SYSTEM FOR ASSISTANCE WITH OPERATIONS TO BE PERFORMED IN AN AIRCRAFT DURING A GROUND MOVEMENT PHASE IN AN AIRPORT

Abstract

The invention proposes a method for assisting operations to be performed during a ground movement phase at an airport. The method comprises: obtaining, for at least one ground movement phase performed at an airport by an aircraft in a fleet, information representing each event from a list of events, as well as a geolocation point for said event and a condition of the ground movement phase; determining (512), for at least one route, an occurrence rate for each event occurring on said route, and per geolocation point, solely from the information for which the ground movement phase condition satisfies a predefined criterion. The method includes providing information representing the determined occurrence rate and an associated geolocation point. Thus, it is possible to easily decide on a presumed ideal location to perform an operation based on previous events.Figure to be published with the abbreviation: Fig. 5B.

Description

Title of the invention: SYSTEM FOR ASSISTANCE WITH OPERATIONS TO BE CARRIED OUT IN AN AIRCRAFT DURING A GROUND MOVEMENT PHASE IN AN AIRPORT Technical field

[0001] The present invention relates to a system for assisting operations to be carried out in an aircraft during a ground movement phase in an airport, and a method implemented by said system. The present invention relates in particular to the field of assistance in decision-making for carrying out operations during ground movement and aims to display a graphical representation of the taxiways of an airport making it possible to visualize at each geolocation point of an airport, a quantity of identical events carried out during previous ground movement phases of a fleet of aircraft. STATE OF PRIOR ART

[0002] In an airport, an aircraft moves on the ground during a ground movement phase, such as a taxi phase or a movement phase on a takeoff or landing runway, whether before takeoff or after landing. Such ground movement allows the aircraft to cover a distance between a departure point, such as a boarding gate in the case of takeoff, to an arrival point, such as a takeoff runway threshold in the case of takeoff. Several operations must thus be carried out to cover said distance and prepare the aircraft for takeoff or allow it to stop. However, some of these operations must be triggered, between the departure point and the arrival point, at an optimal time making it possible, for example, to limit the cost, fuel consumption, wear of consumables such as brakes and tires or the time spent between the departure point and takeoff.

[0003] In particular, the ground movement phase does not require that two propulsion engines of the aircraft be ignited since a single propulsion engine is sufficient to allow the aircraft to move on the ground. The ignition of a single propulsion engine thus makes it possible to save fuel. However, the takeoff of the aircraft requires that the second propulsion engine be ignited and ready. In other words, a warm-up time between the ignition of the second propulsion engine and takeoff is necessary. Thus, the operation of igniting the second propulsion engine must be carried out at an optimal time between the departure point and the arrival point in order to save fuel while minimizing the waiting time at a threshold or at a stopping point of the takeoff runway.

[0004] However, such an optimal time can be difficult to determine, in particular due to the configuration of the taxiways which varies greatly from one airport to another. Travel times on the taxiways of an airport can also vary according to particularities linked to the climate, the airport's traffic, or even the airport's traffic rules. It is then difficult for a pilot to determine at what time, and therefore at what location in the airport, to carry out the operation in question.

[0005] It is then desirable to overcome these drawbacks of the state of the art.

[0006] It is particularly desirable to provide a solution which makes it possible to assist in decision-making concerning the place, in an airport, where to carry out an operation. Disclosure of the invention

[0007] An object of the present invention is to propose a method for assisting operations to be carried out in an aircraft on the ground in an airport, the method comprising obtaining, for at least one phase of movement on the ground carried out in a given airport, by an aircraft of a fleet of aircraft, and according to a route traveled, one or more pieces of information each representing an event carried out during the phase of movement on the ground, the event being defined from a list of predefined events, as well as a geolocation point at which the event is carried out; obtaining, in association with each piece of information representative of an event, at least one piece of information on the condition of the phase of movement on the ground;to determine, for at least one predetermined route, a rate of occurrence of each predefined event carried out during a ground movement phase carried out according to the predetermined route, and by geolocation point, from the information obtained, the rate of occurrence of each predefined event being determined solely from the information representative of the predefined event for which the at least one condition of the ground movement phase verifies at least one predefined criterion; and to provide information representative of at least one determined rate of occurrence and at least one geolocation point associated with said rate of occurrence.;

[0008] Thus, it is possible to easily know a rate of occurrence of a predefined event previously carried out by other aircraft during ground movement phases in the same airport and to know the place of occurrence. This allows a pilot to easily decide on a presumed ideal place to carry out an operation from previous events.

[0009] According to a particular embodiment, providing information representative of at least one determined occurrence rate as well as at least one geolocation point associated with said occurrence rate comprises operating a graphical representation of each determined occurrence rate, by superposition with a plan of the circum- airport construction.

[0010] According to a particular embodiment, the method further comprises determining, for a determined departure point and a determined arrival point, a rate of occurrence of passage of at least one aircraft of the fleet per geolocation point of at least one route traveled during a phase of movement on the ground between the determined arrival point and the determined departure point and further comprises providing information representative of at least one determined rate of occurrence of passage and at least one geolocation point associated with said rate of occurrence of passage.

[0011] According to a particular embodiment, providing information representative of at least one determined passage occurrence rate and at least one geolocation point associated with said passage occurrence rate comprises operating a graphical representation of each determined passage occurrence rate, by superposition with a plan of the airport taxiways.

[0012] According to a particular embodiment, a first event from the list of predefined events is an ignition of a second propulsion engine of the aircraft.

[0013] According to a particular embodiment, a second event from the list of predefined events is a temperature state of the second propulsion engine sufficient to allow takeoff.

[0014] According to a particular embodiment, the at least one predefined criterion is a time period of the day and / or a day of the week and / or a time period of the year and / or a type of aircraft and / or a meteorological criterion.

[0015] According to a particular embodiment, the method further comprises selecting at least one geolocation point at which the occurrence rate of a predefined event is the highest, and initiating automatic piloting comprising carrying out, at said selected geolocation point, an operation associated with said predefined event.

[0016] The invention also relates to a system for assisting operations to be carried out on the ground, in an aircraft, during a ground movement phase carried out in a given airport, the system comprising electronic circuitry configured to: obtain, for at least one ground movement phase carried out in a given airport, by an aircraft of a fleet of aircraft, and according to a route traveled, one or more pieces of information each representing an event carried out during the ground movement phase, the event being defined from a list of predefined events, as well as a geolocation point at which the event is carried out; obtain, in association with each piece of information representative of an event, at least one piece of condition information of the ground movement phase; determine, for at least one predetermined route, a rate of occurrence of each predefined event carried out during a ground movement phase carried out according to the predetermined route, and by geolocation point, from the information obtained, the occurrence rate of each predefined event being determined solely from the information representative of the predefined event for which the at least one condition of the ground movement phase verifies at least one predefined criterion; and provide information representative of at least one determined occurrence rate and at least one geolocation point associated with said occurrence rate. Brief description of the drawings

[0017] The characteristics of the invention mentioned above, as well as others, will appear more clearly on reading the following description of at least one exemplary embodiment, said description being made in relation to the attached drawings, among which:

[0018] [Fig-1] schematically illustrates a system for assisting operations to be carried out by an aircraft during a ground movement phase at an airport.;

[0019] [Fig.2] schematically illustrates the aircraft;

[0020] [Fig.3] schematically illustrates a diagram resulting from a graphical representation of each occurrence rate;

[0021] [Fig.4] schematically illustrates an example of a hardware platform making it possible to implement, in the form of electronic circuitry, a data management system of the assistance system;

[0022] [Fig.5A] schematically illustrates the first steps of an assistance method implemented by the assistance system;

[0023] [Fig.5B] schematically illustrates second steps of the assistance method implemented by the assistance system;

[0024] [Fig.6] schematically illustrates optional filtering steps of the assistance method; and

[0025] [Fig.7] schematically illustrates filtering steps of the assistance method.

[0026] DETAILED DESCRIPTION OF EMBODIMENTS

[0027] [Fig. 1] thus schematically illustrates an assistance system 1 for operations carried out during a ground movement phase in an airport by an aircraft 2 benefiting from the assistance system 1. A ground movement phase is a period during which an aircraft moves on the ground in an airport, such as for example during a taxiing phase, during a takeoff preparation phase, before the wheels of the aircraft 2 lift off the ground or during a landing phase after the wheels of the aircraft 2 come into contact with the ground. A ground movement phase extends, within the meaning of the invention, to any operation during which at least one wheel of the aircraft 2 is in contact with the ground. A ground movement phase may for example, including movement before takeoff or after landing, in order to cover a distance between a starting point, such as a boarding gate, and an arrival point, such as a takeoff and landing runway threshold. According to another example, a ground movement phase includes a braking operation after the wheels of the aircraft 2 have touched the ground during a landing. An operation carried out during a ground movement phase is carried out by a piloting system or by a pilot in order to allow an aircraft to move on the ground and prepare for a takeoff or a stop of said aircraft. The ignition of the second propulsion engine of an aircraft and the braking of an aircraft are two examples of operations.

[0028] The assistance system 1 comprises a data management system 10, making it possible to collect, process and provide data. The data management system 10 comprises a list of predefined events which can or must be carried out during a ground movement phase. A predefined event can be an operation, such as the ignition of the second propulsion engine or the actuation of a brake, a variation in the state of a parameter, for example a temperature of the second propulsion engine which reaches or exceeds a predefined threshold, or a verified condition, for example a second engine ready to perform a takeoff or contact between the tires and the ground. Each predefined event in the list is associated with at least one operation to be carried out and makes it possible to give an indication of the performance of an operation or an indication of the achievement of a result after the performance of said operation.

[0029] The data management system 10 is configured to obtain, from at least one aircraft 131 of a fleet 13, at least one piece of information representative of an event from the list of predefined events. Each piece of information obtained is representative of an event having been carried out during a ground movement phase carried out by an aircraft 131 of the fleet 13 in a given airport. The data management system 10 is further configured to obtain, for each piece of information representative of an event, information representative of a path traveled during the ground movement phase in question, between a starting point and an arrival point.

[0030] The information representative of the events is obtained from databases of the fleet 13 of aircraft 131, such as the ACMS (for “Aircraft Condition Monitoring System” in English), DAR (for “Direct Access Recording” in English), or FOMAX (for “Flight Operations and Maintenance Exchanger” in English) databases of each aircraft 131, by way of examples.

[0031] According to one embodiment, the information representative of the events is obtained by means of a wireless communication link 101 between an aircraft 131 of the fleet 13 and the data management system 10. Said information can be obtained in real time, periodically, at the end of a ground movement phase, or at the end of a flight, in other words at the end of a ground movement phase following a landing. According to one embodiment, said information is obtained by means of an information storage medium which is physically transported between the aircraft 131 and a communication interface of the data management system 10. The physical transport is for example carried out by a pilot of the aircraft 131 at the end of a flight, when the aircraft 131 is stopped.

[0032] The data management system 10 is further configured to obtain, for each item of information representative of an event, geolocation information, in the airport, at which said event is carried out. According to one embodiment, the geolocation information is obtained in association with the information representative of the event carried out at said geolocation, for example when the information representative of the event and the associated geolocation information are generated jointly.

[0033] According to one embodiment, the geolocation information is obtained separately from the information representative of the event, and in association with a timestamp. The information representative of the event is in this case obtained in association with a timestamp. The data management system 10 associates each piece of information representative of an event originating from an aircraft 131 with the geolocation information of the same aircraft 131 which has the same timestamp. For example, the information representative of an event obtained from an ACMS database is associated with geolocation information obtained from an ADS-B (for “Automatic Dependent Surveillance-Broadcast”) database of the same aircraft 131.

[0034] Each geolocation information is converted into a geolocation point in the airport placed on a taxiway. A geolocation point in the airport is defined as a portion of the airport surface having a determined area. A geolocation point in the airport further placed on a taxiway is a geolocation point whose coordinates are identified as being at a location on a taxiway. For this, the data management system 10 includes or obtains a database of the taxiways of the airport including all of the geolocation points of the airport placed on the taxiways.The data management system 10 then determines, for each geolocation information obtained and associated with information representative of an event, the geolocation point of the nearest airport located on a taxiway, based on the assumption that the aircraft 131 does not taxi or stop on non-trafficable terrain. The taxiways. Airport traffic areas include parking areas at the boarding gates.

[0035] The data management system 10 is further configured to determine, for at least one predefined event from the list of predefined events, an occurrence rate of said event, per geolocation point. The occurrence rate is further determined for at least one determined path, in other words by taking into account information representative of an event which is carried out during a ground movement phase carried out according to said at least one determined path. The assistance system 1 is further configured to provide information representative of at least one determined occurrence rate and at least one geolocation point associated with said occurrence rate.

[0036] According to one embodiment, the assistance system 1 further comprises a display 12, which can be arranged in the aircraft 2. The display 12 is configured to provide a graphical representation of each occurrence rate of at least one predefined operation. Each occurrence rate is, for example, represented, on a map of the airport's taxiways, by an indicator positioned spatially, relative to said taxiways, according to its geolocation point in the airport, the indicator comprising a characteristic representative of the occurrence rate in question.

[0037] It is thus possible for a pilot to easily visualize a statistical distribution associating with each geolocation point of the airport a rate of occurrence of a predefined event specific to this geolocation point. For example, a pilot who wishes to have an indication of the optimal place to ignite the second engine of the aircraft 2 on a determined route that he must make before takeoff can visualize at which geolocation point of the airport the greatest number of aircraft 131 of the fleet 13 ignited the second propulsion engine on said route, during previous ground movement phases. The pilot can further visualize other geolocation points of the route at which many aircraft 131 ignited their second propulsion engine and other places at which few or no aircraft 131 ignited their second propulsion engine.The pilot can then decide to perform the operation of igniting the second engine at a geolocation point of the route where it seems most appropriate to perform said operation even if he is unfamiliar with the airport in question, taking into account previous ground movement phases. According to another example, the pilot can visualize at which geolocation point of a landing runway in the airport the greatest number of aircraft 131 have placed their tires in contact with the ground and / or have initiated braking. This allows, for example, the pilot to more easily make a decision in order to reduce brake wear and tire wear.

[0038] Furthermore, the pilot can select the geolocation point where it seems most appropriate to initiate automatic piloting, for example at least one geolocation point at which the occurrence rate of a predefined event is the highest. The automatic piloting then comprises carrying out, at said selected geolocation point, an operation associated with the predefined event. In the case where several geolocation points are associated with the same occurrence rate, in other words with an occurrence rate of the same value, it is possible to select a geolocation point from among said several geolocation points according to an additional criterion.

[0039] According to one embodiment, the data management system 10 is further configured to determine a rate of occurrence of the passage of at least one aircraft 131 of the fleet 13 at each geolocation point of the airport, and for a determined departure point and a determined arrival point. The rate of occurrence of passage is determined by taking into account all of the ground movement phases carried out between the determined departure point and the determined arrival point. For example, the data management system 10 selects, from the information obtained, each representative of a path traveled during a ground movement phase, the information representative of the paths traveled between said determined departure point and said determined arrival point, then determines for each path whose information is selected, all of the geolocation points of said path.The data management system 10 associates an aircraft passage 131 with each geolocation point of each selected route and then determines the rate of occurrence of passage of at least one aircraft 131 at each geolocation point. The data management system 10 then provides at least one determined rate of occurrence of passage as well as at least one geolocation point associated with said rate of occurrence of passage. For example, the display 12 is configured to operate a graphical representation of each rate of occurrence of passage of at least one determined aircraft for said determined starting point and determined arrival point. It is then easy to visualize the taxiways through which the greatest number of aircraft 131 pass during phases of movement on the ground carried out between two determined points.

[0040] The data management system 10 is further configured to obtain ground movement condition (or characteristic) information of at least one ground movement phase performed by an aircraft 131 of the fleet 13 and to associate the ground movement condition information of a ground movement phase with each piece of information representative of an event performed during said ground movement phase. The ground movement condition information may comprise time information of the ground movement phase, such as a time and a date, or even an aircraft type or an aircraft weight class. The ground movement condition information may further include weather conditions of each phase of ground movement in the airport, such as wind direction and speed, temperature, or atmospheric pressure. Said information is obtained from, for example, databases of aircraft 131 of the fleet 13 or from a weather data supply service.

[0041] The assistance system 1 is further configured to allow filtering of the information obtained according to the ground movement condition information and to display the graphical representation 30 taking into account said filtering. For example, the assistance system 1, preferably the display 12 of the assistance system 1, comprises a human-machine interface, configured to allow a user to select ground movement condition information satisfying a predefined criterion. The predefined criterion is for example a predefined time period of the day and / or a day of the week and / or a predefined time period of the year and / or a predefined route taken between the starting point and the arrival point of the ground movement phase and / or a predefined type of aircraft and / or a predefined meteorological criterion such as a wind speed and / or a wind direction and / or an atmospheric pressure.The assistance system 1 detects said selected predefined criterion and selects the information representative of the event which is associated with information on associated ground travel conditions verifying the predefined criterion. The determination of the occurrence rate of a predefined event, by geolocation point, and for at least one predetermined journey, is then carried out by taking into account only the information representative of the event selected during the filtering.

[0042] It is then possible to easily view only part of the information obtained for which the ground movement phase verifies predefined ground movement conditions. For example, it is possible to view the occurrence rate of the ignition of the second propulsion engine only for the ground movement phases which were carried out between 6 a.m. and 8 a.m., in the months of December, January and February. This allows a pilot to identify without particular effort the geolocation point where the largest proportion of the aircraft 131 of the fleet 13 ignited the second propulsion engine in traffic conditions or weather conditions considered similar.

[0043] According to a first embodiment, the display 12 operates a graphical representation of each occurrence rate of a single predefined event on the same plane. According to a second embodiment, the display 12 operates a graphical representation, on the same plane, of each occurrence rate of several predefined events, which makes it possible to observe a correlation between the geolocation points where a first predefined event, for example the ignition of the second engine of propulsion, is carried out and the geolocation points where a second predefined event, for example a temperature of the second propulsion engine sufficient to allow takeoff, is achieved. The pilot can then decide to carry out the operation of lighting the second propulsion engine depending on the geolocation point at which he expects to obtain a temperature sufficient to allow takeoff.

[0044] According to an exemplary embodiment, the assistance system 1 further comprises a processing unit 11, arranged in the aircraft 2 and configured to send to the data management system 10 an occurrence rate request and to receive, in response to said occurrence rate request, and from the data management system 10, information representative of events obtained and / or determined occurrence rates. The processing unit 11 is further configured to provide information representative of at least one determined occurrence rate, for example to transmit to the display 12 the determined occurrence rates, when the display 12 is further arranged in the aircraft 2. According to a particular embodiment, the processing unit 11 determines each occurrence rate from information obtained from the data management system 10.

[0045] [Fig. 2] schematically illustrates the aircraft 2 benefiting from the assistance system 1. According to one embodiment, the assistance system 1 is a system on board the aircraft 2. According to one embodiment, the data management system 10 of the assistance system 1 is a remote system communicating with the aircraft 2 and the display 12 is on board the aircraft 2.

[0046] [Fig. 3] schematically illustrates a diagram 30 resulting from a graphical representation, operated by the display 12, of each occurrence rate. Diagram 30 represents taxiways of the airport, represented here in continuous thin lines, and a take-off runway 302, the outline of which is represented here in dotted lines. According to the example illustrated, diagram 30 comprises a path 303, represented in continuous thick lines, between a departure point 304 and an arrival point 305.

[0047] The diagram 30 further comprises a set of indicators each representing a rate of occurrence of the same predefined event, each indicator being illustrated here by a triangular symbol of variable size depending on the rate of occurrence. The larger the triangular symbol, the higher the rate of occurrence. Each indicator is positioned on an area of ​​the graphic representation 30 corresponding to the geolocation point at which the rate of occurrence is determined.

[0048] According to an alternative embodiment not shown, each indicator of the set of indicators is represented by a colored zone, the color of which varies according to the occurrence rate. The set of indicators is thus represented by a range of colors defined in a predetermined order, for example blue, green, yellow, orange then red, and the indicator color approaches red as the rate of occurrence increases.

[0049] According to one embodiment, the graphic representation 30 comprises a legend 31 making it possible to represent the range of sizes of the symbol or the range of colors, in other words to represent a variable characteristic of the set of indicators making it possible to visualize the variations in the rate of occurrence of the event from one geolocation point to another.

[0050] The pilot then easily visualizes the geolocation point at which a predefined event is performed for the greatest number of previous ground movement phases considered. He can thus select a geolocation point at which the indicator comes closest to a second predefined criterion, for example, comes closest to a maximum of a range of sizes or colors. The pilot can then easily decide to perform, at said selected geolocation point, an operation associated with the predefined event in question.

[0051] According to one embodiment, the assistance system 1 is configured to obtain a geolocation point of the aircraft 2 in real time and to operate a graphical representation of said geolocation point of the aircraft 2 in real time, represented here in diagram 30 by a symbol 306.

[0052] [Fig.4] schematically illustrates an example of a hardware platform allowing to implement, in the form of electronic circuitry, the data management system 10.

[0053] The hardware platform comprises, connected by a communication bus 410: a processor or CPU (“Central Processing Unit” in English) 401; a RAM (“Read-Only Memory” in English) 402; a read-only memory 403, for example of the ROM (“Read Only Memory” in English) or EEPROM type ("Electrically-Erasable Programmable ROM" in English), such as Flash memory; a storage unit, such as a hard disk drive (HDD) 404, or a storage media reader, such as an SD card reader (Secure Digital" in English); and an I / f interface manager 405.

[0054] The I / f interface manager 405 allows the data management system 10 to interact with aircraft databases 131 of the fleet 13, with an airport database and / or a meteorological data supply service if applicable, and with the processing unit 11 and / or the display 12.

[0055] The processor 401 is capable of executing instructions loaded into the RAM 402 from the ROM 403, an external memory, a storage medium (such as an SD card), or a communications network. When the hardware platform is powered on, the processor 401 is capable of reading from the RAM 402 of instructions and to execute them. These instructions form a computer program causing the implementation, by the processor 401, of all or part of the steps, methods and operations described herein in relation to the data management system 10.

[0056] All or part of the steps, methods and operations described herein may thus be implemented in software form by executing a set of instructions by a programmable machine, for example a DSP (Digital Signal Processor) type processor or a microcontroller, or be implemented in hardware form by a machine or a dedicated electronic component (chip) or a set of dedicated electronic components (chipset), for example an FPGA (Field Programmable Gate Array) or ASIC (Application Specified Integrated Circuit) component. In general, the data management system 10 comprises electronic circuitry adapted and configured to implement the operations, methods and steps described herein in relation to said data management system 10.

[0057] The processing unit 11 may be implemented by a hardware platform similar to that illustrated in [Fig.4], in the form of electronic circuitry. In other words, the processing unit 11 comprises electronic circuitry adapted and configured to implement the operations, methods and steps described here in relation to said processing unit 11. The I / f interface manager 405 of the processing unit 11 allows the processing unit 11 to interact with the data management system 10 and with the display 12, as well as with the human-machine interface if applicable.

[0058] [Fig.5A] schematically illustrates the first steps of an assistance method implemented by the assistance system 1.

[0059] In a first step 501, the data management system 10 obtains information representative of at least one event from a list of predefined events, as well as geolocation information associated with each piece of information representative of an event. The data management system 10 converts each piece of geolocation information obtained into a geolocation point of the airport. The data management system 10 further obtains, for each piece of information representative of an event carried out during a ground movement phase, information representative of a route traveled during said ground movement phase.

[0060] In a step 502, the data management system 10 obtains information on the conditions of the ground movement phases and associates, for each ground movement phase, the information on the conditions of the ground movement phase with each piece of information representative of an event carried out during said de- ground placement.

[0061] [Fig.5B] schematically illustrates second steps of the assistance method implemented by the assistance system 1.

[0062] In a first step 511, the data management system 10 receives an occurrence rate request, for example from the aircraft 2. Step 511 is implemented each time an occurrence rate request is received. The occurrence rate request is sent, for example, when a pilot triggers sending such a request at the start of a ground movement phase. According to one embodiment, the occurrence rate request is sent by the processing unit 11. The occurrence rate request comprises information representative of at least one determined path, between a determined starting point and a determined arrival point. The determined path is, for example, a path to be taken during a ground movement phase of the aircraft 2.

[0063] In a following step 512, the data management system 10 determines, for the at least one determined path, a rate of occurrence of each predefined event carried out during a ground movement phase carried out according to said at least one determined path, and by geolocation point. For this, the data management system 10 selects, from all the information obtained and available, each piece of information representative of a predefined event which is associated with information representative of a path traveled identical to the determined path.

[0064] According to one embodiment, the occurrence rate request received in step 511 further comprises at least one predefined event from the list of predefined events. Said at least one predefined event is for example selected by a pilot of the aircraft 2. In this case, the system determines, in step 512, occurrence rates only for each predefined event transmitted in the occurrence rate request.

[0065] In a following step 513, the assistance system 1 provides information representative of at least one determined occurrence rate as well as at least one geolocation point associated with said occurrence rate. For example, the display 12 provides a graphical representation of each occurrence rate of at least one predefined event by superimposing it on a map of the airport's taxiways.

[0066] [Fig.6] schematically illustrates optional steps of the assistance method that can be implemented prior to steps 511 to 513.

[0067] In a step 601, the data management system 10 receives a second occurrence rate request, called a passage occurrence rate request, originating for example from an aircraft 2. Step 601 is implemented upon each reception of a passage occurrence rate request.

[0068] The passage occurrence rate query includes representative information from a specific starting point and a specific arrival point.

[0069] In a following step 602, the data management system 10 determines a rate of occurrence of the passage of at least one aircraft 131 of the fleet 13 at each geolocation point, for said determined departure and arrival points.

[0070] In a following step 603, the assistance system 1 provides information representative of at least one determined passage occurrence rate as well as at least one geolocation point associated with said passage occurrence rate. For example, the display 12 provides a graphical representation of each determined passage occurrence rate of at least one aircraft, by superimposing it on a map of the airport taxiways.

[0071] [Fig.7] schematically illustrates filtering steps of the assistance method.

[0072] In a step 701, the assistance system 1 receives a filtering request, for example from the human-machine interface, said filtering request comprising at least one filtering criterion from a list of predefined filtering criteria.

[0073] In a step 702, the assistance system 1 filters the information representative of events according to the filtering request. For this, the assistance system 1 detects the filtering criterion of the filtering request, then selects each information representative of an event which is associated with a piece of ground movement phase condition information satisfying said predefined criterion.

[0074] In a step 703, the assistance system 1 determines a modified occurrence rate, for each geolocation point, of each predefined event from the information selected in the previous step 702.

[0075] In a step 704, the assistance system 1 provides information representative of at least one modified occurrence rate as well as at least one geolocation point associated with said occurrence rate. For example, the display 12 provides a graphical representation of each determined modified occurrence rate, by superimposing it on the airport taxiways.

[0076] The invention is not limited to the embodiments and examples described, but more generally to any method making it possible to provide a flight crew of an aircraft with a rate of occurrence of an event defined from a list of predefined events, previously carried out by other aircraft (ideally of the same type), during a phase of movement on the ground in the same airport, as well as at least one geolocation point associated with the rate of occurrence provided. For example, the presumed ideal location for ignition of a second engine can be indicated to the pilots when the first engine is ignited, based on previous events.

Claims

Claims

1. Method for assisting operations to be carried out in an aircraft (2), during a ground movement phase in an airport, the method comprising: - obtaining (501), for at least one ground movement phase carried out in a given airport, by an aircraft (131) of a fleet (13) of aircraft, and according to a route traveled, one or more pieces of information each representing an event carried out during said ground movement phase, the event being defined from a list of predefined events, as well as a geolocation point at which said event is carried out, - obtaining (502), in association with each piece of information representative of an event, at least one piece of condition information of the ground movement phase, - determining (512), for at least one predetermined route, a rate of occurrence of each predefined event carried out during a ground movement phase carried out according to said predetermined route,and by geolocation point, from the information obtained, the occurrence rate of each predefined event being determined (703) solely from the information representative of the predefined event for which the at least one condition of the ground movement phase verifies at least one predefined criterion, and - provide information representative of at least one determined occurrence rate and at least one geolocation point associated with said occurrence rate.,

2. Method according to claim 1, in which providing information representative of at least one determined occurrence rate and at least one geolocation point associated with said occurrence rate comprises operating (513) a graphical representation of each determined occurrence rate, by superposition with a plan of the airport traffic lanes.

3. A method according to any one of claims 1 and 2, further comprising determining (602), for a determined starting point and a determined arrival point, a rate of occurrence of passage of at least one aircraft of the fleet per geolocation point of at least one route traveled during a phase of movement on the ground between the determined arrival point and the determined departure point and further comprising providing information representative of at least one determined rate of occurrence of passage as well as at least one geolocation point associated with said rate of occurrence of passage.

4. Method according to claim 3, in which providing information representative of at least one determined passage occurrence rate and at least one geolocation point associated with said passage occurrence rate comprises operating a graphical representation of each determined passage occurrence rate, by superposition with a plan of the airport taxiways.

5. A method according to any one of claims 1 to 4, wherein a first event in the list of predefined events is an ignition of a second propulsion engine of the aircraft.

6. The method of claim 5, wherein a second event in the list of predefined events is a temperature condition of the second propulsion engine sufficient to allow takeoff.

7. Method according to any one of claims 1 to 6, wherein the at least one predefined criterion is a time period of the day and / or a day of the week and / or a time period of the year and / or an aircraft type and / or a meteorological criterion.

8. Method according to any one of claims 1 to 7, further comprising selecting at least one geolocation point at which the occurrence rate of a predefined event is the highest, and initiating automatic piloting comprising carrying out, at said selected geolocation point, an operation associated with said predefined event.

9. System for assisting operations to be carried out on the ground, in an aircraft (2), during a phase of movement on the ground carried out in a given airport, the system comprising electronic circuitry configured to: - obtain (501), for at least one phase of movement on the ground carried out in a given airport, by an aircraft of a fleet of aircraft, and according to a route traveled, one or more pieces of information each representing an event carried out during said phase of movement on the ground, the event being defined from a list of predefined events, as well as a geolocation point at which said event is carried out, obtaining (502), in association with each information representative of an event, at least one information item of condition of the ground movement phase, determining (512), for at least one predetermined path, a rate of occurrence of each predefined event carried out during a ground movement phase carried out according to said predetermined path, and per geolocation point, from the information item(s) obtained, the rate of occurrence of each predefined event being determined (703) solely from the information representative of the predefined event for which the at least one condition of the ground movement phase verifies at least one predefined criterion, and providing information representative of at least one determined rate of occurrence and at least one geolocation point associated with said rate of occurrence.

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