WO2022012907A1 - Selection automatique d'un plan de vol d'aeronef en phase d'approche - Google Patents
Selection automatique d'un plan de vol d'aeronef en phase d'approche Download PDFInfo
- Publication number
- WO2022012907A1 WO2022012907A1 PCT/EP2021/067643 EP2021067643W WO2022012907A1 WO 2022012907 A1 WO2022012907 A1 WO 2022012907A1 EP 2021067643 W EP2021067643 W EP 2021067643W WO 2022012907 A1 WO2022012907 A1 WO 2022012907A1
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- WIPO (PCT)
- Prior art keywords
- flight plan
- aircraft
- operator
- procedure
- missed approach
- Prior art date
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- 238000013459 approach Methods 0.000 title claims abstract description 131
- 238000000034 method Methods 0.000 claims abstract description 148
- 230000004913 activation Effects 0.000 claims abstract description 12
- 230000003213 activating effect Effects 0.000 claims abstract description 3
- 238000004364 calculation method Methods 0.000 claims description 2
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 238000004590 computer program Methods 0.000 claims description 2
- 238000003780 insertion Methods 0.000 claims description 2
- 230000037431 insertion Effects 0.000 claims description 2
- 230000000007 visual effect Effects 0.000 description 9
- 230000009471 action Effects 0.000 description 7
- 230000008901 benefit Effects 0.000 description 5
- 230000008859 change Effects 0.000 description 5
- 230000004048 modification Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 238000012800 visualization Methods 0.000 description 3
- 238000000883 frequency modulation spectroscopy Methods 0.000 description 2
- 208000031963 Beta-mercaptolactate cysteine disulfiduria Diseases 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
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Classifications
-
- 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
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/003—Flight plan management
- G08G5/0039—Modification of a flight plan
Definitions
- the present invention relates to the field of air navigation and more particularly to the field of navigation along flight plan procedures.
- Flight management systems or Flight Management System (FMS) today allow operators to select procedures by inserting them into flight plans. These procedures may for example consist of the approach to a runway with its associated go-around procedure.
- an operator may have to select a second procedure following the initial approach and extend the guidance from one to the other, in parallel with communications with the air traffic controller, while by ensuring that the aircraft remains safe in a complex environment (proximity to the ground, often dense traffic near airports, possibility of dangerous terrain for airports in mountain areas, etc.).
- the subject of the invention is a computer-implemented method comprising: the loading of an initial active flight plan of an aircraft comprising a first approach procedure for an airstrip to a missed approach point, and a missed approach procedure between said missed approach point and an end point; loading a secondary flight plan comprising a second approach procedure to the landing runway between the missed approach point and the landing runway, said second approach procedure being consecutive to the first procedure approach, and a second missed approach procedure at the end of said second approach procedure, and ending at a second final point; the receipt of an instruction by an operator of the aircraft of a link of the initial active flight plan and of the secondary flight plan, said link consisting of an association between the active flight plan and the secondary flight plan, allowing an automatic selection of one or the other; in the event of a go-around by the operator no later than said missed approach point, the activation of said missed approach procedure; otherwise, the automatic selection of the secondary flight plan as the active flight plan.
- the method comprises, in the event of a go-around for a predetermined period after passing the missed approach point, an automatic selection of the initial flight plan as the current flight plan, and the activation of said procedure missed approach.
- the guidance instruction active at the time of the automatic selection of the secondary flight plan as the active flight plan is maintained for said predetermined duration.
- the roll rate of the aircraft is limited to a predefined roll rate during said predetermined period.
- the method comprises, during the selection of the secondary flight plan as the active flight plan, the insertion of a segment DF towards the first waypoint of the second approach procedure.
- the method comprises, in the event of a go-around after said predetermined duration after passing the missed approach point, the activation of the second missed approach procedure.
- said second end point and said end point are collocated.
- the secondary flight plan is established manually by the operator of the aircraft during a flight phase.
- the aircraft operator sends the aircraft flight management system a request to automatically obtain a secondary flight plan, and: the flight management system generates a plurality of secondary flight plans candidates: starting at the missed approach point; and passing through the airstrip; and ending at said second end point; the operator selects the secondary flight plan from among said candidate secondary flight plans.
- the method comprises the conversion, by the flight management system of the aircraft, during the activation of one of the initial and secondary flight plans, of said flight plan into a trajectory, and an action at the less among sending trajectory following instructions to an autopilot and displaying the trajectory to the aircraft operator.
- the invention also relates to a computer program comprising program code instructions recorded on a computer-readable medium, said program code instructions being configured, when said program runs on a computer to execute a method according to one of the embodiments of the invention.
- the invention also relates to an aircraft flight management system comprising calculation means configured to execute a method according to one of the embodiments of the invention.
- FIG. 1 shows an FMS system in which the invention can be implemented.
- a flight management system can be implemented by at least one computer on board an aircraft or a ground station. According to different embodiments of the invention, it can be a flight management system for different types of aircraft, for example an airplane, a helicopter or a drone.
- the FMS 100 determines in particular a geometry of a flight plan profile followed by the aircraft. The trajectory is calculated in four dimensions: three spatial dimensions and a time/velocity profile dimension.
- the FMS 100 also transmits to the operator, via a first operator interface, or to the autopilot, guidance instructions calculated by the FMS 100 to follow the flight profile.
- the operator can be located in the aircraft, for example if the aircraft is an airplane or a helicopter, or else on the ground, for example if the aircraft is a drone.
- a flight management system can comprise one or more databases such as the PERF DB 150 database, and the NAV DB 130 database.
- the PERF DB 150 database can comprise parameters aerodynamics of the aircraft, or the characteristics of the engines of the aircraft. It contains in particular the performance margins systematically applied in the state of the art to guarantee safety margins on the descent and approach phases.
- the NAV DB 130 database can for example comprise the following elements: geographical points, beacons, air routes, departure procedures, arrival procedures, altitude, speed or slope constraints.
- the management of a flight plan according to the state of the art can make use of means for creating/modifying a flight plan by the crew of the aircraft through one or more man-machine interfaces. , for example :
- This flight plan creation/modification can for example include the loading of procedures by the operator, as well as the selection of a procedure to be added to the current flight plan.
- the FMS 100 includes a flight plan management module 110, usually called FPLN.
- the FPLN 110 module notably allows management of different geographical elements making up a skeleton of a route to be followed by the aircraft comprising: a departure airport, waypoints, air routes to be followed, an arrival airport.
- the FPLN module 110 also allows management of different procedures forming part of a flight plan such as: a departure procedure, an arrival procedure.
- the FPLN capability 110 notably allows the creation, modification, deletion of a primary or secondary flight plan.
- the flight plan and its various information related in particular to the corresponding trajectory calculated by the FMS can be displayed for consultation by the crew by display devices, also called man-machine interfaces, present in the aircraft cockpit such as an FMD, an ND, a VD.
- display devices also called man-machine interfaces, present in the aircraft cockpit such as an FMD, an ND, a VD.
- the FPLN module 110 uses data stored in PERF DB 150 databases to construct a flight plan and the associated trajectory.
- the FMS 100 also includes a TRAJ 120 module, making it possible to calculate a lateral trajectory for the flight plan defined by the FPLN module 110.
- the TRAJ 120 module notably constructs a continuous trajectory from points of a flight plan initial while respecting the performance of the aircraft provided by the PERF DB 150 database.
- the initial flight plan can be an active flight plan, a secondary flight plan.
- the continuous trajectory can be presented to the operator by means of one of the man-machine interfaces.
- the FMS 100 also includes a PRED 140 trajectory prediction module.
- the PRED 140 module builds in particular an optimized vertical profile from the lateral trajectory of the aircraft, provided by the TRAJ 120 module. To this end, the PRED 140 module uses data from the first PERF DB 150 database. The vertical profile can be presented to the operator by means of a VD for example.
- the FMS 100 also includes a location module 170, named LOCNAV in FIG. the aircraft.
- the FMS 100 also includes a data link module 180, named DATA LINK (from the Anglo-Saxon name data link) in Figure 1.
- the DATA LINK module 180 makes it possible to communicate with operators on the ground, by example to transmit a predicted trajectory of the aircraft, or to receive constraints on the trajectory, such as the predicted position of other aircraft or altitude constraints.
- the FMS 100 also includes a guidance module 200.
- the guidance module 200 notably supplies the autopilot or one of the man-machine interfaces with appropriate commands making it possible to guide the aircraft in lateral and vertical geographical planes (altitude and speed) for said aircraft to follow the trajectory provided in the flight plan.
- Figure 2 shows an example of a method in a set of embodiments of the invention.
- FIG. 2 will be commented on with reference to FIG. 3, representing an example of approach to an airport according to a set of embodiments of the invention.
- Figure 3 is provided by way of non-limiting example only of an airport approach to which the invention can be applied.
- each waypoint is represented by a diamond, accompanied by a description of the name associated with the waypoint. Although some names are expressed in English, this is a name given to each waypoint, for example by the operator, airline or air traffic controllers.
- Method 200 is a computer-implemented method. It can for example be implemented by the FMS 100.
- the method 200 includes a first step 210 of loading an initial active flight plan.
- method 200 relates to the definition of a flight plan for an aircraft. More specifically, it relates to the definition of the horizontal flight plan, or route, of the aircraft.
- the initial active flight plan is a flight plan for approaching an airport. It thus comprises a first approach procedure 310 to a landing runway 350.
- the first approach procedure 310 comprises waypoints up to a missed approach point MAP.
- the first approach procedure 310 comprises 3 successive waypoints:
- the initial flight plan also includes a missed approach procedure 320.
- the purpose of the missed approach procedure is to allow the aircraft, if the landing runway 331 is not visible at the level of the MAP, or more generally if the conditions for landing are not met, to carry out a go-around maneuver in order to get to safety and decide on the next action to be taken. perform (for example, a new approach attempt). Missed approach procedures are officially published and defined by the navigation authorities for each airport, depending on its environment.
- the procedure The purpose of the missed approach procedure is to divert the aircraft while avoiding a mountain 360, and comprises 3 waypoints 321, 322 and 323, point 323 forming the end point of the missed approach procedure.
- the missed approach procedure 320 can thus comprise a sequence of maneuvers between the MAP point and the final point 323, in order to allow the aircraft to regain altitude on a go-around activated by the operator.
- Late go-around procedures may be defined or published by airlines. For a given airport, this late go-around procedure makes it possible to preserve the safety of the aircraft if a landing is not possible when the aircraft has passed the missed approach point MAP.
- these procedures are not completely satisfactory today. Indeed, such procedures are nowadays, when they exist, to be carried out manually. The operator must then, in the complex environment mentioned above (dense traffic, proximity to terrain, interaction with air traffic control, etc.), decipher and manually execute a procedure for safely extracting the aircraft. Such a situation can be extremely complex to manage. and stressful for an operator, even in the most critical cases compromising the safety of the aircraft.
- the method 200 also comprises a second step 220 of automatic selection of a secondary flight plan.
- This secondary flight plan includes its own approach procedure 330 (which may also be called second approach procedure 330 in this application) between the missed approach point MAP and a landing runway 350 of the airport, said second approach procedure which may be a visual approach procedure.
- this visual approach 330 comprises the waypoints 331, 332, then a point located at the level of the landing strip 350.
- the second approach procedure is consecutive to the first approach, i.e. it starts after the first one.
- the secondary flight plan also includes its own missed approach procedure 340 (which may also be called second missed approach procedure 340 in this application) at the end of the visual approach 330, which may include a discount gas.
- This second missed approach procedure 340 ends at a final point which may or may not belong to the missed approach procedure 323.
- the second missed approach procedure 340 comprises 4 waypoints: the points 341, 342, 343 then the final point 323
- the missed approach procedure 320, and the missed approach procedure 340 of the secondary flight plan end at the same final point 323, the invention is not restricted to this example and, according to other embodiments of the invention, the missed approach procedure 340 of the secondary flight plan ends at a point in the missed approach procedure .
- the connection of the missed approach procedure 340 of the secondary flight plan to the initial missed approach procedure allows the operator, when the aircraft is following the second missed approach procedure 340, to position the aircraft in a point known to air traffic control.
- the second missed approach procedure 340 ends at a second endpoint, which does not belong to the first missed approach procedure 320.
- This secondary flight plan allows the operator to perform a second approach attempt with a view to landing and also to have a flight plan allowing the aircraft to regain altitude safely, if he cannot land when he has significantly passed the missed approach point MAP. Indeed, it is generally possible for the aircraft to approach the runway even if it cannot land there.
- the end of the flight plan at the end point 323 will allow the aircraft to be in a known situation: when the secondary flight plan is followed, the aircraft is at the end of it at same point as if it had followed the missed approach procedure 320. The aircraft is therefore then located at a point identified as being that from which it can start a new approach attempt, which simplifies the activities of the operator with no impact on air traffic controllers.
- the operator can follow the procedure initially defined in the secondary flight plan as far as landing runway 350 and land, if the conditions are met for a safe landing. If not, the operator has a procedure ready for a go-around and bringing the aircraft back to altitude.
- the method 200 then comprises a step 221 of receiving an instruction from the operator for a link between the initial active flight plan and the secondary flight plan.
- This step consists in receiving an indication from the operator that the two initial and secondary active flight plans must be linked, that is to say that each of the two flight plans can, as will be explained below , be selected automatically according to the evolution of the trajectory of the aircraft.
- This step of linking the initial active flight plan and a secondary flight plan therefore consists of an association between the two flight plans, allowing automatic selection of one or the other when certain conditions are met. This step ensures that the operator explicitly validates the link between the two flight plans.
- the two flight plans can be displayed simultaneously to the operator, who has a button to link the two flight plans.
- the flight plans can be linked or unlinked at any time, that is to say the operator can remove the link between the flight plan initial active flight and the secondary flight plan, or replace the secondary flight plan with a new secondary flight plan, which may or may not be linked to the initial active flight plan.
- the secondary flight plan depends on the initial active flight plan: by default, the flight plan followed is the initial active flight, and, if certain conditions are met while following the initial active flight plan and the link between the two flight plans is active, each of the two flight plans can be automatically selected.
- the method 200 includes a step 230 of detecting a possible go-around by the operator at the latest at the missed approach point MAP.
- the method 200 includes a step 240 for automatically activating the missed approach procedure 320.
- the method 200 comprises a step 250 of automatic selection of the secondary flight plan as the active flight.
- the old active flight plan becoming the secondary flight plan, it is said that there is an automatic selection of flight plans.
- the flight plan displayed as the active flight plan is the flight plan including procedures 330 and 340.
- Method 200 has several advantages. First, the operator always has a flight plan to follow. This allows the operator to ensure the safety of the aircraft in all circumstances.
- steps 230, 240 and 250 make it possible to automatically select the most appropriate procedure according to the actions of the operator.
- the operator if he realizes no later than the MAP that a landing is not possible under good conditions, to trigger a go-around to activate the missed approach procedure 320, and in otherwise to follow the final approach segment of the secondary flight plan, automatically selected to replace the active flight plan, which takes it to the landing strip, while guaranteeing, if necessary, the existence of a route making it possible to secure the aircraft if a landing is again not possible.
- the operator can make the link between the initial and secondary active flight plans in step 221 previously on landing, then the selection of the flight plans is executed automatically, without operator action during the landing. 'landing.
- the method 200 comprises, when no go-around has taken place at the latest at the missed approach point MAP, and the secondary flight plan is automatically selected in step 250, a step 260 of detecting a possible go-around by the operator for a predetermined duration after passing the missed approach point MAP.
- the initial flight plan is automatically re-selected as the active flight plan, and the missed approach procedure 320 is activated at step 240.
- the link between the two flight plans remains active for the predetermined duration.
- the selection of the secondary flight plan at step 250 generally modifies the ND: the operator is thus informed that the missed approach point MAP has been exceeded, and that the secondary flight plan has just automatically replaced the initial flight plan. If this does not correspond to the operator's need, and he must use the missed approach procedure 320, the operator therefore benefits from a delay to initiate the go-around, and thus automatically re-select the plan initial active flight plan and activate the missed approach procedure 320.
- the actions of the operator are simplified, because the most suitable flight plan is automatically selected according to the actions of the operator.
- the time in which this automatic selection is possible can be predetermined according to several criteria, in particular the reaction time of the operator (in order to give the operator time to initiate the go-around after observing the first automatic selection of flight plans).
- the activation of this procedure after passing the MAP can induce a change of heading that is all the more abrupt as the activation of the procedure is delayed. Indeed, a missed approach procedure is generally characterized by a consequent change in the heading of the aircraft.
- the possible activation time of the procedure after passage of the MAP must therefore be limited.
- a predefined delay of a few seconds is suitable. For example, a delay of 2 seconds generally provides good results.
- step 270 In the embodiments where an automatic flight plan selection is possible during a predetermined duration in step 270, different guidance methods are possible during this predetermined duration.
- a first guidance mode consists in keeping the guidance setpoint active in the initial flight plan for the predetermined duration after passing the MAP.
- a second guidance solution consists of the aircraft following, from the MAP, the new active flight plan (and therefore the approach procedure 330), while limiting the rate of roll during the predetermined period.
- the roll rate can be limited to a predefined rate, allowing both the aircraft to gradually settle on the approach procedure 330, and allowing, if the operator triggers a go-around during the period predetermined, to limit the roll of the aircraft to join the missed approach procedure 320.
- a third solution consists in inserting, during the automatic selection of the secondary flight plan, a segment DF towards the first waypoint of the visual approach procedure.
- This solution has the advantage of presenting a progressive and visible transition on the ND, from the current heading of the aircraft at the MAP, between the heading according to the initial active flight plan, and the heading necessary to reach the first waypoint of the secondary flight plan which has just automatically replaced the initial flight plan as the active flight plan.
- the invention thus makes it possible to link the initial flight plan and the secondary flight plan, and to maintain this link for a predetermined period after passage of the MAP.
- the operator can then choose to select one or the other of the flight plans, by means of a go-around during the predetermined period, while maintaining guidance of the aircraft whatever his decision. This therefore allows the operator to have an extremely intuitive solution to obtain the best flight plan.
- the secondary flight plan can be obtained in different ways.
- the secondary flight plan can be a pre-existing flight plan, for example established by the airline for a given airport.
- the secondary flight plan is established by the operator during the flight.
- the operator can establish the flight plan in a lightly loaded flight phase, such as the cruise phase.
- the operator can manually define the secondary flight plan.
- the operator can also select the secondary flight plan from several candidates generated by the flight management system and corresponding to the expected criteria. For example, the generation and selection of the secondary flight plan can be done as follows: - the operator sends to a flight management system of the aircraft a request to automatically obtain a secondary flight plan;
- the flight management system generates a plurality of candidate secondary flight plans: o starting at the missed approach point; o passing through the airstrip; o ending at a given final point, which may or may not be a point of the first missed approach procedure 320;
- the operator selects the secondary flight plan from among said candidate secondary flight plans.
- the secondary flight plan thus selected is then loaded at step 220.
- the linking step 221 can then be performed automatically or manually between the initial active flight plan and the selected secondary flight plan.
- the flight management system generates all the possible flight plans meeting the above criteria.
- the FMS can process them to convert them into a trajectory, for example via the TRAJ 120 module, and send the appropriate instructions to an autopilot and/or display the trajectory to the aircraft operator, in order to follow the trajectory.
- FIG. 4 represents an example of visualization of a flight plan and of procedures according to a set of embodiments of the invention.
- the visualization 400 can for example be presented to the operator on an ND (Navigation Display or horizontal display).
- the display 400 includes all the elements of the waypoints, flight plans and procedures represented in FIG. 3.
- a procedure is activated, or a flight plan is selected, the representation of the corresponding elements is highlighted on the representation 400.
- the secondary flight plan can be highlighted when it is selected. This allows the operator to obtain a visual indication of the procedure or the flight plan which will be followed by the aircraft.
- the display 400 can also include interface elements, for example buttons, allowing the operator to link, and if necessary to unlink, flight plans. The operator can thus view the initial and secondary flight plans, and link and/or unlink them when it seems appropriate.
- interface elements for example buttons, allowing the operator to link, and if necessary to unlink, flight plans. The operator can thus view the initial and secondary flight plans, and link and/or unlink them when it seems appropriate.
- Figure 5 shows a display of waypoints to the operator in one set of embodiments of the invention.
- This display can be made to the operator, for example on the MFD.
- It includes the display of the waypoints of the active flight plan 510, and the display of the waypoints of the secondary flight plan 520.
- FIG. 5 thus represents the initial display of the waypoints to the operator, when the aircraft has not yet passed the MAP.
- Figure 6 shows a modification of waypoint display to the operator in one set of embodiments of the invention.
- the secondary flight plan is automatically selected at step 250, the secondary flight plan therefore replaces the active flight.
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Abstract
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Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US18/013,723 US20240038075A1 (en) | 2020-07-17 | 2021-06-28 | Automatic selection of an aircraft flight plan in the approach phase |
EP21737053.5A EP4182906B1 (fr) | 2020-07-17 | 2021-06-28 | Sélection automatique d'un plan de vol d'aéronef en phase d'approche |
CN202180061432.1A CN116134501A (zh) | 2020-07-17 | 2021-06-28 | 在进近阶段自动选择飞行器飞行计划 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FRFR2007500 | 2020-07-17 | ||
FR2007500A FR3112642B1 (fr) | 2020-07-17 | 2020-07-17 | Sélection automatique d’un plan de vol d’aéronef en phase d’approche |
Publications (1)
Publication Number | Publication Date |
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WO2022012907A1 true WO2022012907A1 (fr) | 2022-01-20 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/EP2021/067643 WO2022012907A1 (fr) | 2020-07-17 | 2021-06-28 | Selection automatique d'un plan de vol d'aeronef en phase d'approche |
Country Status (5)
Country | Link |
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US (1) | US20240038075A1 (fr) |
EP (1) | EP4182906B1 (fr) |
CN (1) | CN116134501A (fr) |
FR (1) | FR3112642B1 (fr) |
WO (1) | WO2022012907A1 (fr) |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2893443A1 (fr) * | 2005-11-16 | 2007-05-18 | Thales Sa | Systeme et procede de changement de trajectoire d'apparoche du plan de vol d'un aeronef en phase d'approche d'une piste d'atterrissage comportant un point d'alignement |
FR2894368A1 (fr) * | 2005-12-07 | 2007-06-08 | Thales Sa | Dispositif et procede de construction automatisee de trajectoire d'urgence pour aeronefs |
FR3007854A1 (fr) * | 2013-06-28 | 2015-01-02 | Thales Sa | Procede et dispositif de calcul d'un plan de vol d'un aeronef en phase d'approche d'une piste d'atterrissage |
-
2020
- 2020-07-17 FR FR2007500A patent/FR3112642B1/fr active Active
-
2021
- 2021-06-28 US US18/013,723 patent/US20240038075A1/en active Pending
- 2021-06-28 WO PCT/EP2021/067643 patent/WO2022012907A1/fr active Application Filing
- 2021-06-28 CN CN202180061432.1A patent/CN116134501A/zh active Pending
- 2021-06-28 EP EP21737053.5A patent/EP4182906B1/fr active Active
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2893443A1 (fr) * | 2005-11-16 | 2007-05-18 | Thales Sa | Systeme et procede de changement de trajectoire d'apparoche du plan de vol d'un aeronef en phase d'approche d'une piste d'atterrissage comportant un point d'alignement |
FR2894368A1 (fr) * | 2005-12-07 | 2007-06-08 | Thales Sa | Dispositif et procede de construction automatisee de trajectoire d'urgence pour aeronefs |
FR3007854A1 (fr) * | 2013-06-28 | 2015-01-02 | Thales Sa | Procede et dispositif de calcul d'un plan de vol d'un aeronef en phase d'approche d'une piste d'atterrissage |
Also Published As
Publication number | Publication date |
---|---|
EP4182906B1 (fr) | 2024-04-03 |
CN116134501A (zh) | 2023-05-16 |
FR3112642B1 (fr) | 2023-03-03 |
FR3112642A1 (fr) | 2022-01-21 |
US20240038075A1 (en) | 2024-02-01 |
EP4182906A1 (fr) | 2023-05-24 |
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