EP2341491A2 - Method and device for detecting the absence of aircraft crew reaction to an alarm linked to a trajectory - Google Patents

Abstract

The method involves emitting auxiliary alert signal for signaling an alarm if crew does not react to the alarm at the end of a first time interval from emission. A second time interval is determined during which the crew is required to react to the emitted alarm by implementing a procedure for avoiding the danger at the starting of the alarm. Automatic avoidance operation along an avoidance path for coping with the danger is implemented if the crew does not react to the alarm at the end of the second time interval, and only if the avoidance path is calculated. An independent claim is also included for a device for detecting lack of reaction of a crew of an aircraft to an alarm regarding danger related to a path of the aircraft, comprising a monitoring unit.

Description

The present invention relates to a method and a device for detecting the absence of reaction of the crew of an aircraft to an alarm relating to a hazard related to a trajectory of the aircraft.

It is known that modern aircraft, and in particular civilian transport aircraft, are equipped with different alarm devices that emit alarms when hazards are encountered relating to the trajectory followed by the aircraft. In particular, anti-collision collision avoidance systems of the TCAS type (Traffic Collision Avoidance System), anti-collision systems with Terrain Awareness Warning System (TAWS), systems autopilot disconnect detection, and wind shear detection systems. These various devices are intended to lead crews to a recovery in hand of the trajectory of their aircraft, in case of issuance of an alarm.

• une désorientation spatiale qui peut provoquer des illusions sensorielles sur la perception de la trajectoire et des alarmes associées ;
• un manque de confiance dans les systèmes embarqués. L'équipage peut ne pas croire une alarme, en particulier s'il a déjà rencontré des cas d'alarmes inopinées ou s'il est trop confiant dans sa propre interprétation de l'environnement ;
• un détournement de l'attention de l'équipage par une tâche de pilotage particulière ou par le déclenchement d'alarmes concomitantes à l'alarme liée à la trajectoire ;
• un masquage de l'alarme liée à la trajectoire, lorsque celle-ci est émise en même temps que d'autres alarmes de plus grande priorité ; et
• une grande concentration de l'équipage pour atteindre un objectif particulier (par exemple faire atterrir l'aéronef) qui le conduit à ignorer l'alarme liée à la trajectoire.

However, many aerial event analyzes, pilot training sessions, and research have revealed that crews do not systematically respond appropriately to alarms from these common alarm devices. In particular, it has been observed that sometimes pilots do not immediately understand the meaning of these alarms and the actions associated with them, or do not perceive their appearance. This type of behavior is part of a general problem relating to an erroneous awareness by the crew of the real situation of the aircraft and its environment. This problem can be caused or aggravated by the following situations:

• spatial disorientation that can cause sensory illusions about trajectory perception and associated alarms;
• a lack of confidence in embedded systems. The crew may not believe an alarm, especially if they have already encountered unexpected alarms or are too confident in their own interpretation of the environment;
• a diversion of the crew's attention by a particular pilot task or by triggering concomitant alarms to the trajectory-related alarm;
• a masking of the trajectory-related alarm when it is transmitted along with other higher priority alarms; and
• a high concentration of the crew to achieve a particular objective (for example to land the aircraft) which leads him to ignore the alarm related to the trajectory.

The present invention aims to overcome these disadvantages. It relates to a method for detecting the absence of reaction of the crew of an aircraft to an alarm relating to a hazard (or dangerous event) related to a trajectory of the aircraft, which makes it possible, in particular, to make the aircraft aware of crew if any of the existence of such an alarm.

1. a) on surveille l'état d'émission d'une pluralité d'alarmes usuelles relatives à des dangers liés à la trajectoire de l'aéronef, qui sont susceptibles d'être émises dans ledit aéronef ;
2. b) en cas d'émission d'une desdites alarmes, on détermine un premier intervalle de temps, pendant lequel il est souhaitable que l'équipage réagisse à l'alarme émise, en mettant en oeuvre au moins une procédure permettant de remédier au danger qui est à l'origine de cette alarme ;
3. c) on surveille la réaction de l'équipage ; et
4. d) si à la fin dudit premier intervalle de temps à partir de l'émission, l'équipage n'a pas réagi à l'alarme, on réalise les opérations suivantes :
   • d1) on émet au moins un signal d'alerte auxiliaire d'alerte précisé ci-dessous, permettant de signaler ladite alarme ;
   • d2) on détermine un second intervalle de temps, pendant lequel il est nécessaire que l'équipage réagisse à l'alarme émise en mettant en oeuvre ladite procédure permettant de remédier au danger à l'origine de cette alarme ; et
   • d3) si à la fin dudit second intervalle de temps, l'équipage n'a toujours pas réagi à l'alarme, on met en oeuvre une manoeuvre automatique d'évitement le long d'une trajectoire d'évitement, permettant de remédier audit danger, ladite manoeuvre d'évitement étant mise en oeuvre uniquement si une telle trajectoire d'évitement est calculable.

For this purpose, according to the invention, said method is remarkable in that, automatically:

1. a) monitoring the transmission status of a plurality of usual alarms relating to hazards related to the trajectory of the aircraft, which are likely to be transmitted in said aircraft;
2. b) if one of said alarms is transmitted, a first time interval is determined, during which it is desirable for the crew to react to the alarm issued, by implementing at least one procedure to remedy the danger; who is causing this alarm;
3. c) the reaction of the crew is monitored; and
4. d) if at the end of said first time interval from the emission, the crew did not react to the alarm, the following operations are carried out:
   • d1) transmitting at least one auxiliary warning alert signal specified below, making it possible to signal said alarm;
   • d2) determining a second time interval, during which it is necessary for the crew to react to the alarm issued by implementing said procedure for remedying the danger at the origin of this alarm; and
   • d3) if, at the end of said second time interval, the crew has still not reacted to the alarm, an automatic avoidance maneuver is implemented along an avoidance trajectory, making it possible to remedy said danger, said avoidance maneuver being implemented only if such an avoidance trajectory is calculable.

• on surveille automatiquement la réaction de l'équipage pour s'assurer qu'il met bien en oeuvre la procédure requise par l'évènement dangereux à l'origine de l'alarme ; et
• en cas d'absence de réaction appropriée à la fin d'un (premier) intervalle de temps, on émet automatiquement un signal d'alerte auxiliaire précisé ci-dessous, pour faire bien prendre conscience à l'équipage, et notamment au pilote de l'aéronef, de l'existence de cette alarme.

Thus, thanks to the invention, in the event of issuing an alarm relating to a hazard related to a trajectory of the aircraft:

• the response of the crew is automatically monitored to ensure that it is performing the procedure required by the hazardous event causing the alarm; and
• in the absence of an appropriate reaction at the end of a (first) time interval, an auxiliary warning signal, as specified below, is automatically transmitted to make the crew, and in particular the pilot of the aircraft, aware of the danger. the aircraft, of the existence of this alarm.

Thus, the crew is well informed of the existence of any alarm relating to a hazard related to a trajectory of the aircraft. This danger may correspond, in particular, to the risk of the aircraft colliding with another flying vehicle or with the relief of the terrain overflown, or at the risk of entering a danger zone (for example a zone of very strong turbulence), if he continues to fly along the path followed.

Preferably, in step d1), several different auxiliary alert signals are transmitted simultaneously.

In addition, according to the invention, if the crew does not react to this auxiliary warning signal, an automatic evasive maneuver is carried out using an autopilot of the aircraft, if a such a maneuver is possible, in particular if there is sufficient information to calculate the avoidance trajectory to be followed.

• à l'étape b), on détermine ledit premier intervalle de temps à l'aide d'informations relatives au vecteur d'état courant de l'aéronef et de la distance entre la position courante de l'aéronef et la position de l'évènement à l'origine de l'alarme ; et/ou
• à l'étape c), on surveille les actions réalisées par l'équipage sur des moyens d'interface de l'aéronef.

Advantageously:

• in step b), said first time interval is determined using information relating to the current state vector of the aircraft and the distance between the current position of the aircraft and the position of the aircraft. event causing the alarm; and or
• in step c), the actions performed by the crew on interface means of the aircraft are monitored.

• on détermine sur quel moyen d'interface est concentrée l'attention du pilote de l'aéronef ; et
• on émet au moins ledit signal d'alerte auxiliaire sur le moyen d'interface ainsi déterminé.

In addition, advantageously, in step d1):

• it is determined on which interface means is focused the attention of the pilot of the aircraft; and
• at least said auxiliary warning signal is transmitted on the interface means thus determined.

• à l'alarme initiale, dont la perception par l'équipage est augmentée (par rapport à son état usuel), par exemple par le clignotement d'une alarme visuelle non clignotante ; ou
• à un nouveau signal qui peut être du même type que l'alarme ou de type différent.

In the context of the present invention, an auxiliary alert signal may correspond to:

• the initial alarm, whose perception by the crew is increased (compared to its usual state), for example by the flashing of a non-flashing visual alarm; or
• to a new signal which may be of the same type as the alarm or of a different type.

Moreover, if the usual alarms are issued simultaneously with said alarm (relating to a danger related to an aircraft trajectory), advantageously, in step d1), the intensity is increased. relative (sound or light) of the latter with respect to said additional alarms (which can be of any type), by lowering the intensities thereof.

• on estime la position courante de l'aéronef ;
• on détermine le relief dans l'environnement de ladite position courante, dans la direction de la trajectoire de vol de l'aéronef ; et
• on présente ledit relief dans un horizon directeur de vol, de type ADI (« Attitude Director Indicator » en anglais), d'un écran de visualisation de paramètres primaires de vol, de type PFD (« Primary Flight Display » en anglais).

In addition, in a particular embodiment, the following operations are carried out:

• the current position of the aircraft is estimated;
• determining the relief in the environment of said current position, in the direction of the flight path of the aircraft; and
• said terrain is presented in a flight direction horizon, of the ADI type ("Attitude Director Indicator" in English), a display screen for primary flight parameters, of the PFD ("Primary Flight Display") type.

Preferably, in this particular embodiment, said three-dimensional relief is presented in said flight director horizon, which is usually in two dimensions.

The present invention also relates to a device for detecting the absence of reaction of the crew of an aircraft to an alarm relating to a danger related to a trajectory of the aircraft.

• des moyens pour surveiller, automatiquement, l'état d'émission d'une pluralité d'alarmes relatives à des dangers liés à la trajectoire de l'aéronef, qui sont susceptibles d'être émises dans l'aéronef ;
• des moyens pour déterminer automatiquement, en cas d'émission d'une desdites alarmes, un premier intervalle de temps, pendant lequel il est souhaitable que l'équipage réagisse à l'alarme émise, en mettant en oeuvre au moins une procédure permettant de remédier au danger qui est à l'origine de cette alarme ;
• des moyens pour surveiller automatiquement la réaction de l'équipage ;
• des moyens pour émettre automatiquement au moins un signal d'alerte auxiliaire permettant de signaler l'alarme, si à la fin dudit premier intervalle de temps à partir de l'alarme émise, l'équipage n'a pas réagi à cette alarme ;
• des moyens pour déterminer automatiquement un second intervalle de temps, pendant lequel il est nécessaire que l'équipage réagisse à l'alarme en mettant en oeuvre ladite procédure permettant de remédier audit danger, ledit second intervalle de temps étant déterminé uniquement si à la fin dudit premier intervalle de temps l'équipage n'a pas réagi à l'alarme ; et
• des moyens pour mettre en oeuvre automatiquement, si à la fin dudit second intervalle de temps l'équipage n'a toujours pas réagi à l'alarme, une manoeuvre automatique d'évitement (le long d'une trajectoire d'évitement) permettant de remédier audit danger, ladite manoeuvre d'évitement étant mise en oeuvre uniquement si une telle trajectoire d'évitement est calculable.

According to the invention, said device is remarkable in that it comprises:

• means for automatically monitoring the transmission status of a plurality of aircraft-related hazard alarms that are likely to be transmitted in the aircraft;
• means for automatically determining, in the event of transmission of one of said alarms, a first time interval, during which it is desirable for the crew to react to the alarm issued, by implementing at least one procedure to remedy the danger that is causing this alarm;
• means for automatically monitoring the response of the crew;
• means for automatically transmitting at least one auxiliary warning signal to signal the alarm, if at the end of said first time interval from the alarm issued, the crew has not reacted to this alarm;
• means for automatically determining a second time interval, during which it is necessary for the crew to react to the alarm by implementing said procedure to remedy said danger, said second time interval being determined only if at the end of said first time interval the crew did not react to the alarm; and
• means for automatically implementing, if at the end of said second time interval the crew has still not reacted to the alarm, an automatic avoidance maneuver (along an avoidance trajectory) allowing remedy said danger, said avoidance maneuver being implemented only if such avoidance trajectory is calculable.

In a particular embodiment, said device further comprises alarm means capable of emitting in the aircraft alarms relating to hazards related to the trajectory of the aircraft.

The present invention also relates to an aircraft, in particular a civil transport aircraft, which is provided with a device as mentioned above.

• La figure 1 est le schéma synoptique d'un dispositif de détection conforme à l'invention.
• Les figures 2 à 5 montrent des affichages particuliers de signes auxiliaires conformes à l'invention, qui sont présentés sur un écran de visualisation de paramètres primaires de vol.

The figures of the appended drawing will make it clear how the invention can be realized. In these figures, identical references designate similar elements.

• The figure 1 is the block diagram of a detection device according to the invention.
• The Figures 2 to 5 show particular displays of auxiliary signs according to the invention, which are presented on a display screen of primary flight parameters.

The device 1 according to the invention and schematically represented on the figure 1 is intended to detect an absence of reaction of the crew of an aircraft following a particular alarm. In the context of the present invention, this alarm is generated in the aircraft and relates to a hazard related to the trajectory followed by said aircraft, in particular a transport aircraft.

Said device 1 which is embarked on the aircraft (not shown) comprises means 2 customary for automatically monitoring the transmission state (alarm emitted or non-transmitted alarm) of a plurality of alarm devices 3, of which only one was represented on the figure 1 for reasons of simplification of the drawing. These alarm devices 3 are of the usual type and are formed so as to emit alarms in case of particular danger related to the trajectory of the aircraft. These alarm devices 3 may correspond, in particular, anti-collision systems in the TCAS (Traffic Collision Avoidance System) type, anti-collision systems with the TAWS (Terrain Awareness Warning) terrain. System "), autopilot disconnect detection systems, and wind shear detection systems.

Preferably, said means 2 are integrated in the alarm devices 3 and are capable of transmitting, in addition to the emission state of these alarm devices 3, the procedure or procedures to be performed by the crew during the issuance of an alarm, procedures that are intended to remedy the danger causing this alarm.

This danger (linked to the trajectory) may correspond in particular to a risk of collision of the aircraft with another flying craft (in particular an airplane) or with the relief of the terrain overflown, or with a risk of entering an area dangerous (for example a zone of very strong turbulence), if it continues to fly along the trajectory followed.

• des moyens 4 pour déterminer automatiquement, lorsque les moyens 2 détectent l'émission d'une alarme par au moins l'un desdits dispositifs d'alarme 3, un premier intervalle de temps T1, pendant lequel il est souhaitable (mais non forcément nécessaire) que l'équipage réagisse à l'alarme émise, en mettant en oeuvre au moins une procédure (reçue notamment desdits moyens 2) qui permet de remédier au danger qui est à l'origine de cette alarme, par exemple une manoeuvre d'évitement pour éviter un autre engin volant ou le relief ;
• des moyens usuels 5 pour surveiller automatiquement la réaction de l'équipage suite à l'émission d'une alarme. Ces moyens 5 sont, en particulier, en mesure de détecter toutes les actions réalisées par l'équipage sur des moyens d'interface et notamment sur des moyens de pilotage, en particulier un manche de commande usuel, qui sont prévus dans le poste de pilotage de l'aéronef. Ces moyens 5 peuvent comporter les moyens décrits dans la demande de brevet français FR-2 929 246 , qui permettent de détecter une absence de pilotage manuel de l'aéronef et une déconnexion d'un pilote automatique ; et
• des moyens 6 qui sont reliés par l'intermédiaire d'une liaison 7 auxdits moyens 4 et qui sont formés de manière à engendrer automatiquement des consignes d'émission d'un signal d'alerte auxiliaire qui sera présenté à l'équipage à l'aide de moyens de signalisation 8.

According to the invention, said device 1 furthermore comprises:

• means 4 for automatically determining, when the means 2 detect the emission of an alarm by at least one of said alarm devices 3, a first time interval T1, during which it is desirable (but not necessarily necessary) that the crew reacts to the alarm issued, by implementing at least one procedure (received in particular from said means 2) which makes it possible to remedy the danger which is at the origin of this alarm, for example an avoidance maneuver for avoid another flying machine or terrain;
• usual means 5 for automatically monitoring the reaction of the crew following the emission of an alarm. These means 5 are, in particular, able to detect all the actions performed by the crew on interface means and in particular on control means, in particular a conventional control stick, which are provided in the cockpit of the aircraft. These means 5 may comprise the means described in the French patent application FR-2 929 246 , which make it possible to detect a lack of manual control of the aircraft and a disconnection of an autopilot; and
• means 6 which are connected via a link 7 to said means 4 and which are formed so as to automatically generate instructions for transmitting an auxiliary warning signal which will be presented to the crew at the using signaling means 8.

According to the invention, an auxiliary warning signal makes it possible to signal and highlight the transmission of an alarm, and this auxiliary warning signal is only issued if, at the end of said time interval T1 from the beginning of the alarm, the crew did not react to this alarm.

• à l'alarme initiale, dont la perception par l'équipage est augmentée (par rapport à son état usuel), par exemple par le clignotement pour une alarme visuelle non clignotante ; ou
• à un nouveau signal d'alerte, qui peut être du même type que l'alarme initiale ou de type différent.

In the context of the present invention, an auxiliary alert signal may correspond to:

• the initial alarm, whose perception by the crew is increased (compared to its usual state), for example by flashing for a non-flashing visual alarm; or
• to a new warning signal, which may be of the same type as the initial alarm or of a different type.

• des moyens 20 pour présenter un signal visuel, en particulier sur un écran de visualisation 27 ; et/ou
• des moyens 21 pour émettre un signal d'alerte sonore.

To do this, said signaling means 8 may comprise:

• means 20 for presenting a visual signal, in particular on a display screen 27; and or
• means 21 for transmitting a sound alert signal.

Preferably, the means 6 and 8 emit, simultaneously or successively, several different auxiliary alert signals.

• des moyens 9 pour déterminer automatiquement un second intervalle de temps T2, pendant lequel il est nécessaire (pour des raisons de sécurité) que l'équipage réagisse à l'alarme en mettant en oeuvre ladite procédure permettant de remédier audit danger. Ce second intervalle de temps T2 est déterminé uniquement si à la fin dudit intervalle de temps T1 après l'émission de l'alarme, l'équipage n'a pas réagi à cette alarme ; et
• des moyens 10 qui sont reliés par l'intermédiaire d'une liaison 11 auxdits moyens 9 et qui engendrent des consignes pour mettre en oeuvre une manoeuvre d'évitement automatique qui est réalisée par l'intermédiaire d'un dispositif de pilotage automatique 12 de type usuel. Cette manoeuvre d'évitement automatique est mise en oeuvre, si à la fin de l'intervalle de temps T2 (qui débute à la fin de l'intervalle de temps T1), l'équipage n'a toujours pas réagi à l'alarme. Cette manoeuvre d'évitement consiste à faire voler automatiquement l'aéronef le long d'une trajectoire d'évitement permettant de remédier au danger à l'origine de l'alarme. Cette manoeuvre d'évitement est toutefois uniquement mise en oeuvre si une telle trajectoire d'évitement peut être calculée, c'est-à-dire si les informations nécessaires pour calculer automatiquement (de façon usuelle) une telle trajectoire d'évitement sont disponibles pour le dispositif 1. Ledit dispositif 1 peut comporter des moyens usuels (non représentés) pour déterminer une trajectoire d'évitement.

Said device 1 furthermore comprises:

• means 9 for automatically determining a second time interval T2, during which it is necessary (for safety reasons) for the crew to react to the alarm by implementing said procedure making it possible to remedy said danger. This second time interval T2 is determined only if at the end of said time interval T1 after the alarm has been transmitted, the crew has not reacted to this alarm; and
• means 10 which are connected via a link 11 to said means 9 and which generate instructions for implementing an automatic avoidance maneuver which is performed by means of an automatic control device 12 of the type usual. This automatic avoidance maneuver is implemented, if at the end of the time interval T2 (which starts at the end of the time interval T1), the crew has still not reacted to the alarm. . This avoidance maneuver is to automatically fly the aircraft along an avoidance trajectory to remedy the danger to the origin of the alarm. This avoidance maneuver is however only implemented if such an avoidance trajectory can be calculated, that is to say if the information necessary for automatically calculating (in the usual way) such an avoidance trajectory is available for the device 1. Said device 1 may comprise usual means (not shown) to determine an avoidance trajectory.

• surveille automatiquement la réaction de l'équipage (à l'aide des moyens 5) pour s'assurer qu'il met bien en oeuvre la procédure requise pour empêcher la survenue de l'évènement dangereux à l'origine de l'alarme ; et
• en cas d'absence de réaction appropriée à la fin de l'intervalle de temps T1, émet automatiquement un signal d'alerte auxiliaire, pour faire bien prendre conscience à l'équipage, et notamment au pilote de l'aéronef, de l'existence de cette alarme.

Therefore, in the event of issuance of an alarm relating to a hazard related to a trajectory of the aircraft, the device 1 according to the invention:

• automatically monitor the response of the crew (using means 5) to ensure that they are properly implementing the required procedure to prevent the occurrence of the dangerous event causing the alarm; and
• in the absence of an appropriate reaction at the end of the time interval T1, automatically transmits an auxiliary warning signal, to make the crew, and in particular the pilot of the aircraft, more aware of the existence of this alarm.

Thus, the crew is well informed of the existence of any alarm relating to a hazard related to a trajectory of the aircraft. This danger may correspond in particular to a risk of collision of the aircraft with another flying vehicle or with the relief of the terrain overflown, if it continues to fly along the trajectory followed.

In addition, if the crew does not react to this auxiliary warning signal, the device 1 implements an automatic avoidance maneuver, using the autopilot 12, if such a maneuver is possible, particularly if sufficient information is available to calculate the avoidance path to be followed.

Said device 1 furthermore comprises means 13 which comprise usual inertial information sources and / or a device for satellite positioning, for example of the GPS type, and which are able to provide information relating to the current state vector of the aircraft, namely in particular its current position, its current vertical speed and its current altitude.

In a particular embodiment, said means 4 determine said time interval T1 with information relating to said current state vector of the aircraft and the distance between the current position of the aircraft and the position of the aircraft. the element (ground, flying machine, ...) at the origin of the alarm.

Furthermore, in a preferred embodiment, said means 4, 6, 9 and 10 are part of a computing unit 14 which is connected via links 15, 16, 17, 18 and 19 respectively to said means 3 , 5, 8, 12 and 13.

Moreover, if the usual alarms are issued at the same time as an alarm (relating to a danger related to an aircraft trajectory) in the cockpit of the aircraft, the device 1 can increase the intensity ( sound or light) of the latter with respect to said additional alarms (which can be of any type), so that it can be perceived by the crew.

• lesdits moyens 5 déterminent, de façon usuelle, sur quel moyen d'interface, par exemple un écran de visualisation 27, est concentrée l'attention du pilote de l'aéronef ; et
• lesdits moyens 6 et 8 émettent ledit signal d'alerte auxiliaire au moins sur le moyen d'interface ainsi déterminé.

In a particular embodiment:

• said means 5 usually determine which interface means, for example a display screen 27, is focused the attention of the pilot of the aircraft; and
• said means 6 and 8 emit said auxiliary alert signal at least on the interface means thus determined.

• il estime, à l'aide des moyens 13, la position courante de l'aéronef ;
• il détermine le relief dans l'environnement de ladite position courante, ledit relief étant par exemple transmis par une base de données 22 du relief via une liaison 23 à l'unité de calcul 14 ; et
• il présente, à l'aide des moyens 8, ledit relief dans un horizon directeur de vol 26, de type ADI (« Attitude Director Indicator » en anglais), d'un écran 27 de visualisation de paramètres primaires de vol, de type PFD (« Primary Flight Display » en anglais), et ceci de la manière précisée ci-dessous.

In addition, in a particular embodiment, said device 1 performs, in addition, the following operations:

• it estimates, using the means 13, the current position of the aircraft;
• it determines the relief in the environment of said current position, said relief being for example transmitted by a database 22 of the relief via a link 23 to the computing unit 14; and
• it presents, using the means 8, said relief in a flight direction horizon 26, of the ADI type ("Attitude Director Indicator" in English), a screen 27 for displaying primary flight parameters, of the PFD type ("Primary Flight Display" in English), and this as specified below.

Said screen 27 may comprise, in the usual way, in addition to said flight director horizon 26, as shown in FIGS. Figures 2 to 5 , in particular usual scales 28, 29 and 30 of speed, altitude and heading.

In a particular embodiment, the device 1 is formed so as to present the three-dimensional relief in said flight director horizon 26 which is in two dimensions.

The present invention is described hereinafter from various examples, with reference to Figures 2 to 5 .

• une brève illumination, par exemple en rouge, du fond des deux écrans 27 qui sont généralement disponibles dans le poste de pilotage d'un aéronef ; et
• l'affichage successif de messages indiquant un cisaillement de vent (« windshear » en anglais) et demandant une remise des gaz (« go around »), à la place de l'affichage des moyens d'indication 31 et 32, et ceci durant l'intervalle de temps T2.

In a first example, the aircraft is in the blind landing phase, and the means 2 detect an alarm that indicates the existence of wind shear. The means 5 determine that, in this phase of flight, the pilots are particularly focused on their screens 27 for displaying primary flight parameters, such as that shown in FIG. figure 2 , and in particular on the usual indicating means 31 and 32 relating to an instrument landing of ILS type ("Instrument Landing System" in English). If, after the time interval T1, the pilots have not reacted to the wind shear alarm, the device 1 transmits (using means 8) different auxiliary warning signals, namely:

• a brief illumination, for example in red, of the bottom of the two screens 27 which are generally available in the cockpit of an aircraft; and
• the successive display of messages indicating a windshear and calling for a go around in place of the display of the indicating means 31 and 32, and this during the time interval T2.

• l'inhibition de l'alarme de plus haut niveau qui a masqué l'alarme de déconnexion du système de pilotage automatique ;
• une brève illumination, par exemple en rouge, du fond des deux écrans 27 de visualisation de paramètres primaires de vol ;
• puis l'affichage successif de messages (« Fly your A/F » en anglais) pour inciter les pilotes à reprendre en mains l'aéronef et une alerte (« AP OFF » en anglais) pour signaler la déconnexion du système de pilotage automatique.

In a second example, the aircraft is still in the blind landing phase, and the means 2 identify a disconnection of an autopilot system, for example autopilot 12. Said means 2 also identify that the audible alarm which is emitted during such disconnection, has been masked by the simultaneous appearance of a higher priority sound alarm. The means 5 analyze that at the end of the time interval T1, the autopilot system is always disconnected and the pilots do not act on the control stick. The means 5 also determine that, in this flight phase, the pilots are particularly focused on the screen 27 for displaying primary flight parameters, as shown in FIG. figure 2 , and in particular on the usual indication means 31 and 32 relating to an ILS instrument landing. Also, at the end of the time interval T1, the device 1 generates the following auxiliary alert signals:

• the inhibition of the higher level alarm which masked the automatic control system disconnection alarm;
• a brief illumination, for example in red, of the bottom of the two screens 27 for displaying primary flight parameters;
• then the successive display of messages ("Fly your A / F" in English) to encourage pilots to take control of the aircraft and an alert ("AP OFF" in English) to signal the disconnection of the autopilot system.

In addition, if in this example, the crew has not reacted at the end of the second time interval T2, the device 1 automatically resets the autopilot system, and the means 8 display the usual appropriate information.

• une brève illumination, par exemple en rouge, du fond des deux écrans 27 qui sont généralement disponibles dans le poste de pilotage ;
• l'affichage d'un message demandant un cabrage (« pull up » en anglais), à la place de l'affichage des moyens d'indication 31 et 32, durant l'intervalle de temps T2 ; et
• l'affichage en surimpression sur l'horizon directeur de vol 26 de l'écran 27 de visualisation de paramètres primaires de vol, comme représenté sur la figure 3, d'une image stylisée 34 du relief montagneux, en vue de véhiculer un message à fort contenu émotionnel.

In addition, in a third example, the aircraft is in the blind landing phase, and the means 2 detect an alarm that indicates too close to the ground due for example to the presence of a mountainous terrain. The means 5 determine that, in this phase of flight, the pilots are particularly focused on the screen 27 for displaying primary flight parameters, and in particular on the usual indication means 31 and 32 relating to an instrument landing. If, after the time interval T1, the pilots have not reacted to this alarm, the device 1 emits various auxiliary warning signals namely:

• a brief illumination, for example in red, of the bottom of the two screens 27 which are generally available in the cockpit;
• the display of a message requesting a pull up in the place of the display of the indication means 31 and 32, during the time interval T2; and
• the superimposed display on the flight director horizon 26 of the screen 27 for displaying primary flight parameters, as shown in FIG. figure 3 , a stylized image 34 of mountainous terrain, to convey a message with strong emotional content.

• fournit des indices perceptifs simples et pertinents pour aider l'équipage à ajuster la trajectoire afin d'éviter le relief ; et
• véhicule un contenu émotionnel fort pour inciter l'équipage à mettre en oeuvre une manoeuvre d'évitement du relief.

The visual representation 34 of the relief which therefore appears directly in the primary flight interfaces:

• provides simple and relevant perceptual clues to help crew adjust course to avoid terrain; and
• conveys strong emotional content to encourage the crew to implement a terrain avoidance maneuver.

• une brève illumination (en rouge) du fond des deux écrans 27 qui sont disponibles dans le poste de pilotage ;
• l'affichage d'un message demandant un cabrage (« pull up » en anglais) à la place de l'affichage des moyens d'indication 31 et 32, durant l'intervalle de temps T2 ; et
• l'affichage en surimpression sur l'horizon directeur de vol 26 de l'écran 27 d'informations de relief 35 en deux dimensions, comme représenté sur la figure 4, informations qui sont généralement disponibles sur un dispositif usuel d'affichage de navigation de type ND (« Navigation Display » en anglais).

In addition, in a fourth example, the aircraft is in the blind landing phase, and the means 2 also detect an alarm that indicates too close to the ground due to the presence of a mountainous terrain. The means 5 determine that, in this phase of flight, the pilots are particularly focused on the screen 27 for displaying primary flight parameters, and in particular on the usual indication means 31 and 32 relating to an instrument landing. If, after the time interval T1, the pilots have not reacted to this alarm, the device 1 emits various auxiliary warning signals namely:

• a brief illumination (in red) of the bottom of the two screens 27 which are available in the cockpit;
• the display of a message requesting a pull up in the place of the display of the indication means 31 and 32, during the time interval T2; and
• the superimposed display on the flight director horizon 26 of the two-dimensional relief information screen 27, as shown in FIG. figure 4 , information that is generally available on a standard device navigation display type ND ("Navigation Display" in English).

On the other hand, in a fifth example which is similar to the third and fourth examples above, the device 1 can display, in the flight director horizon 26 of the screen 27, a visual representation 36 of the three-dimensional relief, as shown in FIG. the figure 5 .

• il estime, à l'aide des moyens 13, la position courante de l'aéronef ;
• il détermine le relief virtuel à afficher, par la mise en correspondance de la position courante estimée de l'aéronef avec la base de données 22 (reçue par les moyens 14 via la liaison 23) ; et
• il met à l'échelle le relief virtuel pour l'afficher dynamiquement, à l'aide des moyens 8, dans l'horizon directeur de vol 26 de sorte qu'il apparaisse en respectant une conformité cohérente avec des informations d'assiette et d'inclinaison de l'aéronef (reçues par exemple des moyens 13).

To generate this visual representation 36, the device 1 implements the following operations:

• it estimates, using the means 13, the current position of the aircraft;
• it determines the virtual relief to be displayed, by matching the estimated current position of the aircraft with the database 22 (received by the means 14 via the link 23); and
• it scales the virtual relief to dynamically display it, using the means 8, in the flight director horizon 26 so that it appears in a consistent coherence with attitude and flight information. inclination of the aircraft (received for example means 13).

• afficher le relief 36 en trois dimensions dans l'horizon directeur de vol 26 ;
• inhiber les alarmes auditives relatives à la survitesse ; et
• masquer, en partie, une alarme de survitesse symbolisée de façon usuelle par un ruban rouge (non représenté) sur l'écran 27,
  et ceci tant que l'alarme de type « pull up » est active.

An example of application of this latter variant is the case where a "pull up" type alarm occurs simultaneously with an overspeed alarm, for example following the exceeding of the speed allowed in an aerodynamic configuration with the flaps released. In this case, the device 1 transmits auxiliary alert signals corresponding to the following actions:

• displaying the three-dimensional relief 36 in the flight master horizon 26;
• inhibit auditory alarms relating to overspeed; and
• to mask, in part, an overspeed alarm conventionally symbolized by a red ribbon (not shown) on the screen 27,
  and this as long as the "pull up" type alarm is active.

Claims (10)

Device for detecting the absence of reaction of the crew of an aircraft to an alarm relating to a danger related to an aircraft trajectory, capable of being emitted by alarm means (3), said device comprising means (6, 8) for automatically transmitting at least one auxiliary warning signal (34, 35, 36),
characterized in that it comprises: means (2) for automatically monitoring the transmission status of a plurality of alarms relating to hazards related to the trajectory of the aircraft, which are likely to be transmitted in the aircraft; means (4) for automatically determining, in the event of transmission of one of said alarms, a first time interval during which it is desirable for the crew to react to the alarm issued by implementing at least one procedure to remedy the danger that is causing this alarm; means (5) for automatically monitoring the reaction of the crew; said means (6, 8) for automatically transmitting an auxiliary warning signal, which emit at least one auxiliary warning signal (34, 35, 36), making it possible to signal the alarm, if at the end of said first interval time from the alarm issued, the crew did not react to this alarm; means (9) for automatically determining a second time interval, during which it is necessary for the crew to react to the alarm by implementing said procedure for remedying said danger, said second time interval being determined only if at the end of said first time interval the crew did not react to the alarm; and means (10, 12) for implementing automatically, if at the end of said second time interval the crew has still not reacted to the alarm, an automatic avoidance maneuver along a flight path avoidance making it possible to remedy said danger, said avoidance maneuver being implemented only if such an avoidance trajectory is calculable. Device according to claim 1,
characterized in that it further comprises said alarm means (3) capable of emitting in the aircraft alarms relating to dangers related to the trajectory of the aircraft Method for detecting the absence of reaction of the crew of an aircraft to an alarm relating to a hazard related to an aircraft trajectory, a method according to which it is possible to transmit at least one auxiliary warning signal (34, 35, 36),
characterized in that , automatically: a) monitoring the emission status of a plurality of aircraft-related hazard alarms, which are likely to be transmitted in said aircraft; b) when one of said alarms is transmitted, a first time interval is determined, during which it is desirable for the crew to react to the alarm issued by implementing at least one procedure to remedy the danger which is causing this alarm; c) the reaction of the crew is monitored; and d) if at the end of said first time interval from the emission, the crew did not react to the alarm, the following operations are carried out: d1) transmitting at least one auxiliary warning signal (34, 35, 36) for signaling said alarm; d2) a second time interval is determined, during which it is necessary for the crew to react to the alarm emitted by putting in implement said procedure to remedy the danger at the origin of this alarm; and d3) if, at the end of said second time interval, the crew has still not reacted to the alarm, an automatic avoidance maneuver is implemented along an avoidance trajectory, making it possible to remedy said danger, said avoidance maneuver being implemented only if such an avoidance trajectory is calculable. Process according to claim 3,
characterized in that in step b) said first time interval is determined using information relating to the current state vector of the aircraft and the distance between the current position of the aircraft and the position of the event causing the alarm. Method according to one of claims 3 and 4,
characterized in that in step c), the actions performed by the crew on interface means of the aircraft are monitored. Process according to any one of claims 3 to 5, characterized in that in step d1): - It is determined on which interface means (27) is concentrated the attention of the pilot of the aircraft; and said auxiliary warning signal (34, 35, 36) is transmitted at least on the interface means (27) thus determined. A method according to any one of claims 3 to 6, characterized in that in step d1), if additional alarms are issued simultaneously with said aircraft-related hazard alarm, the speed of the aircraft is increased. intensity of the latter with respect to said additional alarms. Method according to one of Claims 3 to 7, characterized in that in step d1) several different auxiliary warning signals are transmitted simultaneously. Method according to one of Claims 3 to 8, characterized in that the following operations are also carried out: the current position of the aircraft is estimated; the relief in the environment of said current position is determined; and said relief (34, 35, 36) is presented in a flight director horizon (26) of a screen (27) for displaying primary flight parameters. Process according to claim 9,
characterized in that said three-dimensional relief (36) is presented in said two-dimensional flight direction horizon (26).

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