Method and system for operating a flight phase assisted piloted aircraft and aircraft

Abstract

The invention relates to a method and a system for assisting the piloting of an aircraft during an operational flight phase, and to an aircraft, the method comprising the following steps: a) determining the current flight conditions of the aircraft; b) determining a first approach distance using at least the current flight conditions; c1) determining the current position of the aircraft and selecting a first point on a screen in the cockpit of the aircraft, the first point being a function of the current position of the aircraft; c2) selecting a second point close to the landing runway; and c3) controlling the display on the screen in the cockpit of a first circular arc centered on the second point and having a radius that is a function of the first approach distance, this first circular arc being such that, on the one hand, the first circular arc intersects at a third point a straight line passing through the first point and passing through the second point, and, on the other hand, the length of the portion of the first circular arc displayed on the screen between the third point and the first extremity of the first circular arc corresponds to a predetermined length.

Description

Technical Field

[0001] This invention relates to a method and system for assisting in piloting an aircraft during the operational flight phase. Background Technology

[0002] During the operational flight phase, the aircraft may land on a runway. This operational flight phase can specifically correspond to the approach phase for landing on a runway. For an aircraft (especially a transport aircraft) to land on a runway, where it is flying with its current energy at the current moment, it is necessary to manage its energy consumption during the approach to the runway so that, on the one hand, the contact between the aircraft and the ground during the approach is not too sudden, and on the other hand, once on the ground, the aircraft has sufficient braking capacity to stop before the end of the runway. For this purpose, landing procedures stipulate that when the aircraft reaches a so-called steady point during descent, it must be in a state known as a "steady state," which has a corresponding predetermined altitude relative to the ground, defined in the landing procedure selected by the pilot. The predetermined altitude may be, for example, 1000 feet (approximately 300 meters) or 500 feet (approximately 150 meters). A steady state corresponds to steady approach conditions, which specifically include predetermined and stable (i.e., time-invariant) approach velocity and approach inclination defined in the landing procedure under consideration. These steady approach conditions must be maintained for the remainder of the approach process to the landing runway, up to an altitude of, for example, 50 feet (approximately 15 meters) directly above the runway. At a given moment, the aircraft's energy corresponds to the sum of its potential energy, on the one hand, due to the altitude difference between its position at that moment and the position of the landing runway, and on the other hand, its kinetic energy at that moment.

[0003] When a pilot intends to conduct an operational phase in which the aircraft may land on the runway, it is desirable that he or she has cockpit indicators that allow him or she to assess whether the aircraft can land in good conditions on the runway. Specifically, it is desirable that these indicators enable the pilot to assess whether the aircraft's current energy consumption can be managed as it approaches the runway, allowing for a stable state at the predetermined altitude, thus ensuring that, on the one hand, contact with the ground is not too abrupt, and on the other hand, that once on the ground, the aircraft has sufficient braking capacity to stop before reaching the end of the runway. Documents FR 2885439 and FR2908220 describe a first and a second arc displayed on the cockpit navigation screen. The first arc corresponds to the minimum approach distance according to an optimized approach for achieving stable approach conditions, and the second arc corresponds to the standard approach distance according to a standard approach for achieving stable approach conditions. Each distance is defined between the projection of the aircraft's current position on the horizontal plane and the projection of the aircraft's contact point with the ground on the horizontal plane. Throughout the specification, the term "optimal approach" refers to the minimum approach distance according to the optimal approach, which corresponds to a strategy for maximizing the aircraft's energy consumption and, therefore, to the maximum deceleration of the aircraft in terms of its operational performance level (particularly through management of the aircraft's aerodynamic configuration, such as air brakes). These two arcs allow the pilot to better assess the aircraft's ability to land on the runway in favorable conditions by comparing the positions of these arcs with the positions of the runway indicated on the navigation screen. However, the display of these arcs on the navigation screen depends on the display range selected by the pilot. If the selected display range is not large enough, these arcs may not be displayed on the screen, and thus will not inform the pilot of the aircraft's ability to land in good conditions on the runway. Furthermore, when the navigation screen is configured in ARC mode and the runway is located behind the aircraft, the runway's position will not be displayed on the navigation screen. Even if two arcs are displayed, they will not allow the pilot to assess the aircraft's ability to land in good conditions on the runway because the runway is not shown on the screen. This is in... Figure 1 The diagram illustrates the situation described. This diagram represents a navigation screen of the ND (Navigation Display) type, which typically displays:

[0004] - Symbol 10, which indicates the aircraft's current position;

[0005] -Standard distance class 17, which is defined relative to the current position of the aircraft shown by symbol 10;

[0006] -Standard angle deviation level 16;

[0007] - Line chart 13 with waypoint 15, which shows the theoretical flight trajectory of the aircraft in a projection in a horizontal plane.

[0008] The screen also shows a first arc C1 in front of the aircraft, associated with the minimum approach distance, and a second arc C2, associated with the standard approach distance. In the example shown, the landing runway is located behind the aircraft and is therefore not visible on the navigation screen. Consequently, the pilot has difficulty interpreting the display of the two arcs C1 and C2. Summary of the Invention

[0009] The purpose of this invention is to overcome the aforementioned drawbacks. This invention relates to a method for assisting the piloting of an aircraft during the operational flight phase, during which the aircraft may land on a landing runway. According to the method, the following sequential steps are performed automatically and separately:

[0010] a) Determine the current flight conditions of the aircraft using an information acquisition device;

[0011] b) Using the processing unit, at least the current flight conditions are used to determine a first approach distance, the first approach distance being selected from the following approach distances corresponding to the distance between the projection of the aircraft's current position on the horizontal plane and the projection of its contact position with the ground on the horizontal plane:

[0012] b1) Based on the minimum approach distance required to achieve the optimal approach conditions for stable approach;

[0013] b2) The standard approach distance based on the standard approach used to achieve stable approach conditions; and

[0014] c) The display of the first symbol associated with the first approach distance on the screen of the aircraft's cockpit is controlled by the display management computer.

[0015] It is worth noting in this method that step c) includes the following sub-steps:

[0016] c1) Determine the current position of the aircraft and select a first point on the screen of the cockpit, the first point changing with the current position of the aircraft;

[0017] c2) Select a second point close to the landing runway; and

[0018] c3) Control the display of a first arc on the cockpit screen, the first arc being centered at the second point and having a radius varying with the first approach distance, the first arc such that, on the one hand, the first arc intersects a straight line passing through the first point and the second point at a third point, and on the other hand, the length of a portion of the first arc displayed on the screen between the third point and the first end of the first arc corresponds to a predetermined length, the first arc corresponding to the first symbol.

[0019] According to this method, the first arc (corresponding to a first symbol associated with the approach distance, selected from the minimum and standard approach distances) intersects a straight line that passes through a second point near the landing runway on one side and on the other. Therefore, regardless of the circumstances, when the aircraft approaches the landing runway, there must be a moment from which the first arc is displayed on the screen, regardless of the selected display scale (range) for that screen. In fact, there must be an initial condition in which the aircraft's energy allows it to land on the landing runway. For this initial condition, the symbol corresponding to the aircraft is located outside the first arc. By considering a moment during the approach to the landing runway from which the symbol corresponding to the landing runway becomes visible on the screen, assuming that the first arc intersects a straight line that passes through a second point near the landing runway on one side and on the other, the result is that the first arc will necessarily be displayed on the screen at least at one moment during the approach to the landing runway. Furthermore, as long as the distance between the aircraft and the landing runway is greater than the first distance, the first arc intersects the straight trajectory between the aircraft and the landing runway. This helps the aircraft pilot understand the aircraft's ability to land on the landing runway: as long as the symbol corresponding to the aircraft is outside the first arc, the aircraft's energy enables the aircraft to land on the landing runway.

[0020] According to a specific implementation:

[0021] - Step b) further includes determining a second approach distance by the processing unit, wherein the first approach distance corresponds to the standard approach distance, and the second approach distance corresponds to the minimum approach distance;

[0022] - Step c) includes controlling the display of a second symbol associated with the second approach distance on the cockpit screen; and

[0023] - Sub-step c3) includes controlling the display of a second arc on the cockpit screen, the second arc being centered at the second point and having a radius varying with the second approach distance, the second arc such that, on one hand, the second arc intersects the straight line passing through the first point and the second point, and on the other hand, the first end of the second arc is aligned with the second point and with the first end of the first arc, and the second end of the second arc is aligned with the second point and with the second end of the first arc, the second arc corresponding to the second symbol.

[0024] Specifically, the first point corresponds to:

[0025] - The current position of the aircraft; or

[0026] - The current position of the aircraft is an orthogonal projection onto a straight line passing through the longitudinal axis of the landing runway.

[0027] More specifically, the second point is selected from:

[0028] -The stable point defined for the aircraft's approach to the landing runway;

[0029] -To the starting point of the final approach to the landing runway; and

[0030] - The entrance to the landing runway.

[0031] According to an embodiment, the display management computer controls the display of the first arc in such a way that the length of another portion of the first arc displayed on the screen, located between the third point and the second end of the first arc opposite to the first end, also corresponds to the predetermined length.

[0032] Advantageously, when the distance between the current position of the aircraft determined in sub-step c1) and the second point is less than the first approach distance:

[0033] - Sub-step c2) further includes determining a fourth point, defined in front of the aircraft and corresponding to the intersection of the aircraft's current heading and a circle centered at the second point, the circle having a radius that varies with the first approach distance; and

[0034] - In sub-step c3), the display management computer controls the display of the first arc in such a way that the first arc intersects with a straight line passing through the second point and the fourth point.

[0035] Specifically, in sub-step c3), the display management computer controls the display of the first arc in such a way that the length of the portion of the first arc displayed on the screen between the fourth point and the second end of the first arc opposite to the first end corresponds to the predetermined length.

[0036] More advantageously, when the angle at the center of the first arc is greater than a predetermined angle value, sub-step c3) further includes:

[0037] - The second point selected in sub-step c2) is modified by translating the second point a distance along a straight line parallel to the longitudinal axis of the landing runway, the translation distance being in the planned landing direction for the aircraft on the landing runway; and

[0038] - The first arc is displayed centered on the appropriately modified second point, and the radius of the first arc corresponds to the radius that changes with the translation distance as the first approach distance increases.

[0039] The translation distance is determined such that the angle at the center of the appropriately displayed first arc is less than or equal to the predetermined angle value.

[0040] The present invention also relates to a system for assisting the piloting of an aircraft during the operational flight phase, during which the aircraft may land on a landing runway, the system comprising:

[0041] - An information acquisition device, the information acquisition device being configured to determine the current flight conditions of the aircraft;

[0042] - The processing unit of the aircraft, configured to determine a first approach distance using at least the current flight conditions, the first approach distance being selected from the following approach distances corresponding to the distance between the projection of the aircraft's current position in the horizontal plane and the projection of its contact position with the ground in the horizontal plane:

[0043] Based on the minimum approach distance required to achieve the optimal approach conditions for stable approach;

[0044] According to the standard approach distance used to achieve the stable approach conditions; and

[0045] - A display management computer configured to control the display of a first symbol associated with the first approach distance on a screen in the cockpit of the aircraft.

[0046] It is worth noting in this system that the processing unit and / or display management computer are configured to:

[0047] - Determine the aircraft's current position and select a first point on the cockpit screen, the first point changing according to the aircraft's current position; and

[0048] - Select a second point close to the landing runway.

[0049] Furthermore, the display management computer is configured to control the display of a first arc on the screen of the cockpit, the first arc being centered at the second point and having a radius varying with the first approach distance, the first arc such that, on the one hand, the first arc intersects a straight line passing through the first point and the second point at a third point, and on the other hand, the length of a portion of the first arc displayed on the screen between the third point and the first end of the first arc corresponds to a predetermined length, the first arc corresponding to the first symbol.

[0050] According to a specific implementation:

[0051] The processing unit is further configured to determine a second approach distance, the first approach distance corresponding to the standard approach distance, and the second approach distance corresponding to the minimum approach distance; and

[0052] The display management computer is also configured to control the display of a second symbol associated with the second approach distance on the cockpit screen. This second symbol corresponds to a second arc centered at the second point, the radius of which varies with the second approach distance. This second arc is such that, on one hand, it intersects the straight line passing through the first point and the second point, and on the other hand, the first end of the second arc is aligned with the second point and with the first end of the first arc, and the second end of the second arc is aligned with the second point and with the second end of the first arc.

[0053] In one embodiment, the display management computer is configured to control the first arc in such a way that the length of another portion of the first arc displayed on the screen, located between the third point and the second end of the first arc opposite to the first end, also corresponds to the predetermined length.

[0054] Advantageous:

[0055] The processing unit is further configured to determine whether the distance between the current position of the aircraft and the second point is less than the first approach distance, and if so, to determine a fourth point, the fourth point being defined in front of the aircraft and corresponding to the intersection of the aircraft's current heading and a circle centered on the second point, the circle having a radius that varies with the first approach distance; and

[0056] The display management computer is configured to control the first arc in this case, displaying it such that the first arc intersects a straight line passing through the second point and the fourth point.

[0057] More advantageously, the display management computer is configured to determine whether the angle at the center of the first arc is greater than a predetermined angle value, and in this case:

[0058] - The second point is modified by translating it a distance along a straight line parallel to the longitudinal axis of the landing runway, the translation distance being in the planned landing direction of the aircraft on the landing runway; and

[0059] - Control the display of the first arc centered on the appropriately modified second point, the radius of the first arc corresponding to the radius that changes with the translation distance as the first approach distance increases.

[0060] The translation distance is determined such that the angle at the center of the appropriately displayed first arc is less than or equal to the predetermined angle value.

[0061] The present invention also relates to an aircraft including the pilot assistance system described above. Attached Figure Description

[0062] The invention will be better understood by reading the following description and studying the accompanying drawings.

[0063] already described Figure 1 This refers to the display on the navigation screen of an aircraft based on existing technology.

[0064] Figure 2 The diagram schematically illustrates a system for assisting in the piloting of an aircraft according to an embodiment of the present invention.

[0065] Figure 3 , Figure 4 ,and Figure 5 Different displays on the navigation screen of an aircraft according to an embodiment of the present invention are shown.

[0066] Figure 6 The aircraft, including the cockpit, is shown in a simplified manner.

[0067] Figure 7 yes Figure 5 Detailed view. Detailed Implementation

[0068] like Figure 2 As indicated, the flight assistance system 1 includes: an information source group 22, a processing unit 20 linked to the information source group 22 via link 21, a display management computer 24 linked to the processing unit 20 via link 25, and a display screen 26 linked to the display management computer 24 via link 27. The flight assistance system 1 is installed on the aircraft 10, for example... Figure 6 The aircraft is represented in the diagram. For example, processing unit 20 and display management computer 24 are installed in the avionics bay 2 of the aircraft. Display screen 26 is the screen of the cockpit 3 of the aircraft. Processing unit 20 includes module 30 for calculating minimum approach distance and module 31 for calculating standard approach distance. In a non-limiting specific embodiment of the invention:

[0069] - The processing unit 20 corresponds to a flight management computer of the FMS (Flight Management System) type, and the computing modules 30 and 31 are implemented in the form of software functions of the flight management computer;

[0070] - The display management computer 24 is a computer linked to a display system, such as a CDS (Cockpit Display System), in the cockpit of the aircraft; and

[0071] - Screen 26 is an ND (Navigation Display) type navigation screen of the cockpit's display system.

[0072] The display management computer 24 is, for example, a flight management computer of the FMS type, an aircraft guidance computer of the FG (flight guidance) type, or a modular avionics computer of the IMA (integrated modular avionics) type.

[0073] Alternatively, without departing from the scope of the invention, computing modules 30 and 31 can be implemented outside of an FMS-type flight management computer. For example, these computing modules can be implemented as software functions of a guidance computer of the aircraft's FG (Flight Guidance Computer) type or a modular avionics computer of the IMA (Integrated Modular Avionics) type.

[0074] Information source group 22 includes computing unit 28 configured to determine (especially measure or estimate) the current flight conditions of the aircraft in a normal manner. These current flight conditions include at least the aircraft's altitude relative to the ground, the aircraft's speed, and the aircraft's aerodynamic configuration (especially the positions of slats and flaps). The information sources may include, for example, inertial measurement units of the IRS (Inertial Reference System) type, GNSS (Global Positioning Satellite System) type (e.g., GPS type) satellite positioning devices, and radio altimeters. Information source group 22 and computing unit 28 form an information acquisition device configured to determine the current flight conditions of the aircraft.

[0075] In operation, the information acquisition device determines the aircraft's current flight conditions from information provided by different information sources in the information source group 22, and transmits these current flight conditions to the processing unit 20. During the approach to the landing runway 12, the processing unit's calculation unit 30 determines a minimum approach distance based on the optimal approach for achieving stable approach conditions. This minimum approach distance corresponds to the minimum distance between, on the one hand, a first projection of the aircraft's current position on the horizontal plane, and on the other hand, a second projection of the aircraft's position on the horizontal plane as it descends and decelerates from its current position and contacts the ground. As previously indicated, this optimal approach corresponds to the maximum deceleration of the aircraft according to its operational performance level. The calculation module 31 determines a standard approach distance based on the standard approach for achieving the stable approach conditions. This standard approach distance corresponds to, on the one hand, a first projection of the aircraft's current position on the horizontal plane, and on the other hand, a second projection of the aircraft's position on the horizontal plane as it descends and decelerates from its current position and contacts the ground. The determination of the minimum approach distance and the standard approach distance by modules 30 and 31 will not be described further, as they are known to be described in detail in documents FR2885439 and FR 2908220, which are available to those skilled in the art.

[0076] Processing unit 20 transmits the minimum approach distance and standard approach distance to display management computer 24. Display management computer controls the display of a first symbol associated with the first approach distance and a second symbol advantageously associated with the second approach distance on screen 26. When only the first symbol is displayed, the first approach distance corresponds to one or the other of the standard approach distance and the minimum approach distance. When both the first and second symbols are displayed, the first approach distance corresponds to the standard approach distance, and the second symbol corresponds to the minimum approach distance.

[0077] Depending on the current flight conditions of the aircraft received from information source group 22, processing unit 20 determines the current position of the aircraft. In a first variant, display management computer 24 selects a first point P1 on screen 26 based on the current position of the aircraft. According to a first alternative, this first point corresponds to the current position of the aircraft, such as... Figure 3As shown in the diagram. According to the second alternative, the first point is located near the aircraft's current position. This second alternative is selected, for example, when the aircraft's current position, in its projection onto the horizontal plane, lies near a straight line passing through the longitudinal axis of landing runway 12, and the distance between the aircraft's current position and this straight line is less than a predetermined distance value. In this case, the selected first point P1 corresponds to the orthogonal projection of the aircraft's current position onto the straight line passing through the longitudinal axis of the landing runway. Screen 26 is an ND-type navigation screen, and during the approach phase to landing runway 12, the aircraft's current position is typically represented on screen 26, for example, by means of the aircraft symbol 10. In the second variant, the first point P1 is selected by processing unit 20 (as previously indicated), which transmits its position to display management computer 24. Processing unit 20 selects a second point P2 located near the landing runway based on information about the selected approach to landing runway 12. As long as processing unit 20 corresponds to an FMS-type computer, this processing unit contains or has access to such information related to the selected approach. According to a first alternative, this second point corresponds to the stabilization point of the aircraft defined for the selected approach to the landing runway. According to another alternative, the second point corresponds to the starting point of the final approach to the landing runway (referred to as the FAF "Final Approach Positioning Point"). According to yet another alternative, the second point corresponds to the entrance of the landing runway. Processing unit 20 transmits the position of the second point P2 to display management computer 24. In a variant, the second point P2 is selected by display management computer 24. Depending on the selected display scale ("range"), display management computer determines the position of the second point P2 on screen 26, or may be off-screen if the runway is not visible on the screen. Display management computer 24 controls the display of a first arc C1 on screen 26, which is centered on the second point P2 and intersects a straight line 14 (P1, P2) passing through the first point P1 and the second point P2 at a third point P3. The radius of the first arc C1 varies with the first approach distance. Specifically, this radius corresponds to the first approach distance, which is adjusted for the distance between the second point P2 and the theoretical contact point between the aircraft and the ground on the landing runway. This theoretical contact point between the aircraft and the ground can be specifically chosen to correspond to the runway threshold of landing runway 12. In an exemplary embodiment, the radius of the first arc C1 is equal to the first approach distance minus the distance between the second point P2 and this runway threshold. The first arc corresponds to the first symbol mentioned above. This makes the length of the portion of the first arc displayed on the screen between the third point P3 and the first end E1 of the first arc correspond to a predetermined length w. This predetermined length is chosen to obtain satisfactory visibility of the first arc for the aircraft pilot when the first arc C1 is displayed on screen 26.This length can be expressed, for example, as the number of pixels on the screen, or as the distance between points P3 and E1 on the screen. Alternatively, this length can be chosen to correspond to a predetermined angle value at the center of arc C1.

[0078] Since arc C1 intersects a straight line that passes through a first point P1 near the aircraft's current position on one hand and a second point P2 near the landing runway on the other, there must be a moment when the aircraft approaches the landing runway from which arc C1 is displayed on screen 26, regardless of the display scale (range) selected for this screen. Furthermore, as long as the distance between the aircraft and the landing runway is greater than a first distance, arc C1 intersects the straight line trajectory between the aircraft and the landing runway. This facilitates the pilot's understanding of the aircraft's ability to land on the landing runway: as long as the symbol 10 corresponding to the aircraft is outside arc C1, the aircraft's energy enables it to land on the landing runway.

[0079] Advantageously, as previously indicated, the display management computer 24 also controls the display of a second symbol associated with the second approach distance. This second symbol corresponds to the second arc C2, as shown below. Figure 3 As indicated in the diagram. The second arc C2 is also centered on the second point P2, and its radius varies with the second approach distance. In particular, this radius corresponds to the second approach distance, which is corrected for varying distances between the second point P2 and the theoretical contact point between the aircraft and the ground on the landing runway. This theoretical contact point between the aircraft and the ground can be specifically chosen to correspond to the runway threshold of the landing runway 12. In an exemplary embodiment, the radius of the second arc C2 is equal to the second approach distance minus the distance between the second point P2 and this runway threshold. The second arc is such that, on the one hand, it intersects the straight line (P1, P2) passing through the first point P1 and the second point P2, and on the other hand, the first end E'1 of the second arc C2 is aligned with the second point P2 and with the first end E1 of the first arc C1. Furthermore, the second end E'2 of the second arc is aligned with the second point P2 and with the second end E2 of the first arc C1. The display of the first arc C1 corresponding to the first symbol and the display of the second arc C2 corresponding to the second symbol allow the pilot to be informed of both the standard approach distance and the minimum approach distance.

[0080] exist Figure 3In the embodiment shown (referred to as the normal mode), the first arc C1 also causes the length of the portion of the first arc displayed on the screen between the third point P3 and the second end E2 of the first arc, opposite to the first end E1, to also correspond to a predetermined length w. The first arc C1 is therefore symmetrical about the third point P3, with the axis of symmetry corresponding to the line (P1, P2). When the second arc C2 is displayed, it is also symmetrical about the line (P1, P2).

[0081] exist Figure 4 In the specific embodiment shown, when the distance between the current position 10 of the aircraft and the second point P2 is less than the first approach distance, the display management computer 24 controls the display of the first arc C1 according to a so-called extended display mode. Assuming the distance between the current position 10 of the aircraft and the second point P2 is less than the first approach distance, the first point P1, located near the aircraft 10, lies on line 14, between the second point P2 and the third point P3. The symbol corresponding to the aircraft 10 is located inside the first arc C1. The first end E1 of the first arc C1 lies on one side of line 14 (P1, P2), such that this side corresponds to the area of ​​space behind the aircraft in its forward direction. The display management computer 24 also determines a fourth point P4, which is defined in front of the aircraft and corresponds to the intersection of the aircraft's current heading 19 and a circle centered on the second point, with a radius that varies with the first approach distance (the first arc C1 therefore corresponds to a portion of this circle). The first arc C1 is displayed in such a way that it intersects with the line that passes through the second point P2 and the fourth point P4. Figure 4(Not shown in the text) Intersection. Specifically, a portion of the first arc C1 located between the fourth point P4 and the second end E2 of the first arc, opposite to the first end E1, corresponds to a predetermined length w. The display mode corresponding to this particular embodiment is called extension, and it is known that, compared to the normal display mode, the first arc C1 is extended by including the length between the third point P3 and the fourth point P4. The fact that the first arc C1 is extended allows for improved knowledge of the aircraft pilot's current situation. In fact, the point corresponding to the fourth point P4 is the point from which the aircraft 10 will leave the interior of the first arc C1 if the pilot maintains the aircraft's current heading 19. When the aircraft is outside the first arc C1, its distance relative to the landing runway is greater than the first approach distance, and therefore its energy allows for landing on the landing runway 12. This allows the pilot to better assess the trajectory he or she must fly to land on the landing runway 12. When the second arc C2 is displayed, as previously indicated, the display management computer 24 controls the display of the second arc C2 in such a way that, on the one hand, the first end E'1 of the second arc is aligned with the second point P2 and with the first end E1 of the first arc C1, and on the other hand, the second end E'2 of the second arc is aligned with the second point P2 and with the second end E2 of the first arc.

[0082] exist Figure 5 In another specific embodiment, when the angle at the center of the first arc is greater than a predetermined angle value, the display management computer 24 controls the display of the first arc C1 according to a so-called compressed display mode. This occurs particularly when, for a given display scale (“range”), the aircraft is close enough to the landing runway that the first approach distance (the radius of the first arc C1 varies with this first approach distance) is small enough to cause the angle at the center of the first arc to be greater than the predetermined angle value. In this further specific embodiment, the display management computer 24 modifies the second point P2 by translating it a certain distance along a straight line parallel to the longitudinal axis of the landing runway, in the planned landing direction of the aircraft on the landing runway. The appropriately modified second point and Figure 5The display corresponds to point P'2. The display management computer 24 controls the display of a first arc C1 centered on a suitably modified second point P'2, the radius of which corresponds to the radius that changes with the translation distance as the first approach distance increases. The translation distance is determined such that the angle at the center of the properly displayed first arc is less than or equal to the predetermined angle value. Performing the translation of the second point prevents the first arc C1 from having excessive curvature or even encircling the second point P2. As a result, the display of the first arc is more ergonomic. The symmetry of the first arc C1 about the line (P1, P2) is therefore more visible to the pilot of the aircraft, which improves his or her understanding of the situation of the aircraft 10 relative to the landing runway 12. When the second arc C2 is displayed, as in the previous display mode, the display management computer 24 controls the display of the second arc C2 in such a way that, on the one hand, the first end E'1 of the second arc is aligned with the second point P2 and with the first end E1 of the first arc C1, and on the other hand, the second end E'2 of the second arc is aligned with the second point P2 and with the second end E2 of the first arc.

[0083] Figure 7 An example of translation of the second point P2 to the modified second point P'2 is shown. In this diagram, the arc C centered on the second point P2, corresponding to the normal display mode, has an angle value of θ at its center. The arc C intersects the line (P1, P2) at point P3. The approach distance of the arc C, which varies with its radius (equal to the distance between the second point P2 and the third point P3), is small enough that the display of the arc C over the length w between the third point P3 and the end of the arc C results in an angle value θ at the center that is greater than the predetermined angle value θmax. The display management computer 24 modifies the second point P2 by translating the second point P2 a translation distance D along a line 18 parallel to the longitudinal axis of the landing runway, in the planned landing direction of the aircraft on the landing runway. The translation of the second point P2 thus manifests as the modified second point P'2. The display management computer 24 does not control the display of the arc C, but rather the display of the arc C' centered at the modified second point P'2, which has a radius that varies with the aforementioned approach distance by a translation distance D. By definition, similar to arc C, arc C' intersects the line (P1, P2) at a third point P3. In the example shown in the figure, the display management computer 24 determines the distance D such that the display of arc C' over the length w between point P3 and the end of arc C' causes an angle value at the center equal to a predetermined angle value θmax.

Claims

1. A method for assisting piloting an aircraft (10) during an operational flight phase, during which the aircraft may land on a landing runway (12), wherein the following sequential steps are performed automatically and separately according to the method: a) Determine the current flight conditions of the aircraft using the information acquisition devices (22, 28); b) The processing unit (20) determines a first approach distance using at least the current flight conditions, the first approach distance being selected from the following approach distances corresponding to the distance between the projection of the aircraft's current position in the horizontal plane and the projection of its contact position with the ground in the horizontal plane: b1) Based on the minimum approach distance required to achieve the optimal approach conditions for stable approach; b2) The standard approach distance for achieving the stable approach conditions; and c) The display of the first symbol associated with the first approach distance on the screen (26) of the aircraft's cockpit is controlled by the display management computer (24). Its features are, Step c) includes the following sub-steps: c1) Determine the current position of the aircraft and select a first point (P1) on the cockpit screen, the first point changing with the current position of the aircraft; c2) Select a second point (P2) that is close to the landing runway; and c3) Control the display of a first arc (C1) on the screen in the cockpit, the first arc being centered at the second point (P2) and having a radius that varies with the first approach distance, the first arc being such that, on the one hand, the first arc intersects at the third point (P3) with a straight line (14) passing through the first point (P1) and the second point (P2), and on the other hand, the length (w) of a portion of the first arc (C1) displayed on the screen between the third point (P3) and the first end (E1) of the first arc corresponds to a predetermined length, the first arc (C1) corresponding to the first symbol.

2. The method according to claim 1, wherein: - Step b) further includes determining a second approach distance by the processing unit (20), wherein the first approach distance corresponds to the standard approach distance and the second approach distance corresponds to the minimum approach distance; - Step c) includes controlling the display of the second symbol associated with the second approach distance on the cockpit screen (26); and - Sub-step c3) includes controlling the display of a second arc (C2) on the cockpit screen, the second arc being centered at the second point (P2) and having a radius that varies with the second approach distance, the second arc being such that, on one hand, the second arc intersects the straight line (14) passing through the first point (P1) and the second point (P2), and on the other hand, the first end (E'1) of the second arc is aligned with the second point (P2) and with the first end (E1) of the first arc (C1), and the second end (E'2) of the second arc (C2) is aligned with the second point (P2) and with the second end (E2) of the first arc (C1), the second arc (C2) corresponding to the second symbol.

3. The method according to any one of claims 1 to 2, wherein the first point (P1) corresponds to: - The current position of the aircraft (10); or - The current position of the aircraft is an orthogonal projection onto a straight line passing through the longitudinal axis of the landing runway (12).

4. The method according to any one of claims 1 to 2, wherein, The second point is selected from: - The stable point defined for the aircraft's approach to the landing runway (12); - The starting point of the final approach to the landing runway; as well as - The entrance to the landing runway.

5. The method according to any one of claims 1 to 2, wherein, The display management computer controls the display of the first arc (C1) in such a way that the length of another portion of the first arc displayed on the screen, located between the third point (P3) and the second end (E2) of the first arc (C1) opposite to the first end (E1), also corresponds to the predetermined length.

6. The method according to any one of claims 1 to 2, wherein, When the distance between the current position of the aircraft (10) determined in sub-step c1) and the second point (P2) is less than the first approach distance: - Sub-step c2) further includes determining a fourth point (P4), which is defined in front of the aircraft and corresponds to the intersection of the aircraft's current heading (19) and a circle centered on the second point (P2), the circle having a radius that varies with the first approach distance; and - In sub-step c3), the display management computer (24) controls the display of the first arc (C1) in such a way that the first arc intersects with a straight line passing through the second point (P2) and the fourth point (P4).

7. The method according to claim 6, wherein, In sub-step c3), the display management computer controls the display of the first arc (C1) in such a way that the length of the portion of the first arc displayed on the screen between the fourth point (P4) and the second end (E2) of the first arc opposite to the first end (E1) corresponds to the predetermined length.

8. The method according to any one of claims 1 to 2, wherein, When the angle (θ) at the center of the first arc is greater than a predetermined angle value (θmax), sub-step c3) further includes: - The second point (P2) selected in sub-step c2) is modified by translating the second point by a translation distance (D) along a straight line (18) parallel to the longitudinal axis of the landing runway, the translation distance being in the planned landing direction for the aircraft on the landing runway; and - The first arc is displayed centered on a suitably modified second point (P'2), the radius of which corresponds to the radius that changes with the translation distance as the first approach distance increases. The translation distance (D) is determined such that the angle (θ) at the center of the properly displayed first arc is less than or equal to the predetermined angle value (θmax).

9. A system (1) for assisting piloting an aircraft (10) during an operational flight phase, during which the aircraft may land on a landing runway (12), the system comprising: - Information acquisition device (22, 28), the information acquisition device being configured to determine the current flight conditions of the aircraft; - The processing unit (20) of the aircraft, the processing unit being configured to determine a first approach distance using at least the current flight conditions, the first approach distance being selected from the following approach distances corresponding to the distance between the projection of the current position of the aircraft in the horizontal plane on this horizontal plane and the projection of the contact position with the ground on this horizontal plane: Based on the minimum approach distance required to achieve the optimal approach conditions for stable approach; According to the standard approach distance used to achieve the stable approach conditions; and - A display management computer (24), configured to control the display of a first symbol associated with the first approach distance on a screen (26) in the cockpit of the aircraft. The characteristic is that the processing unit (20) and / or the display management computer (24) are configured to: - Determine the current position of the aircraft and select a first point (P1) on the cockpit screen, the first point changing according to the current position of the aircraft; and - Select a second point (P2) that is close to the landing runway. Furthermore, the display management computer (24) is configured to control the display of a first arc (C1) on the screen (26) of the cockpit, the first arc being centered at the second point (P2) and having a radius varying with the first approach distance, the first arc being such that, on the one hand, the first arc intersects at the third point (P3) a straight line (14) passing through the first point (P1) and the second point (P2), and on the other hand, the length (w) of a portion of the first arc (C1) displayed on the screen between the third point (P3) and the first end (E1) of the first arc corresponds to a predetermined length, the first arc corresponding to the first symbol.

10. The system according to claim 9, wherein: - The processing unit (20) is further configured to determine a second approach distance, the first approach distance corresponding to the standard approach distance, and the second approach distance corresponding to the minimum approach distance; and - The display management computer (24) is also configured to control the display of a second symbol associated with the second approach distance on the cockpit screen (26), the second symbol corresponding to a second arc (C2) centered at the second point (P2) and whose radius varies with the second approach distance, the second arc such that, on the one hand, the second arc intersects the straight line (14) passing through the first point (P1) and the second point (P2), and on the other hand, the first end (E'1) of the second arc (C2) is aligned with the second point (P2) and the first end (E1) of the first arc (C1), and the second end (E'2) of the second arc (C2) is aligned with the second point (P2) and the second end (E2) of the first arc (C1).

11. The system according to claim 9 or 10, wherein, The display management computer (24) is configured to control the display of the first arc (C1) in such a way that the length of another portion of the first arc displayed on the screen between the third point (P3) and the second end (E2) of the first arc opposite to the first end (E1) also corresponds to the predetermined length.

12. The system according to claim 9 or 10, wherein: - The processing unit (20) is further configured to determine whether the distance between the current position of the aircraft and the second point (P2) is less than the first approach distance, and if so, to determine a fourth point (P4), the fourth point being defined in front of the aircraft and corresponding to the intersection of the aircraft's current heading (19) and a circle centered on the second point (P2), the circle having a radius that varies with the first approach distance; and - The display management computer (24) is configured to control the display of the first arc in this case such that the first arc intersects a straight line passing through the second point and through the fourth point.

13. The system according to claim 9 or 10, wherein, The display management computer (24) is configured to determine whether the angle at the center of the first arc is greater than a predetermined angle value (θmax), and in the case where the angle at the center of the first arc is greater than the predetermined angle value (θmax): - The second point (P2) is modified by translating it a translational distance (D) along a straight line (18) parallel to the longitudinal axis of the landing runway, the translational distance being in the planned landing direction for the aircraft on the landing runway; and - Control the display of the first arc (C1) centered at a suitably modified second point (P'2), the radius of the first arc corresponding to the radius that changes with the translation distance (D) as the first approach distance increases. The translation distance is determined such that the angle (θ) at the center of the properly displayed first arc is less than or equal to the predetermined angle value (θmax).

14. An aircraft (10), characterized in that, The aircraft includes a system (1) for assisting piloting the aircraft (10) during the operational flight phase according to any one of claims 9 to 13.

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