EP2309474A1 - Surveillance system for an approaching aircraft - Google Patents

Surveillance system for an approaching aircraft Download PDF

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Publication number
EP2309474A1
EP2309474A1 EP10186352A EP10186352A EP2309474A1 EP 2309474 A1 EP2309474 A1 EP 2309474A1 EP 10186352 A EP10186352 A EP 10186352A EP 10186352 A EP10186352 A EP 10186352A EP 2309474 A1 EP2309474 A1 EP 2309474A1
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European Patent Office
Prior art keywords
approach
phase
phases
information
landing
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EP10186352A
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German (de)
French (fr)
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EP2309474B1 (en
Inventor
Stéphanie Lafon
Bernard Dubourg
François Michel
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Thales SA
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Thales SA
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
    • G08G5/025—Navigation or guidance aids

Definitions

  • the field of the invention relates to aeronautical surveillance systems. This system applies more particularly to the approach phase of an aircraft.
  • the approach phase is one of the most critical phases of flight, with approximately 51% of accidents occurring during approach and landing. This phase is very short compared to the duration of a flight, it constitutes the transition between the flight and the displacement on the ground. However accidents happen for many reasons: approach speed too high for the runway length, bad evaluation of the conditions of the runway, point of touch of track too far, tracks crowded with obstacles etc ....
  • the congestion of the runway Presence of traffic, risk of wake turbulence, etc.
  • the state of the runway in service or not, wet, slippery, etc.
  • the situation of the aircraft with respect to the runway or the situation of the runway in relation to the airport exit of the pathways, stopping zone, other runways .
  • navigational aid systems providing a representation of the 2D terrain that provide an overview of the monitoring information.
  • the navigation aid system as described in the patent document US2007250224A1 partly meets this need.
  • the navigation aid system provides a 2D representation of data useful for landing such as the 2D representation of the airport area including landing strips / takeoff. This information is provided by databases and is represented in whole or in part.
  • This system offers various simultaneous displays of this zone (horizontal view, vertical view, perspective view), possibly a window dedicated to the data related to the aircraft, graphical and textual information concerning the runway (characteristics, data related to the braking %), weather data, TAWS (Terrain Awareness and Warning System), TCAS (Traffic Collision Avoidance System) Instrument landing system (ILS for Instrument Landing System %), navigation information (course to follow, distances to be traveled, political boundaries, radio frequencies, etc.). These data are updated by the system upon receipt of information such as air traffic control (ATC), weather reports. pilot can also modify the scale of representation ("range" in English language) or the type of view to visualize certain particular details.
  • ATC air traffic control
  • pilot can also modify the scale of representation ("range” in English language) or the type of view to visualize certain particular details.
  • ATC air traffic control
  • pilot can also modify the scale of representation ("range” in English language) or the type of view to visualize certain particular details.
  • ATC air traffic control
  • pilot can also modify the scale
  • the pilot's workload is very important because of the large amount of information to be assimilated and analyzed in order to make the right decisions.
  • the views provided by this monitoring system are useful for the pre-landing briefing but are not suitable for real-time use during the approach phase.
  • the object of the invention is to solve the aforementioned drawbacks that are not solved by the existing solutions
  • the invention is a surveillance system dedicated to the approach phases including the landing phase of an aircraft comprising means for receiving navigation data, means for receiving a plurality of monitoring information of the landing zone and display means representing by various symbols the landing zone and the monitoring information.
  • the monitoring system also comprises means for determining a plurality of successive approach and signaling phases of the current approach phase, the approach phases being deduced from the navigation data, the calculation means of a plurality of cartographic scale factors of the landing zone, a factor being dedicated to an approach phase and means for selecting the monitoring information to be displayed for each approach phase, the selected information depending on the phase of the approach. current approach.
  • the aforementioned means are arranged together so that, during the approach phases, the display means represent the landing zone according to a scalable cartographic scale factor and the monitoring information selected by symbols that are also upgradeable. the map scale and symbols evolving automatically according to the current approach phase.
  • the display means modifies a first map scale factor to a second factor according to a gradual transition made during the transition from an approach phase to the next approach phase.
  • the pilot thus becomes aware of the unfolding of the landing and the current approach phase which may possibly be reported in another way to avoid any confusion.
  • the means for calculating the cartographic scale factors are configured to define a plurality of factors before the approach phases.
  • the scale factors can thus be configured before landing.
  • the means for calculating the cartographic scale factors are configured to define a plurality of factors during the course of the approach phases based on the monitoring information, including location information and dimensions of items to monitor.
  • the scale factor can be adapted according to the position of bulky elements near the landing strip.
  • the system also comprises data sources for configuration and performance of the aircraft, and the means for calculating the cartographic scale factors are configured to define a plurality of factors during the course of the phases. approaches according to said data, including braking distance data.
  • the display means represent a monitoring information by a symbol whose shape and graphic representation characteristics change according to the current approach phase.
  • the landing comprises at least four successive approach phases associated with cartographic scale factors evolving in the increasing order from the first approach phase to the fourth approach phase.
  • the monitoring information associated with said risk element is represented by a symbol indicating the presence of said element outside the zone of risk. representation and in that it also comprises a means of manually modifying the scale factor for adapting the scale factor so as to integrate the element at risk in the representation zone.
  • the system according to the invention provides a landing aid which automatically takes into account the change of cartographic scale factor on the navigation display screen as a function of the evolution of the current approach phase.
  • the change of scale occurs at each change of approach phase and therefore at the standard stages known by the crew.
  • the monitoring system provides the crew with an adaptive and synthetic view that ensures a better perception of the situation throughout the final approach and thus makes the best decision within shortened time frames.
  • Unplanned situations are then detected more quickly such as unannounced runway incursions, bad air conditions (wake turbulence on the runway), runway characteristics not suitable for landing (runway too short, too wet, slippery, closed , damaged ).
  • the system of the invention provides decision support by displaying to the crew only the information essential to each approach phase and automatically. The pilots can then decide on the best solution to adopt: go-around, landing in crab ...
  • the monitoring system also comprises display means 18 for representing to the pilot by various symbols the landing zone and the monitoring information.
  • display means 18 for representing to the pilot by various symbols the landing zone and the monitoring information.
  • it is usually a conventional navigation display device in two-dimensional representation, commonly called "Navigation Display”.
  • the aircraft is represented by a fixed symbol at the bottom of the screen around which the environment is mobile.
  • the display mode can be a usual mode called arc or a usual mode called pink.
  • the monitoring system also comprises means 15 for determining a plurality of successive approach phases constituting the landing and signaling process of the current approach phase.
  • the said phases of approaches are deduced from the navigation data.
  • the determination functions of the approach phases are implemented by a computer.
  • the phases of approaches determined by the calculator correspond to the classic phases of the approach well known to a pilot.
  • the navigation information detailed previously in the description and their means of supply, allow the computer to signal the current approach phase.
  • the figures 2 and 3 represent the successive approach phases 1, 2, 3 and 4 constituting the landing according to a vertical profile and a horizontal profile. These approach phases are defined according to the distance of the aircraft to the runway threshold, its height and its deviation with respect to the longitudinal axis of the runway. According to a nonlimiting example of definition of the phases of approaches,
  • Approach phase 2 begins between 4 and 8 nautical miles from runway threshold 30 following the flight plan at a height of less than 2980 feet increased by a margin of error.
  • Approach phase 3 begins approximately 0.5 nautical miles from runway threshold 30, at a maximum height of 186 feet plus a margin of error.
  • Phase 4 begins 0.05 nautical miles from Runway 30 threshold to a maximum height of 19 feet plus a margin of error.
  • these phases of approaches 1 to 4 are included in an isosceles triangular zone 24 of an angle between the median and an east side of about 35 degrees, whose vertex is positioned on the central axis of the track 30 at the end of the runway and whose median is longitudinal to the central axis of the runway.
  • a major feature of the surveillance system is to automatically assign, according to the current approach phase, a scale factor (1: X1, 1: X2, 1: X3 or 1: X4) of representation of the area displayed on the screen. screen of the navigation display device.
  • the monitoring system also comprises means 16 for calculating a plurality of cartographic scale factors of the landing zone.
  • the figure 1 represents for each approach phase 1-4, a respective map scale factor 1: X1 to 1: X4.
  • the figure 4 represents four display modes on a navigation display device screen.
  • the first screen 40 represents a display during the first approach phase, the map scale factor is equal to 1: X1.
  • the aircraft is represented at the bottom of the screen by an immobile symbol and the selected landing runway is represented by a rectangular object 401.
  • the second screen 41 represents a display during the second approach phase, the scale factor map is equal to 1: X2 greater than 1: X1.
  • the chosen airstrip is represented by a rectangular object 411 of larger size because the scale factor is greater than 1: X1.
  • the third screen 42 represents a display during the third approach phase, the map scale factor is equal to 1: X3 greater than 1: X2.
  • the selected airstrip is represented by a rectangular object 421 of larger size and more detailed form.
  • the fourth screen 43 represents a display during the fourth and last approach phase, the map scale factor is equal to 1: X4 greater than 1: X3.
  • the selected airstrip is represented by a rectangular object 431 of larger size and more detailed form and the runway exit is also shown.
  • the scale factor is smaller because the aircraft is at a further distance from the runway and the pilot does not require a high level of detail. In addition, the pilot needs to see the full distance between his aircraft and the runway.
  • the transition between each scale factor is automatic and is progressively performed when changing from one approach phase to another. This makes it possible to automate and adapt the representation of the approach zone according to the progress of the landing to provide only information useful to the decisions at the moment of the instantaneous situation. The driver is thus relieved of the task of selecting the information by manipulating the display parameters and analyzing useful data among the useless data.
  • the cartographic scale factors may be defined a priori in system configuration parameters.
  • the cartographic scale factor can be determined according to the respective position of the elements to be monitored at the entrance of an approach phase, for example the distance between the airplane and the runway threshold.
  • the cartographic scale factor can be determined according to the characteristic configuration of the aircraft stored in a configuration database or else the current performance parameters of the aircraft. For example, on the display 43, the distance represented by the length of the screen may be equal to the braking distance characteristic of the aircraft or also the estimated braking distance during the approach phase. Thus, the crew can report instantly, whether the plane will get off the runway or miss its exit.
  • the monitoring system also comprises means 17 for selecting the monitoring information to be displayed for each approach phase; From the monitoring data, the reported approach phase and the selected map scale factor, the monitoring information selection means 17 transmit to the display device 18 the information to be displayed on the screen as well as the symbols representing this information.
  • the map scale factor is adapted to the graphic characteristics of the information to be displayed).
  • the display transitions are progressively realized during phases recognized by the pilots (passage above the tag 21 for example) to avoid creating confusion.
  • the adaptation is done according to the scale factor and the current phase.
  • it also takes into account the characteristics and performance of the aircraft (either statically by drawing from a configuration database or dynamically using the performance data of the aircraft).
  • it adapts its display according to available monitoring data.
  • the display means 18 represent the landing zone according to a scalable cartographic scale factor (from 1: X1 to 1: X4) and the monitoring information selected by also evolving symbols (401, 411, 421, 431 in figure 4 ), the map scale factor and symbols evolving automatically according to the current approach phase.
  • the figure 5 represents several current approach phase display modes for an airstrip symbol.
  • This example illustrates the function of the object selection monitoring system to be displayed according to the current approach phase.
  • the display device represents in a first mode display 51, the position and the length of the track by an object 511 in the form of a simple rectangle thus allowing the pilot to be placed relative to the track.
  • the display device also represents, in a second display mode 52, the other tracks that may possibly be represented with different symbols 522 and 523 so as not to lose sight of the track 521 on which the airplane will land and the main buildings by the symbol 524 (terminals). This allows the crew to check that it is aligning with the correct track.
  • the display device represents in a third display mode 53, the outputs on the track 531 by a new symbol 532 to enable them to anticipate their braking and the beginning of rolling.
  • the display means represent monitoring information by a symbol whose shape and graphical representation characteristics change according to the current approach phase.
  • objects 511, 521 and 531 represent the same information but the level of detail displayed changes according to the current approach phase.
  • the wake turbulence is derived from more basic monitoring information. From the knowledge of the position of the track and that of other aircraft, we can know if an airplane has just taken off. In addition, if the aircraft information comes from cooperative sources (ADS-B or TIS-B for example), we know the type of aircraft. From airplane characteristics contained in the database, one can know the importance of the wake turbulence that the system can compare with the sensitivity of the carrier to these turbulences. If the system also has an indication of the wind on the ground, it can estimate the dissipation of wake turbulence. Thus, the information selection means 17 may therefore choose to display a turbulence symbol or not and / or to adapt to the danger by a color code for example.
  • turbulences can be represented as a congestion of the track. For example, a red zone can be drawn at the end of the track and decrease intensity, or level of transparency, over time.
  • Another example of information that can be displayed is the congestion of the track. This representation is essential information during an approach phase to allow pilots to better understand the danger coming from ground traffic.
  • various graphical representation features may be used which are automatically selected by the monitoring system.
  • the level of precision of this representation depends on the approach phase.
  • the figure 6 represents some examples.
  • the occupancy state of the track 64 may not be indicated because, during this phase, this data is not priority information since this state will probably change during the final approach.
  • the map scale factor level does not allow to correctly display the detail of the tracks 64, it will suffice to indicate if the track 64 is occupied (colored in red for example), free (colored in green for example) or about to be occupied (orange strip to the right or left of the track depending on the position of the mobile conflict for example).
  • the state "about to be occupied” can be defined according to the position of the mobiles 61 and 62 relative to the track 64, their direction, their speed and possibly their ATC setpoint if it is known. Only mobiles likely to enter the track are taken into account in the representation of information on the screen (up to phase 3).
  • Phase 3 we can more accurately represent the areas of the runway and dangerous taxiways. If only the part of the track required for braking is shown according to airplane characteristics 60 (braking distance) and its performance, the system may signal an occupancy of the runway beyond this area or the risk of runway incursions by means of an object 66.
  • a manual modification means can be put in place to quickly visualize the zone or the dangerous zones. For example, during the continuous selection of a button, the display gradually decreases the scale factor, this action is represented by the arrow 67, to display the entire track 64. Then by deselecting the button, the display returns to initial scale factor.
  • the invention is a monitoring system dedicated to the approach phase of the aircraft.
  • the functions performed by the system are implemented in one or more onboard computers, such as the navigation management system computer.

Abstract

The system has a receiving unit (12) for receiving monitoring information of a landing zone. A calculating unit (16) calculates cartographic scale factors of the landing zone, where the factor is dedicated to an approach phase. The receiving unit, a displaying unit (18), a determining unit (15), the calculating unit and a selecting unit (17) are arranged in a manner so that the display unit represents the landing zone based on the factors and the monitoring information, where the factors and symbols are evolved automatically based on a current approach phase.

Description

Le domaine de l'invention concerne les systèmes aéronautiques de surveillance. Ce système s'applique plus particulièrement à la phase d'approche d'un aéronef.The field of the invention relates to aeronautical surveillance systems. This system applies more particularly to the approach phase of an aircraft.

La phase d'approche est une des phases les plus critiques du vol, environ 51% des accidents surviennent lors de l'approche et de l'atterrissage. Cette phase est très courte comparée à la durée d'un vol, elle constitue la transition entre le vol et le déplacement au sol. Cependant des accidents arrivent pour de multiples raisons : vitesse d'approche trop élevée pour la longueur de piste, mauvaise évaluation des conditions de la piste, point de toucher de piste trop loin, pistes encombrées d'obstacles etc....The approach phase is one of the most critical phases of flight, with approximately 51% of accidents occurring during approach and landing. This phase is very short compared to the duration of a flight, it constitutes the transition between the flight and the displacement on the ground. However accidents happen for many reasons: approach speed too high for the runway length, bad evaluation of the conditions of the runway, point of touch of track too far, tracks crowded with obstacles etc ....

Actuellement, il existe des systèmes qui offrent aux pilotes des équipements d'aide au pilotage. Parmi ces systèmes, nous retrouvons un simulateur de signalisations aéroportuaires tel que décrit dans le document brevet US2002099528A1 permettant de contrôler la descente quelles que soient les conditions météorologiques, un dispositif d'affichage de représentations réalistes en 3D d'approches tel que décrit dans le document brevet CA976645A et des panels variés de symboles de guidage affichées sur des collimateurs tête haute tels que décrits dans le document brevet FR2884021A1 .Currently, there are systems that provide pilots with piloting assistance equipment. Among these systems, we find an airport signaling simulator as described in the patent document. US2002099528A1 to control the descent, whatever the weather conditions, a device for displaying realistic 3D representations of approaches as described in the patent document CA976645A and various panels of guidance symbols displayed on head-up collimators as described in the patent document FR2884021A1 .

Cependant, il est aussi important d'offrir aux pilotes des fonctionnalités adaptées à leurs besoins opérationnels pour améliorer leur perception de la situation et pour leur permettre d'agir au mieux dans les meilleurs délais. En effet, lors de l'atterrissage, les membres de l'équipage doivent constamment surveiller la piste et ses alentours afin de décider d'une éventuelle remise de gaz. De plus, la charge de l'équipage est très élevée et la marge de manoeuvre pour rattraper une erreur est faible. Il n'existe pas à l'heure actuelle de visualisation synthétique de toutes les informations nécessaires à la surveillance de cette zone lors de l'approche telles que la présence de trafic, les conditions météorologiques (brouillard, vent ...), l'encombrement de la piste (présence de trafic, risque de turbulences de sillage ...), l'état de la piste (en service ou non, mouillée, glissante ...), la situation de l'avion par rapport à la piste ou la situation de la piste par rapport à l'aéroport (sortie des voies de cheminement, zone d'arrêt, autres pistes ...).However, it is also important to provide pilots with functionalities adapted to their operational needs to improve their perception of the situation and to enable them to act as quickly as possible. Indeed, during the landing, the crew members must constantly monitor the runway and its surroundings in order to decide on a possible go-around. In addition, the crew load is very high and the room for maneuver to make up for an error is small. There is currently no synthetic visualization of all the information necessary for monitoring this area during the approach, such as the presence of traffic, weather conditions (fog, wind, etc.). the congestion of the runway (presence of traffic, risk of wake turbulence, etc.), the state of the runway (in service or not, wet, slippery, etc.), the situation of the aircraft with respect to the runway or the situation of the runway in relation to the airport (exit of the pathways, stopping zone, other runways ...).

Pour cela, il existe des systèmes d'aide à la navigation fournissant une représentation du terrain 2D qui permettent d'avoir une vue d'ensemble des informations de surveillance. Le système d'aide à la navigation tel que décrit dans le document brevet US2007250224A1 répond en partie à ce besoin. En effet, le système d'aide à la navigation fournit une représentation 2D de données utiles à l'atterrissage telles que la représentation 2D de la zone aéroportuaire notamment des pistes d'atterrissage/décollage. Ces informations sont fournies par des bases de données et sont représentées dans leur totalité ou en partie. Ce système offre divers affichages simultanés de cette zone (vue horizontale, vue verticale, vue en perspective), éventuellement une fenêtre dédiée aux données liées à l'aéronef, des informations graphiques et textuelles concernant la piste d'atterrissage (caractéristiques, données liées au freinage ...), des informations provenant de données météorologique, du dispositif anticollision terrain (TAWS pour « Terrain Awarness and Warning system »), du système d'alerte de trafic et d'évitement de collision (TCAS pour « Traffic Collision Avoidance System »), du Système d'atterrissage aux instruments ( ILS pour « Instrument Landing System » (...), des informations de navigation (cap à suivre, distances à parcourir, frontières politiques, fréquences radio utiles ...). Certaines de ces données sont mises à jour par le système dès réception d'informations telles que les consignes de trafic aérien (ATC pour « Air Traffic Control »), les bulletins météo. Le pilote peut également modifier l'échelle de représentation (« range », en langage anglo-saxon) ou le type de vue pour visualiser certains détails particuliers. Cependant, ce système présente encore des inconvénients. En effet, lors de la phase d'approche la charge de travail du pilote est très importante du fait de la grande quantité d'information à assimiler et à analyser en vue de prendre les bonnes décisions. Les vues proposées par ce système de surveillance sont utiles pour le briefing avant atterrissage mais ne sont pas adaptées pour une utilisation en temps réel durant la phase d'approche.For this, there are navigational aid systems providing a representation of the 2D terrain that provide an overview of the monitoring information. The navigation aid system as described in the patent document US2007250224A1 partly meets this need. Indeed, the navigation aid system provides a 2D representation of data useful for landing such as the 2D representation of the airport area including landing strips / takeoff. This information is provided by databases and is represented in whole or in part. This system offers various simultaneous displays of this zone (horizontal view, vertical view, perspective view), possibly a window dedicated to the data related to the aircraft, graphical and textual information concerning the runway (characteristics, data related to the braking ...), weather data, TAWS (Terrain Awareness and Warning System), TCAS (Traffic Collision Avoidance System) Instrument landing system (ILS for Instrument Landing System ...), navigation information (course to follow, distances to be traveled, political boundaries, radio frequencies, etc.). these data are updated by the system upon receipt of information such as air traffic control (ATC), weather reports. pilot can also modify the scale of representation ("range" in English language) or the type of view to visualize certain particular details. However, this system still has disadvantages. Indeed, during the approach phase, the pilot's workload is very important because of the large amount of information to be assimilated and analyzed in order to make the right decisions. The views provided by this monitoring system are useful for the pre-landing briefing but are not suitable for real-time use during the approach phase.

L'objectif de l'invention est de résoudre les inconvénients précités non résolus par les solutions existantesThe object of the invention is to solve the aforementioned drawbacks that are not solved by the existing solutions

Plus précisément, l'invention est un système de surveillance dédié aux phases d'approche dont la phase d'atterrissage d'un aéronef comprenant des moyens de réception de données de navigation, des moyens de réception d'une pluralité d'informations de surveillance de la zone d'atterrissage et des moyens d'affichage représentant par divers symboles la zone d'atterrissage et les informations de surveillance. Le système de surveillance comprend également des moyens de détermination d'une pluralité de phases d'approche successives et de signalisation de la phase d'approche courante, les phases d'approche étant déduites des données de navigation, des moyens de calcul d'une pluralité de facteurs d'échelle cartographique de la zone d'atterrissage, un facteur étant dédié à une phase d'approche et des moyens de sélection des informations de surveillance à afficher pour chaque phase d'approche, les informations sélectionnées dépendant de la phase d'approche courante. Les moyens précités sont agencés ensemble pour que, durant les phases d'approche, les moyens d'affichage représentent la zone d'atterrissage selon un facteur d'échelle cartographique évolutif et les informations de surveillance sélectionnées par des symboles également évolutifs, le facteur de l'échelle cartographique et les symboles évoluant automatiquement en fonction de la phase d'approche courante.More specifically, the invention is a surveillance system dedicated to the approach phases including the landing phase of an aircraft comprising means for receiving navigation data, means for receiving a plurality of monitoring information of the landing zone and display means representing by various symbols the landing zone and the monitoring information. The monitoring system also comprises means for determining a plurality of successive approach and signaling phases of the current approach phase, the approach phases being deduced from the navigation data, the calculation means of a plurality of cartographic scale factors of the landing zone, a factor being dedicated to an approach phase and means for selecting the monitoring information to be displayed for each approach phase, the selected information depending on the phase of the approach. current approach. The aforementioned means are arranged together so that, during the approach phases, the display means represent the landing zone according to a scalable cartographic scale factor and the monitoring information selected by symbols that are also upgradeable. the map scale and symbols evolving automatically according to the current approach phase.

Avantageusement, les moyens d'affichage modifient un premier facteur d'échelle cartographique vers un second facteur selon une transition progressive réalisée lors du passage d'une phase d'approche à la phase d'approche suivante. Le pilote prend ainsi conscience du déroulement de l'atterrissage et de la phase d'approche courante qui pourra éventuellement être signalée d'une autre façon pour éviter toute confusion.Advantageously, the display means modifies a first map scale factor to a second factor according to a gradual transition made during the transition from an approach phase to the next approach phase. The pilot thus becomes aware of the unfolding of the landing and the current approach phase which may possibly be reported in another way to avoid any confusion.

Avantageusement, les moyens de calcul des facteurs d'échelle cartographique sont configurés pour définir une pluralité de facteurs avant les phases d'approches. Les facteurs d'échelles peuvent être ainsi configurés avant le déroulement de l'atterrissage.Advantageously, the means for calculating the cartographic scale factors are configured to define a plurality of factors before the approach phases. The scale factors can thus be configured before landing.

Selon une variante du système, les moyens de calcul des facteurs d'échelle cartographique sont configurés pour définir une pluralité de facteurs durant le déroulement des phases d'approches en fonction des informations de surveillance, notamment des informations de localisation et de dimensions d'éléments à surveiller. Dans cette variante plus sophistiquée, le facteur d'échelle peut s'adapter en fonction de la position d'éléments encombrants à proximité de la piste d'atterrissage.According to a variant of the system, the means for calculating the cartographic scale factors are configured to define a plurality of factors during the course of the approach phases based on the monitoring information, including location information and dimensions of items to monitor. In this more sophisticated variant, the scale factor can be adapted according to the position of bulky elements near the landing strip.

Selon une variante de l'invention, le système comprend également des sources de données de configuration et de performance de l'aéronef, et les moyens de calcul des facteurs d'échelle cartographique sont configurés pour définir une pluralité de facteurs durant le déroulement des phases d'approches en fonction des dites données, notamment des données de distance de freinage.According to a variant of the invention, the system also comprises data sources for configuration and performance of the aircraft, and the means for calculating the cartographic scale factors are configured to define a plurality of factors during the course of the phases. approaches according to said data, including braking distance data.

Avantageusement les moyens d'affichage représentent une information de surveillance par un symbole dont la forme et les caractéristiques de représentation graphique évoluent en fonction de la phase d'approche courante.Advantageously, the display means represent a monitoring information by a symbol whose shape and graphic representation characteristics change according to the current approach phase.

De préférence, l'atterrissage comprend au moins quatre phases d'approches successives associées à des facteurs d'échelle cartographique évoluant dans l'ordre croissant de la première phase d'approche à la quatrième phase d'approche.Preferably, the landing comprises at least four successive approach phases associated with cartographic scale factors evolving in the increasing order from the first approach phase to the fourth approach phase.

Selon une variante du système, lorsqu'un élément à risque est localisé en dehors de la zone de surveillance, l'information de surveillance associée au dit élément à risque est représentée par un symbole signalant la présence du dit élément en dehors de la zone de représentation et en ce qu'il comporte également un moyen de modification manuelle du facteur d'échelle permettant d'adapter le facteur d'échelle de façon à intégrer l'élément à risque dans la zone de représentation.According to a variant of the system, when a risk element is located outside the surveillance zone, the monitoring information associated with said risk element is represented by a symbol indicating the presence of said element outside the zone of risk. representation and in that it also comprises a means of manually modifying the scale factor for adapting the scale factor so as to integrate the element at risk in the representation zone.

Ainsi le système selon l'invention apporte une aide à l'atterrissage prenant en compte automatiquement le changement de facteur d'échelle cartographique sur l'écran d'affichage de navigation en fonction de l'évolution de la phase d'approche courante. Le changement d'échelle se produit à chaque changement de phase d'approche et par conséquent à des étapes classiques connues par l'équipage. Ceci permet de surpasser les désavantages d'une solution à base d'un facteur d'échelle cartographique continu déterminé en fonction, par exemple, de la distance entre l'avion et l'aéroport ou bien de l'altitude.Thus, the system according to the invention provides a landing aid which automatically takes into account the change of cartographic scale factor on the navigation display screen as a function of the evolution of the current approach phase. The change of scale occurs at each change of approach phase and therefore at the standard stages known by the crew. This overcomes the disadvantages of a solution based on a map scale factor continuous depending on, for example, the distance between the aircraft and the airport or altitude.

Ainsi, le système de surveillance fournit à l'équipage une vue adaptative et synthétique qui permet de garantir une meilleure perception de la situation tout au long de l'approche finale et donc de prendre la meilleure décision dans des délais raccourcis.In this way, the monitoring system provides the crew with an adaptive and synthetic view that ensures a better perception of the situation throughout the final approach and thus makes the best decision within shortened time frames.

Les situations imprévues sont alors détectées plus rapidement telles que des incursions de piste inopinées, des conditions aériennes mauvaises (turbulences de sillage sur la piste), des caractéristiques de piste pas adaptées à l'atterrissage (piste trop courte, trop mouillée, glissante, fermée, endommagée ...). Le système selon l'invention fournit une aide à la prise de décision en affichant à l'équipage uniquement l'information essentielle à chaque phase d'approche et de façon automatique. Les pilotes peuvent alors décider de la meilleure solution à adopter : remise de gaz, atterrissage en crabe ...Unplanned situations are then detected more quickly such as unannounced runway incursions, bad air conditions (wake turbulence on the runway), runway characteristics not suitable for landing (runway too short, too wet, slippery, closed , damaged ...). The system of the invention provides decision support by displaying to the crew only the information essential to each approach phase and automatically. The pilots can then decide on the best solution to adopt: go-around, landing in crab ...

L'invention sera mieux comprise et d'autres avantages apparaîtront à la lecture de la description qui va suivre donnée à titre non limitatif et grâce aux figures annexées parmi lesquelles :

  • La figure 1 représente un schéma du système de surveillance selon l'invention.
  • La figure 2 représente les phases d'approches successives se déroulant durant l'atterrissage selon un profil vertical.
  • La figure 3 représente les phases d'approches successives se déroulant durant l'atterrissage selon un profil horizontal.
  • La figure 4 représente plusieurs modes d'affichage d'un écran de dispositif d'affichage du système de surveillance selon la phase d'approche en cours.
  • La figure 5 représente plusieurs modes d'affichage et particulièrement les symboles représentant une zone aéroportuaire selon la phase d'approche en cours.
  • La figure 6 représente plusieurs modes d'affichage et particulièrement les symboles et la représentation d'information de surveillance pour une zone aéroportuaire selon la phase d'approche en cours. Elle représente également une fonction de changement du facteur d'échelle cartographique.
The invention will be better understood and other advantages will become apparent on reading the following description given by way of non-limiting example and with reference to the appended figures among which:
  • The figure 1 represents a diagram of the monitoring system according to the invention.
  • The figure 2 represents the phases of successive approaches taking place during the landing according to a vertical profile.
  • The figure 3 represents the phases of successive approaches taking place during the landing according to a horizontal profile.
  • The figure 4 represents several display modes of a display screen of the surveillance system according to the current approach phase.
  • The figure 5 represents several display modes and particularly the symbols representing an airport zone according to the current approach phase.
  • The figure 6 represents several display modes and particularly the symbols and the representation of surveillance information for an airport zone according to the approach phase in Classes. It also represents a function of changing the map scale factor.

La figure 1 représente les moyens composant le système de surveillance selon l'invention dans le but de fournir au pilote une aide à la décision lors des phases d'approche de l'atterrissage. En outre, le système comporte une pluralité de types de sources de données 11, 12, 13 et 14 fournissant les informations utiles à l'élaboration des fonctions de l'invention. En fonction du niveau d'élaboration des fonctions mises en oeuvre par l'invention, le système utilise tout ou partie des données disponibles. Ces données proviennent des moyens suivants :

  • Des moyens 11 de réception de données de navigation : Les données de navigation concernent la localisation et la situation de l'aéronef équipé du système selon l'invention et permettent notamment de déterminer les phases d'approches constituant l'atterrissage et la phase d'approche courante lors de l'atterrissage. Parmi ces données, le système obtient les informations suivantes : la position de l'aéronef au moyen de systèmes de type localisation par satellite et radio altimètre couplé aux données du système de gestion de navigation par exemple, la position de la piste issue des bases de données du système de gestion de navigation, les informations issues des moyens de radio-navigations bien connus de l'homme du métier sous les acronymes anglo-saxon (ILS, DME pour « Distance Measurement Equipement », VOR pour « VHF Omni-directional Range »), etc....
    Plus précisément, les moyens de radio-navigation présents sur la zone d'atterrissage permettent au système de surveillance de déterminer automatiquement durant l'atterrissage la phase d'approche courante dans laquelle se situe l'aéronef.
    Les radio-transpondeurs DME permettent de contrôler la distance oblique de l'avion par rapport à la balise qui peut être située au seuil de piste par exemple (DME/P), Le système VOR de maintenir le cap de l'aéronef sur un radial de la station sol, les balises d'orientation NDB (« Non-Directional Beacons ») pour atteindre un point particulier.
    Le système ILS comprend au moins un composant, communément appelé "localizer" dans le métier, qui fournit l'écart de l'avion par rapport à l'axe de la piste et également un composant, communément appelé "glide path", qui indique l'écart de l'avion par rapport à la pente nominale d'approche (entre 2.5° et 3.5° en général).
    Des markers 21, 22 et 23, symbolisés en figure 2, (« Outer Marker » 21, « Middle Marker » 22 et « Inner Marker » 23 situés dans l'axe de la piste à des distances prédéfinies (respectivement environ 8km, 1 km et 100m) et émettant un faisceau vertical permettant de vérifier la hauteur de l'avion dans la phase de fin d'atterrissage.
    Le concept de l'invention ne se limite pas aux exemples précités, et plus généralement les moyens de réceptions de données de navigation présents et futurs aptes à recevoir des informations de navigation dans la zone de vol et d'atterrissage rentrent dans la portée de l'invention.
  • Des moyens 12 de réception d'une pluralité d'informations de surveillance de la zone d'atterrissage : Les données de surveillance sont toutes les données disponibles concernant l'environnement de l'avion qui ont un intérêt opérationnel dans la phase d'approche : les autres avions, la position des éléments de l'aéroport, les obstacles, le terrain, les conditions météo, etc....
    Ces informations pourront être déterminées avec des systèmes coopératifs entre avions pour l'émission d'informations trafic, comme par exemple les futurs systèmes de communication ADS-B (« Automatic Depend Surveillance - Broadcast ») ou TIS-B (« Traffic Information Service - Broadcast ») pour déterminer la position des avions au cours du temps et le type d'avion. Ces informations permettront d'effectuer un suivi des avions et donc de calculer l'encombrement de la piste et la présence de turbulences de sillage. Des systèmes d'émission d'information aéroportuaire, comme par D-ATIS (« Digital Automatic Terminal Information Service ») informent des conditions météorologiques, de l'état de la piste, etc.....
    Le concept de l'invention ne se limite pas aux exemples précités et plus généralement, les moyens de réceptions de données de surveillance présents et futurs aptes à recevoir des informations de surveillance de la zone de vol et d'atterrissage rentrent dans la portée de l'invention.
  • Des sources de données de configuration 14 et de performance de l'aéronef 13 : Les données de performance et/ou les bases de données de configuration peuvent être utilisées dans certaines implémentations avancées de l'invention afin de permettre une adaptation maximale des symboles affichés. II s'agit de d'informations relatives à l'aéronef comme par exemple une distance de freinage caractéristique de l'aéronef ou également une distance de freinage estimée pendant la phase d'approche.
The figure 1 represents the means constituting the monitoring system according to the invention for the purpose of providing the pilot with a decision aid during the approaching landing phases. In addition, the system comprises a plurality of types of data sources 11, 12, 13 and 14 providing the information useful for developing the functions of the invention. Depending on the level of elaboration of the functions implemented by the invention, the system uses all or part of the available data. These data come from the following means:
  • Means 11 for receiving navigation data : The navigation data concern the location and the situation of the aircraft equipped with the system according to the invention and make it possible in particular to determine the approach phases constituting the landing and the phase of common approach during landing. Among these data, the system obtains the following information: the position of the aircraft by means of satellite location type and radio altimeter systems coupled to the data of the navigation management system for example, the position of the runway from the bases of navigation management system data, the information from radio-navigational means well known to those skilled in the art under the acronym Anglo-Saxon (ILS, DME for "Distance Measurement Equipment", VOR for "VHF Omni-directional Range "), Etc.
    More precisely, the radio navigation means present on the landing zone enable the surveillance system to automatically determine during the landing the current approach phase in which the aircraft is located.
    The DME radio transponders make it possible to control the oblique distance of the aircraft relative to the beacon which can be located at the threshold of the runway for example (DME / P), the VOR system to maintain the course of the aircraft on a radial from the ground station, the NDB ("Non-Directional Beacons") orientation beacons to reach a particular point.
    The ILS system comprises at least one component, commonly called "localizer" in the trade, which provides the deviation of the aircraft from the axis of the runway and also a component, commonly called "glide path", which indicates the deviation of the aircraft from the nominal approach slope (between 2.5 ° and 3.5 ° in general).
    Markers 21, 22 and 23, symbolized in figure 2 , ("Outer Marker" 21, "Middle Marker" 22 and "Inner Marker" 23 located in the axis of the runway at predefined distances (respectively about 8km, 1 km and 100m) and emitting a vertical beam to verify the height of the aircraft in the end of landing phase.
    The concept of the invention is not limited to the aforementioned examples, and more generally the present and future navigation data reception means able to receive navigation information in the flight and landing zone are within the scope of the invention. 'invention.
  • Means 12 for receiving a plurality of landing zone monitoring information : The monitoring data is all available data relating to the environment of the aircraft that has an operational interest in the approach phase: the other planes, the position of the elements of the airport, the obstacles, the terrain, the weather conditions, etc.
    This information can be determined with cooperative systems between aircraft for the transmission of traffic information, such as the future ADS-B (Automatic Depend Surveillance - Broadcast) or TIS-B (Traffic Information Service - Broadcast ") to determine the position of aircraft over time and the type of aircraft. This information will make it possible to track aircraft and thus calculate the footprint of the runway and the presence of wake turbulence. Airport information transmission systems, such as D-ATIS ("Digital Automatic Terminal Information Service") inform weather conditions, the state of the track, etc. .....
    The concept of the invention is not limited to the aforementioned examples and more generally, the means of receiving present and future surveillance data capable of receiving surveillance information of the flight and landing zone are within the scope of the present invention. 'invention.
  • Sources of Configuration Data 14 and Aircraft Performance 13 : Performance Data and / or Databases configuration can be used in some advanced implementations of the invention to allow maximum adaptation of the displayed symbols. This is information relating to the aircraft such as a braking distance characteristic of the aircraft or also a braking distance estimated during the approach phase.

Le système de surveillance comporte également des moyens d'affichage 18 pour représenter au pilote par divers symboles la zone d'atterrissage et les informations de surveillance. Pour cela, il s'agit généralement de dispositif d'affichage de navigation classique en représentation en deux dimensions, communément appelé « Navigation Display ». Dans ce type d'affichage, l'aéronef est représenté par un symbole fixe en bas de l'écran autour duquel l'environnement est mobile. De façon usuelle, le mode d'affichage peut être un mode usuel dit arc ou un mode usuel dit rose.The monitoring system also comprises display means 18 for representing to the pilot by various symbols the landing zone and the monitoring information. For this, it is usually a conventional navigation display device in two-dimensional representation, commonly called "Navigation Display". In this type of display, the aircraft is represented by a fixed symbol at the bottom of the screen around which the environment is mobile. In the usual way, the display mode can be a usual mode called arc or a usual mode called pink.

Le système de surveillance comporte également des moyens 15 de détermination d'une pluralité de phases d'approche successives constituant le déroulement de l'atterrissage et de signalisation de la phase d'approche courante. Les dites phases d'approches sont déduites des données de navigation. Les fonctions de détermination des phases d'approches sont mises en oeuvre par un calculateur. Les phases d'approches déterminées par le calculateur correspondent aux phases classiques de l'approche bien connues d'un pilote. Les informations de navigation, détaillées précédemment dans la description ainsi que leurs moyens de fourniture, permettent au calculateur de signaler la phase d'approche courante.The monitoring system also comprises means 15 for determining a plurality of successive approach phases constituting the landing and signaling process of the current approach phase. The said phases of approaches are deduced from the navigation data. The determination functions of the approach phases are implemented by a computer. The phases of approaches determined by the calculator correspond to the classic phases of the approach well known to a pilot. The navigation information, detailed previously in the description and their means of supply, allow the computer to signal the current approach phase.

Les figures 2 et 3 représentent les phases d'approche successives 1, 2, 3 et 4 constituant l'atterrissage selon un profil vertical et un profil horizontal. Ces phases d'approche sont définies selon la distance de l'avion au seuil de piste, sa hauteur et sa déviation par rapport à l'axe longitudinal de la piste. Selon un exemple non limitatif de définition des phases d'approches,The figures 2 and 3 represent the successive approach phases 1, 2, 3 and 4 constituting the landing according to a vertical profile and a horizontal profile. These approach phases are defined according to the distance of the aircraft to the runway threshold, its height and its deviation with respect to the longitudinal axis of the runway. According to a nonlimiting example of definition of the phases of approaches,

La phase d'approche 2 débute entre 4 et 8 nautiques miles du seuil de piste 30 suivant le plan de vol à une hauteur inférieure à 2980 pieds augmentée d'une marge d'erreur. La phase d'approche 3 débute à environ 0.5 nautiques miles du seuil de piste 30 soit à une hauteur maximale de 186 pieds augmentée d'une marge d'erreur. La phase 4 débute à 0.05 nautiques miles du seuil de piste 30 à une hauteur maximale de 19 pieds augmentée d'une marge d'erreur. Dans le plan horizontal ces phases d'approches 1 à 4 sont comprises dans une zone triangulaire isocèle 24 d'un angle entre la médiane et un côté est d'environ 35 degré, dont le sommet est positionné sur l'axe central de la piste 30 en bout de piste et dont la médiane est longitudinale à l'axe central de piste.Approach phase 2 begins between 4 and 8 nautical miles from runway threshold 30 following the flight plan at a height of less than 2980 feet increased by a margin of error. Approach phase 3 begins approximately 0.5 nautical miles from runway threshold 30, at a maximum height of 186 feet plus a margin of error. Phase 4 begins 0.05 nautical miles from Runway 30 threshold to a maximum height of 19 feet plus a margin of error. In the horizontal plane these phases of approaches 1 to 4 are included in an isosceles triangular zone 24 of an angle between the median and an east side of about 35 degrees, whose vertex is positioned on the central axis of the track 30 at the end of the runway and whose median is longitudinal to the central axis of the runway.

Ces dernières valeurs numériques sont indiquées à titre d'exemple et pourront être modifiées en fonction du type de l'avion et de l'infrastructure aéroportuaire pour s'adapter au mieux à la vitesse d'approche de l'avion. II sera en effet essentiel d'afficher les informations utiles à la phase courante pendant une période suffisamment longue pour que les pilotes aient le temps de visualiser les données critiques et d'agir en conséquence. Le nombre de phases d'approche pouvant être déterminées peut également être modifié au cas par cas selon les besoins opérationnels.These last numerical values are given as examples and may be modified depending on the type of aircraft and the airport infrastructure to best adapt to the speed of approach of the aircraft. It will indeed be essential to display the information useful to the current phase for a period long enough for the pilots to have the time to visualize the critical data and act accordingly. The number of approach phases that can be determined can also be modified on a case-by-case basis according to operational requirements.

Une fonctionnalité majeure du système de surveillance est d'attribuer automatiquement selon la phase d'approche courante un facteur d'échelle (1:X1, 1:X2, 1:X3 ou 1:X4) de représentation de la zone affichée sur l'écran du dispositif d'affichage de navigation. Pour cela, le système de surveillance comporte également des moyens 16 de calcul d'une pluralité de facteurs d'échelle cartographique de la zone d'atterrissage. La figure 1 représente pour chaque phase d'approche 1-4, un facteur d'échelle cartographique 1:X1 à 1 :X4 respectif.A major feature of the surveillance system is to automatically assign, according to the current approach phase, a scale factor (1: X1, 1: X2, 1: X3 or 1: X4) of representation of the area displayed on the screen. screen of the navigation display device. For this, the monitoring system also comprises means 16 for calculating a plurality of cartographic scale factors of the landing zone. The figure 1 represents for each approach phase 1-4, a respective map scale factor 1: X1 to 1: X4.

La figure 4 représente quatre modes d'affichage sur un écran de dispositif de visualisation de navigation. Le premier écran 40 représente un affichage lors de la première phase d'approche, le facteur d'échelle cartographique est égal à 1:X1. L'avion est représenté en bas d'écran par un symbole immobile et la piste d'atterrissage choisie est représentée par un objet rectangulaire 401. Le second écran 41 représente un affichage lors de la second phase d'approche, le facteur d'échelle cartographique est égal à 1 :X2 supérieur à 1:X1. La piste d'atterrissage choisie est représentée par un objet rectangulaire 411 de dimension plus grande car le facteur d'échelle est supérieur à 1:X1. Le troisième écran 42 représente un affichage lors de la troisième phase d'approche, le facteur d'échelle cartographique est égal à 1 :X3 supérieur à 1 :X2. La piste d'atterrissage choisie est représentée par un objet rectangulaire 421 de dimension plus grande et de forme plus détaillée. Le quatrième écran 43 représente un affichage lors de la quatrième et dernière phase d'approche, le facteur d'échelle cartographique est égal à 1 :X4 supérieur à 1 :X3. La piste d'atterrissage choisie est représentée par un objet rectangulaire 431 de dimension plus grande et de forme plus détaillée et la voie de sortie de piste est également représentée.The figure 4 represents four display modes on a navigation display device screen. The first screen 40 represents a display during the first approach phase, the map scale factor is equal to 1: X1. The aircraft is represented at the bottom of the screen by an immobile symbol and the selected landing runway is represented by a rectangular object 401. The second screen 41 represents a display during the second approach phase, the scale factor map is equal to 1: X2 greater than 1: X1. The chosen airstrip is represented by a rectangular object 411 of larger size because the scale factor is greater than 1: X1. The third screen 42 represents a display during the third approach phase, the map scale factor is equal to 1: X3 greater than 1: X2. The selected airstrip is represented by a rectangular object 421 of larger size and more detailed form. The fourth screen 43 represents a display during the fourth and last approach phase, the map scale factor is equal to 1: X4 greater than 1: X3. The selected airstrip is represented by a rectangular object 431 of larger size and more detailed form and the runway exit is also shown.

Au cours des affichages 40 et 41, le facteur d'échelle est plus petit car l'aéronef se situe à une distance encore éloignée de la piste et le pilote ne requière pas un niveau de détail élevé. De plus, le pilote a besoin de voir la distance intégrale entre son appareil et le piste. Durant l'affichage, la transition entre chaque facteur d'échelle est automatique et est réalisée progressivement au moment du changement d'une phase d'approche à une autre. Cela permet d'automatiser et d'adapter la représentation de la zone d'approche en fonction de l'avancement de l'atterrissage pour fournir uniquement l'information utile aux décisions au moment de la situation instantanée. Le pilote est ainsi déchargé de la tâche de sélection de l'information par des manipulations sur les paramètres d'affichage et d'analyser des données utiles parmi les données inutiles.During displays 40 and 41, the scale factor is smaller because the aircraft is at a further distance from the runway and the pilot does not require a high level of detail. In addition, the pilot needs to see the full distance between his aircraft and the runway. During the display, the transition between each scale factor is automatic and is progressively performed when changing from one approach phase to another. This makes it possible to automate and adapt the representation of the approach zone according to the progress of the landing to provide only information useful to the decisions at the moment of the instantaneous situation. The driver is thus relieved of the task of selecting the information by manipulating the display parameters and analyzing useful data among the useless data.

Dans un premier mode de réalisation de base, les facteurs d'échelle cartographique pourront être définis à priori dans des paramètres de configuration du système. Dans un second mode de réalisation plus avancé, le facteur d'échelle cartographique peut être déterminé en fonction de la position respective des éléments à surveiller à l'entrée d'une phase d'approche, comme par exemple la distance entre l'avion et le seuil de piste. Dans une troisième variante, le facteur d'échelle cartographique peut être déterminé en fonction de la configuration caractéristique de l'avion mémorisée dans une base de données de configuration ou alors des paramètres de performance courants de l'avion. Par exemple, sur l'affichage 43, la distance représentée par la longueur de l'écran peut être égale à la distance de freinage caractéristique de l'aéronef ou également la distance de freinage estimée pendant la phase d'approche. Ainsi, l'équipage peut se rendre compte de manière instantanée, si l'avion va sortir de la piste ou bien va manquer sa sortie.In a first basic embodiment, the cartographic scale factors may be defined a priori in system configuration parameters. In a second more advanced embodiment, the cartographic scale factor can be determined according to the respective position of the elements to be monitored at the entrance of an approach phase, for example the distance between the airplane and the runway threshold. In a third variant, the cartographic scale factor can be determined according to the characteristic configuration of the aircraft stored in a configuration database or else the current performance parameters of the aircraft. For example, on the display 43, the distance represented by the length of the screen may be equal to the braking distance characteristic of the aircraft or also the estimated braking distance during the approach phase. Thus, the crew can report instantly, whether the plane will get off the runway or miss its exit.

Le système de surveillance comporte également des moyens 17 de sélection des informations de surveillance à afficher pour chaque phase d'approche ; A partir des données de surveillance, de la phase d'approche signalée et du facteur d'échelle cartographique sélectionné, les moyens 17 de sélection d'informations de surveillance transmettent au dispositif d'affichage 18 les informations à afficher sur l'écran ainsi que les symboles représentant ces informations. Ainsi, Pour chaque phase d'approche un ensemble de données essentielles est alors choisi en fonction des besoins opérationnels et est affiché de façon optimale (le facteur d'échelle cartographique est adapté aux caractéristiques graphiques des informations à afficher).The monitoring system also comprises means 17 for selecting the monitoring information to be displayed for each approach phase; From the monitoring data, the reported approach phase and the selected map scale factor, the monitoring information selection means 17 transmit to the display device 18 the information to be displayed on the screen as well as the symbols representing this information. Thus, for each approach phase a set of essential data is then chosen according to the operational needs and is displayed optimally (the map scale factor is adapted to the graphic characteristics of the information to be displayed).

Selon une autre caractéristique du système, les transitions d'affichage se réalisent progressivement lors de phases reconnues par les pilotes (passage au dessus de la balise 21 par exemple) pour ne pas créer de confusions. L'adaptation se fait en fonction du facteur d'échelle et de la phase courante. Cependant, elle prend aussi en compte les caractéristiques et les performances de l'avion (soit de manière statique en puisant dans une base de configuration soit de manière dynamique en utilisant les données de performances de l'avion). De plus, elle adapte son affichage en fonction des données de surveillance disponibles.According to another characteristic of the system, the display transitions are progressively realized during phases recognized by the pilots (passage above the tag 21 for example) to avoid creating confusion. The adaptation is done according to the scale factor and the current phase. However, it also takes into account the characteristics and performance of the aircraft (either statically by drawing from a configuration database or dynamically using the performance data of the aircraft). In addition, it adapts its display according to available monitoring data.

Ainsi, les moyens d'affichage 18 représentent la zone d'atterrissage selon un facteur d'échelle cartographique évolutif (de 1:X1 à 1:X4) et les informations de surveillance sélectionnées par des symboles également évolutifs (401, 411, 421, 431 en figure 4), le facteur de l'échelle cartographique et les symboles évoluant automatiquement en fonction de la phase d'approche courante.Thus, the display means 18 represent the landing zone according to a scalable cartographic scale factor (from 1: X1 to 1: X4) and the monitoring information selected by also evolving symbols (401, 411, 421, 431 in figure 4 ), the map scale factor and symbols evolving automatically according to the current approach phase.

Par exemple, la figure 5 représente plusieurs modes d'affichage phase d'approche en cours pour un symbole de piste d'atterrissage. Cet exemple illustre la fonction du système de surveillance de sélection des objets à afficher selon la phase d'approche courante. Dans la phase d'approche 1, le dispositif d'affichage représente dans un premier mode d'affichage 51, la position et la longueur de la piste par un objet 511 de la forme d'un simple rectangle permettant ainsi au pilote de se placer par rapport à la piste. Puis, dans la phase 2, le dispositif d'affichage représente également dans un second mode d'affichage 52 les autres pistes pouvant éventuellement être représentées avec des symboles différents 522 et 523 pour ne pas perdre de vue la piste 521 sur laquelle l'avion atterrira et les bâtiments principaux par le symbole 524 (terminaux). Ceci permet à l'équipage de vérifier qu'il s'aligne sur la bonne piste. Enfin, en phase 3 et 4, le dispositif d'affichage représente dans un troisième mode d'affichage 53, les sorties sur la piste 531 par un nouveau symbole 532 afin de leur permettre d'anticiper leur freinage et le début du roulage.For example, the figure 5 represents several current approach phase display modes for an airstrip symbol. This example illustrates the function of the object selection monitoring system to be displayed according to the current approach phase. In the approach phase 1, the display device represents in a first mode display 51, the position and the length of the track by an object 511 in the form of a simple rectangle thus allowing the pilot to be placed relative to the track. Then, in phase 2, the display device also represents, in a second display mode 52, the other tracks that may possibly be represented with different symbols 522 and 523 so as not to lose sight of the track 521 on which the airplane will land and the main buildings by the symbol 524 (terminals). This allows the crew to check that it is aligning with the correct track. Finally, in phase 3 and 4, the display device represents in a third display mode 53, the outputs on the track 531 by a new symbol 532 to enable them to anticipate their braking and the beginning of rolling.

De plus, les moyens d'affichage représentent une information de surveillance par un symbole dont la forme et les caractéristiques de représentation graphique évoluent en fonction de la phase d'approche courante. Sur la figure 5, les objets 511, 521 et 531 représentent une même information mais le niveau de détail affiché évolue en fonction de la phase d'approche courante.In addition, the display means represent monitoring information by a symbol whose shape and graphical representation characteristics change according to the current approach phase. On the figure 5 objects 511, 521 and 531 represent the same information but the level of detail displayed changes according to the current approach phase.

On peut citer un autre exemple d'informations pouvant être affichées comme les turbulences de sillages. Ce symbole est déduit d'informations de surveillance plus basiques. A partir de la connaissance de la position de la piste et de celle des autres avions, on peut savoir si un avion vient de décoller. De plus, si les informations avions viennent de sources coopératives (ADS-B ou TIS-B par exemple), on connaît le type d'avion. A partir de caractéristiques avion contenues dans la base de données, on peut connaître l'importance de la turbulence de sillage que le système peut comparer avec la sensibilité du porteur à ces turbulences. Si le système dispose en plus d'une indication sur le vent au sol, il peut estimer la dissipation de la turbulence de sillage. Ainsi, le moyen de sélection d'information 17 peut donc choisir d'afficher un symbole de turbulence ou non et/ou de l'adapter au danger par un code couleur par exemple.Another example of information that can be displayed is the wake turbulence. This symbol is derived from more basic monitoring information. From the knowledge of the position of the track and that of other aircraft, we can know if an airplane has just taken off. In addition, if the aircraft information comes from cooperative sources (ADS-B or TIS-B for example), we know the type of aircraft. From airplane characteristics contained in the database, one can know the importance of the wake turbulence that the system can compare with the sensitivity of the carrier to these turbulences. If the system also has an indication of the wind on the ground, it can estimate the dissipation of wake turbulence. Thus, the information selection means 17 may therefore choose to display a turbulence symbol or not and / or to adapt to the danger by a color code for example.

Dans des variantes plus sophistiquées, d'autres symboles peuvent être affichés tels qu'un tourbillon accompagné ou non d'un décompte précisant le temps restant avant la disparition des turbulences. Dans une variante plus simple, ces turbulences peuvent être représentées comme un encombrement de la piste. Par exemple, une zone rouge peut être dessinée en bout de piste et diminuer d'intensité, ou en niveau de transparence, au cours du temps.In more sophisticated variants, other symbols may be displayed such as a tourbillon with or without a count indicating the time remaining before the disappearance of turbulence. In simpler variant, these turbulences can be represented as a congestion of the track. For example, a red zone can be drawn at the end of the track and decrease intensity, or level of transparency, over time.

On peut citer un autre exemple d'informations pouvant être affichées comme l'encombrement de la piste. Cette représentation est une information essentielle lors d'une phase d'approche pour permettre aux pilotes de mieux appréhender le danger venant du trafic au sol.Another example of information that can be displayed is the congestion of the track. This representation is essential information during an approach phase to allow pilots to better understand the danger coming from ground traffic.

Pour représenter cette information, diverses caractéristiques de représentation graphique peuvent être utilisées et qui sont choisies automatiquement par le système de surveillance. On pourra utiliser par exemple un code couleur, des symboles spécifiques (croix rouge, feux tricolore pour montrer que trois états sont possibles ...), des indications textuelles, des informations de tendance pour anticiper les changements d'état (des flèches, des formes orientées telles que des triangles ...).To represent this information, various graphical representation features may be used which are automatically selected by the monitoring system. We can use for example a color code, specific symbols (red cross, traffic lights to show that three states are possible ...), textual indications, trend information to anticipate changes of state (arrows, oriented shapes such as triangles ...).

De plus, le niveau de précision de cette représentation dépend de la phase d'approche. La figure 6 représente quelques exemples. Lors de la phase d'approche 1, l'état d'occupation de la piste 64 peut ne pas être indiqué car, durant de cette phase, cette donnée n'est pas une information prioritaire vu que cet état va probablement changer au cours de l'approche finale. Dans la phase d'approche 2, le niveau de facteur d'échelle cartographique ne permet pas de visualiser correctement le détail des pistes 64, il suffira d'indiquer si la piste 64 est occupée (colorée en rouge par exemple), libre (colorée en vert par exemple) ou sur le point d'être occupée (bande orange à droite ou à gauche de la piste selon la position du mobile conflictuel par exemple).Moreover, the level of precision of this representation depends on the approach phase. The figure 6 represents some examples. During the approach phase 1, the occupancy state of the track 64 may not be indicated because, during this phase, this data is not priority information since this state will probably change during the final approach. In the approach phase 2, the map scale factor level does not allow to correctly display the detail of the tracks 64, it will suffice to indicate if the track 64 is occupied (colored in red for example), free (colored in green for example) or about to be occupied (orange strip to the right or left of the track depending on the position of the mobile conflict for example).

L'état "sur le point d'être occupée" peut être défini en fonction de la position des mobiles 61 et 62 par rapport à la piste 64, de leur direction, de leur vitesse et éventuellement de leur consigne ATC si elle est connue. Seuls les mobiles susceptibles de pénétrer sur la piste sont pris en compte dans la représentation des informations à l'écran (jusqu'à la phase 3).The state "about to be occupied" can be defined according to the position of the mobiles 61 and 62 relative to the track 64, their direction, their speed and possibly their ATC setpoint if it is known. Only mobiles likely to enter the track are taken into account in the representation of information on the screen (up to phase 3).

Dans la phase 3, on peut représenter plus précisément les zones de la piste et des taxiways dangereuses. Si on affiche uniquement la partie de la piste nécessaire au freinage en fonction des caractéristiques avion 60 (distance de freinage) et de ses performances, le système peut signaler une occupation de la piste au delà de cette zone ou les risques d'incursions de piste au moyen d'un objet 66.In Phase 3, we can more accurately represent the areas of the runway and dangerous taxiways. If only the part of the track required for braking is shown according to airplane characteristics 60 (braking distance) and its performance, the system may signal an occupancy of the runway beyond this area or the risk of runway incursions by means of an object 66.

Selon une variante de l'invention, un moyen de modification manuel peut être mis en place pour visualiser rapidement la zone ou les zones dangereuses. Par exemple, lors de la sélection continuelle d'un bouton, l'affichage diminue de manière progressive le facteur d'échelle, cette action est représentée par la flèche 67, pour visualiser la totalité de la piste 64. Puis en désélectionnant le bouton, l'affichage revient à facteur d'échelle initial.According to a variant of the invention, a manual modification means can be put in place to quickly visualize the zone or the dangerous zones. For example, during the continuous selection of a button, the display gradually decreases the scale factor, this action is represented by the arrow 67, to display the entire track 64. Then by deselecting the button, the display returns to initial scale factor.

Dans un mode de réalisation préférentiel du système de surveillance, le dispositif d'affichage de navigation fournit les informations suivantes lors des phases d'approche :

  • Durant la phase 1, la cartographie terrain est affichée ainsi que des informations de radio navigation éventuelles (balises ...), des informations météorologiques, des obstacles terrain et trafic en vol, le plan de vol comprenant un symbole simplifié de la piste d'atterrissage et une information éventuelle concernant l'occupation de piste.
  • Lors de la phase 2, des symboles représentent de façon plus précise les pistes d'atterrissage ainsi que certains bâtiments de l'aéroport. Ceci permet aux pilotes de voir s'ils sont alignés sur la bonne piste et de commencer à appréhender la zone aéroportuaire. Des symboles particuliers sont définis pour représenter l'encombrement de la piste de façon globale, les éventuelles turbulences de sillage, l'état de la piste (Piste fermée, glissante, mouillée, endommagée ...), des panneaux signalétiques connus issus de la circulation routière (sens interdit, route glissante, dos d'âne ...) ou équivalents peuvent être employés pour représenter le plus significativement ces dangers, les conditions météorologiques (Force du vent, direction du vent ...), une flèche indiquant le direction du vent et sa force peut être représentée ainsi qu'un ensemble d'indications météorologiques significatives. Pour optimiser l'affichage en voyant à la fois l'avion, la piste en entier et les informations utiles à la surveillance, le système passera automatiquement au mode arc et sélectionnera le range le mieux adapté.
  • Lors de la phase 3 un plus petit facteur d'échelle est activé pour voir au moins la zone de la piste utile au freinage. Les sorties de piste correspondant à la piste sur laquelle l'avion va se poser apparaissent. Cette piste est soit celle spécifiée dans le système de gestion de navigation de l'aéronef soit celle avec laquelle l'avion est aligné (comparaison cap avion avec données aéroportuaires issues des bases de données). Les symboles d'occupation de piste se précisent et celle de l'état de la piste est conservée. Le plan de freinage peut être également représenté ainsi que le trafic environnant.
  • Enfin en phase 4, le système de surveillance présente un mode d'affichage usuel dit mode OANS (« Onboard Airport. Navigation System ») dédié à la phase de roulage.
  • Lors de ces phases, si le système détecte une remise de gaz les paramètres d'affichage de la phase 1 sont réactivés.
In a preferred embodiment of the monitoring system, the navigation display device provides the following information during the approach phases:
  • During phase 1, the field map is displayed as well as possible radio navigation information (beacons ...), meteorological information, terrain and traffic obstacles in flight, the flight plan including a simplified symbol of the runway. landing and eventual information regarding runway occupancy.
  • In Phase 2, symbols more accurately depict airstrips and some airport buildings. This allows the pilots to see if they are lined up on the correct runway and start to apprehend the airport area. Special symbols are defined to represent the congestion of the track globally, possible wake turbulence, the state of the track (closed, slippery, wet, damaged track ...), known signs from the road traffic (forbidden direction, slippery road, speed bumps ...) or equivalent can be used to represent the most significantly these hazards, the weather conditions (wind strength, wind direction ...), an arrow indicating the wind direction and its strength can be represented as well as a set of significant meteorological indications. To optimize the display by seeing both the aircraft, the entire runway, and information useful for monitoring, the system will automatically switch to arc mode and select the most suitable range.
  • In phase 3 a smaller scale factor is activated to see at least the area of the track useful for braking. Runway exits corresponding to the track on which the aircraft will land. This runway is either the one specified in the navigation system of the aircraft or the one with which the aircraft is aligned (comparison aircraft cap with airport data from databases). The symbols for the occupation of the track become more precise and that of the state of the track is preserved. The braking plan can also be represented as well as the surrounding traffic.
  • Finally, in phase 4, the monitoring system has a usual display mode called OANS mode ("Onboard Airport Navigation System") dedicated to the taxi phase.
  • During these phases, if the system detects a go-around, the display parameters of phase 1 are reactivated.

L'invention est un système de surveillance dédié à la phase d'approche des aéronefs. Les fonctions réalisées par le système sont implémentées dans un ou plusieurs calculateurs embarqués, comme par exemple le calculateur du système de gestion de navigation.The invention is a monitoring system dedicated to the approach phase of the aircraft. The functions performed by the system are implemented in one or more onboard computers, such as the navigation management system computer.

Claims (7)

Système de surveillance dédié aux phases d'approche dont la phase d'atterrissage d'un aéronef comprenant : - des moyens (11) de réception de données de navigation, - des moyens (12) de réception d'une pluralité d'informations de surveillance de la zone d'atterrissage, - et des moyens d'affichage (18) représentant par divers symboles la zone d'atterrissage et les informations de surveillance, caractérisé en ce qu'il comprend également : - des moyens de détermination (15) d'une pluralité de phases d'approche successives et de signalisation de la phase d'approche courante, les phases d'approche étant déduites des données de navigation, - des moyens de calcul (16) d'une pluralité de facteurs d'échelle cartographique de la zone d'atterrissage, un facteur étant dédié à une phase d'approche, - et des moyens (17) de sélection des informations de surveillance à afficher pour chaque phase d'approche, les informations sélectionnées dépendant de la phase d'approche courante,
les moyens précités sont agencés ensemble pour que, durant les phases d'approche, les moyens d'affichage représentent la zone d'atterrissage selon un facteur d'échelle cartographique évolutif et les informations de surveillance sélectionnées par des symboles également évolutifs, le facteur de l'échelle cartographique et les symboles évoluant automatiquement en fonction de la phase d'approche courante, un premier facteur d'échelle cartographique étant modifié vers un second facteur selon une transition progressive réalisée lors du passage d'une phase d'approche à la phase d'approche suivante. A surveillance system dedicated to approach phases including the landing phase of an aircraft comprising: means (11) for receiving navigation data, means (12) for receiving a plurality of information for monitoring the landing zone, - and display means (18) representing by various symbols the landing zone and the monitoring information, characterized in that it also comprises: means for determining (15) a plurality of successive approach and signaling phases of the current approach phase, the approach phases being deduced from the navigation data, means for calculating (16) a plurality of cartographic scale factors of the landing zone, a factor being dedicated to an approach phase, and means (17) for selecting the monitoring information to be displayed for each approach phase, the selected information depending on the current approach phase,
the aforementioned means are arranged together so that, during the approach phases, the display means represent the landing zone according to a scalable cartographic scale factor and the monitoring information selected by symbols that are also upgradeable, the the cartographic scale and the symbols evolving automatically according to the current approach phase, a first cartographic scale factor being modified towards a second factor according to a gradual transition made during the transition from an approach phase to the phase following approach. Système selon la revendication 1, caractérisé en ce que les moyens de calcul des facteurs d'échelle cartographique sont configurés pour définir une pluralité de facteurs avant les phases d'approches.System according to claim 1, characterized in that the means for calculating the map scale factors are configured to define a plurality of factors before the approach phases. Système selon l'une quelconque des revendications précédentes, caractérisé en ce que les moyens de calcul des facteurs d'échelle cartographique sont configurés pour définir une pluralité de facteurs durant le déroulement des phases d'approches en fonction des informations de surveillance, notamment des informations de localisation et de dimensions d'éléments à surveiller.System according to any one of the preceding claims, characterized in that the means for calculating the cartographic scale factors are configured to define a plurality of factors during the progress of the phases of approaches according to the surveillance information, in particular information of location and dimensions of elements to be monitored. Système selon l'une quelconque des revendications précédentes comprenant également des sources de données de configuration et de performance de l'aéronef, caractérisé en ce que les moyens de calcul des facteurs d'échelle cartographique sont configurés pour définir une pluralité de facteurs durant le déroulement des phases d'approches en fonction des dites données, notamment des données de distance de freinage.System according to any one of the preceding claims also comprising data sources of configuration and performance of the aircraft, characterized in that the means for calculating the cartographic scale factors are configured to define a plurality of factors during the unfolding phases of approaches based on said data, including braking distance data. Système selon la revendication 1, caractérisé en ce que les moyens d'affichage représentent une information de surveillance par un symbole (64) dont la forme et les caractéristiques de représentation graphique évoluent en fonction de la phase d'approche courante.System according to Claim 1, characterized in that the display means represent a symbol (64) monitoring information whose form and graphical representation characteristics change as a function of the current approach phase. Système selon la revendication 5, caractérisé en ce que l'atterrissage comprend au moins deux phases d'approches successives (1 à 4) associées à des facteurs d'échelle cartographique évoluant dans l'ordre croissant de la première phase d'approche à la dernière phase d'approche.System according to claim 5, characterized in that the landing comprises at least two successive approach phases (1 to 4) associated with cartographic scale factors evolving in the increasing order of the first approach phase to the last phase of approach. Système selon l'une quelconque des revendications précédentes, caractérisé en ce que, lorsqu'un élément à risque est localisé en dehors de la zone de surveillance, l'information de surveillance associée au dit élément à risque est représentée par un symbole (66) signalant la présence du dit élément en dehors de la zone de représentation et en ce qu'il comporte également un moyen de modification manuelle du facteur d'échelle permettant d'adapter le facteur d'échelle de façon à intégrer l'élément à risque dans la zone de représentation.System according to any one of the preceding claims, characterized in that , when a risk element is located outside the surveillance zone, the monitoring information associated with said risk element is represented by a symbol (66) signaling the presence of said element outside the representation zone and in that it also comprises a means for manually modifying the scale factor making it possible to adapt the scale factor so as to integrate the element at risk into the area of representation.
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