EP1872352A1 - Method and device for warning an aircraft runway incursion - Google Patents

Abstract

The inventive device draws attention of an aircraft crew to an approach or a normal (warning) or abnormal (alarm) running through a circulation air zone of an airport infrastructure representing collision risks For this purpose, the inventive method consists in selecting (110) by said device a type of flight phase from a limited choice according to information displayed by flight instruments, in pre-setting the predefined flight phases, in subsequently considering (111) one or several scenarios of runway incursions predefined according to the selected flight phase and in analysing (112) a likelihood by comparing the aircraft position delivered by an onboard localisation device (3) with the airport infrastructure map received from the airport database (10) and in determining (113) the likelihood of warnings and alarms transmissible to the cockpit which are displayed according to the analysed scenarios.

Description

 METHOD AND APPARATUS FOR AN AIRCRAFT ALERTS

TRACK INCURSION

The present invention relates to the prevention of collisions in an airport infrastructure, by alerts and alarms attracting the attention of an aircraft crew on the approach or crossing normal (alert) or abnormal (alarm), during of a maneuver on the ground or in flight, of a traffic zone at risk of collision (take-off or landing runway, runway access ramp, parking area, access area to gates, etc.).

Air traffic control authorities have been concerned at all times by the prevention of collisions on traffic areas in airport infrastructures. To address this concern, various automated surveillance systems have been proposed, all based on the detection and location of mobiles (aircraft, service vehicles, personnel) stationary or moving on traffic areas, in relation to a stored map. the airport structure with its buildings and traffic areas and the traffic restrictions associated with them. The first surveillance systems used one or more ground-based radars for mobile location and required bulky calculators for the exploitation of radar signals so that they were reserved for control tower personnel, with alerts and alarms transmitted to affected by radio or by track speakers, either automatically or through the staff of the control tower which otherwise performs a visual watch.

With the emergence of satellite positioning systems allowing individual guidance of mobile in a tangle of traffic lanes and the evolution of computers, databases and digital transmission equipment to reduce their congestion and increase their performance, automatic airport surveillance systems have migrated onboard mobile.

One example among others, of an automatic system for monitoring traffic on the traffic areas of an airport infrastructure that may have terminals embedded on mobiles providing a complete collision risk detection and warning function is described in US Pat. No. 6,182,005 (columns 147, 148). These terminals are devices that provide ground guidance according to a preset path quite similar to the guidance of a vehicle or pedestrian realized by a satellite positioning receiver after programming the destination point and possibly compulsory points of passage which generate alerts and alarms only if the failure to follow their instructions leads to the risk of crossing or crossing a protected area listed on a memorized map of the airport infrastructure. They have the disadvantage of requiring a programming of the path to be followed otherwise they generate false alarms which have more effect to deconcentrate the pilot of the mobile or the pedestrian than to ensure its security.

Another example of an automated system for monitoring the traffic on the taxiways of an airport infrastructure, using a satellite positioning system and a memorized track plan and their traffic restrictions, with mobile on-board terminals emitting alerts and alarms whenever the equipped mobile approach or cross the ground, a protected area of an airport infrastructure is described in US Patent 6,606,563. Here again, there is the problem of false alarms and alarms occurring when the equipped mobile approach or rightly enters a protected area.

For an aircraft, the problem of false alarms and approach or penetration alarms of the protected traffic zones is partially dealt with in the systems of the prior art by taking into account that it is on the ground when taxiing or traveling. flight. Despite this, false alarms and alarms remain an important source of disruption which limits the confidence given by the crews to these systems.

The present invention aims a device generating alerts and alarms signaling to the crew of the aircraft moving in an airport area, hazardous traffic areas when he encounters, with the least possible false alarms and alarms . It relates to an alarm and alarm process for signaling the zones of risk circulation in an airport infrastructure, to the crew of an aircraft equipped with flight instruments providing information on the phase of flight in which the aircraft is located. aircraft, a geographical location device and one or more issuers of alerts or audible or visual alarms, this method comprising the following successive steps:

selecting, from the information provided by the flight instruments and, possibly, by ground collision prevention equipment, a type of flight phase from a limited and predetermined choice of predefined types of flight phase,

selecting from the selected type of flight phase, one or more runway incursion scenarios among a predefined set of types of runway incursion scenarios, - likelihood analysis of the runway incursion scenario. track selected from the location of the aircraft provided by the locating device, relative to the airport structures listed in an airport data base, and

- determination from the scenarios of incursion of track considered likely, alarms and alarms to be emitted by the emitters of alarms and alarms.

It also relates to a device, embarked on board an aircraft provided with flight instruments providing flight information and a geographical location device, generating alerts and alarms signaling areas of risk circulation in a vehicle. airport infrastructure and comprising:

- an airport map database, containing an airport infrastructure plan and associated traffic restrictions,

a transmitter of alerts or audible or visual alarms, and

a calculator locating the aircraft in the airport infrastructure stored in the airports databank from position information delivered by the location device, analyzing the risks of runway incursion related to the position of the aircraft and , possibly to its movement, and, in the event of detection of a risk or a runway intrusion, determining the appropriate alarm or alarm and triggering its emission by the transmitter of alerts and alarms. This device is remarkable in that its calculator analyzes the risk of runway incursion by investigating whether the current position of the aircraft and possibly its movement responds to a limited number of specific and predefined runway incursion or risk of runway situations. runway incursion in the broad sense, called scenarios, chosen according to a type of flight phase selected from a limited and pre-established choice of predefined types of flight phase, from flight information provided by the flight instruments of the aircraft.

Advantageously, the predefined types of flight phase taken into account are:

- landing, - moving on the ground, while driving, between a parking area and a take-off or landing strip,

- the part of the take-off where the aircraft rolls on the runway, accelerating until reaching the lift speed.

Advantageously, the scenarios of runway incursion or risk of runway incursion taken into account are:

- the entrance to the taxi on the beginning of the runway,

- taxiing entry at the end of the runway for a take-off on the opposite side of the runway,

- the entry to taxi on a track, at an intermediate level, - the taxiing approach, from the beginning of the runway,

- the rolling approach of the intermediate part of a runway,

- the rolling approach, of a crossing of tracks,

- the rolling approach, of an end of runway,

- approach to taxiing, a boarding gate, - a driving speed that is too high (take-off attempt outside a runway).

Advantageously, for the predefined type of flight phase corresponding to the landing, the scenarios taken into account are the approach to taxiing, a crossing of tracks and the approach to taxiing, an end of the runway. Advantageously, for the predefined type of flight phase corresponding to the part of the takeoff where the aircraft rolls on the runway while accelerating to reach the lift speed, the scenarios taken into account are the rolling approach, of a track crossing and approach to taxiing, an end of track.

Advantageously, for the predefined type of flight phase corresponding to a taxiing trip, between a parking area and a take-off or landing runway, the scenarios considered are:

- taxiing entry at the beginning of the runway, - taxiing entry at the end of the runway for a take-off from the runway,

- taxiing entry, on a runway, at an intermediate level,

- the approach to taxiing, from an early runway,

- the rolling approach, of an intermediate part of the runway, - the rolling approach, of a crossing of runways,

- taxiing approach, a boarding gate, and

- a driving speed that is too high.

Advantageously, when no predefined type of phase of flight is recognized, the device does not take into account any scenario and emits no alert or alarm

Advantageously, the device considers that the aircraft is on a track when the component D _RW γ normal to the axis of the track considered, a vector joining the aircraft at the beginning of the track in question, component said axial distance from the compared to the track in question, is smaller, in module, than the sum of a position error margin EPE allowed for the locating device, of the longitudinal distance ALR separating the front end of the aircraft from the plane reference point used for its measurements, by the locating device, and half of the width of the RW _RW track γ considered, and when the component L _RW γ parallel to the axis of the track in question of the same vector, longitudinal component of the aircraft relative to the runway considered, lies between the opposite of the error margin -EPE and the sum of the position error margin EPE and the runway length RL _RW γ : D _RWY <EPE + ALR + 0.5RW ₁ RWY and El E <L _gcyγ <Er E + RL _j ^ _yγ

Advantageously, the device assimilates the predefined type of flight phase corresponding to the part of the take-off where the aircraft rolls on the runway while accelerating until reaching the lift speed to the fact that the information coming from the flight instruments of the aircraft indicate:

- that the aircraft is on the ground,

- its ground speed is greater than a maximum speed authorized for a taxiing journey between a parking area and an airstrip or take-off run,

- that it is accelerating,

- its shutters are released and when a first analysis of the location and course of the aircraft in relation to the airport infrastructure shows: - that the aircraft is on a runway, and

- Its course corresponds to that of the track where it is, Advantageously, the device assimilates the predefined type of flight phase corresponding to a landing to the fact that the information from the flight instruments of the aircraft indicate: - that he is on the ground,

- its speed is greater than a maximum speed authorized for a journey between a parking lot and an airstrip or take-off,

- that it is decelerating. and when a first analysis of the location and course of the aircraft in relation to the airport infrastructure shows that:

- the aircraft is on a runway, and

- That its course corresponds to that of the track where it is, Advantageously, the device assimilates the predefined type of flight phase corresponding to a ground displacement, while driving, between a parking area and a runway or runway. landing to the fact that the information from the flight instruments of the aircraft indicate:

- that he is on the ground, and - its speed is less than a maximum speed permitted for a journey between a parking area and an airstrip or take-off.

Advantageously, the device detects a taxi incursion scenario, on a beginning of the runway, when the axial distance, taken into absolute value, \ the aircraft compared one of the runways of the airport infrastructure is less than the sum of:

the position error margin EPE of the geographical location device of the aircraft, the maximum of the distance ALR separating the front end of the aircraft from the reference point of the airplane used for its measurements by the geographical location device the aircraft and the AWS span of the aircraft,

- half the width of the RW track considered and where the longitudinal distance, in absolute value, of the aircraft relative to this same runway, is less than the sum of the EPE error margin and the ALR distance longitudinally separating the aircraft's forward end from the aircraft reference point used for its measurements by the aircraft. geographical location device.

D _RWY | <EPE + Max (ALR, AWS) + 0.5R W and

Advantageously, the device detects a taxi incursion scenario, on an end of the runway with a bad take-off orientation, when the previous conditions of the taxiing scenario on a runway start are respected.

D _RWY | <EPE + ALR + 0.5R W and

and when the heading delivered by the aircraft's flight instruments differs by more than 120 degrees from that of the runway in question. Advantageously, the device detects an incursion scenario, when taxiing, on the intermediate portion of a track when the axial distance, taken into absolute value, the aircraft in relation to a runway of the airport infrastructure, is less than the sum of: - the position error margin EPE of the geographical location device of the aircraft,

the distance ALR separating the front end of the aircraft from the reference point used for its measurements by the locating device, and half the width of the track RW _RW γ considered and when the longitudinal distance L _RW γ of the aircraft relative to the track in question is between the opposite -EPE of the error margin of the locating device and the sum of the position error margin EPE and the runway length RL _RW γ _:

D _RWY <EPE + ALR + 0.5RW _} RWY and

-EPE <L _RWY <EPE + RL _RWY

Advantageously, the device detects a risk scenario of runway incursion by rolling approach, of a runway entry, when the axial distance D _RW γ and the longitudinal distance L _RW γ of the aircraft relative to a runway satisfy inequalities :

D _R R _{W Y} WY <EPE + Max {RTD 12; ARD x GS ^) + ALR + 0.5R W _RWY and

_RWY <EPE + Max {RPL 12; ARD x GS _m )

in which :

RDT is a default value of a distance between the track and an access ramp along it, ADT is a delay defined by the relation:

ARD = Max (RTD, RPL) I TSL + ARM RPL being an outer runway protection distance, TSL being an upper limit of authorized taxiing speed, and ARM a reaction time left to the crew of the aircraft, GSχ _E is the rolling speed component of the aircraft. aircraft perpendicular to the centreline of the runway, and

GSχ _R is the running speed component of the aircraft parallel to the center line of the runway,

Advantageously, the device detects a runway incursion risk scenario by rolling approach, of an intermediate part of a runway, when the axial distance D _RW γ and the axial distance L _RW γ of the aircraft with respect to a track check the inequalities:

D _RWY | <EPE + Max {RTD 12; AID x GS _m ) + ALR + 0.5R W and hlPhl <Lgγγγ <RLl

in which :

AID is a delay defined by the relation:

AID = RTD I TSL + AIM

AIM being a reaction time left to the crew of the aircraft.

Advantageously, the device detects a runway incursion risk scenario by approach to taxiing an intersection of runways when the distance D _{! N} of the aircraft relative to an intersection of tracks verifies the inequalities:

D _RWY | <EPE + ALR + 0.5R W and

- EPE <L _RWY <EPE + RL and

D _1N <GS X RID

GS being the speed of the aircraft when taxiing, and

RID a reaction time left to the crew of the aircraft. Advantageously, the device detects a runway incursion risk scenario by rolling approach of an end of runway by applying:

a first criterion of presence on the runway meaning that the aircraft is on a runway consists of the following conditions:

and

EPE <L _RWY <EPE + RL

a second runway criterion consisting in retaining, among the runways satisfying the runway presence criterion, the one whose orientation is closest to the true heading of the aircraft, the true heading and the orientation of the runway; selected not to differ more than ± 60 degrees, and

an alternation of two criteria: either an insufficient deceleration criterion consisting in the satisfaction of the set of conditions:

GS> \ 33% TSL μ <0 μ being the acceleration of taxiing of the aircraft, and dβ a braking distance corresponding to the definition relation:

the directions of the speeds being negatively counted because the track vector is oriented in the opposite of the usual with origin at the end of the track,

M _B is a margin of braking distance corresponding to the distance that is estimated necessary for the aircraft to stop when it rolls at the maximum speed of travel allowed TSL. a criterion of taxiing on a runway consisting of two sets of conditions, at least one of which must be satisfied,

A first set of conditions meaning that the aircraft is at a distance from the end of the runway less than the braking margin M _B :

GS <\ 33% TSL

"RWY <EPE + M

OR a second set of conditions signifying that the aircraft is taxiing although close to the end of the runway:

GS <\ 33% TSL _Rwr <EPE + 2M ₁

Advantageously, the device detects a risk scenario of runway incursion by taxi approach, of a boarding gate by applying two criteria:

- A first criterion meaning that the aircraft is not on a runway area of the airport infrastructure, consists of the set of conditions, one of which must not be respected:

OR

LRWY <-RPL or D RWY <RTD

RPL being a margin of protection in length of the considered track,

- a second criterion meaning that the aircraft is within range of the boarding gates without having docked them, consists of the condition: DG _ARP <500m

DG _ARP being the distance to the aircraft from any of the boarding gates.

Advantageously, when the device has detected a runway incursion risk scenario by taxi approach, of a boarding gate, it signals the orientation of the nearest boarding gate by determining which angular sector of the pink of the caps of the aircraft it is located.

Advantageously, the device detects a runway incursion risk scenario by attempting to take off off a runway by applying two criteria:

a criterion which signifies that the aircraft is preparing for take-off: - engine speed information corresponding to the takeoff given by the flight instruments, and - information flaps issued by the flight instruments, and

- a criterion meaning that the aircraft is not on a runway, consisting of a set of conditions, one of which must not be respected:

_RWY <RL + RPL or

L <-RPL

RWY OR

RPL being a margin of protection in length of the considered track,

Advantageously, the device comprises an alarm or alarm generator delivering alerts and alarms adapted to different scenarios of incursion or risk of runway incursion, associated with priority levels allowing, at the simultaneous detection of several incursion or risk of incursion scenario deserving several alarms, to make emit alarms emit only the most important alarm or alarm. Other features and advantages of the invention will emerge from the description below, of an embodiment given by way of example. This description will be made with reference to the drawing in which:

FIG. 1 is an exemplary diagram of an on-board runway incursion warning device according to the invention,

FIG. 2 is a diagram giving an example of locating a track in an airport topographic database,

FIG. 3 is a diagram illustrating a runway-to-aircraft distance calculation, FIG. 4 is a diagram illustrating the distances taken into consideration for measuring the size of an aircraft and the location of the airplane reference point,

FIG. 5 is a diagram illustrating the notion of presence on the runway for an aircraft; FIG. 6 is a table summarizing the criteria underlying the selection of a predefined flight phase,

FIG. 7 is a table summarizing the predefined runway incursion scenarios associated with each predefined flight phase,

FIG. 8 is a diagram illustrating the notion of presence at the beginning of the runway for an aircraft,

a FIG. 9 is a diagram illustrating a taxi incursion scenario at the end of the runway,

FIG. 10 is a diagram illustrating the notions of longitudinal velocity components and perpendicular to a track; FIG. 11 is a diagram illustrating a rolling approach scenario, of a runway start,

FIG. 12 is a diagram illustrating a rolling approach scenario of an intermediate portion of a runway,

FIG. 13 is a diagram illustrating a rolling approach scenario of an intersection of runways,

FIG. 14 is a diagram illustrating a rolling approach scenario, of an end of runway,

a FIG. 15 is a diagram illustrating a rolling approach scenario, of passenger boarding gates, FIG. 16 is a diagram illustrating the notion of angular sectors cut in the rosé of the caps of an aircraft,

FIG. 17 is a diagram illustrating an approach scenario in the air, of an airport, FIG. 18 is a diagram illustrating an approach scenario in the air of an airport runway, and

FIG. 19 is a table summarizing the priorities of the various alerts and alarms generated by a device for alerts and runway incursion alarms according to the invention.

As shown in FIG. 1, the on-board alert or runway incursion alarm device 1 is inserted into the on-board equipment of an aircraft between the flight instruments 2 delivering information on the flight conditions. , a localization device 3, for example a receiver of a GNSS satellite positioning system (acronym for the term "Global Navigation Satellite System") such as GPS (acronym for the English acronym "Global Positioning System") can also be used by a flight management computer not shown, and issuers of alerts and alarms placed in the cockpit, either sound or voice type 4: speaker, siren, buzzer, etc., or visual type 5: indicator, risk card display screen, etc. It mainly comprises:

a database 10 containing information on the topology of the airports frequented by the aircraft; a calculator 11 exploiting the information coming from the flight instruments 2, the locator device 3 and the airports database 10 to produce alerts and alarms relayed in the cockpit by the issuers of alerts and alarms 4, 5, and

an HMI human-machine interface 12, for example an MCDU (acronym derived from the English expression: "Multipurpose Contrai

Display Unit ") allowing parameterization by a member of the crew of the aircraft or a maintenance team.

In FIG. 1, there is also a GCAM equipment 6

(acronym derived from the English expression: "Ground Collision Awareness Module") also known as TAWS (acronym taken from the Anglo-Saxon term: "Terrain Awareness Warning System"). This GCAM equipment provides a collision avoidance function with the ground when the aircraft is in flight. It locates the aircraft with respect to the overflown region by virtue of the position information provided by the location device 3 and a map of the overflown terrain extracted from a map database, and ensures that the aircraft has always at its disposal a loophole when its predictable medium or short-term trajectory impacts the ground. This equipment GCAM 6, which is optional, is assumed here to provide further monitoring of the flight path of the aircraft approaching an airport, either for a landing or for a takeoff, this monitoring consisting, when of a landing or takeoff, to report to the crew, by cockpit alerts or alarms, a deviation of the aircraft from a single or multiple virtual tunnel containing the trajectories authorized to access the runways. an airport or leave them. It is mentioned here, because the described example of device 1 of alert or alarm of incursion of track is incidentally used to generate alerts or alarms which are specific to him while being close to the alerts or alarms of incursion of track like an airport proximity alert or an airport runway proximity alert which relates to the aircraft while it is air and not taxiing.

The airport data base 10 of the device 1 of alerts and runway incursion alarms is a topographic database containing, for various airports, the plan of the airport structure, with its runways and take-offs, the different ramps access to runways, service routes, aircraft parking areas, passenger boarding gate access areas, passenger boarding gates, associated buildings and bypass facilities, etc. each with their own traffic restrictions. The computer 1 1 is configured to implement a method of generating alerts and alarms comprising the following successive steps:

selection, at 110, from the information provided by the flight instruments 2, the location device 3, the airports database 10 and, possibly, when it is present, by the equipment GCAM 6, a flight phase from a limited choice of predetermined flight phases,

selecting, at 111, from the selected flight phase, one or more types of runway incursion scenarios from a predefined set of runway incursion scenario types,

analysis, in 112, of the likelihood of the types of runway incursion scenarios selected according to the location of the aircraft with respect to the airport structures listed in the airport data base 10, and - production, in 113, of Alerts and alarms associated with types of runway incursion scenarios considered likely to be issued to alert and alarm transmitters 4, 5.

The predefined flight phase types considered for alerts and alarms related to runway incursions are:

landing ("Landing" in Anglo-Saxon language),

- moving on the ground, while driving, between a parking area and a take-off or landing strip ("Taxi" in English language),

- the part of the take-off where the aircraft rolls on the runway accelerating until reaching the speed of lift ("RoII out" in Anglo-Saxon language).

To these types of flight phases related to the possibilities of runway incursions in the broad sense, that is to say generating collision risks for an aircraft when taxiing, with another aircraft, a track vehicle or a construction, etc. added, because of the presence of a GCAM 6 equipment, approaching the landing ("Approach" in English language) while the aircraft is in the air.

The selection of a type of flight phase is based on several information from the flight instruments 2 and possibly on first analyzes of the location and heading of the aircraft relative to the airport runways.

The information from the instruments that are taken into account for the selection of a flight phase are:

- information on the position on the ground, or in the air of the aircraft, taken from the weight load supported by the landing gear of the aircraft (hydraulic pressure of the landing gear dampers) is the comparison of the altitude of the aircraft provided by an altimeter, a radio-altimeter or by the device of location with the altitude of the tracks of the airport concerned, - ground speed information not or less than the authorized driving speed,

- the sign of the acceleration of the ground movement of the aircraft,

the position of the flaps of the aircraft, and

- the sign of the vertical speed of the aircraft.

The term runway is taken here, in its usual aeronautical sense, that is to say, designating a strip of land designed for landings and takeoffs, associated with a direction of travel. Thus, two different tracks in the aeronautical sense, can share the same strip of landscaped terrain but with opposite directions of course. The airports database 10 lists, for each airport, all the tracks used for take-off and landing. In the following, a track is

-> identified, as shown in Figure 2, by a vector R which originated at the beginning of the track and at the end end of a track, and which is listed in the airports database 10, by the coordinates (X _RWY , V _RWY ) of the beginning of the track, by the orientation of the track given its meaning ("true heading" or "true heading" in English language) and the length of the track.

The location device 2, such as the airports database 10, use, at an airport, the same local reference reference geographic. It is located at the point ARP corresponding to the longitude LOΠ _A RP and the latitude lat _A Rp assigned to the airport in question in the WGS84 ("World Geodetic System") system used by the GPS system. . It is of direct type, with its x-axis oriented parallel to the direction of longitudes and its ordinate axis oriented true north, parallel to the direction of latitudes. The distance calculation is done with a locally flat land hypothesis. Thus, a point A of longitude and latitude _Lon Lat _A, has coordinates x _a, y _a geographical landmark in the local airport:

The Euclidean distance d (A, B) separating this point A from another point B of longitude Lon _B and Latitude Lat _B , is given by the relation:

d {A, B) = 1852 X

The first analysis of the location of the aircraft with respect to the airport runways is intended to determine whether the aircraft is present on a runway or not. It rests, like the following location analyzes, on a study of the axial components D _RW γ, oriented at + π / 2 of the axes of the tracks, and longitudinal components L _RW γ oriented parallel to the axes of the tracks, vectors connecting the beginnings or track inputs at the position of the aircraft. The axial components D _RW γ and longitudinal L _RW γ of the vector connecting the input of a track RWY to the position of the aircraft can, as shown in FIG. 3, be deduced from the components X _T , y T of the vector T connecting the input M of the RWY track to the position of the aircraft and the components X _R , y _R of the track vector R. Indeed, if one supplements the vectors T and R by the vector R 'deduced from the vector R by a rotation of π / 2 and originating from the position of the aircraft, it comes:

with:

T.R = T.R.cos {a) and

L ₁ cos {a) = ^"Rwr

T is the angle oriented R, T TR = TRcos (b) and

b being the angle oriented i? ', r

so that :

Y _ ^X _T ^X R + y _τ y _R

K and

Knowing that the components x _τ and y _τ of the vector T are deduced from the coordinates XRWY and VRWY of its origin, taken from the airports database 10 and the coordinates of its end, provided by the localization device, these relations make it possible to estimate the axial distances D _RW γ and longitudinal L _RW γ of the aircraft relative to a RWY track.

In addition to the axial components D _RW γ and longitudinal L _RW γ of the distance vector separating a runway entrance from the aircraft, the first analysis of the location of the aircraft with respect to the airport runways, as the following location analyzes take considering the size of the aircraft which is estimated, as shown in Figure 4, by means of the longitudinal distance ALR which separates the front end of the aircraft, the aircraft reference point used for its measurements, by the location device 3 and the AWS span of the aircraft. The first analysis of the location of the aircraft with respect to the airport runways to determine whether or not the aircraft is on a runway is to find out whether, among the identified runways of the airport, each strip of terrain laid out on the runway to appear twice in the airports database 10, under two different identities depending on the end considered to be the beginning of the track, there exists at least one verifying the following track presence criterion: D _RWY <EPE + ALR + 0.5 X RW, RWY and

- EPE <L RWY <EPE + RL RWY

EPE being a permissible position error margin for the location device 3, and RW _RWY being the width of the considered RWY track, and RL _RWY being the length of the considered track.

The verification of this runway presence criterion makes it possible to ascertain, as shown in FIG. 5, that the aircraft is inside a surface constituted by that of a runway surrounded by a border 21 taking the position error margin EPE of the locating device 3 and the overall size of the aircraft estimated here by the longitudinal distance ALR because the aircraft is not supposed to run along the runway but possibly reach it at an intermediate level. . In the following, a logical flag "On RWY" is associated for each track RWY to the criterion of presence on track. This flag takes a value 1 when the criterion is verified and 0 when it is not.

If in addition to the criterion of presence on a runway checked for RWY (On RWY = I), the heading of the aircraft is within plus or minus 60 degrees of the direction of RWY, the aircraft is assumed in a flight phase corresponding to the taxi, either at takeoff or at landing.

More specifically, a predefined "Roll-Out" flight phase corresponding to the part of the take-off where the aircraft rolls on the runway while accelerating to reach the lift speed is selected when the information from the flight instruments 2 of the aircraft indicate:

- the aircraft is on the ground (undercarriage extended and under weight or altitude corresponding to that of the airport),

- its ground speed is greater than a maximum speed authorized for a taxiing journey between a parking area and an airstrip or take-off run,

- that it is accelerating,

- that his shutters are out, and when a first analysis of the location and course of the aircraft in relation to the airport infrastructure shows:

- that the aircraft is on a runway (On RWY = I) for one of the runways, and - that its heading corresponds to that of the runway where it is located,

A predefined "Landing" flight phase corresponding to a landing is selected when the information from the flight instruments 2 indicates:

- the aircraft is on the ground (landing gear extended and under weight or altitude of the aircraft less than or equal to those runways of the airport in question),

- its speed is greater than a maximum speed allowed for a taxiing journey between a parking area and an airstrip or take-off, and - it is decelerating, and when a first analysis of the location and the heading of the aircraft relative to the airport infrastructure shows:

the aircraft is on a runway (On RWY = I), and

- that its course corresponds to that of the track where it is. A predefined "Taxi" flight phase corresponding to a ground movement, while traveling, between a parking area and a take-off or landing runway is selected when the information from the flight instruments 2 indicates:

- the aircraft is on the ground (landing gear extended and under weight or altitude of the aircraft less than or equal to those runways of the airport), and

- its speed is less than a maximum speed permitted for a journey between a parking area and an airstrip or take-off. A predefined "take-off" flight phase corresponding to a take-off end, the aircraft being in the air, is selected when the flight instruments 2 indicate that:

- that the aircraft is in the air (landing gear with no weight or altitude of the aircraft greater than those runways of the airport), and - that the vertical speed of the aircraft is positive, and when the equipment GCAM 6 indicates that it is in the virtual tunnel monitoring phase.

A predefined "Approach" flight phase corresponding to a next landing, with the aircraft in the air, is selected when the flight instruments 2 indicate that:

- the aircraft is in the air (landing gear with no weight or altitude of the aircraft greater than those runways of the airport), and - the vertical speed of the aircraft is negative, and when GCAM 6 indicates that it is in the virtual tunnel monitoring phase.

Finally, a predefined flight phase called "unrecognized" is selected by default, in case none of the preceding predefined flight phases could be recognized.

The set of selection criteria for the predefined flight phases is summarized in the table in Figure 6

The runway incursion scenarios or risk runway incursion considered are:

- the entrance to rolling on a beginning of track ("Entering Runway" in English language),

- the entry to taxi on an end of the runway seen from a takeoff on the opposite side of the runway ("Wrong Heading for Take-off" in Anglo-Saxon language), - the entry to taxi on a runway, to an intermediate level,

("Entering Runway Intermediate" in Anglo-Saxon language),

- the taxi approach of an early runway ("Approaching Runway"),

- the rolling approach, the intermediate part of a track ("Approaching Runway Intermediate" in English language),

- the rolling approach, of a crossing of tracks ("Approaching Runway Intersection" in Anglo-Saxon language),

- the rolling approach, of an end of runway ("Approaching Runway End" in English language), - approach to taxiing, a boarding gate ("Approaching Gâte" in Anglo-Saxon language),

a driving speed that is too high, which may correspond to an attempt to take off from a runway ("Too-High Speed" in English language).

To these runway incursion scenarios is added two similar scenarios, specific to the GCAM 6 equipment justifying the consideration of the predefined flight phases "Take-Off" and "Approach", and leading to the remission of an alert. proximity of airport or runway proximity while the aircraft is in flight, approaching for a landing.

For the predefined type of flight phase corresponding to a landing ("Landing"), the scenarios taken into account are the approach of a crossing of tracks while taxiing and the approach of an end of the runway while driving at ground. For the predefined type of flight phase corresponding to the part of the takeoff where the aircraft rolls on the runway accelerating until reaching the lift speed ("Roll-Out"), the scenarios taken into account are the approach of a crossing of tracks while rolling on the ground and the approach of an end of track while rolling on the ground. For the predefined type of flight phase corresponding to a ground movement, while driving between a parking area and a take-off or landing strip ("Taxi"), the scenarios considered are:

- the entry taxiing on a start of the runway,

- the entry taxiing on the end of the runway for take-off,

- the entry taxiing on a track, at an intermediate level,

- the approach of a start of the runway while rolling on the ground,

- the approach of the intermediate part of a track while rolling on the ground, - the approach of a crossing of tracks while rolling on the ground,

- approaching a boarding gate while taxiing, and

- too high ground speed.

When no type of predefined flight phase is recognized, the device does not take into account any scenario and does not emit any alert or alarm The various runway incursion scenarios taken into account according to each predefined type of flight phase are summarized in the table of Figure 7.

Taking into account an incursion scenario, by rolling, at the beginning of the runway ("Entering Runway"), consists in comparing the position of the aircraft given by the locating device 3 with those of the inputs of the various runways of the runway. the infrastructure of the airport where the aircraft is supposed to travel on the ground, taken from the airport data bank 10, by checking whether there is at least one RWY runway satisfying the runway occupancy criterion:

D _RWY | <EPE + Max {ALR, AWS) + 0.5RW

The verification of this runway occupancy criterion makes it possible to ascertain, as shown in FIG. 8, that the aircraft is inside a rectangular surface centered on the beginning of the runway with the length, in the runway centreline, twice the sum of the EPE uncertainty margin of the locating device 3 and the ALR longitudinal offset of the aircraft, and for width, perpendicular to the centreline of the runway, twice the the sum of the EPE uncertainty margin of the location device 3 and the maximum of the longitudinal offset ALR or the AWS span of the aircraft. The dimensions of this surface are adapted to the fact that the aircraft can approach laterally the runway entrance in a wide range of directions.

A verification of this runway occupancy criterion confirms the likelihood of an incursion on a start of the runway and leads to the transmission, in the cockpit, after a confirmation period, for example a second, of an alarm. the alarm transmitters 4, 5. This alarm is repeated periodically, for example, every second, as long as one of the following conditions is not met: _RWY > RPL 12 or

D _RWY > RTD 12 or

GS <33% xTSL or

GS> \ 33% xTSL

RPL is a default value, outer distance of protection of the track in the direction of its length, RTD being a default value, a minimum protection spacing between a track and an access ramp along it, GS being the taxiing speed on the ground,

TSL being the maximum speed of travel allowed outside a take-off or landing. The satisfaction of one of the first two conditions shows that the aircraft has left the vicinity of the runway. That of the third condition shows that the aircraft is taxiing and that of the fourth condition shows that the aircraft is taking off.

Once one of these conditions has been fulfilled, the runway incursion alarm is provisionally suppressed to be permanently removed after 2 seconds when one of the previous conditions continues to be verified.

Taking into account an incursion scenario while driving at the end of the runway and with a wrong takeoff direction ("Wrong heading for take-off") consists in applying the runway entry occupancy criterion and to complete it when verified by a comparison of the true heading of the aircraft and the runway. If the true heading of the aircraft given by its flight instruments 2 differs by more than 120 degrees from that of the runway in question, taken from the airport 10 database, the incursion scenario when rolling at the end of the runway with a wrong take-off orientation is accepted as likely and a "Wrong heading for take-off" alarm is issued in the cockpit after a confirmation delay, for example one second, by the alarm transmitters 4, 5. This alarm is repeated periodically for example, every second, as long as the heading The aircraft's accuracy differs by more than 60 degrees from that of the runway considered. It is permanently removed after 2 seconds when the true heading of the aircraft continues not to differ more than 60 degrees from that of the track in question. FIG. 9 shows the two possible cases of presentation of an aircraft with respect to a strip of land used for take-off and landing in both directions, one of the senses being assigned to one runway 22 and the other to a track 23. In the case of the aircraft 25 which approaches the entrance to the track 22 without turning its back, 90 degrees at most from its direction, the alarm does not trigger. In the case of the aircraft 26 which approaches the entrance of the runway 23 by practically turning its back, more than 120 ° with respect to its direction, the alarm is triggered.

Taking into account an incursion scenario, by rolling, in the intermediate part of a track ("Entering runway intermediate") takes again the criterion of presence on track used during the first analysis of situation:

D _RWY <EPE + ALR + 0.5 x RW RWY and

- EPE <L _Rfvr <EPE + RL _Rfvr

If at least one of the runways of the airport in the infrastructure of which the aircraft is supposed to be rolled, verifies this criterion, an intermediate runway incursion scenario is assumed to be probable and leads, after a confirmation period, for example one second, the issuance in the cockpit, by the alarm transmitters 4, 5, an incursion alarm on an intermediate track ("Entering runway intermediate"). This intermediate runway incursion alarm is repeated periodically, every second, as long as one of the following conditions is not met: RWY ^ * ^^ RWY ~ ^ ~ "- ^{L +} - ¹ 1 2 OR

_RWY <-RPL / 2 or or

GS <33% xTSL or

GS> \ 33% xTSL

deleted provisionally as soon as one of these conditions is fulfilled and permanently deleted after 2 seconds when one of the conditions still remains fulfilled.

Taking into account a risk scenario for runway incursion by approaching a runway start by taxiing ("Approaching runway") consists of comparing the foreseeable short-term position of the aircraft deduced from the the position and the taxiing speed of the aircraft given by the locating device 3 and by the flight instruments 2 with the locations of the entrances of the different runways of the infrastructure of the airport where the aircraft is supposed to move on the ground from the airports database 10, checking whether there is at least one RWY track satisfying the criterion:

D _RWY | <EPE + Max {RDT 12; ARD x GS _m ) + ALR + 0.5RW

_RWY | <EPE + Max {RPL 12; ARD x GS ^)

ARD being a delay defined by the relationship:

ARD = Max {RDT; RPL) I TSL + ARM ARM being a reaction time left to the crew of the aircraft,

GSχ _E is the rolling speed component of the aircraft perpendicular to the center line of the runway and approaching it, and GSχ _R is the running speed component of the aircraft parallel to the center line of the runway , in the sense of the latter. Figure 10 illustrates the definition of the GS _XE and GS _{XR components} of the taxiing speed of the aircraft. Figure 11 shows that the verification of this criterion makes it possible to ensure that the aircraft will penetrate, in the short term, if it does not modify its movement, inside a rectangular surface centered on the beginning of the runway. with the runway center line being twice the sum of the EPE uncertainty margin of the locating device 3 and the maximum of one-half of the RPL defect protection outer deflection distance of the following runway ends the runway centreline and the expected travel distance of the aircraft parallel to the runway centreline, and for the width, perpendicular to the centreline of the runway, twice the sum of the EPE uncertainty margin of the runway. locating device 3, the longitudinal offset ALR of the aircraft and the maximum of half of the minimum default runway RTD protection clearance of the runway with respect to the access ramps along it and the foreseeable travel distance of the runway. aircraft towards the runway.

If at least one of the runways of the airport in the infrastructure of which the aircraft is supposed to be rolled, satisfies this criterion, a scenario of risk of incursion on a runway approaching a runway start is assumed to be likely and leads, after a confirmation period, for example a second, to the emission in the cockpit, by the alarm transmitters 4, 5, of a risk warning of incursion on an entry of track ("Approaching runway") . This alarm approaching a start of the track is repeated periodically, every second, as long as one of the following conditions is not met:

- ^ ¹ R WY> RPL + EPE

OR

^ RWY> RTD or

GS <33% xTSL or

GS> \ 33% xTSL

provisionally deleted when one of these conditions is fulfilled and permanently deleted after 2 seconds when one of these conditions continues to be verified. Taking into account the risk scenario for runway incursion by approaching the intermediate part of a runway while taxiing ("Approaching runway intermediate") consists of comparing the foreseeable short-term position of the aircraft deduced from the the position and speed of taxiing of the aircraft given by the locating device 3 and by the flight instruments 2 with the locations of the different runways of the airport infrastructure where the aircraft is supposed to move at ground, taken from the airports database 10, taking into account the congestion of the aircraft. This comparison is carried out by checking if there is at least one RWY track satisfying the following criterion of presence on a track area:

D _RWY <EPE + Max {RDT 12; AID x GS ^) + ALR + 0.5R W ₁ RWY

EPE + ALR <L _RWY <EPE + RL

AID being a delay defined by the relation:

AID = RTD I TSL + AIM AIM being a reaction time left to the crew of the aircraft.

Figure 12 shows that the verification of this criterion of presence on a runway area makes it possible to ensure that the aircraft will penetrate, in the short term, if it does not modify its movement, inside a surface rectangular centered on the runway with, for runway centreline length, the RL _RWY of the augmented runway at the runway entrance, the EPE uncertainty margin of the locating device 3, and, for width perpendicular to the centreline of the runway, double the sum of the EPE uncertainty margin of the location device 3, the longitudinal offset ALR of the aircraft and the maximum of one half of the runway's default RTD spacing in relation to the ramps access to the runway and the expected travel distance of the aircraft to the runway.

If at least one of the runways of the airport in the infrastructure of which the aircraft is supposed to be rolled, satisfies this criterion, a risk scenario for runway incursion by approach in the intermediate part is assumed likely and leads, after a confirmation delay, for example one second, the issuance in the cockpit, by the alarm transmitters 4, 5, of a risk warning runway incursion ("Approaching runway intermediate") which is repeated periodically, for example, every second, as long as one of the following conditions is not met:

+ or

RWY ^ - RPLi - LLPLL or or

GS <33% xTSL or

GS> \ 33% xTSL

temporarily deleted when one of these conditions is verified and permanently deleted after 2 seconds when one of these conditions remains verified.

Taking into account a runway incursion risk scenario approach approach runway intersection is to compare the current position and the foreseeable short-term position of the aircraft deducted from the position and ground taxiing speed of the aircraft given by the locating device 3 and by the flight instruments 2 with the runway locations and the intersections of runways of the airport infrastructure where the aircraft is supposed to move on the ground, taken from the airport database 10, this taking into account the size of the aircraft. This comparison is done by verifying that the aircraft is on a runway and that its short-term predictable position is not on or over an intersection of runways. It consists in taking again the criterion of presence on track employed during the first analysis of situation (On RWY = I or 0):

D _RWY <EPE + ALR + 0.5 x RW RWY and

- EPE <L _Rfvr <EPE + RL _Rfvr adding to it the following additional criterion tested on each runway intersection point listed in the airport data base 10 for the airport concerned:

D _1N <GS x RID

D _IN being the distance from the aircraft to the runway intersection,

GS being the speed of the aircraft when taxiing, and

RID a reaction time left to the crew of the aircraft. Figure 13 shows a risk scenario for runway incursion by intersection approach at take-off or landing. The aircraft is on a runway, at takeoff or landing and is approaching an intersection of runways. The two preceding criteria will be verified as soon as the aircraft reaches the circle 35 centered on the intersection, radius GSxRID. From this moment, a risk scenario of runway incursion by approach of an intersection of runways is assumed likely and leads, after a confirmation period, for example a second, to the emission in cockpit, by the transmitters of alarm 4, 5, an "Approaching runway intersection" warning which is repeated periodically, for example, every second, as long as one of the following conditions is not fulfilled:

D _RWY > EPE + ALR + 0.5 x RW _RWY or

RWY ^ - EPE or

_Rwr > EPE + RL _Rwr or

D _1N > 2 X GS X RID or

GS <33% x TSL or GS> \ 33% x TSL temporarily deleted when one of these conditions is verified and permanently deleted after 2 seconds when one of these conditions is still verified.

A risk scenario of runway incursion by passing one end of the runway while taxiing can cover two situations: a first situation corresponding to an aircraft running on a runway in the axis, with insufficient deceleration to allow it to to reach a sufficiently low speed at the end of the runway and a second situation corresponding to an aircraft rolling on a runway to release it as quickly as possible and having a high running speed near the end of the runway. It is taken into account only for an aircraft traveling in the runway axis while being either in the deceleration phase or near the end of the runway. It consists of: - deducing from the criterion of presence on track (On RWY = 1 or 0) used in the first analysis:

D _RWY <EPE + 0.5RW RWY

EPE <L _RWY <EPE + RL _RWY the location of the aircraft on one or more runways,

- to complete this criterion of presence on the runway by a runway criterion consisting in retaining, among the runways satisfying the runway presence criterion, only the one whose orientation is closest to the true heading of the aircraft, the heading true and the orientation of the selected track must not differ by more than ± 60 degrees,

- to continue by an alternation of two criteria: a first criterion of insufficient deceleration consisting in the satisfaction of the set of conditions:

GS> \ 33% TSL μ <0 μ being the acceleration of taxiing of the aircraft, and d _B a braking distance corresponding to the definition relation:

the directions of the speeds being counted negatively because the track vector is oriented in the reverse of the usual with the end of the track being the origin (FIG. 14), M _B being a margin of braking distance corresponding to the distance which is estimated necessary for the aircraft to stop when it rolls at the maximum permissible speed of travel TSL. or a second criterion of running on a track consisting of two sets of conditions, at least one of which must be satisfied,

A first set of conditions meaning that the aircraft is at a distance from the end of the runway less than the braking margin M _B :

GS <\ 33% TSL

"RWY <EPE + M

OR a second set of conditions signifying that the aircraft is taxiing although close to the end of the runway:

GS <\ 33% TSL _Rwr <EPE + 2M _B

As soon as the criteria for presence on the runway and runway and a criterion of insufficient deceleration or taxiing close to the end of the runway are met, a risk scenario of runway incursion by passing an end of track is assumed likely and leads, after a confirmation period, for example 2 seconds, the issuance in the cockpit, by the alarm transmitters 4, 5, of an approach approach alert ("Approaching runway"). end ") which is repeated periodically, for example, every second, and held until one of the criteria that causes it is no longer checked for at least 4 seconds in a row. The taking into account of a runway incursion risk scenario by approaching a boarding gate ("Approaching gâte") consists in comparing the position of the aircraft given by the locating device 3 with the locations of the aircraft. runways and boarding gates at the airport where the aircraft is supposed to travel on the ground, taken from the airport 10 database to ensure that the aircraft is not on a runway but in the vicinity of the gates boarding. This comparison consists in verifying that all the distances of the aircraft from the runways of the airport satisfy: - a first criterion of location outside the runways and their neighborhoods, one of the following conditions to be respected for the all the runways of the airport concerned:

_RWY > RL _RWY + RPL or

OR and

- a second criterion meaning that the aircraft is within range of the boarding gates without having accosted them, provided that: DG _ARP <500m

DG _ARP being the distance to the aircraft from the nearest boarding gate.

Figure 15 shows a risk scenario for runway incursion by gate approach ("approaching gâte"). The aircraft is on a traffic area off the runways and their immediate neighborhoods, and approaches gates. As soon as the off-piste location criterion and the boarding gate proximity criterion are verified over a certain confirmation period, for example one second, the gateway approach runway incursion risk scenario is supposed probable and leads to remission in the cockpit, by the alarm transmitters 4, 5, of a boarding proximity alert ("Approaching gâte") which is repeated periodically for example, every second, as long as one of the following conditions is not met:

33% x TSL <GS <133% x TSL or

^DG ARP < ^EPE + ^{2 X ALR} + ^3OWI OR

DG _j gp> 500 "i for at least 3 seconds.

In addition, when confirming a runway incursion risk scenario by approaching a boarding gate, the runway incursion warning and alarm device signals the direction relative to the aircraft, from the nearest boarding gate. To do this, as shown in Figure 16, the pink caps of the aircraft is divided into four sectors: a forward sector, a right sector and a left sector, each of 60 ° opening, completed by a rear sector blind 180 °. The nearest boarding gate is selected from the boarding gates referenced in the airports database 10 on a minimum distance criterion with respect to the aircraft and then located in relation to the sectors of the cape rosé of the aircraft to specify the approach gate proximity alert ("Approaching spoils") by an additional alert on the direction of the nearest boarding gate such as: nearest boarding gate in front ("Nearest spoils" ahead "), the nearest boarding gate on the left (" Nearest gatte on left ") or the nearest boarding gate on the right" Nearest gâte on right "), the supplementary alert may be substituted for the general boarding gate proximity alert.

Taking into account a runway incursion risk scenario by attempting to take off from a runway ("Too high speed") consists in applying two criteria: - a criterion meaning that the aircraft is preparing for take-off :

- engine takeoff speed information given by the flight instruments 2, and - information flaps issued by the flight instruments 2. and - the criterion of presence off-piste (on RWY = O, opposite the criterion of presence on a track On RWY = I) consisting in the realization of one of the conditions for all the tracks of the airport considered:

D _RWY > EPE + ALR + 0.5X RW ₁ RWY

OR

RWY ^ - EPE or L _Rwr > EPE + RL _Rwr

As soon as the take-off preparation criterion and the out-of-run presence criterion are verified over a confirmation period, for example 3 seconds, the runway incursion risk scenario by take-off attempt is assumed to be probable and leads to the emission. a high speed alarm ("Too high speed") maintained as long as one of the take-off or off-road preparation criteria is not invalidated during a cancellation period, for example 3 seconds.

In addition to the specific alerts and alarms for runway incursions that may occur while the aircraft is taxiing, the runway incursion alert device handles two types of alerts for the approaching flight. airport, concerning incursions into the immediate clearance area of the runways. These alerts based on GCAM 6 equipment information are an Approaching airport alert and an approaching runway alert.

The airport approach alert is given when the aircraft's flight instruments 2 report that the aircraft is in the air (landing gear not overweight or higher than airport runways considered) and when the GCAM 6 equipment reports that it is in multiple tunnel mode, that is to say that it monitors that the aircraft remains inside a virtual volume containing the trajectories authorized to access several tracks of the same airport.

The runway alert is given when the aircraft's flight instruments report that the aircraft is in the air (landing gear not overweight or higher than that of the runway) and when the aircraft GCAM 6 reports that it is in single tunnel mode, that is to say it monitors that the aircraft remains inside a virtual volume containing only the trajectories allowed to access a specific track.

Figure 17 illustrates an airport approach alert situation, the aircraft being in flight in the virtual tunnels of access to two adjacent tracks.

FIG. 18 illustrates a runway warning situation, the aircraft having continued its flight from the situation of FIG. 17 to only being in the virtual tunnel of access to a single runway. Airport approach and runway approach alerts are issued after a confirmation period, for example 3 seconds, of the information signaling the flight status of the aircraft and of one of the information: tunnel multiple, single tunnel and deleted after a cancellation period, for example 3 seconds, of one of the previous information. Several predefined scenarios analyzed for the same phase of flight may prove to be likely at the same time and justify simultaneous transmissions of several different alarms or alarms. To avoid disturbing the crew, the alerts or alarms are assigned a priority and only the alert or alarm with the highest priority is issued in the cockpit. The table in Figure 19 summarizes the priority ranks assigned to the different alerts and alarms, knowing that the higher the priority is the note is low. Thus, in a predefined flight-to-roll phase (Roll-out), the end-of-run approach alarm has priority over the approach warning of a runway intersection. Likewise, in a predefined phase of taxiing between a parking area and a track ("Taxi"), the speeding alarm has priority over the counter-directional alarm which is itself priority over all other alerts and alarms.

Claims

1. Method of alerts and alarms for signaling the zones of risk circulation in an airport infrastructure, to the crew of an aircraft equipped with flight instruments (2) providing information on the phase of flight in which is aircraft, a geographical location device (3) and one or more transmitters (4, 5) of audible or visual alerts or alarms, characterized in that it comprises the following successive steps: - selection (110) ), from the information provided by the flight instruments (2) and, possibly, by GCAM (6) ground collision monitoring equipment, of a flight phase type from a limited and pre-established choice of types. predefined flight phase,

selecting (1 11), from the selected phase of flight type, one or more runway incursion scenarios from a predefined set of runway incursion scene types,

- analysis (1 12) of the likelihood of the runway incursion scenario (s) selected from the location of the aircraft provided by the positioning device (3), with respect to the airport structures listed in an airport data base (10), and

- Determining (1 13), from the incursion scenarios deemed probable, alerts and alarms to be issued by the transmitters of alerts and alarms (4, 5).

2. Device for implementing the method according to the claim

1, on board an aircraft equipped with flight instruments (2) providing flight information and a geographical location device (3), generating alerts and alarms signaling risk circulation areas in an infrastructure airport and comprising: - an airport map databank (10), containing an airport infrastructure plan and associated traffic restrictions,

an emitter (4, 5) for alerts or audible or visual alarms; and a calculator (1 1) locating the aircraft in the airport infrastructure stored in the airports databank (10) based on information from position delivered by the locating device (3), analyzing the risks of runway incursion related to the position of the aircraft and, possibly, its movement, and, in the event of detection of a risk or a runway intrusion, determining the appropriate alert or alarm and initiating transmission by the transmitter (4, 5) of alerts and alarms; characterized in that its computer (1 1) analyzes the risk of runway incursion by investigating whether the current position of the aircraft and possibly its movement responds to a limited number of specific and predefined runway incursion or risk situations runway incursion in the broad sense, called scenarios, chosen according to a type of flight phase selected from a limited and pre-established choice of predefined types of flight phase, from flight information provided by the flight instruments. flight (2) of the aircraft.

3. Method according to claim 1, characterized in that the predefined types of flight phase taken into account are:

- the landing,

- moving on the ground, while driving, between a parking area and a take-off or landing runway,

- the part of the take-off where the aircraft rolls on the runway, accelerating until reaching the lift speed.

4. Method according to claim 1, characterized in that the scenarios incursion of runway or risk of runway incursion taken into account are: - the entrance to the taxi on a start of runway,

- taxiing entry at the end of the runway for a take-off on the opposite side of the runway,

- the entry to taxi on a track, at an intermediate level,

- the taxiing approach, from the beginning of the runway, - the rolling approach, the intermediate part of a runway,

- the rolling approach, of a crossing of tracks,

- the rolling approach, of an end of runway,

- taxiing approach, a boarding gate,

- a driving speed that is too high (take-off attempt outside a track).

5. Method according to claims 3 and 4, characterized in that the scenarios considered for the predefined type of flight phase corresponding to the landing are the approach to taxiing, a crossing of tracks and the approach to rolling, an end of the track.

6. Method according to claims 3 and 4, characterized in that the scenarios taken into account for the predefined type of flight phase corresponding to the part of the takeoff where the aircraft rolls on the track accelerating to reach the speed of lift are the approach to taxiing, a crossing of tracks and the approach to taxiing, an end of track.

7. Method according to claims 3 and 4, characterized in that, the scenarios taken into account for the predefined type of flight phase corresponding to a taxiing movement, between a parking area and a runway take-off or landing are :

- the entry to taxi at the beginning of the runway,

- taxiing entry at the end of the runway for a take-off on the opposite side of the runway, - runway entry, on a runway, at an intermediate level,

- the approach to taxiing, from an early runway,

- the rolling approach of an intermediate part of the runway,

- the rolling approach, of a crossing of tracks,

- approach to taxiing, a boarding gate, and - a driving speed that is too high.

8. Method according to claim 1, characterized in that when no predefined type of flight phase is recognized, no runway incursion scenario is taken into account and no alert or alarm is issued.

9. Method according to claim 1, characterized in that the aircraft is considered present on a runway (ON RWY = I) of an airport infrastructure when the component D _RW γ normal to the axis of the track considered, a vector joining the aircraft at the beginning of one of the tracks of the airport infrastructure considered, component called distance axial axis of the aircraft relative to the track in question, is smaller, in modulus, than the sum of a position error margin EPE allowed for the locating device (3), the longitudinal distance ALR separating the end before the aircraft of the aircraft reference point used for its measurements, by the locating device (3), and by half the width of the RWRWY track considered, and when the component L _RW γ parallel to the axis of the considered track of the same vector, component called longitudinal distance of the aircraft relative to the track considered, is between the opposite of the error margin -EPE and the sum of the position error margin EPE and of the runway length RL _RW γ.

D _RWY <EPE + ALR + 0.5RW _} RWY and

- EPE <L _RWY <EPE + RL _RWY

10. Method according to claims 3 and 9, characterized in that the predefined type of flight phase corresponding to the part of the takeoff where the aircraft rolls on the track by accelerating to reach the lift speed is selected when the information from the flight instruments (2) of the aircraft indicate:

- that the aircraft is on the ground, - that its ground speed is greater than a maximum TSL speed authorized for a taxiway between a parking area and an airstrip or take-off,

- that it is accelerating,

- its shutters are out, and when a first analysis of the location and course of the aircraft in relation to the airport infrastructure shows:

the aircraft is on a runway (ON RWY = I), and

- that its course corresponds to that of the track where it is.

A method according to claims 3 and 9, characterized in that the predefined flight phase type corresponding to a landing is selected when the information from the flight instruments (2) of the aircraft indicate: - that he is on the ground,

- its speed is greater than a maximum speed TSL authorized for a journey between a parking area and an airstrip or take-off, - it is decelerating, and when a first analysis of the location and heading of the aircraft in relation to the airport infrastructure shows that:

the aircraft is on a runway (On RWY = I), and

- that its course corresponds to that of the track where it is.

12. Method according to claims 3 and 9, characterized in that the predefined type of flight phase corresponding to a ground displacement, while traveling, between a parking area and a take-off or landing strip is selected when the information from the flight instruments (2) of the aircraft indicate:

- that he is on the ground, and

- its speed is less than a maximum TSL of authorized speed for a journey between a parking lot and an airstrip or take-off.

13. The method as claimed in claim 4, characterized in that a run incursion scenario, on a runway start, is considered likely when the axial distance, taken into absolute value, of the aircraft in relation to one of the runways of the airport infrastructure is less than the sum of:

the position error margin EPE of the localization device

(3),

the maximum of the ALR distance longitudinally separating the front end of the aircraft from the reference point of the airplane used for its measurements by the locating device (3) and the AWS span of the aircraft, and

- half the RW width of the track in question, and where the longitudinal distance, in absolute value, the same runway, is less than the sum of the EPE error margin and the ALR distance longitudinally separating the forward end of the aircraft. the aircraft of the airplane reference point used for its measurements by the locating device (3):

D _RWY I <EPE + Max (ALR, AWS) + 0.5R W and

14. The method of claim 13, characterized in that the likelihood of a run incursion scenario, on a runway start, found on a minimum confirmation period, leads to the issuance of an incursion alert. at the beginning of the runway, which is maintained until one of the following conditions is met:

> RPL / 2

OR

^ RWY> RTD / 2 or

GS <33% xTSL or

GS> 133% x TSL

RPL being a default value, outer distance of protection of the track in the direction of its length,

RTD is a default value, with minimum protection clearance between a track and an access ramp along it,

GS being the taxiing speed on the ground,

TSL being the maximum speed of travel allowed outside a take-off or landing on a minimum period of acknowledgment.

15. The method of claim 14, characterized in that the minimum confirmation time is 1 second and the minimum acknowledgment time of 2 seconds.

16. The method of claim 4, characterized in that a run incursion scenario, on a runway end with a wrong take-off orientation is considered likely when the conditions of the rolling scenario on a runway start are respected. , the module the axial distance of the aircraft relative to one of the runways of the airport infrastructure being less than the sum of:

the position error margin EPE of the localization device

(3),

the maximum of the distance ALR separating the front end of the aircraft from the reference point of the airplane used for its measurements by the locating device (3) and the AWS span of the aircraft, and

- half the RW width of the track in question and the module of the longitudinal distance of the aircraft relative to this same track, being less than the sum of the position error margin EPE of the locating device (3) and of the distance ALR longitudinally separating the front end of the aircraft of the airplane reference point used for its measurements by the locating device (3):

D _RWY | <EPE + ALR + 0.5R W and

and when the heading delivered by the flight instruments (2) of the aircraft differs by more than 120 degrees from that of the runway considered.

17. The method of claim 16, characterized in that the likelihood of a run incursion scenario, on a runway end with a wrong take-off orientation, found on a minimum confirmation period, leads to the issuance of an alert for incorrect take-off orientation, which is maintained for as long as the aircraft's true heading differs by more than 60 degrees from that of the runway during a minimum period of acquittal.

18. The method of claim 17, characterized in that the minimum confirmation time is 1 second and the minimum acknowledgment time of 2 seconds.

19. The method as claimed in claim 4, characterized in that an incursion scenario, when taxiing, on the intermediate portion of a track is considered likely when the axial distance, taken into absolute value, \ of the aircraft in relation to a runway of the airport infrastructure is less than the sum of: - the position error margin EPE of the localization device

(3),

the distance ALR separating the front end of the aircraft from the reference point of the airplane used for its measurements by the locating device (3), and half the width of the track RW _RW γ in question and when the longitudinal distance L _RW γ of the aircraft relative to the track considered is between the opposite -EPE of the error margin of the locating device (3) and the sum of the position error margin EPE and of the runway length RL _RW γ.

D _RWY <EPE + ALR + 0.5RW _} RWY and

- EPE <L _RWY <EPE + RL _RWY

20. The method of claim 19, characterized in that the likelihood of a taxi incursion scenario, on the intermediate portion of a track, found on a minimum confirmation period, leads to the issuance of an alert. intermediate runway incursion, which is continued until one of the following conditions is met: RWY ^ * ^^ RWY ~ ^ ~ "- ^{L +} - ¹ 1 2 OR

_RWY <-RPL / 2 or or

GS <33% xTSL or

GS> \ 33% xTSL

RPL is a default value, outer distance of protection of the track in the direction of its length, RTD being a default value, a minimum protection spacing between a track and an access ramp along it, GS being the taxiing speed on the ground,

TSL being the maximum speed of travel allowed outside a take-off or landing on a minimum period of acknowledgment.

21. The method of claim 20, characterized in that the minimum confirmation time is 1 second and the minimum acknowledgment time of 2 seconds.

22. The method as claimed in claim 4, characterized in that a risk scenario for runway incursion by taxi approach, of a runway entrance is considered likely when the axial distance D _RW γ and the longitudinal distance L _RW γ of the aircraft with respect to a track check the inequalities:

D _RWY | <EPE + Max {RTD 12; ARD x GS ^) + ALR + 0.5R W and

_RWY | <EPE + Max {RPL 12; ARD x GS _m )

in which : RDT is a default value of a distance between the track and an access ramp along it, ADT is a delay defined by the relation:

ARD = Max (RTD, RPL) I TSL + ARM

RPL being an outer runway protection distance, TSL being an upper limit of authorized taxiing speed, and ARM a reaction time left to the crew of the aircraft, GSχ _E is the rolling speed component of the aircraft. aircraft perpendicular to the centreline of the runway, and

GSχ _R is the running speed component of the aircraft parallel to the runway centreline.

23. The method of claim 22, characterized in that the likelihood of a runway incursion risk scenario approach to taxiing, a runway entry, proven on a minimum confirmation period, leads to the emission a runway approach approach alert, which is maintained until one of the following conditions is met:

or

GS <33% xTSL or

GS> \ 33% xTSL

RPL being a default value, outer distance of protection of the track in the direction of its length,

RTD being a default value, a minimum protection clearance between a track and an access ramp along it, GS being the taxiing speed on the ground,

TSL being the maximum speed of travel allowed outside a take-off or landing on a minimum period of acknowledgment.

24. The method of claim 23, characterized in that the minimum confirmation time is 1 second and the minimum acknowledgment time of 2 seconds.

25. A method according to claim 4, characterized in that a scenario of risk of runway incursion by taxiing approach, of an intermediate part of a runway is considered likely when the axial distance D _RW γ and the distance axial L _RW γ of the aircraft relative to a track check the inequalities:

D _RWY | <EPE + Max (RTD / 2; AIDx GS ^) + ALR + 0.5R W and

- EPE <L _RWY <RL

in which: AID is a delay defined by the relation:

AID = RTD I TSL + AIM

AIM being a reaction time left to the crew of the aircraft.

26. The method of claim 25, characterized in that the likelihood of a runway incursion risk scenario runway approach, an intermediate portion of a track, found on a minimum confirmation period, leads to the issuance of an intermediate runway approach alert, which is maintained until one of the following conditions is met: RWY ^ * ^^ RWY ^~ ^ ^~ "* - '" ^~ ^ ^~ RPL OR

_R W _Y ^ - RPL - EPE or or

GS <33% xTSL or GS> \ 33% xTSL

RPL is a default value, outer distance of protection of the track in the direction of its length, RTD being a default value, a minimum protection spacing between a track and an access ramp along it, GS being the taxiing speed on the ground,

TSL being the maximum speed of travel allowed outside a take-off or landing on a minimum period of acknowledgment.

27. The method of claim 26, characterized in that the minimum confirmation time is 1 second and the minimum acknowledgment time of 2 seconds.

28. The method of claim 4, characterized in that a runway incursion risk scenario runway approach approach is considered likely when the distance D _IN of the aircraft relative to an intersection Tracks Checks Inequalities:

D _RWY | <EPE + ALR + 0.5R W and

- EPE <L _RWY <EPE + RL and

D _1N <GS x RID

GS being the speed of the aircraft when taxiing, and RID a reaction time left to the crew of the aircraft.

29. The method according to claim 28, characterized in that the likelihood of a runway incursion risk scenario runway approach, an intersection of tracks, proven on a minimum confirmation period, leads to the emission an intersection intersection approach alert, which is maintained until one of the following conditions is met:

D _RWY > EPE + ALR + 0.5 x RW _RWY or

_RWY <-EPE or

_RWY > EPE + RL _RWY or

D _1N > 2 X GS X RID or

GS <33% x TSL or

GS> \ 33% x TSL

RPL being a default value, outer distance of protection of the track in the direction of its length,

RTD is a default value, with minimum protection clearance between a track and an access ramp along it,

GS being the taxiing speed on the ground,

TSL being the maximum speed of travel allowed outside a take-off or landing on a minimum period of acknowledgment.

30. The method of claim 29, characterized in that the minimum confirmation time is 1 second and the minimum acknowledgment time of 1 second.

31. A method according to claim 4, characterized in that a runway incursion risk scenario runway approach approach is considered likely when the following criteria are verified: - a first criterion of presence on runway signifying that the aircraft is on the runway, consisting of the following conditions:

and

EPE <L _RWY <EPE + RL

a second runway criterion consisting in retaining, among the runways satisfying the runway presence criterion, the one whose orientation is closest to the true heading of the aircraft, the true heading and the orientation of the runway; selected not to differ more than ± 60 degrees, and - an alternation of two criteria: either an insufficient deceleration criterion consisting in the satisfaction of the set of conditions:

GS> \ 33% TSL μ <0 μ being the acceleration of taxiing of the aircraft, and dβ a braking distance corresponding to the definition relation:

the directions of the speeds being counted negatively because the track vector is oriented in the reverse of the usual with the end of the track being the origin (FIG. 14), M _B being a margin of braking distance corresponding to the distance which is deemed necessary to the aircraft to stop when traveling at the maximum permissible speed of travel TSL.

a criterion of taxiing on a runway consisting of two sets of conditions, at least one of which must be satisfied,

A first set of conditions meaning that the aircraft is at a distance from the end of the runway less than the braking margin M _B :

GS <\ 33% TSL

"RWY <EPE + M

OR a second set of conditions signifying that the aircraft is taxiing although close to the end of the runway:

GS <\ 33% TSL _Rwr <EPE + 2M ₁

32. The method of claim 31, characterized in that the likelihood of a runway incursion risk scenario approach to taxiing, end of track, proven on a minimum confirmation period, leads to the emission an end-of-run alarm, which is maintained for a minimum acknowledgment period during which the likelihood criteria must no longer be verified.

33. The method of claim 32, characterized in that the minimum confirmation time and the minimum acknowledgment time are 3 seconds.

34. A method according to claim 4, characterized in that a runway approach incursion risk scenario, a boarding gate is considered likely when the following criteria are verified: a first criterion meaning that the aircraft is not on a runway area of the airport infrastructure, constituted by the set of conditions, one of which must not be respected:

_RWY <RL + RPL or

RPL being a margin of protection in length of the considered track, and

a second criterion meaning that the aircraft is within range of the boarding gates without having docked them, consisting of the condition:

DG _ARP <500m

DG _ARP being the distance to the aircraft from any of the boarding gates.

35. The method of claim 34, characterized in that the likelihood of a runway incursion risk scenario by approach to taxiing, a boarding gate, proven on a minimum confirmation period, leads to the issuance of a boarding gate approach alert, which is maintained until one of the following conditions is met:

33% x TSL <GS <133% x TSL or

DG _xSP <EPE + 2 x ALR + 30m or

DG _x ^,> 500m

GS being the taxiing speed on the ground,

TSL being the maximum permitted speed of travel outside a take-off or landing on a minimum period of acquittal.

36. The method of claim 35, characterized in that the minimum confirmation time is 1 second and the minimum acknowledgment time of 3 seconds.

37. A method according to claim 34, characterized in that when a runway incursion risk scenario by approach to taxiing, of a boarding gate is considered likely, the direction of the boarding gate the more close is located with respect to angular sectors cut in the rosé of the caps of the aircraft and in that the sector concerned is mentioned in the proximity alert boarding gate.

38. A method according to claim 4, characterized in that a runway incursion risk scenario by attempting to take off off a runway is considered likely when the following criteria are verified:

a criterion signifying that the aircraft is preparing for take-off: - engine speed takeoff information given by the flight instruments 2, and - information flaps issued by the flight instruments 2, and

- a criterion meaning that the aircraft is not on a runway, consisting of a set of conditions, one of which must not be respected:

OR

L <-RPL

RWY OR

RPL being a margin of protection in length of the considered track.

39. The method of claim 38, characterized in that the likelihood of a runway incursion scenario by attempted takeoff outside a track, which has been proven for a minimum confirmation period, leads to the issuance of an excessive speed alarm, which is maintained for a minimum acknowledgment period during which the likelihood criteria must no longer be verified .

40. The method of claim 39, characterized in that the minimum confirmation time and the minimum acknowledgment time are 3 seconds.

41. A method according to claim 1, characterized in that the different alerts and alarms adapted to different runway incursion scenarios are associated with priority levels allowing, at the simultaneous detection of several incursion scenarios or risk of incursion. incursion deserving several alarms, to have emitted by the issuer of alerts or alarms (4, 5) that the alert or alarm considered the most important.

42. Device according to claim 2, on board an aircraft equipped with a GCAM equipment for preventing the collision with the ground monitoring the flight path of the aircraft to report to the crew of the aircraft any deviation by to the trajectories authorized for accessing the runways of an airport infrastructure in a multiple tunnel operation mode or in relation to the trajectories authorized to access a given runway of an airport infrastructure in a single tunnel operating mode, characterized in that its calculator (11) initiates the transmission, by the transmitter (4, 5) of alerts and alarms, of an airport proximity alert when the equipment for preventing collisions with the ground is in operating mode. multiple tunnel operation and a runway proximity alert when ground collision avoidance equipment is in a single tunnel operating mode.