the stand-by instrument;
- Figure 3, by a schematic, an exemplary embodiment of a stand-by instrument;
- Figure 4, a memory of the stand-by instrument according to the invention.
Figure 1 presents in a schematic manner an instrument panel 1 of an aircraft, for example an airliner. The instrument panel 1 comprises means for calculating and displaying primary flight information on the basis of primary signals provided by primary equipment of the aircraft. For example, it comprises two groups of viewing screens 2, 3. Each group comprises a screen presenting notably primary flight information such as an altitude, a speed and an attitude of the aircraft and a screen presenting navigation information. The two groups 2, 3 are identical, one being reserved for a pilot and the other for a copilot. These two groups form primary viewing screens.
The primary viewing screens are linked to an onboard computer processing notably primary signals delivered by primary equipment so as to calculate the primary flight information and the navigation information. The primary equipment comprise notably inertial sensors and pressure sensors linked to total and static pressure taps situated on the skin of the aircraft. The assembly comprising the primary equipment, the onboard computer and the primary viewing screens is called primary systems. A stand-by instrument 4 is placed between these two primary viewing groups 2, 3. Optionally, it is possible to provide several stand-by instruments. The stand-by instrument 4 of Figure 1 presents at least aircraft altitude, speed and attitude information.
Figure 2 presents a stand-by instrument 4, of the electronic type, fitted to an aircraft. The stand-by instrument 4 comprises a unit 10 and display means. The display means comprise for example a liquid-crystal screen 11 forming the front face of the stand-by instrument 4 and displaying stand-by flight information, namely the attitude, the speed and the altitude of the aircraft. A first area 12 of the screen 11 presents the attitude of the aircraft symbolized by its wings 13 with respect to a horizon line 14. A
second area 15 displays the speed of the aircraft and a third area 16 displays the altitude of the aircraft. In addition to these three essential items of information, other information can be presented on one and the same page-In the example of Figure 2, an area 17 is reserved for the information regarding heading. By pressing a specific button 18, another page can be displayed to present for example navigation information or other information.
In the case of a display defect of the primary viewing screens 2, 3, the screen 11 of the stand-by instrument 4 is then used by the pilot and the copilot to display the stand-by flight information.
Figure 3 illustrates a stand-by instrument 4 through a schematic representation. The stand-by instrument 4 comprises stand-by equipment, for example two pressure sensors 20, 21 linked to static 22 and total 23 pressure taps situated on the skin of the aircraft and an inertial sensor 24.
These various sensors 20, 21, 24 can be situated outside or inside (as represented in Figure 3) the stand-by instrument 4. In all cases, the stand-by equipment 20, 21, 22, 23, 24 is independent of the primary systems. The pressure sensors 20, 21 make it possible to generate aircraft altitude and speed information, while the inertial sensor 24 makes it possible to generate aircraft attitude information. The information provided by these sensors 20, 21, 24 arrives at processing means 25, which utilize the stand-by signals arising from the sensors 20, 21, 24 and optionally initialization parameters, for example entered by the pilots, to generate the aircraft's altitude, speed and attitude information. The processing means 25 can also receive information provided by other systems via a bus 26, for example an ARINC
bus. In particular, the processing means 25 can receive flight information and navigation information originating from the primary systems 27. The processing means 25 can also generate information for transmission to the outside, for example via the bus 26, destined notably for the automatic pilot.
The stand-by flight information calculated by the processing means 25 and, if appropriate, the information provided by the other systems is sent to display means 28 so as to be displayed on the screen 11 of the stand-by instrument 4. The stand-by instrument 4 can also comprise a memory 29 managed by memory management means 30. The memory 29 is for example internal to the stand-by instrument 4. It makes it possible notably to store the initialization parameters and the computer programs allowing the processing of the stand-by signals originating from the sensors 20, 21, 24 and the calculation of the stand-by flight information. The memory is read- and write-accessible.
According to the invention, the stand-by instrument 4 can also comprise means for recording during normal operation the stand-by flight information. In particular, the memory 29 is also used to record during normal operation the stand-by flight information generated by the stand-by equipment 20, 21, 22, 23, 24 and the processing means 25. According to another embodiment of the invention, another memory, physically distinct from the memory 29, can also be used to record the stand-by flight information. The stand-by flight information is recorded automatically throughout the flight of the aircraft, without intervention from the pilot, the flight of the aircraft being understood as the period during which the stand-by instrument 4 or the primary systems 27 are switched on. The stand-by flight information is for example recorded in such a way that it is possible to redisplay it subsequently. Advantageously, this flight information corresponds to the flight information used for the display on the screen 11 of the stand-by instrument 4. It is thus possible, after a flight, to recover and to analyze the stand-by flight information supplied to the pilot during the flight. In one embodiment, the redisplay of the recorded stand-by flight information is done on the screen 11 of the stand-by instrument 4, for example by way of the memory management means 30, processing means 25 and display means 28. This embodiment exhibits the advantage of being able to analyze the stand-by flight information such as it was actually presented to the pilot during the flight, the display that the pilot saw during the flight being so to speak regenerated. It is thus possible to detect a failure, if any, of the stand-by instrument 4, whether this failure is due to the processing means 25 or to the display means 28.
In a particular embodiment, the memory 29 is an Electrically Erasable Programmable Read Only Memory, called an EEPROM. This type of memory allows an infinite number of readings of the content of the memory and can be reprogrammed more than a million times. It exhibits notably the advantage of not requiring any power supply to preserve the data stored in memory. This type of memory is consequently particularly suited to the storage of the initialization parameters and computer programs and in particular the stand-by flight information, the aircraft's power supply means generally being out of use in the case of an aircraft accident. The content of this type of memory can also be recovered after removing the memory from its support.
Advantageously, the memory 29 is a Flash Programmable Read Only Memory called an FPROM, also more simply called a "flash memory".
The flash memory allows the modification of several memory spaces in a single operation and is therefore characterized by very high read and write speeds. It is of reduced dimensions, thereby making it possible to decrease the risks of damage during an aircraft accident.
In a particular embodiment, the memory 29 is a flash memory with NOT-OR logic, better known by the expression "NOR". This type of memory possesses an addressing interface allowing random and fast access to any location of the memory. It is consequently particularly suited to the storage of computer programs, the latter possibly being executed directly from the memory.
Figure 4 illustrates the content of a part of a memory 29 of the stand-by instrument 4 according to the invention. The stand-by instrument 4 can comprise means for recording at regular intervals the flight information and means for managing the recording of the stand-by flight information in the form of a rotating table. The content of the memory 29 is divided into two areas, a first area being dedicated notably to the storage of the initialization parameters and computer programs, and a second stand-by area 40 being reserved for the storage of the stand-by flight information. As indicated previously, the two areas can correspond to two distinct physical memories.
The content of the stand-by area 40 is structured in the form of a rotating table. In this rotating table, a first row 41 contains all the stand-by flight information taken at an instant to. The following row 42 contains the same stand-by flight information taken at a following instant (to + r), z representing the time interval that has elapsed between the two recordings of the stand-by flight information. In a particular embodiment, r is a time constant. The following recording therefore occurs at an instant (to + 2.1-). Generally, the stand-by flight information is recorded at the instants (to + i.z ), i being an integer lying between 0 and n, (n + 1) being the maximum number of rows available to record the stand-by flight information. At the instant (to + (n +
1).r), the stand-by flight information is again recorded in the first row 41, and so on and so forth. This rotating table principle makes it possible to record the stand-by flight information sequentially and to keep in memory the stand-by flight information of the last few hours of flight. The memory 29 can for example be dimensioned so as to be able to retain the last one or the last 25 flight hours with an interval z of a few seconds or a few minutes. The interval r can for example be a second.
According to a particular embodiment, each item of stand-by flight information, namely the altitude, the speed, the roll, the pitch and the yaw of the aircraft, is recorded in a column 43, 44, 45, 46, 47, 48, 49. Thus, each item of stand-by flight information at a given instant is recorded in a specific memory location, the memory location being able to occupy one or more physical elements of the memory 29 as a function of the size of the information. According to another embodiment, the stand-by area 40 of the memory 29 can record, with the stand-by flight information, the stand-by signals originating from the sensors 20, 21, 24 or only these stand-by signals.
The stand-by instrument 4 can be connected to the means for calculating and displaying the primary flight information and comprise means for recording during normal operation the primary flight information and/or the primary signals in the memory 29 of the stand-by instrument 4. In particular, the stand-by area 40 of the memory 29 can record the primary flight information and/or the primary signals originating from the primary systems 27, such as a temperature, an air speed or an ascent speed. The Mach number, an important parameter in the determination of lift, can also be recorded in the memory 29. Advantageously, all the recorded information is distributed in the stand-by area 40 of the memory 29 in the form of columns 5 43, 44, 45, 46, 47, 48, 49, each column containing one type of information.
The stand-by instrument 4 according to the invention makes it possible to have available the stand-by flight information even in the case of failure of the primary systems 27 or flight recorders during the flight of the 10 aircraft. The stand-by flight information also remains available in the case of complete destruction of the flight recorders in an accident. The stand-by instrument 4 according to the invention also makes it possible to record the flight information and the navigation information originating from the primary systems. Furthermore, it exhibits the advantage of not requiring any additional memory, but solely a modification of the computer program of the stand-by instrument 4. The stand-by instrument 4 according to the invention is therefore of economic design and facilitates the determination of the circumstances and causes of an aircraft accident.
The stand-by flight information calculated by the processing means 25 and, if appropriate, the information provided by the other systems is sent to display means 28 so as to be displayed on the screen 11 of the stand-by instrument 4. The stand-by instrument 4 can also comprise a memory 29 managed by memory management means 30. The memory 29 is for example internal to the stand-by instrument 4. It makes it possible notably to store the initialization parameters and the computer programs allowing the processing of the stand-by signals originating from the sensors 20, 21, 24 and the calculation of the stand-by flight information. The memory is read- and write-accessible.
According to the invention, the stand-by instrument 4 can also comprise means for recording during normal operation the stand-by flight information. In particular, the memory 29 is also used to record during normal operation the stand-by flight information generated by the stand-by equipment 20, 21, 22, 23, 24 and the processing means 25. According to another embodiment of the invention, another memory, physically distinct from the memory 29, can also be used to record the stand-by flight information. The stand-by flight information is recorded automatically throughout the flight of the aircraft, without intervention from the pilot, the flight of the aircraft being understood as the period during which the stand-by instrument 4 or the primary systems 27 are switched on. The stand-by flight information is for example recorded in such a way that it is possible to redisplay it subsequently. Advantageously, this flight information corresponds to the flight information used for the display on the screen 11 of the stand-by instrument 4. It is thus possible, after a flight, to recover and to analyze the stand-by flight information supplied to the pilot during the flight. In one embodiment, the redisplay of the recorded stand-by flight information is done on the screen 11 of the stand-by instrument 4, for example by way of the memory management means 30, processing means 25 and display means 28. This embodiment exhibits the advantage of being able to analyze the stand-by flight information such as it was actually presented to the pilot during the flight, the display that the pilot saw during the flight being so to speak regenerated. It is thus possible to detect a failure, if any, of the stand-by instrument 4, whether this failure is due to the processing means 25 or to the display means 28.
In a particular embodiment, the memory 29 is an Electrically Erasable Programmable Read Only Memory, called an EEPROM. This type of memory allows an infinite number of readings of the content of the memory and can be reprogrammed more than a million times. It exhibits notably the advantage of not requiring any power supply to preserve the data stored in memory. This type of memory is consequently particularly suited to the storage of the initialization parameters and computer programs and in particular the stand-by flight information, the aircraft's power supply means generally being out of use in the case of an aircraft accident. The content of this type of memory can also be recovered after removing the memory from its support.
Advantageously, the memory 29 is a Flash Programmable Read Only Memory called an FPROM, also more simply called a "flash memory".
The flash memory allows the modification of several memory spaces in a single operation and is therefore characterized by very high read and write speeds. It is of reduced dimensions, thereby making it possible to decrease the risks of damage during an aircraft accident.
In a particular embodiment, the memory 29 is a flash memory with NOT-OR logic, better known by the expression "NOR". This type of memory possesses an addressing interface allowing random and fast access to any location of the memory. It is consequently particularly suited to the storage of computer programs, the latter possibly being executed directly from the memory.
Figure 4 illustrates the content of a part of a memory 29 of the stand-by instrument 4 according to the invention. The stand-by instrument 4 can comprise means for recording at regular intervals the flight information and means for managing the recording of the stand-by flight information in the form of a rotating table. The content of the memory 29 is divided into two areas, a first area being dedicated notably to the storage of the initialization parameters and computer programs, and a second stand-by area 40 being reserved for the storage of the stand-by flight information. As indicated previously, the two areas can correspond to two distinct physical memories.
The content of the stand-by area 40 is structured in the form of a rotating table. In this rotating table, a first row 41 contains all the stand-by flight information taken at an instant to. The following row 42 contains the same stand-by flight information taken at a following instant (to + r), z representing the time interval that has elapsed between the two recordings of the stand-by flight information. In a particular embodiment, r is a time constant. The following recording therefore occurs at an instant (to + 2.1-). Generally, the stand-by flight information is recorded at the instants (to + i.z ), i being an integer lying between 0 and n, (n + 1) being the maximum number of rows available to record the stand-by flight information. At the instant (to + (n +
1).r), the stand-by flight information is again recorded in the first row 41, and so on and so forth. This rotating table principle makes it possible to record the stand-by flight information sequentially and to keep in memory the stand-by flight information of the last few hours of flight. The memory 29 can for example be dimensioned so as to be able to retain the last one or the last 25 flight hours with an interval z of a few seconds or a few minutes. The interval r can for example be a second.
According to a particular embodiment, each item of stand-by flight information, namely the altitude, the speed, the roll, the pitch and the yaw of the aircraft, is recorded in a column 43, 44, 45, 46, 47, 48, 49. Thus, each item of stand-by flight information at a given instant is recorded in a specific memory location, the memory location being able to occupy one or more physical elements of the memory 29 as a function of the size of the information. According to another embodiment, the stand-by area 40 of the memory 29 can record, with the stand-by flight information, the stand-by signals originating from the sensors 20, 21, 24 or only these stand-by signals.
The stand-by instrument 4 can be connected to the means for calculating and displaying the primary flight information and comprise means for recording during normal operation the primary flight information and/or the primary signals in the memory 29 of the stand-by instrument 4. In particular, the stand-by area 40 of the memory 29 can record the primary flight information and/or the primary signals originating from the primary systems 27, such as a temperature, an air speed or an ascent speed. The Mach number, an important parameter in the determination of lift, can also be recorded in the memory 29. Advantageously, all the recorded information is distributed in the stand-by area 40 of the memory 29 in the form of columns 5 43, 44, 45, 46, 47, 48, 49, each column containing one type of information.
The stand-by instrument 4 according to the invention makes it possible to have available the stand-by flight information even in the case of failure of the primary systems 27 or flight recorders during the flight of the 10 aircraft. The stand-by flight information also remains available in the case of complete destruction of the flight recorders in an accident. The stand-by instrument 4 according to the invention also makes it possible to record the flight information and the navigation information originating from the primary systems. Furthermore, it exhibits the advantage of not requiring any additional memory, but solely a modification of the computer program of the stand-by instrument 4. The stand-by instrument 4 according to the invention is therefore of economic design and facilitates the determination of the circumstances and causes of an aircraft accident.
Claims (7)
1. An instrument panel that can be fitted to an aircraft and comprising, on the one hand, means (2, 3) for calculating and displaying primary flight information on the basis of primary signals provided by primary equipment of the aircraft and, on the other hand, a stand-by instrument (4) comprising means (11, 25, 28) for calculating and displaying stand-by flight information on the basis of stand-by signals provided by stand-by equipment (20, 21, 22, 23, 24) of the aircraft, the stand-by flight information comprising an altitude, a speed and an attitude of the aircraft, characterized in that the stand-by instrument (4) comprises a memory (29) and means (30) for recording during normal operation the stand-by flight information and/or the stand-by signals in the memory (29) of the stand-by instrument (4), the recorded data allowing redisplay of the flight information displayed during recording.
2. The instrument panel as claimed in claim 1, characterized in that redisplay takes place on the means (11, 25, 28) for calculating and displaying stand-by flight information.
3. The instrument panel as claimed in one of claims 1 and 2, characterized in that the stand-by instrument (4) is connected to the means (2, 3) for calculating and displaying the primary flight information and in that it comprises means (29, 30) for recording during normal operation the primary flight information and/or the primary signals in the memory (29) of the stand-by instrument (4).
4. The instrument panel as claimed in one of the preceding claims, characterized in that the stand-by instrument (4) comprises means (29, 30) for recording the flight information and/or the signals at regular intervals (.tau.).
5. The instrument panel as claimed in claim 4, characterized in that the interval (.tau.) is a second.
6. The instrument panel as claimed in one of the preceding claims, characterized in that the stand-by instrument (4) comprises means (29, 30) for managing the recording of the flight information and/or signals in the form of a rotating table (40).
7. The instrument panel as claimed in one of the preceding claims, characterized in that the memory (29) of the stand-by instrument (4) is a memory of FPROM type.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR0707006 | 2007-10-05 | ||
| FR0707006A FR2922011B1 (en) | 2007-10-05 | 2007-10-05 | EMERGENCY INSTRUMENT FOR AIRCRAFT. |
| PCT/EP2008/062867 WO2009043806A1 (en) | 2007-10-05 | 2008-09-25 | Backup instrument for aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2701629A1 true CA2701629A1 (en) | 2009-04-09 |
Family
ID=39576016
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2701629A Abandoned CA2701629A1 (en) | 2007-10-05 | 2008-09-25 | Stand-by instrument for aircraft |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP2198249A1 (en) |
| CN (1) | CN101849163A (en) |
| CA (1) | CA2701629A1 (en) |
| FR (1) | FR2922011B1 (en) |
| WO (1) | WO2009043806A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102050226A (en) * | 2009-10-30 | 2011-05-11 | 航天科工惯性技术有限公司 | Aviation emergency instrument, and system initial alignment method and combined navigation algorithm thereof |
| JP5391086B2 (en) * | 2010-01-12 | 2014-01-15 | ナブテスコ株式会社 | Flight control system |
| CN103076013B (en) * | 2012-12-27 | 2016-07-13 | 太原航空仪表有限公司 | Atmosphere data and attitude heading reference system for flight navigation |
| US10444367B2 (en) * | 2016-02-26 | 2019-10-15 | Honeywell International Inc. | Enhanced LiDAR air data using supplementary sensor outputs |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6259378B1 (en) * | 1997-09-22 | 2001-07-10 | Sandel Avionics | Display system for airplane cockpit or other vehicle |
| US6266588B1 (en) * | 1999-03-01 | 2001-07-24 | Mcclellan Scott B. | Vehicle motion detection and recording method and apparatus |
| GB2387912A (en) * | 2002-04-26 | 2003-10-29 | Messier Dowty Inc | Monitoring parameters in structural components |
| FR2855303B1 (en) * | 2003-05-19 | 2005-08-05 | Airbus France | DEVICE AND SYSTEM FOR DISPLAYING EMERGENCY RESPONSE OF AN AIRCRAFT. |
| WO2005008183A2 (en) * | 2003-07-16 | 2005-01-27 | Prospective Concepts Ag | Modular data recording and display unit |
| US7031812B1 (en) * | 2004-03-15 | 2006-04-18 | Howell Instruments, Inc. | System and method for monitoring aircraft engine health and determining engine power available, and applications thereof |
-
2007
- 2007-10-05 FR FR0707006A patent/FR2922011B1/en not_active Expired - Fee Related
-
2008
- 2008-09-25 EP EP08804753A patent/EP2198249A1/en not_active Withdrawn
- 2008-09-25 WO PCT/EP2008/062867 patent/WO2009043806A1/en active Search and Examination
- 2008-09-25 CA CA2701629A patent/CA2701629A1/en not_active Abandoned
- 2008-09-25 CN CN200880114666A patent/CN101849163A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| FR2922011B1 (en) | 2011-05-06 |
| WO2009043806A1 (en) | 2009-04-09 |
| FR2922011A1 (en) | 2009-04-10 |
| EP2198249A1 (en) | 2010-06-23 |
| CN101849163A (en) | 2010-09-29 |
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| FZDE | Discontinued |