EP3764341A1 - Procédé et système électronique de gestion du vol d'un aéronef en phase d'approche visuelle vers une piste d'atterrissage, programme d'ordinateur associé - Google Patents

Procédé et système électronique de gestion du vol d'un aéronef en phase d'approche visuelle vers une piste d'atterrissage, programme d'ordinateur associé Download PDF

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Publication number
EP3764341A1
EP3764341A1 EP20184655.7A EP20184655A EP3764341A1 EP 3764341 A1 EP3764341 A1 EP 3764341A1 EP 20184655 A EP20184655 A EP 20184655A EP 3764341 A1 EP3764341 A1 EP 3764341A1
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EP
European Patent Office
Prior art keywords
visual approach
visual
approach path
trajectory
path
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EP20184655.7A
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German (de)
English (en)
French (fr)
Inventor
Michel Roger
Valérie Bataillon
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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]
    • G08G5/02—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
    • 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

Definitions

  • the present invention relates to a method for managing the flight of an aircraft in the visual approach phase towards a landing runway, the method being implemented by an electronic flight management system.
  • the invention also relates to a computer program comprising software instructions which, when they are executed by a computer, implement such a method for managing the flight.
  • the invention also relates to an electronic flight management system configured to manage the flight of an aircraft in the visual approach phase towards a landing runway.
  • the invention therefore relates to the field of methods and systems for assisting the piloting of an aircraft, preferably intended to be carried on board the aircraft.
  • the invention relates in particular to the field of management of the flight of an aircraft, in particular in the visual approach phase to a landing runway.
  • an imposed sight maneuver also noted MVI, or VPT ( standing for Visual with Prescribed Track )
  • VPT standing for Visual with Prescribed Track
  • MVL free-sight maneuver
  • the visual approach path to the landing strip, which the aircraft must follow is generally indicated on air navigation charts, and these charts then typically indicate landmarks. visual ground for the pilot.
  • the pilot then relies on the marks on the ground to guide the aircraft towards the landing strip according to this imposed visual maneuver, but the interpretation of these visual cues is liable to change from one pilot to another, or even from one pilot to another. 'one day to another for the same pilot, which generates unpredictable trajectories, sources of potential accident (s).
  • Flight management systems are also known, also denoted FMS (for English Flight Management System ) designed to prepare and then automatically control the aircraft on a trajectory established from a flight plan.
  • FMS for English Flight Management System
  • the aircraft is guided by the flight management system and the autopilot, also called an autopilot system, along a three-dimensional trajectory, or 3D trajectory.
  • the flight management system is typically based on a navigation database comprising elements characteristic of air navigation, such as waypoints ( waypoint ) , navigation beacons, cruise flight procedures (from English Airways ) , procedures for a departure phase (SID), APP and STAR procedures for an approach phase.
  • the flight management system inserts, in the flight plan, said approach procedure which is characterized by a succession of segments defined by a termination point and a manner of rejoin, said segments coming from the navigation database.
  • the flight management system calculates, for each of the waypoints of the flight plan, predictions (or estimates) of the time, altitude, speed, and / or fuel remaining at the point. respective passage.
  • predictions or estimates of the time, altitude, speed, and / or fuel remaining at the point. respective passage.
  • this assistance device allows the pilot to select, from a database, a type or category of aircraft, a type of visual approach, as well as the airport or landing runway to which the visual approach phase is to be carried out, and the assistance device then automatically calculates a visual approach path towards said runway landing.
  • this assistance device can still be improved.
  • the aim of the invention is therefore to provide a method and an associated electronic system for managing the flight of an aircraft making it possible to further facilitate the visual approach phase to the landing strip for a user, such as the pilot. or the co-pilot of the aircraft, and then further improve flight safety.
  • the subject of the invention is also a computer program comprising software instructions which, when they are executed by a computer, implement a method for managing the flight, as defined above.
  • an aircraft 10 comprises several avionics systems 12, a database 14, such as a navigation database, a display screen 16 and a flight management system 20 connected to the avionics systems 12, at the base of data 14 and display screen 16.
  • the aircraft 10 is for example an airplane.
  • the aircraft 10 is a helicopter, or else a drone that can be controlled remotely by a pilot.
  • the avionics systems 12 are known per se and are capable of transmitting to the electronic flight management system 20 various avionic data, for example so-called “aircraft” data, such as position, orientation, heading or even altitude.
  • the avionics systems 12 are also able to receive instructions and / or commands from the flight management system 20, one of the avionics systems 12 being in particular an electronic automatic piloting system, also called autopilot and denoted AP ( from the English Automatic Pilot ) .
  • the database 14 is typically a navigation database, and is known per se.
  • the navigation database is also called NAVDB (from the English NAVigation Data Base ) , and includes in particular data relating to each of the landing runways 22 on which the aircraft 10 is likely to land, these data typically being a position of a threshold of the landing runway 22, an orientation of the landing runway 22, a length of runway, an altitude or a decision point, etc.
  • the database 14 is a database external to the flight management system 20.
  • the database 14 is a database internal to the flight management system 20.
  • the display screen 16 is known per se.
  • the display screen 16 is preferably a touch screen, in order to allow interaction (s) to be entered on the part of a user, not shown, such as the pilot or the co-pilot of the aircraft 10. .
  • the electronic flight management system 20 is also called FMS (standing for Flight Management System ) , and is configured to manage the flight of the aircraft 10, in particular in the visual approach phase towards a respective landing runway 22.
  • the electronic flight management system 20 comprises a module 24 for acquiring at least one set from a set of visual approach lateral trajectory parameter values and a set of visual approach vertical trajectory parameter values, a module 26 for designating, from user interaction, at least one of said visual approach path parameter values, a module 28 for calculating at least one path from among a lateral path visual approach 30 (visible on the figure 3 ) from the values of said lateral trajectory parameters and a visual approach vertical trajectory 32 (visible on the figure 4 ) from the values of said vertical trajectory parameters, and a module 34 for generating a visual approach trajectory towards the landing runway 22 from the lateral visual approach trajectory 30 and / or from the vertical trajectory visual approach 32.
  • the electronic flight management system 20 comprises a module 36 for displaying, on the display screen 16, the visual approach path and / or a module 38 for transmitting instructions for following the flight. visual approach path to a respective avionics system 12, such as the electronic automatic pilot system.
  • a respective avionics system 12 such as the electronic automatic pilot system.
  • the display screen 16 is then able to display the visual approach path, in addition to the possible input of interaction (s) on the part of the user. when the screen 16 is touch-sensitive.
  • the display screen of the visual approach path and the touch screen for entering interaction (s) on the part of the user are two separate screens.
  • the electronic flight management system 20 comprises a module 40 for selecting a type from a group of types of visual approach path, such as the group of first T1, second T2 and third T3 types of. visual approach path which will be described by way of example hereinafter, the acquisition module 24 then being configured to acquire each set of path parameter values as a function of the type selected.
  • the electronic flight management system 20 comprises a module 42 for determining a maneuver zone, not shown, around the landing runway 22 and / or a module 44 for estimating at least an aeronautical quantity at at least one point of the visual approach path.
  • the electronic flight management system 20 comprises an information processing unit 50 formed for example by a memory 52 and a processor 54 associated with the memory 52.
  • the acquisition module 24, the designation module 26, the calculation module 28, and the generation module 34, as well as, as an optional addition, the display module 36, the transmission module 38, the selection module 40, the determination module 42 and the estimation module 44, are each produced in the form of software, or a software brick, executable by the processor 54.
  • the memory 52 of the electronic flight management system 20 is then capable of storing software for acquiring at least one set of the set of visual approach lateral trajectory parameter values and a set of visual approach vertical trajectory parameter values, designation software, from the interaction of the user, at least one of said values of visual approach path parameters, software for calculating at least one path among the lateral visual approach path 30 from values of said parameters s lateral trajectory and the vertical visual approach trajectory 32 from the values of said vertical trajectory parameters and software for generating the visual approach trajectory towards the landing runway 22 from the lateral approach trajectory visual 30 and / or the vertical visual approach path 32.
  • the memory 52 of the electronic flight management system 20 is able to store software for displaying the visual approach path on the screen display 16, software for transmitting to the avionics system 12 instructions for following the visual approach path, software for selecting one from among the types of visual approach path, software for determining the maneuver around the airstrip 22 and software for estimating at least one respective aeronautical quantity at at least one point of the visual approach path.
  • the processor 54 is then able to execute each of the software among the acquisition software, the designation software, the calculation software and the generation software, as well as, as an optional complement, the display software, the transmission software, the selection software, the determination software and the estimation software.
  • the database 14 is a database internal to the flight management system 20, it is typically able to be stored in a memory of the flight management system 20, such as the memory 52 .
  • the acquisition module 24, the designation module, the calculation module 28 and the generation module 34, as well as, as an optional addition, the display module 36, the transmission module 38, the module selection 40, the determination module 42 and estimation module 44 are each produced in the form of a programmable logic component, such as an FPGA ( standing for Field Programmable Gate Arrayl ) , or else in the form of a dedicated integrated circuit , such as an ASIC (from English Application Specific Integrated Circuit ) .
  • a programmable logic component such as an FPGA ( standing for Field Programmable Gate Arrayl )
  • ASIC from English Application Specific Integrated Circuit
  • the electronic flight management system 20 When the electronic flight management system 20 is produced in the form of one or more software, that is to say in the form of a computer program, it is also capable of being recorded on a medium, not shown, computer readable.
  • the computer readable medium is, for example, a medium capable of memorizing electronic instructions and of being coupled to a bus of a computer system.
  • the readable medium is an optical disc, a magneto-optical disc, a ROM memory, a RAM memory, any type of non-volatile memory (for example EPROM, EEPROM, FLASH, NVRAM), a magnetic card or an optical card.
  • On the readable medium is then stored a computer program comprising software instructions.
  • the landing runway 22 extends substantially in a reference plane P, visible on the figure 4 , and has a runway axis corresponding substantially to a direction of extension of the landing runway 22.
  • a runway threshold S visible on the figures 3 and 4 , is also associated with airstrip 22.
  • the acquisition module 24 is configured to acquire at least one of the set of visual approach lateral trajectory parameter values and the set of visual approach vertical trajectory parameter values.
  • Each visual approach lateral path parameter is preferably chosen from the group consisting of: the position of an initial point A of the approach path, also called the anchor point; a TRK spreading cap, also called a spreading stroke; a length L of a segment, preferably rectilinear, of the approach path; a turn radius D of the aircraft 10; and a direction, such as left or right, of turn of the aircraft 10 for the visual approach path.
  • the set of visual approach path parameters then includes, for example, the position of the anchor point A, the separation heading TRK, the length L of the straight segment of the approach path, the turn radius D and the direction of turn.
  • the set of visual approach lateral trajectory parameters preferably consists of said position of the anchor point A, said separation heading TRK, said length L of the straight segment, said radius of turn D and said direction of turn.
  • Each visual approach vertical path parameter is preferably chosen from the group consisting of: a minimum altitude MA of an initial point X 3 of descent along a final approach axis APP; and an angle FP of the final approach axis APP relative to the reference plane P of the landing runway 22.
  • the set of visual approach vertical trajectory parameters then comprises for example the minimum altitude MA of the initial point of descent X 3 and the angle FP of the final approach axis APP with respect to the reference plane P of the landing runway 22.
  • the set of visual approach vertical trajectory parameters preferably consists of said minimum altitude MA of the initial point of descent X 3 and of the angle FP of the final approach axis APP with respect to the reference plane P.
  • the anchor point A or initial point of the visual approach path, corresponds to the first point of the visual approach path, that is to say the point where the flight management system 20 switches to piloting manual according to a visual approach mode, typically after a managed guidance mode, that is to say a guidance mode of the aircraft 10 along a trajectory established from a corresponding flight plan. In other words, from this anchor point A, the flight management system 20 no longer follows the flight plan, the aircraft 10 then being piloted manually in visual approach mode.
  • the value of the position of the anchor point A is for example designated by the user via the designation module 26, as will be described in more detail later with regard to figures 5 to 7 .
  • the value of the position of the anchor point A is positioned at a predefined position, such as the position of the missed approach point, also noted MAP (from English Missed Approach Point ) .
  • the separation heading TRK corresponds to a direction to be taken by the aircraft 10 to deviate from an initial straight approach towards the landing runway 22.
  • the separation heading TRK also called the separation course, then corresponds to a heading, expressed for example in degrees, the value of which can be designated by the user via the designation module 26.
  • the value of the separation heading TRK is positioned at a predefined value, this predefined default value being for example equal to 45 °.
  • the segment of the approach path forming a visual approach lateral path parameter is typically a straight segment, preferably along the landing runway 22.
  • said segment of the approach path is a segment. rectilinear substantially parallel to the runway axis, as shown in the example of figure 3 , where said segment corresponds to the rectilinear segment [X 1 X 2 ] between first X 1 and second X 2 characteristic points.
  • the value of the length L of said segment can be designated by the user via the designation module 26.
  • the value of the length L of said segment is positioned at a predefined value, preferably depending on the length of the landing strip 22, on the current speed of the aircraft 10, as well as on the turn radius D of the aircraft 10.
  • the radius of turn D of the aircraft 10 also called the final turn radius, or also the radius of the last turn before landing, corresponds to the radius of a 180 ° turn with optimal roll.
  • This turn radius D then has a value greater than or equal to a 180 ° turn radius with maximum roll in the flight envelope of the aircraft.
  • the turn radius D typically has a predefined value contained in the database 14, this predefined value depending on a category of the aircraft.
  • the category is for example as a function of an approach speed VA at 1000 feet. Each category typically depends on a size, or bulk, of the aircraft 10.
  • Table 1 below are then indicated, by way of example and by category of aircraft, predefined default values for the radius of turn D of the aircraft 10, the length L of the rectilinear segment of the trajectory approach, as well as for a maneuver radius R around airstrip 22.
  • the separation heading TRK is for example expressed in degrees
  • the length L of the segment of the approach path is for example expressed in nautical miles, or Nm
  • the turn radius D is for example expressed in nautical miles, or Nm.
  • the minimum altitude MA is for example expressed in feet, or ft (from the English foot )
  • the angle FP of the final approach axis APP with respect to the reference plane P is for example expressed in degrees.
  • the approach speed is for example expressed in knots, or kt (from the English knot )
  • the radius R for the maneuvering zone is for example expressed in nautical miles, or Nm.
  • the value of the turn radius D can be designated by the user via the designation module 26.
  • the direction of turn of the aircraft 10 corresponds to the direction of a first turn of the visual approach trajectory when said trajectory comprises several turns. successive.
  • the direction of said turn will depend directly on the position of the anchor point A, on the value of the separation heading TRK and on the position of the landing runway 22, in particular of its runway threshold, and the direction of this turn will not then be a modifiable parameter of the visual approach path.
  • the minimum altitude MA of the initial point of descent X 3 along the final approach axis APP is for example predefined.
  • the value of the minimum altitude MA can for example be designated by the user via the designation module 26.
  • the value of the minimum altitude MA is equal to the minimum decision altitude MDA predefined for the landing runway 22, this value being contained in the base data 14.
  • the angle PF of the final approach axis APP relative to the reference plane P of the landing runway 22 corresponds to the final slope of the aircraft 10 when approaching the landing runway 12 along the axis final approach APP and up to the runway threshold S.
  • the value of said angle FP can for example be designated by the user via the designation module 26.
  • the value of said angle FP is equal to a predefined final slope, typically a slope substantially equal to 3 °.
  • Designating module 26 is configured to designate, based on user interaction, at least one of the visual approach path parameter values.
  • the designation module 26 is for example configured to receive data entered by the user using a keyboard and / or a mouse, then to designate the value of the corresponding path parameter with the value received, l the interaction then being the input made on the keyboard and / or the mouse.
  • the user interaction is a tactile interaction, for example on the display screen 16 when it is tactile
  • the designation module 26 is then configured to display a man / machine interface 60, such as that displayed by way of example on figures 5 to 7 , then to receive the touchscreen interaction (s) performed by the user on said man / machine interface 60, and then to designate the value of the corresponding trajectory parameter (s), from the touchscreen interactions received.
  • the designation of value is understood to mean the positioning of the approach path parameter corresponding to said value.
  • the man / machine interface 60 then comprises a first input field 62 for the designation of a desired value of the heading distance TRK, a second input field 64 for the designation of a desired value of the length L of the segment of the approach path, a third input field 66 for the designation of a desired value of the turn radius D.
  • the man / machine interface 60 comprises two chips 68A, 68B for designating the desired direction of turn of the aircraft 10, a first chip 68A corresponding to a left turn and a second chip 68B corresponding to a turn to the left. right, as shown on figure 7 .
  • the man / machine interface 60 comprises a fourth input field 70 for the designation of the minimum altitude MA, and a fifth input field 72 for the designation of the angle FP of the final axis d 'APP approach with respect to the reference plane P of the airstrip 22, visible on the figure 5 .
  • the man / machine interface 60 also comprises a first indication field 74 to indicate the anchor point A taken into account and a second indication field 76 to indicate an identifier of the landing runway 22.
  • the man / machine interface 60 comprises, in the example of figure 5 , chips 78A, 78B, 78C for selecting the type of visual approach path, namely a first selection chip 78A for selecting a first type T1 of visual approach path, a second selection chip 78B for selecting a second T2 type of visual approach path and a third selection chip 78C for selecting a third type T3 of visual approach path.
  • the first, second and third types T1, T2, T3 of visual approach path are described by way of examples in more detail below.
  • the man / machine interface 60 comprises a sixth entry field 80 for entering an approach speed value VA and a seventh entry field 82 for entering the maneuver radius R around the airstrip 22.
  • the man / machine interface 60 also includes a validation button 84 for validating the values of the designated visual approach path parameters, and then triggering the calculation of at least one path from the lateral visual approach path 30 and the vertical visual approach path 32, as well as a cancel button 86 for canceling a previously made designation of the visual approach path parameter values.
  • the man / machine interface 60 further comprises a schematic profile 88 symbolizing the type of visual approach path among the first, second and third types T1, T2, T3 of visual approach path, and further illustrating the gauge heading TRK, the length L of the approach path segment, and the turn radius D.
  • the views of the man / machine interface 60 of the electronic flight management system according to the invention are illustrative of real views which include indications in English, as is the case in the aeronautical field. A French translation of the relevant information is provided in the description where applicable.
  • the calculation module 28 is configured to calculate at least one trajectory among the lateral visual approach trajectory 30 and the vertical visual approach trajectory 32.
  • the vertical visual approach path corresponds to a vertical profile of the visual approach path, that is to say to a projection of the visual approach path in a vertical plane containing a vertical reference axis and an axis horizontal reference.
  • the vertical reference axis is defined along the baro-corrected reference altitude axis, corresponding to the aeronautical code QNH.
  • the lateral visual approach path corresponds to a horizontal profile of the visual approach path, that is to say to a projection of the visual approach path of the aircraft 10 in a horizontal plane perpendicular to the vertical plane .
  • the calculation module 28 is configured to determine a separation distance E with respect to the landing runway 22, the separation distance E corresponding to the distance necessary for allow the aircraft 10 to perform its last turn, and being for example equal to twice the turn radius D, that is to say the diameter of said turn.
  • the calculation module 28 is then configured to determine the position of the first characteristic point X 1 corresponding to the intersection between a first straight line ⁇ 1 passing through the anchor point A and following the separation heading TRK and a second parallel straight line ⁇ 2 to the landing runway 22, that is to say to its direction of extension, and distant from the separation distance E from the landing runway 22, as shown in figure 3 .
  • the calculation module 28 is then configured to calculate the coordinates of the second characteristic point X 2 from the distance L of the path segment, the second characteristic point X 2 corresponding to a point distant by the length L from the first characteristic point X 1 , this in the direction of the second straight line ⁇ 2 and towards the last turn before landing on the runway 22.
  • the lateral visual approach path 30 is then formed by the rectilinear segment [AX 1 ] between the anchor point A and the first characteristic point X 1 , this segment being along the separation heading TRK, followed by the segment rectilinear [X 1 X 2 ] of length L and parallel to the landing runway 22, followed by a semi-circle of radius D between the second characteristic point X 2 and the runway centreline, this semi-circle corresponding to the last turn made by aircraft 10, and finally followed by a straight segment, along the runway centreline, between said semi-circle and runway threshold S.
  • the calculation module 28 is configured to determine the final approach axis APP from the runway threshold S and as a function of the angle FP between the final axis approach APP and the reference plane P of the runway 22. The calculation module 28 is then configured to calculate the coordinates of the initial point of descent X 3 , also called the third characteristic point, corresponding to the intersection between the final approach axis APP and a horizontal plane positioned at the minimum altitude MY.
  • the vertical visual approach path 32 is then formed by a rectilinear segment [AX 3 ] which is substantially horizontal between the anchor point A and the third characteristic point X 3 at the minimum altitude MA, followed by the segment [X 3 S] corresponding to the final descent of the aircraft 10 along the final slope FP between the third characteristic point X 3 and the runway threshold S.
  • the generation module 34 is configured to generate the visual approach path to the landing runway 22 from the lateral visual approach path 30 and / or the vertical visual approach path 32.
  • the generation module 34 is configured to generate the visual approach path by concatenation, or even by combination of the lateral visual approach path 30 and the vertical visual approach path 32.
  • the generation module 34 is configured to generate the visual approach path from the only calculated path, that is to say say from the lateral visual approach path 30.
  • the display module 36 is configured to display, on the display screen 16, the visual approach path generated by the generation module 34.
  • the display module 36 is preferably configured to further display a symbol representative of the position of the aircraft 10 relative to the approach path. visual.
  • the representative symbol is for example in the form of an airplane or a helicopter and is displayed on the display screen 16 at the current position of the aircraft 10, superimposed with respect to the visual approach path. displayed.
  • the user such as the pilot or the co-pilot of the aircraft 10, can then easily see where the aircraft 10 is located relative to the visual approach path.
  • the transmission module 38 is configured to transmit, to a respective avionics system 12, in particular to the electronic automatic piloting system, the instructions allowing the monitoring of the visual approach trajectory generated by the generation module 34. This transmission of said tracking instructions to the electronic automatic piloting system then enables automatic piloting of the aircraft 10 along the visual approach path previously generated by the generation module 34, which further facilitates the user's task.
  • the selection module 40 is configured to select a respective type from the group of types T1, T2, T3 of visual approach path, each type T1, T2, T3 of visual approach path corresponding to a respective predefined shape of the visual approach path.
  • the acquisition module 24 is then configured to acquire the or each set of trajectory parameter values as a function of the type selected by the selection module 40.
  • the group of types T1, T2, T3 comprises for example the first type T1 corresponding to a visual approach trajectory comprising a deviation along the separation heading TRK, followed by a segment substantially parallel to the landing runway 22 and a turn of approximately 180 °; the second T2 corresponding to a visual approach path comprising a deviation along the separation heading TRK followed by a segment substantially perpendicular to the landing runway 22 and by a turn at substantially 90 °; and the third type T3 corresponding to a visual approach path comprising a deviation along the separation heading TRK followed by a first turn, to the left or to the right, substantially comprised between 90 ° and 180 °, by a segment substantially parallel to airstrip 22 and a final turn of approximately 180 °.
  • the figure 2 represents six classic visual approach trajectories in free-sight maneuvering ( circling ) , denoted C1 to C6.
  • the first type T1 then corresponds to the two trajectories C1 and C5
  • the second type T2 corresponds to the trajectory C2
  • the third type T3 corresponds to the three trajectories C3, C4 and C6.
  • the selection module 40 is for example configured to select the type among the group of types T1, T2, T3 from an interaction of the user, for example using the visible selection chips 78A, 78B, 78C. on the figure 5 .
  • the determination module 42 is configured to determine the maneuver zone around the landing runway 22, preferably from the radius R described above.
  • the display module 36 is then configured to further display the maneuvering zone thus determined on the display screen 16.
  • the determination module 42 is for example configured to determine the maneuvering zone by covering several discs, or portions of disc, each of radius R and centered on different ends of the landing strip 22.
  • the estimation module 44 is configured to estimate at least one respective aeronautical quantity at one or more successive points of the visual approach path.
  • Each aeronautical quantity estimated by the estimation module 44 at a respective point of the visual approach path is for example chosen from the group consisting of: a distance between said respective point of the visual approach path (for which the estimate is made) and another point on the visual approach path, a quantity of fuel remaining, a date of passage and an aircraft speed 10.
  • the estimation module 44 is for example configured to estimate said aeronautical quantity or quantities from estimation functions known per se and integrated into the flight management system 20.
  • the flight management system 20 selects, via its selection module 40, a respective type from the group of types T1, T2, T3 of visual approach path, each type T1, T2, T3 corresponding to a respective predefined shape of the visual approach path.
  • the flight management system 20 designates, during a following step 110 and via its designation module 26, at least one of the parameter values of visual approach path from an interaction, for example tactile, of the user, such as the pilot or the co-pilot of the aircraft 10.
  • the flight management system 20 acquires, via its acquisition module 24, at least one set from the set of values of visual approach lateral trajectory parameters and the set of values visual approach vertical path parameters.
  • the acquisition module 24 preferably acquires both the set of lateral trajectory parameter values and the set of vertical trajectory parameter values.
  • the acquisition module 24 acquires the parameter value (s) which have been previously designated via the designation module 26 during the preceding designation step 110, as well as the predefined values for the values. other visual approach path parameters for which a value has not been designated during designation step 110.
  • the flight management system 20 then calculates, during the following step 130 and via its calculation module 28, at least one trajectory from among the lateral visual approach trajectory 30 and the vertical visual approach trajectory 32.
  • the calculation module 28 calculates the lateral visual approach trajectory 30 when the set acquired (during the acquisition step 120) is the set of values of lateral trajectory parameters, the lateral visual approach trajectory 30 being in fact calculated from the values of said lateral trajectory parameters; and as a corollary the calculation module 28 calculates the vertical visual approach trajectory 32 when the acquired set is the set of vertical trajectory parameters, the vertical visual approach trajectory 32 being calculated from the values of said parameters of vertical trajectory.
  • the calculation module 28 preferably calculates both the lateral visual approach path 30 and the vertical visual approach path 32.
  • the flight management system 20 then generates, during the following step 140 and via its generation module 34, the visual approach path towards the landing runway 22, this from the lateral visual approach path 30 and / or the vertical visual approach path 32, calculated during the preceding calculation step 130.
  • the flight management system 20 further estimates, via its estimation module 44, one or more aeronautical quantities at one or more successive points of the visual approach path generated during the flight. 'step 140.
  • the estimated aeronautical quantity or quantities are for example the distance between said point considered on the visual approach path and another point on the visual approach path, preferably the distance between said point considered and the next point of the visual approach path, as well as the quantity of fuel remaining, the date of passage and the speed of the aircraft 10 at said point considered on the visual approach path.
  • the flight management system 20 determines, via its determination module 42, the maneuver zone around the airstrip 22.
  • the flight management system 20 displays, via its display module 36, the visual approach path generated during step 140, as well as in addition optional, the aircraft symbol representing the current position of the aircraft, in order to allow the user to know where the aircraft 10 is located in relation to the generated visual approach path.
  • the display module 36 also displays the maneuver area when it has been determined during step 160, and / or any aeronautical quantities estimated during the estimation step. 150.
  • the flight management system 20 transmits, during a step 180 and via its transmission module 38, the instructions for following the visual approach path generated during the step 140 to an avionics system 12 respective, such as the autopilot system.
  • the flight management system 20 is capable of performing at the end of the generation step 140, or even optionally of the estimation step 150 and / or of the determination step 160, both display step 170 and transmission step 180, or alternatively one or the other.
  • the flight management system 20 makes it possible to automatically generate the visual approach path, whether in imposed visual maneuver MVI or in free view MVL maneuver and then enables the trajectory of the aircraft to be followed. aircraft 10 in visual approach by the user which is much more precise and predictable.
  • the flight management system 20 also makes it possible to limit the quantity of data to be stored in the database 14, the visual approach path then no longer being stored in predefined form in the database 14, but calculated. by the calculation module 28.
  • the flight management system 20 also makes it possible to further improve the piloting aid with the display of the visual approach path generated and of any aeronautical quantities estimated via the display module 36, and / or the capacity to connect the autopilot to the visual approach path generated via the transmission module 38.
  • the flight management system 20 also makes it possible to improve the management of degraded mode where it is necessary to interrupt the visual approach procedure, for example in the event of loss of visibility, and to perform a go-around maneuver. .
  • the coexistence of the visual approach path generated by the generation module 34 with the standard approach, for which a go-around procedure is defined allows the user to benefit from the display at the same time. the go-around procedure and the visual approach path recalculated following this go-around procedure. It can thus be seen that the flight management system 20 according to the invention offers the user, such as the pilot or the co-pilot of the aircraft 10, more precise monitoring of the trajectory of the aircraft 10 on approach. visual.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)
EP20184655.7A 2019-07-08 2020-07-08 Procédé et système électronique de gestion du vol d'un aéronef en phase d'approche visuelle vers une piste d'atterrissage, programme d'ordinateur associé Pending EP3764341A1 (fr)

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FR1907585A FR3098628B1 (fr) 2019-07-08 2019-07-08 Procede et systeme electronique de gestion du vol d'un aeronef en phase d'approche visuelle vers une piste d'atterrissage, programme d'ordinateur associe

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US11676499B2 (en) * 2021-06-17 2023-06-13 Honeywell International Inc. Methods and systems for alerting a visual descent point (VDP)
EP4105912A1 (en) * 2021-06-17 2022-12-21 Honeywell International Inc. Methods and systems for alerting a visual decent point (vdp)
CN114239745B (zh) * 2021-12-22 2022-06-17 中国民航科学技术研究院 一种机场航班起降与跑道运行状态自动识别方法

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FR3098628B1 (fr) 2021-09-10
US20210012671A1 (en) 2021-01-14
CN112201083A (zh) 2021-01-08
FR3098628A1 (fr) 2021-01-15

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